Thank you to everyone who joined us on the live webcast on Tuesday 29 November.

This event was the first of its kind for the Roads and Maritime Services (formerly Roads and Traffic Authority) and we appreciate the strong community participation that made the live webcast a success.

Webcast copy

View online

A copy of the webcast is now available. This can be viewed online, if you were unable to see the live webcast, or if you would like to watch it again.

URL: http://vioca.st/rta/pacific_highway

Note: Broadband internet connection is required for optimum viewing.

Request DVD copy

DVD copies will also be available in the near future for anyone who does not have access to a broadband internet connection.

Please phone 1800 653 092 (toll free) or email us at pacific_highway@rta.nsw.gov.au if you would like a copy.

Feedback

Your feedback is important to us. We would like to know not only what you enjoyed about the webcast, but also if there were any problems with your experience.

Hearing from you will help us improve our processes for the future.

Please phone 1800 653 092 (toll free) or email us at pacific_highway@rta.nsw.gov.au if you have any comments or questions.

Additional webcast questions and answers *

Over 30 questions were answered from the public in just over an hour during the recent live webcast about the Pacific Highway upgrade.

Below are additional answers to the more than 100 questions we received both before the webcast and during the live event. The information below will continue to be updated in the coming days as more answers become available.

If you have any questions about the information that has been provided, please contact the Pacific Highway office on 1800 653 092 and we can put you in touch with someone who can discuss these matters in greater detail.

Note: * Answers on this page are considered current at the time of posting (December 2011) and individual responses will not be updated. For the latest up to date information, please visit the project pages or contact the Pacific Highway office on 1800 653 092.

• Janelle asked:

  Were culverts installed for the headwaters of Darkum Creek, or was a bridge installed? Answer: Culverts were installed at Darkum Creek, consistent with the environmental assessment.

• Rebekah asked:

  In areas known to be highly populated with wallabies/kangaroos, why aren’t the animals relocated? Answer: Relocating animals such as wallabies/kangaroos would not be effective or feasible, as these are highly mobile animals with relatively large home ranges. If the cost of the fauna fencing is included in the contract scope of work, then it is part of the contract and can be budgeted for upfront? Answer: Fauna fencing is typically included in construction contract documents. This ensures environmental assessment commitments are covered through the construction phase.

• Evelin asked:

  Could we have sound barriers before the highway is finished, as the traffic and building noise is very bad? Answer: Early installation of operational noise barriers is undertaken where possible and as the staging of construction allows. This gives early noise reduction benefits from operational traffic, where the highway is duplicated, and additional shielding from construction noise impacts. However, often noise barriers are built on road fill embankments and, as such, the construction of the barriers has to wait until the right fill heights have been achieved. Could you stop the building trucks from cutting in on the traffic? I had to hit the brakes several times because of trucks cutting in Answer: Unfortunately, construction vehicles on the highway are a necessary part of road construction. It would not be possible to restrict truck access. However, the Sapphire to Woolgoolga project includes a range of management measures to minimise impacts on traffic using and accessing the highway. In particular the project area includes reduced speed limits and the construction team has put in place a vehicle movement plan to reduce right turns across the highway to locations that meet requirements for safe right turns. The contractor is also required to develop safe work method statements for vehicle operation. The RTA carries out regular audits to ensure these safety systems are being implemented appropriately and will continue to monitor the situation closely. If you would like to highlight a specific incident, please contact the Pacific Highway office on 1800 653 092 or the project information line 1800 63 63 63 so that we are aware of your issues and can work to address your concerns .

• Bruce Roberston asked:

  I seek information on what plans there are for highway noise mitigation in urban areas when the current Sapphire Woolgoolga works are finished, and for the future Coffs City bypass. Answer: Operational noise measures for Sapphire to Woolgoolga have been refined in accordance with the Department of Planning and Infrastructure conditions of approval. A detailed report which shows all the noise treatments, including noise walls and low noise pavements is currently being finalised and will be available from the project website shortly. In terms of the Coffs Harbour bypass, RMS has identified the preferred route and prepared a concept design. Potential noise impacts and proposed mitigation measures will be considered in detail as part of the future environmental assessment.

