The preferred option for the new bridge crossing is a three lane bridge to the west of Iron Cove Bridge with a shared pedestrian and bike path. This would be consistent with the existing traffic arrangements on Victoria Road and enable the provision of an outbound bus lane over Iron Cove during the AM peak.
Why was the western bridge option chosen over the eastern bridge option?
Considering the benefits and impacts of both bridge options, the RTA has confirmed that a bridge to the west would provide additional benefits and have lesser impacts than a bridge to the east.
Advantages of a western bridge option are:
Less noise and vibration impacts on the local residents.
Does not require relocation of underwater utilities.
Does not require acquisition of private property.
It allows citybound access to Victoria Road from Cary Street to be maintained (except in the AM peak).
No impact on Birkenhead Wharf that has heritage characteristics.
Safer, simpler alignment with the existing road.
The estimated bridge cost is approximately 15% less than an eastern option.
Provides improved safety for motorists by enabling opposing traffic to be separated.
The RTA now proposes a three lane bridge (originally four lanes) and claims that the western bridge option costs 15% less than the eastern bridge option, why is the project cost still $150 million?
The proposal announced in December 2007 included a four lane bridge on either side of the existing bridge and a tidal flow traffic scheme involving manually movable traffic system (candy bars).
At the time the RTA identified a preliminary preference for a western bridge option. The $150 million project estimate was based on these assumptions.
Under the preferred proposal the tidal flow traffic scheme would involve a mechanically operated median barrier, which would have significantly better safety characteristics for both pedestrians and motorists.
By reducing the size of the bridge and proceeding with the western option the savings are able to be redirected towards providing an enhanced tidal flow system.
What are the disadvantages with the western bridge option?
Loss of some parking spaces near Drummoyne Swim Centre.
Increases the shadow on Drummoyne pool early in the morning, up to 9:30am. (Click here to view the simulation).
Requires pruning of the canopy of the large fig tree near Drummoyne Swim Centre.
Loss of area adjacent to King George Park.
What are the disadvantages of the eastern bridge option?
Noise and vibration impacts on more people.
Requires relocation of major submarine power cables.
Full time closure of access to Victoria Road from Cary Street.
Requires relocation of Birkenhead Wharf.
Requires acquisition of private property.
More expensive to construct due to restricted access.
Temporary alternate pedestrian and cyclist access across Iron Cove required during construction.
A less efficient road alignment.
How many lanes would be provided over Iron Cove under the preferred option?
The proposed new bridge would carry three general traffic lanes outbound and a shared use path. The outside lane would be utilised as a bus lane in the AM peak.
The existing bridge would carry a 24 hour bus lane and three general traffic lanes citybound and the existing shared use path.
The clip-on lane on the existing bridge would be retained for maintenance on the bridge. The clip-on lane would then be removed at a later date - this would be subject to a separate environmental assessment process.
What happens to the clip-on lane on the existing bridge?
Closing the clip-on lane to general traffic would provide the following benefits:
Reduces the total traffic load on the existing bridge structure and therefore extends the life of the bridge.
Allows access to authorised vehicles to maintain the bridge. The clip-on lane would then be removed at a later date - this would be subject to a separate environmental assessment process.
Why can’t you use the clip-on for a footpath?
The clip-on lane would be positioned in between the new and the existing bridge. Apart from not providing the best visual outlook for pedestrians and cyclists, providing access to the paths on Victoria Road would be difficult and costly.
Why has the RTA reduced the number of lanes on the new bridge in the preferred option?
The proposal announced on 3 December, 2007 showed the western option as a new four lane bridge with a 24 hour bus lane and three general traffic lanes. It now shows the preferred bridge option as a new three lane bridge with both bridges accommodating a shared use pedestrian and bike path.
Following further studies and discussions with the State Transit Authority it was determined that an extra lane for buses would not provide any additional benefit to bus operations in the PM peak or off peak.
Further, reducing the new bridge from four lanes to three would:
Reduce the bridge footprint on the western side.
Reduce the shadowing effects on Drummoyne Swim Centre.
Traffic is further away from residents, the Drummoyne Swim Centre and The Cove café.
During the AM peak one of these traffic lanes would function as a bus lane. Only two traffic lanes would be used for general traffic in the AM peak over Iron Cove to match the number of lanes through Drummoyne available during the operation of the tidal flow scheme.
Why build more lanes over Iron Cove when Victoria Road has only six lanes?
Through Drummoyne and Rozelle, Victoria Road currently has six lanes operating as three lanes citybound and three lanes outbound.
A tidal flow traffic scheme through Drummoyne would provide four citybound lanes during the AM peak and three outbound lanes at all other times.
Changed traffic arrangements in Rozelle would provide four citybound lanes and three outbound lanes.
With a new three lane bridge on the western side, and the clip-on lane on the existing Iron Cove Bridge retained for maintenance and then removed, there would be seven lanes over Iron Cove that complement both the tidal flow operation and the changed traffic arrangements in Rozelle.
These works would enable the provision of a continuous 3.5 km citybound bus lane and three general traffic lanes through Drummoyne and Rozelle during the AM peak.
Won’t extra lanes over Iron Cove increase traffic along Victoria Road?
The primary project objective of the upgrade is to improve bus services on Victoria Road through Drummoyne and Rozelle. The RTA’s proposal is to implement a continuous citybound bus lane in the AM peak without reducing capacity for general traffic.
There would be no extra traffic capacity provided at The Crescent intersection, so it would not be possible to feed additional traffic onto the Anzac Bridge.
Whilst the capacity of Victoria Road remains unchanged, the proposal may assist the flow of general traffic by separating car and buses. However, it is not expected to provide the level of travel time improvements for motorists that would attract more traffic onto Victoria Road.
How long would it take to complete the project?
The Victoria Road upgrade project team is working to complete the upgrade by the second half of 2010. Work on Victoria Road would be staged to deliver early benefits by completing the works in Rozelle as stage one ahead of the bridge duplication and tidal flow through Drummoyne.
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