Introduction

The following document is a list of questions that were frequently asked about the project.

There is a lot of clearing required on this project. Will there be a revegetation program?

Yes. The project scope includes a major revegetation project that requires planting 15,000 endemic species as tubestock species per kilometre of the overall 8.7km length of the upgrade. The area has been broken into eight “landscape areas” and each has been assessed for the most appropriate vegetation, based on existing vegetation and views, etc. The landscaping and planting design will provide a strong emphasis on a well vegetated green corridor, with vegetated and distinctive local road intersections, interchanges and the Brunswick River foreshore area. The scope of the project includes a 10 year maintenance component involving nurturing the plantings to ensure their successful establishment.

What is happening to all the timber that has to be cleared?

All the suitable timber will be recovered and milled and everything that can be mulched is being mulched or chipped for reuse within the upgrade corridor landscaping works. Surplus mulch is being made available to Landcare for use in local community revegetation projects. Further surplus mulch has been available to members of the community. Craft timber will be salvaged in advance and timber slabs will be harvested for public open space seating.

Any dead or hollow trees that are encountered will be reclaimed and utilised for fauna habitat purposes along the corridor.

Have the rare or endangered plant species on the corridor been wiped out by the vegetation clearing that took place prior to construction?

No. In accordance with environmental management documents and the project planning approvals, several programs have been put in place in relation to flora species on the corridor. Threatened, rare and regionally significant species within the footprint of the highway upgrade were identified by an ecologist and were translocated by the RTA, in conjunction with the Department of Environment and Conservation (National Parks and Wildlife Services) prior to any clearing commencing. They are currently being cared for in a suitable location that has been acquired for a compensatory habitat program. Native seed collection is also underway for use in the revegetation program as the RTA has found that native seed collected on site has a better success rate in revegetation than the same species where seed has been collected from another area.

The project will obviously include the loss of habitat. How is the project team addressing that?

In the environmental management documents and project planning approvals, the RTA has committed to develop (in conjunction with the Department of Environment and Conservation formerly National Parks and Wildlife Service) compensatory habitat package for the project. This commitment is designed to provide compensatory habitat to ameliorate the direct and indirect impacts of the upgrade that cannot be fully mitigated by other site measures.

The RTA is committed to achieving the established compensatory habitat package and has secured substantial tracts of this land. The RTA can only acquire land for the purposes of compensatory habitat if the owner is willing to sell and a fair and reasonable price can be negotiated. The amount of compensation payable is determined in accordance with the Land Acquisition (Just Terms Compensation) Act 1991.

Land acquired by the RTA is transferred to the DEC for long term environmental protection and where possible incorporation into the protected nature reserve system.

This road will be much wider than the existing road. How will wildlife be protected from the highway and be expected to cross such a wide road?

The project incorporates many design features aimed at protecting the environment and native fauna. The Brunswick Heads to Yelgun upgrade incorporates:

• Ten dedicated fauna underpass structures.
• Five bridge structures which include allowances for fauna passage below them.
• Extensive fauna fencing down both sides of the upgrade to protect known fauna corridors and direct native fauna to the above fauna underpasses.
• The retention of existing significant vegetation in a widened median area to facilitate "overpasses" for arboreal species that have also been identified as part of the environmental studies for the project.
• The incorporation of ‘fish friendly’ culverts with low flow cells to allow fish passage in sensitive creek and drainage lines.

The RTA monitors the use and effectiveness of these fauna underpass structures.

Overall, this project will provide significantly better wildlife outcomes than the existing road.

When will construction commence and how long is it likely to take?

The construction work will commence mid 2005 and is expected to be complete in 2007. Weather plays a large part in construction progress.

Will work be carried out seven days per week?

No. In accordance with the planning approval, work hours for this project are limited from 7am to 6pm Monday to Friday and from 7am to 3pm on Saturday and at no time on Sundays or public hollidays. Work outside of these hours can only occur if approved by the Department of Environment and Conservation.

Will there be traffic interruptions during construction and how will I find out about them?

Yes, there will be some traffic delays at times during construction. The project team will endeavour to minimise these and will provide as much notification to the community through the use of letter box drops and the local media as possible. In addition the RTA provides a weekly Pacific Highway traffic report on their website and by calling 1800 653 092. Variable message signs (VMS) will also be used on the project to advise motorists of traffic conditions. You can also contact the project toll free number 1800 071 144 should you have any questions.