• John, David and Phil of Sapphire asked:

  Why doesn’t the RTA employ state of the art sound barriers in areas where the highway comes within 100 metres of residences? There is a serious noise pollution problem along Sapphire Crescent. Answer: Noise walls are designed to meet noise criteria established by the NSW Government. RMS must follow an equitable and transparent process in deciding where to locate noise barriers and how high they should be. To do this, RMS follows the Environmental Noise Management Manual, which was developed in consultation with the Environment Protection Authority, and is the industry standard in applying reasonable and feasible noise mitigation measures. An Operational Noise Report has been prepared for the Sapphire to Woolgoolga upgrade. The report includes modelling of noise levels, taking into consideration vehicle types, numbers, speed, alignment (slope and cornering) and other landscape features (are there hills or other structures that would minimise the transmission of noise). In terms of Sapphire Crescent, RMS is currently investigating the replacement of a headlight screen proposed for this area with a noise wall. The replacement noise wall being considered would be built to the same height (3.5 metres) as the proposed noise walls to be built nearby. It is important to note that the environmental assessment includes low noise pavement from Sapphire to north of Bark Hut Road as well as provision of at- resident treatments. Once the project has been opened to traffic, a follow up noise assessment will be carried out to assess the effectiveness of the at-road noise mitigation measures against the NSW Government’s Environmental Criteria for Road Traffic Noise, and the project noise goals.

• ‘A road engineer’ and Mike asked:

  What is Roads and Maritime Services’ opinion on the approach heavy handed that the Office of Environment and Heritage uses in working with contractors when it comes to managing the environment while building major and complex road projects in extremely tight alignment corridors? Answer: Pacific Highway upgrade projects are complex and can be located in highly constrained and often sensitive environments. As with any complex project, there are challenges. However, RMS is committed to working with our key agency stakeholders, including the Office of Environment and Heritage, to meet our environmental commitments and legislative requirements. RMS endeavours to works collaboratively with all our key agency stakeholders to find solutions and achieve good environmental outcomes for our projects and the community.

• David asked:

  How do you define value for money in regard noise walls? Answer: Value for money can be described as building noise walls that are 'reasonable and feasible'. This takes into account the amount of noise reduction as a result of a potential noise wall, the number of sensitive receivers that receive a benefit in reduced noise levels and associated constructability issues. The RMS Environmental Noise Management Manual, Practice Note IV describes a detailed process which demonstrates how a quantified reasonable and feasible analysis is undertaken. This can be found in on the RMS website.

• Ruth asked:

  Please explain why the RTA is disregarding all other viewpoints and continuing against such a backlash when there are other preferred options? Why not go with the option A or B to the West of Bulahdelah and everyone WINS? Answer: RMS appreciates that there have been a range of differing viewpoints expressed during the development of this project. Construction of the Bulahdelah upgrade is significantly advanced. As such, it would not be appropriate to consider alternate routes at this stage. In terms of how the final approved route was determined, RMS consulted extensively with the local community during the development of the Bulahdelah bypass project, to ensure that the upgrade, and the complex environmental and heritage issues associated with the project have been fully considered and handled sensitively. Following this lengthy and detailed assessment process, the project received planning approval from both the NSW and federal governments. The approved route was selected based on a number of factors, including the outcomes of a value management workshop, input from the community, and RMS’ investigations. It represents the best possible balance across a range of competing needs.

• Ben asked:

  Why not a road diverting the mountains past Bulahdelah to The Lakes Way instead of going through two mountains onto The Lakes Way? Answer: This connection would be possible, but would have a very low priority when compared to other required network improvements around the State. This is particularly the case now that a quicker (albeit longer distance) option is to continue north to Nabiac and use the Failford Road/Lakes Way route back to Forster rather than more directly from Bulahdelah.

• Ben asked:

  When will the Bulahdelah upgrade be finished? Answer: The project is still on track for completion in late 2012, weather permitting.

• Barbara asked:

  Regarding the Bulahdelah upgrade, what is the filled area for at the southern end near Our Girls Memorial? Answer: There are two fill areas located here. One area is fill that forms part of the southern interchange. The second area, which is next to the first one on the Bulahdelah side, is a designated permanent spoil area for the project. This area will be shaped and revegetated prior to project completion.

• Phil asked:

  (For the Tintenbar to Ewingsdale section) When will construction start? When will construction be completed? Will this section be opened in stages? Answer: Construction on the Tintenbar to Ewingsdale upgrade is due to begin in the first half of next year (2012) and completion is due by mid 2014, weather permitting. Decisions about whether the upgrade will be opened in stages will be made after the detailed design for the project and any proposed refinements are finalised. I travel south from the Queensland border along the Pacific Highway until Newrybar where I turn left onto Broken Head Road to head to the coast. Once the upgrade is completed this exit will be closed - how will I drive on the upgraded highway and exit to Broken Head Road? Answer: To exit to Broken Head Road driving southbound on the upgraded Pacific Highway, drivers will need to exit at the Ewingsdale interchange and travel down the existing Pacific Highway, turning left onto Broken Head Road, as they do now. Heading northbound on the upgraded Pacific Highway, drivers will need to exit at the Ross Lane interchange and travel along the Old Pacific Highway, turning right into Broken Head Road. Where can I find more info on the Tintenbar to Ewingsdale upgrade? Answer: For more information about the Tintenbar to Ewingsdale upgrade, please call the project information line 1800 882 787 (toll free) or visit the Tintenbar to Ewingsdale section on the website.

• Tony and Paul both asked:

  Can you please provide an update on the plans for the removal of the permanent Bangalow interchange and its replacement with emergency access only in the Tintenbar to Ewingsdale section of the upgrade? Answer: RMS and the Bangalow Working Party are currently developing alternative options to Bangalow interchange. These will go on public display shortly and the community will be invited to provide feedback on the alternative options. We will advise the community in advance of any public displays on the alternative options to the Bangalow interchange. RMS will also be conducting ongoing community consultation as part of the wider project.

• Phil asked:

  When will the Banora Point upgrade be open to traffic? Answer: Construction of the Banora Point upgrade is progressing well and is expected to be opened to traffic in mid 2012.

• Ben asked:

  Will Grafton or the Pacific Highway flood in the next few days. No warnings have been given considering the traffic heading north/south floods? Answer: You can get up to date information on highway driving conditions and incidents on the RMS website (www.livetraffic.rta.nsw.gov.au). You can also phone the Pacific Highway Office at 1800 653 092 (toll free).

• Paul and Colin asked:

  What is the most likely date for the start of construction for the Warrell Creek to Urunga project? Answer: Timing for construction of the Warrell Creek to Urunga upgrade is being considered by the NSW and federal governments as part of projects beyond the current five year program to 2014. Both governments have jointly made funding available to complete planning, acquire properties and carry out other activities to prepare the remaining sections of the Pacific Highway for construction, including Warrell Creek to Urunga. RMS will be moving to award contracts for major sections of the highway upgrade, as soon as possible after funding becomes available.

• Dianne asked:

  Do the new piers of the Macleay River traffic bridge avoid the need for headstocks (by using blades)?   Answer: No. Headstocks are still required on the bridge, as the bridge girders rest on the headstock at each pier location. Through a design innovation, the blade columns on the floodplain section of the bridge are supported directly on the driven piles, without the need for a pilecap. Will there be a memorial sign on the new bridge over the Macleay River to indicate where to exit to find the Memorial for the bus crash at Clybucca? Answer: The site of the Clybucca crash site is about 8 kilometres north of the connection of the new bridge to the existing Pacific Highway. Motorists will still travel on the existing Pacific Highway past the Memorial Gardens until the next stage of the highway duplication between Frederickton and Eungai is completed. What I would like to see is the below water level structure in the Macleay River, by plan and audiovisual means. The question that relates to this is: How safe is boating in the area? Particularly given that rescue boats have historically used the Frederickton Ferry and Boat ramp to evacuate people from Frederickton and it is now the new bridge crossing over the Macleay River? Answer: The boating conditions in the area of the bridge should not change. Adequate clearance to the bridge piers has been allowed for as per normal maritime rules. In addition, the boating channel on the new bridge will be marked with red and green navigational markers. The boat ramp at Frederickton will remain and will also be upgraded. This ramp will be available for use during flood events. A plan showing what the bridge will look like below the water level is not currently available but we appreciate your suggestion and will look into options for preparing an illustration of the design. In the meantime, a 3D video of other aspects of the Kempsey bypass is available on the Kempsey bypass section of the website. Will the new bridge over the Macleay River have river height gauges on it facing both ways? Answer: No, but a gauge could be retro-fitted in the future if warranted.    Will there be access for telecommunications companies to have infrastructure on the new bridge over the Macleay River? Answer: Yes. There is a 100mm duct within the concrete barrier on each side of the bridge for utility services to occupy in the future, if required. There are no plans for any services to be placed in the duct immediately. What is the situation that the Kempsey Shire Council will be in to repair the current Kempsey Traffic Bridge - will it be ratepayers? Answer: Discussions will be held with Council prior to the Pacific Highway bypass of Kempsey being opened in mid 2013. This is the usual practice for bypasses and upgrades where local councils are asked to take on responsibilities for sections of road. The future management of the bridge is expected to be one of the main topics of discussion. As part of these discussions, RMS would need to be certain that Council has both the expertise and sufficient funding to ensure that the bridge remains in good service for the remainder of its life before passing over responsibility. It would also be expected that Council would wish to protect its ratepayers from any increased costs. On other parts of the highway where steel truss bridges have been bypassed, the State has retained maintenance responsibilities.