Will the project be constructed from one end to the other?

No, various works will be happening simultaneously along the entire length of the project.

How much material is to be moved?

Approximately 1.5million cubic metres of earth will be moved from cuttings to fill embankments along the project.

Will this material be hauled via the local community roads of Ocean Shores or Brunswick Heads?

No.

We have noticed large earth embankments along the corridor. Some of these are higher than expected. Do these represent the final height of the road?

No, not always. In areas where there is soft soil that is likely to compress or settle, the project team is required to 'pre-load' these areas. That is, they place additional fill material onto the area in order to compact the sub-soils before removing it to the final required level once the subsoil has settled. This technique allows construction times to be reduced.

How will the Brunswick River and the wetlands be impacted by the new road - both during construction and operation?

The management of water quality and run-off is a key consideration in road design, construction and operation. The project incorporates many design features aimed at protecting the adjacent sensitive waterways. The Brunswick Heads to Yelgun upgrade incorporates:

• A Construction Environmental Management Plan with a specific Soil and Water Quality Management sub-plan.
• An Operation Environmental Management Plan.
• The development of detailed erosion and sedimentation control plans.
• A number of sedimentation basins or ponds, and constructed wetlands.
• The use of ‘Humeceptor’ gross pollutant traps which separate and filter oils and water.
• Total capture drainage systems adjacent to sensitive receiving waters.

A wetland is to be constructed to the north of the Brunswick River to prevent any run-off from the road and adjacent Ocean Shores urban catchment from directly entering the Brunswick River or adjacent wetlands without first being treated. This feature provides a significantly better environmental outcome than the current road in terms of water quality. There are several other such constructed wetlands along the route in key drainage paths to stop run-off from directly entering nearby watercourses.

Where possible, water captured in the basins will also be utilised during construction.

Will the new road make worse or improve existing flooding problems in the Billinudgel or North Golden Beach area?

It is recognised that the Brunswick River and Marshalls Creek have extensive flood plains. The design of the project has taken this into account to ensure that the existing flood levels upstream and downstream of the Brunswick River and Marshalls Creek crossings are maintained. One of the project commitments is that the project does not negatively impact on flooding levels, velocities or inundation times. It is expected that some of the new bridges (for example the Brunswick River) with their longer lengths and wider pier spacings, and slightly better positioning (for example the Marshalls Creek bridges and culverts) will result in improved flows through the local drainage system.

Refer also to Information documents, Community Liaison Group CLG meeting notes: Presentation CLG meeting 5, August 2005.

Will noise barriers be provided initially and would there be provision to extend them if they prove not to be as effective as predicted?

Yes on both points. Like all new major roads being constructed through noise sensitive areas, the project incorporates many design features aimed at minimising both operational and construction noise. The Brunswick Heads to Yelgun upgrade incorporates:

• A Construction Environmental Management Plan with specific Noise and Vibration Management Sub-plan.
• An Operational Noise Management Plan.
• Where practical, the erection of noise barriers as early as possible.
• The construction of a number of noise barriers ranging in height from 1.1m to 4.5m.
• The use of a low noise stone mastic asphalt pavement surface.
• The selection of low noise / noise attenuated construction equipment

In addition, to assist the closest affected residents for which ‘at road’ mitigation measures are not practical, the RTA has undertaken a program of ‘at residence‘ mitigation treatments prior to the commencement of construction.

Post construction, the performance of sound barriers will be monitored to ensure the noise goals for the project are achieved. In accordance with the approval conditions for the project, as well as previous RTA commitments, post construction noise monitoring will be undertaken six months after construction completion. The collected data will be entered into the noise model for the project and the noise model will be re-run to then forecast noise levels 10 years after the project opened to traffic. If the forecast noise levels for ten years after opening to traffic exceed the approved noise goals for the project then the project team would reassess noise mitigation options in accordance with the project approval conditions.

It is important to note the original sound predictions were made based on the worst case scenario of a concrete pavement surface. The proposed pavement design incorporates a quieter surface of stone mastic asphalt.

Will the new road have a low noise surface?

Yes, the finished surface treatment will consist of a stone mastic asphalt type surface. This surface has been selected for its low noise emission properties.

What kind of lighting will be used at key places such as roundabouts and on the bridges to prevent uncessary light spill?