• John asked:

  Will there be interim works on the existing Highway that will make it safe for the residents living along the highway particularly through the Northern Rivers and Mid North Coast? Answer: Yes. At this stage, there are a number of 'minor works' that are either recently completed, underway or planned. These are focused on lengths of the highway which either have a lower priority for upgrading or will still have a reasonable amount of traffic after the highway is upgraded in those areas. Examples of these works are:   the completed improvements (shoulder widening and realignment) at Shark Creek south of Maclean;  flood immunity and curve improvement nearing completion at Blackadder Creek (near Woolgoolga); intersection upgrade and shoulder widening at Martells Road south of Urunga; and the curve improvement at Plummers Lane north of Kempsey.   The need to continue with minor works beyond the current program to June 2014 will be assessed closer to that time. By safe I mean widening of verges so that we can get off the road to turn into driveways and speed reductions. Answer: A few of the completed and planned projects include shoulder widening that assists with access to properties. Speed reviews in recent times have resulted in a reduction in speed limits on parts of the highway (e.g. between Urunga and Nambucca Heads). Further reviews of the speed limits over much of the highway are planned for the near future and these reviews will include a community consultation component.

• Ian said:

  A more sensible approach (to the upgrading) would be to take a minimalist approach by quickly widening the existing highway between Port Macquarie and Queensland border to four lanes with a strong steel divide between opposite lanes. Use the surplus funds to upgrade the rail and get all the trucks off the highway. It seems to me that most accidents involve trucks- not necessarily the fault of truck drivers but cars & high speed trucks do not mix. Answer: There are a number of issues raised in this question. Firstly, trucks are not involved in the majority of crashes on the highway. They make up about 15-20% of the traffic flow on the highway, depending on location, and overall they are involved in about 16% of all crashes. Trucks are disproportionately represented in serious crashes on the Pacific Highway though, and are involved in about 25% of fatal crashes. Rail transport is ideal for the long haul of bulk goods or container goods that are not time critical. The continuation of rail improvement is desirable. While rail improvements would reduce the cost of rail transport and hence attract more usage, the majority of trucks using the Pacific Highway are servicing the transport needs of the regions along the route. Rail would not be expected to attract much, if any, of this regional transport business. Even if it did, trucks would still be required to transport goods between the rail freight terminal and local businesses. In relation to standards, at the start of the upgrade program in 1996, a minimalist approach (as you have suggested) was proposed for much of the upgrade. The problem was that, while this approach provided 4 lanes, it did not address some of the other desired outcomes for the upgrade. For example: minimising the number of access points; providing a long life, low maintenance pavement to cater for predicted heavy vehicle loads (especially where existing pavements are reaching the end of their lives); improving alignments and reducing slopes in the road; and bypassing towns to improve amenity.

• Malcolm asked:

  Now that the Hume Highway is almost complete, will that free up funds to accelerate the Pacific Highway upgrade? Answer: Funding of the Pacific Highway has demonstrated a high funding priority for both State and Australian governments. In the last round of budgets, the Australian Government increased its commitment by over $1 billion and the State government by $468 million, bringing the total available for the 5 year program till June 2014 to a significant $4.84 billion. This priority is separate to the Hume Highway.

• Peter asked:

  School buses between Macksville and Coffs need seat belts urgently what are your thoughts on this? Answer: The issue of seatbelts on school buses is being examined by a new committee established by the NSW Government in April 2011 (the School Bus Safety Community Advisory Committee). The committee met in Coffs Harbour on 17 November 2011 and is understood to be considering submissions as well as comments from regional meetings before reporting to government.

• Mike asked:

  When will Frederickton to Urunga be let? Answer: Registrations of interest were called for the Frederickton to Eungai section on 17 November 2011. It is expected that a contract will be awarded by early 2013 with construction starting in mid 2013. Timing for construction of the Warrell Creek to Urunga upgrade is being considered by the NSW and federal governments as part of projects beyond the current five year program to 2014. Both governments have jointly made funding available to complete planning, acquire properties and carry out other activities to prepare the remaining sections of the highway for construction, including Warrell Creek to Urunga. RMS will be moving to award contracts for major sections of the highway upgrade, as soon as possible after funding becomes available.

• Mathew asked:

  Does RMS propose a Newcastle turn off for traffic heading south on the Heatherbrae to F3 link as currently the map does not show that? Answer: When the F3 Freeway to Raymond Terrace link is completed, there will be two options available for traffic wishing to access Newcastle. An exit ramp is proposed just south of Heatherbrae (final location to be confirmed) that will allow southbound traffic to rejoin the existing Pacific Highway and then to follow the current route to Newcastle via Hexham and Sandgate. Details can be found in the Concept Design Submissions Report for the F3 Freeway to Raymond Terrace upgrade, which is available on the RMS website. The alternative will be to use the F3 Freeway to Raymond Terrace link and the F3 Freeway, exiting at the Newcastle interchange and then into Newcastle via the existing Link Road.

• Coral and Dianne of Dirty Creek asked:

  What measures are proposed for underpasses and overpasses for wildlife at Dirty Creek range? Answer: The project would incorporate a range of structures to facilitate fauna passage under and over the upgraded highway. The types of fauna crossing structures to be incorporated within the project could include: Dedicated fauna underpasses. Dedicated fauna overpasses (land bridge). Dedicated fauna rope overpasses. Combined drainage and fauna crossing structures, which are culverts that incorporate specific design features to facilitate fauna passage. For example, in the current concept design within a 3 kilometre stretch between Range Road and Halfway Creek, there would be about 24 underpass structures and an aerial rope crossing structure provided. In addition to the combined drainage and fauna crossing structures, many of the other proposed drainage culverts would provide for incidental animal passage, which would give fauna added opportunities to safely move across the upgraded highway. Indicative locations for dedicated fauna crossing structures and combined drainage and animal crossing structures have been determined based on the ecological specialist studies carried out as part of the Environmental Impact Study currently being developed. The details of crossing structures, including their locations and design, will be further developed as part of the environmental assessment and/or detailed design phases of the project, prior to construction. What measures are proposed for animal fencing along the highway? Answer: Significant lengths of fauna fencing are proposed, which will not only prevent animals from entering the road corridor but also safely directs animals toward crossing structures. If Dirty Creek is diverted, what measures are proposed to provide water for wildlife? Answer: Dirty Creek will not be diverted. The source of the creek is next to the alignment and passes underneath, via a box culvert. A fauna connection is also proposed in the area. If you have further specific questions about your property, please call us on 1800 653 092 and we can put you in touch with the project team.

• Mick asked:

  What are you going to do with St Dominics Convent? Answer: Using the assumption that your question refers to an address at River Street, Harwood, which was formally a convent in the 1950’s, this property was acquired by the then Roads and Traffic Authority some years ago. It is directly affected by the proposed new highway and will be included in the heritage impact statement to be completed as part of the Environmental Impact Study. It is likely that a photographic record of the property will also be taken in accordance with the Heritage Council of NSW guidelines. Harwood Island has a number of heritage buildings. How are you going to prevent damage to these buildings whilst building a new bridge? Answer: The project team is aware of the heritage values of some properties at Harwood. The heritage assessment and the noise and vibration assessment undertaken as part of the environmental impact studies will consider the potential for impact to those buildings, including physical damage during construction in detail. Measures will be implemented during construction to minimise any impact (including vibration monitoring), if this is considered necessary by the assessment. Why not bypass Harwood? Why not cross the river at Tyndale and follow high ground through Ashby and along the Richmond range to the Devils Pulpit? This will save building on the floodplain. We have put up with noise for forty years due to the Harwood Bridge. Are there other routes available? Answer: Further information on the route options considered can be found on the RMS website (on the Wells Crossing to Iluka Road section of the Pacific Highway’s Woolgoolga to Ballina project website). Alternately, please contact the Pacific Highway office on 1800 653 092 and we would be happy to put you in touch with the project team who can discuss your questions in greater detail. In terms of bypassing Harwood: Between Harwood Bridge and Iluka Road, options in the initial stage of development were limited to widening the existing highway either to the east or west, or a combination of both. However, following a display of the shortlisted route options and community feedback, options east and west of Harwood village were also investigated. In terms of noise: The new bridge structure is likely to offer lower noise levels compared to the existing structure because it will be built to current design standards and materials. Noise impacts will also be considered in detail in the environmental impact statement for the project. (See also below).

• Warren asked:

  Will there be noise reduction through the village of Harwood? Answer: The environmental assessment will include the consideration of noise impacts on Harwood village. This will consider the existing noise and the likely change in noise levels following the upgrade completion. Mitigation measures will be proposed where needed.

• Noreen asked:

  When will the highway continue to Evans Head and cut out that dangerous road along the river? Answer: Access to and from Evans Head will be via interchanges at Woodburn and Broadwater. The use of existing roads between those towns and Evans Head would remain unchanged.

• Heather asked:

  What are the plans for Shark Creek Road? Answer: The alignment passes over Shark Creek and Shark Creek Road, about one kilometre to the east of the existing Pacific Highway. A 400 metre long bridge spans both the creek and the road. Direct access to the upgrade will be via interchanges at Maclean and Tyndale.

• Sandra and Anonymous asked:

  Regarding the highway at Nambucca Heads: Is the alternative alignment under consideration almost exactly the same as the Blue Option proposed in 2005? Was the Blue Option subject to an exhaustive study by the RTA in 2005, and was it declared unsuitable on technical, financial, environmental, cultural and agricultural grounds? If so, is the current review of the same proposal a waste of public money and the cause for a further unnecessary delay of the upgrade? Answer: The proposed alignment that is currently under review is similar to the blue option considered in 2005. However, there are some adjustments to the alignment. Following community requests, the Minister for Roads and Ports has requested that RMS carry out a technical review of the eight kilometre section of the upgrade between Wedgewood Drive south of Macksville and the Nambucca State Forest west of Nambucca Heads, including the crossing of the Nambucca River.

• Jim and Jason asked:

  With the Macksville bridge in the condition it is, why does this section of the highway have such a very low priority? It would only take one major accident on the bridge causing structural damage and the highway could be closed indefinitely. Answer: The priority of major upgrades is based on an assessment of the improvements to crash rates, travel efficiency and amenity to residents. The final single carriageway sections of the Pacific Highway have been broken down into three key priority areas. Priority two involves completing dual carriageway between Port Macquarie and Raleigh, including the Warrell Creek to Urunga section. Since 2005, RMS has implemented significant works on the Macksville bridge including strengthening work, barrier systems, warning signs, safety screening and improvements to the roadway approaches. On completion of the bypass of Macksville as part of the Pacific Highway upgrade, RMS will participate with the Council in a handover process for the bypassed highway including Macksville bridge. Issues for the bridge will reduce significantly once the town is bypassed and the bridge primarily services local traffic.

• Trevor asked:

  For its preferred routes for the Macksville to Urunga section of the new highway, in what way were the technical researches, and/or the public consultations, done by the RTA deficient? If they were not deficient, what new objective facts have been discovered that have required research into locating the new highway along the Old Coast Road at Nambucca Heads? Answer: From time to time RMS is asked to take another look at routes for the highway upgrade. In the case of the Warrell Creek to Urunga upgrade, following community requests, the Minister for Roads and Ports requested that RMS carry out a technical review of the eight kilometre section of the upgrade between Wedgewood Drive south of Macksville and the Nambucca State Forest west of Nambucca Heads, including the crossing of the Nambucca River. It is important to note that no decision is being made to adopt the alternative alignment at this time. Should the technical review conclude that the suggested alternative alignment merits further consideration, RMS will carry out a full and comprehensive route investigation with wider community consultation. Have any ‘deficiencies’ or "new considerations" affected other sections of proposed routes for the new highway elsewhere in the State? If so, are those sections also being revised and new routes considered? Answer: Pacific Highway projects have been subject to a number of internal and external reviews. These are often in response to feedback from or concerns raised by sections of the community or other stakeholder groups. Reviews have taken place up and down the highway including previously for the alignment of the highway at Warrell Creek, between Tyndale and Maclean (where adjustments were made to the previously announced alignment) and for alternative inland options to the existing Pacific Highway, along the Summerland Way. A review is also currently underway further north on the highway at Bangalow. What criteria will guide Roads and Maritime Services in its dealings with these newly affected homes that lie very close to the new highway when it is moved from the preferred routes to the Old Coast Road? Would you agree that there are ethical considerations that Roads and Maritime Services ought to take into account when considering the situation of the owners of the properties and homes in this area when deciding to move the new highway route to the Old Coast Road? Answer: The technical review will compare the cost and potential property impacts of the alternative route against the approved route. RMS has established an independent project team to undertake the review that will include internal and external experts in the fields of: Flooding impacts Social impacts Environmental impacts Geotechnical investigations Cost and economic analysis; and Road and bridge design It is important to note that no decision is being made to adopt the alternative alignment at this time. Should the technical review conclude that the suggested alternative alignment merits further consideration, RMS will carry out a full and comprehensive route investigation with wider community consultation. This will include gaining the views of potentially directly affected property owners in the vicinity of the alternative alignment and other project stakeholders.

• Ken asked:

  F3 Extension. Can the earth works south of the Hunter be done in conjunction with the Hunter Expressway? Answer: No. The Hunter Expressway and F3 Freeway to Raymond Terrace upgrade are two separate projects, with very different construction timeframes. The Hunter Expressway is now under construction and expected to be open to traffic in late 2013. The F3 to Raymond Terrace project is only at the concept design stage and physical work could not start until after an environmental assessment is completed, planning approval is obtained and the necessary land acquired. Once started, these activities would take around three years to complete, by which time the Hunter Expressway would be completed and opened to traffic. The timing of construction of the F3 to Raymond Terrace upgrade project has not yet been determined.

• Lachlan asked:

  Has any consideration been given to more staging of projects speed up the delivery of works? Answer: RMS considers a number of different scenarios when determining the best way to deliver Pacific Highway upgrades. The final decision on the size of projects is based on a balance between economies of scale and ensuring that there is sufficient competition on pricing. There are usually efficiencies to be gained in building large projects - both in use of machinery to move material and in project management (as similar management is required for projects whether they be large or small). On the other hand, large projects also require significant contractor resources and therefore there are a relatively small number of contractors able to take on large projects. Smaller projects lend themselves to the larger number of smaller contractors, where arguably there is more price competition. A number of Pacific Highway upgrades have been or are currently being built in stages including Karuah to Bulahdelah (Stages 1, 2 and 3) and the Kempsey to Eungai upgrade (where the Kempsey bypass is currently being built and the Frederickton to Eungai section is currently out to tender). In addition, it is expected that the Warrell Creek to Urunga and Woolgoolga to Ballina sections will be built in stages of varying size. The Pacific Highway upgrade has used, and is likely to continue to use, a range of project and contractor sizes. It should be noted though that dividing the highway upgrade into a greater number of stages would not necessarily speed up the overall delivery of the program.

• Basil asked:

  The elephant in the room is that of B-Doubles, the enormous damage, danger and community dislocation they cause. It’s about time these monsters are taxed more appropriately? Answer: The issue of road pricing for large transport vehicles to ensure that they pay for the impacts of their use has been examined from time to time (e.g. Productivity Commission 2006, Road and Freight Infrastructure Pricing Report No.41; National Transport Commission, Exploring the Opportunities for Reform, Smart Transport for Growing a nation Project, Discussion Paper, September 2011; and in the Henry Tax Review). Reform in this area is progressing, but requires a national approach. In terms of road safety and community dislocation though, it needs to be recognised that two B-Doubles are equivalent to three semi-trailers. Since the introduction of B-Doubles to the Pacific Highway in 2002, there has been only a small amount of growth in the number of large trucks despite the additional freight being carried. This has been because, as the number of semi-trailers on the highway has decreased the number of B-Double numbers has increased. Without B-Doubles there would be significantly more, larger trucks on the highway, along with increased noise and exposure to crash risk.