Lighting design for the project has been considered for both safety and environmental considerations. The project will be designed with lighting fixtures that prevent light from street lighting and traffic from spilling upwards and / or beyond the required area to be lit and into adjacent residences or sensitive environmental areas. Street lighting will be shielded to avoid such spill and incorporate Aeroscreen luminaries in accordance with Australian Standard requirements. Lighting has been carefully considered for these bridges with pedestrian access. The style adopted is soft, low impact lighting that will be located in hand rails and at the base of the footpath to make it less intrusive. For road safety reasons roundabouts will also be lit, but again there has been consideration of the need to reduce light ‘spillage‘ and directional lighting systems will be utilised.

Will there be provision for pedestrians and cyclists?

The new road will provide improved facilities for pedestrians and cyclists both along and across the upgrade. Where possible such facilities will be a minimum 2.5m in width and will be provided within the corridor and off-road along either the local service road or the local roads to connect with either existing facilities or future proposed facilities by Byron Shire Council.

Provision is also made for shared pedestrian / cycle paths to cross the Pacific Highway via underpasses or overpasses (at the Brunswick River, Orana Road / Coolamon Scenic Drive, Billinudgel and Yelgun). For specific details of the planned shared pedestrian / cycle facilities, please refer to the maps available on the Information documents section (under the heading Information centre displays) of this website.

Will pedestrians and cyclists be able to cross the highway between Ocean Shores and Billinudgel?

Yes. There will be a dedicated shared pedestrian / cycle overpass bridge constructed as part of the works at Billinudgel. In addition, pedestrians and cyclists will also be able to cross the highway via the shared path which passes through the underpass at Bonanza Drive.

The Yelgun rest area seems very close to the Billinudgel Nature Reserve. What if there were a spill or accidental leak in the Yelgun rest area?

The Yelgun rest area is located approximately 100 metres from the nature reserve and is bounded by the local service road. The design and operation of the Yelgun rest area incorporates spill containment devices, including ‘Humeceptor’ gross pollutant traps and a downstream storage basin with a lockable valve to capture any such run-off from the area.

Won’t the current layout mean that local service road traffic will have to mix with heavy vehicles and others entering the Yelgun rest area?

Yes, however in response to community representations the RTA is currently reviewing the layout and testing the feasibility of alternate access arrangements which would separate through and local traffic. All vehicles on the service road and the Yelgun interchange would have to slow down to a speed of 60km/hr. Traffic modelling also shows there is only a slight increase in traffic volumes using the Yelgun interchange and the short section of service road accessing the rest area.

Why is a rest area required at Yelgun when there is already a similar facility at Sleepy Hollow?

The Sleepy Hollow facilities are already at capacity and the Pacific Highway Safety Report (RTA 2004) stressed the need to provide rest areas to combat driver fatigue. This report identified Yelgun as a potential site. There are also some noise issues impacting on adjacent residents associated with Sleepy Hollow, which were identified in the Northern Pacific Highway Noise Taskforce Report and which recommended that the RTA should remove heavy vehicles from the Sleepy Hollow site.

At the Yelgun rest area site not only are there no residences within 500 metres, (except an RTA owned property) but the area is also located in a naturally shielded area where the surrounding terrain provides good natural sound buffering. Another advantage of the Yelgun site is that using the Yelgun interchange this rest area can accommodate north and south bound traffic from both the Pacific Highway and the local service road in one facility. This avoids the duplication of facilities including those of the Driver Reviver group on both sides of the highway. Additionally the RTA does not own additional land at Sleepy Hollow to expand it, where as the Yelgun rest area would be constructed on currently owned RTA land.

Will the rest area have commercial facilities, such as a service station or drive through restaurant?

No. The RTA does not promote commercial enterprise on its lands and such development is also prohibited by Byron Shire Councils zoning. Such development would also conflict with the operation of the Driver Reviver facility which is run by a non profit voluntary organisation. This is to be a low key facility and will include such things as picnic shelters, emergency telephone, information boards, toilet facilities, landscaped mounds, rubbish bins and low level security illumination.

What will the speed environment be for the new road?

The new upgraded Pacific Highway will be signposted at 110km/hr. The speed limit on the service road will vary between 50km/hr and 80km/hr depending upon the location and road safety.

Will the road be median divided for the entire length?

Yes. A median of varying width, with landscaping at various locations will be provided for the entire length of the upgrade. Median divided roads have been found to be far safer than those without a divide.