• Mathew asked:

  Are there any plans to upgrade interchanges such as the Bucketts Way seagull intersection at Karuah to make it safer and more easy for traffic turning right onto the highway? Answer: Funds for the upgrading of the Pacific Highway must be provided to areas with the greatest need. The current priority remains with completing full dual carriageway driving conditions from Hexham to the Queensland border. There are a number of at-grade intersections (like at Harrington Road, Myall Way, Bucketts Way and Medowie Road) that are being monitored for safety and traffic volumes, and would be considered for upgrading should the need arise. Many of these intersections have had designs developed and/or preparatory works carried out so that construction could start relatively quickly should a need become apparent from the monitoring being undertaken.

• Tejas asked:

  What priority is being given to Failford Road to Tritton Road, given its already 4 lanes? Answer: The current priority remains with completing full dual carriageway driving conditions from Hexham to the Queensland border. At this stage, Failford Road to Tritton Road would be considered as part of further funding agreements for beyond the current five year program to 2014. However, the opportunity to implement comparatively low cost projects such as Herons Creek to Stills Road or other and minor safety works can sometimes arise from cost savings on other projects or to fill a program of works within a fixed budget. To this end, the detailed design and acquisitions are being finalised to enable a quick start to construction if required.

• Helmut asked:

  The existing upgrades don't appear to provide for petrol stations, which are also valuable toilet stops. Are the planners relying on people spending a lot of time driving into the by-passed towns for these essentials? Answer: Stopping opportunities on the Pacific Highway include a mixture of facilities available in townships and cities along the highway (including those that have been bypassed), designated highway rest areas and highway service centres. The current Far North Coast and Mid North Coast Regional Strategy allows for service centres at about an hour apart along the Pacific Highway. Currently service centres are in operation at Taree, Port Macquarie and Chinderah. Proposed service centre developments are understood to be at varying stages of planning for Kempsey and Ballina. The remaining locations are Heatherbrae (near Raymond Terrace), Woolgoolga and near Maclean, with the possibility of further locations being approved in future reviews of the regional strategies.

• Cheryl asked:

  Why can't Bdoubles (going from Sydney/Newcastle to Brisbane) use the New England Highway until all the bypasses are complete or increase transport of goods by rail. Answer: It is acknowledged that rail transport is ideal for the long haul of bulk goods or container goods that are not time critical, and the continuation of rail improvement is desirable. And while it may seem beneficial to move freight transport from the Pacific Highway to rail or to the New England Highway, the reality is that Pacific Highway has been identified as a major freight route for the Sydney to Brisbane corridor. In addition, the majority of trucks using the Pacific Highway are servicing the transport needs of the regions along the route. Trucks would still be required to transport goods from the rail freight terminal, or the New England Highway, to the doorsteps of local businesses on the Pacific Highway.

• Peter asked:

  We here at the Tweed are concerned about the lack of serious investigation into truck noise with regard to our houses near to the new bypass at Sexton Hill. It would seem that the investigation was superficial and poorly planned. The investigation took place in hours where truck noise is not prevalent and when noise issues are not at there worse. Answer: The current truck monitoring south of Barneys Point bridge is for the purposes of monitoring livestock movement interstate for the Agriculture & Fisheries Compliance Operations for Industry & Investment. The current issue with regard to noise levels is caused by the variable speed and poor road alignment (both horizontal and vertical). The proposed upgrade will greatly improve all of these areas by providing an alignment that will allow for more consistent speed and a much flatter slope. Additional noise barriers are also being provided. The monitoring of daytime engine brake noise started around Banora Point (Sexton Hill) in June 2011. 153 trucks with engine brakes operating had their noise level measured, with only 1 exceeding the nationally agreed in-service limit. All monitoring was conducted between Short Street and Darlington Drive, primarily during daylight hours. Further monitoring was done in early July. To date, of the 410 vehicles checked, six were found to marginally exceed the proposed national engine brake noise limit. However, this national noise limit is not enforceable without a regulatory framework. Additional noise monitoring will be conducted when the project is completed and fully open to traffic. Isn't it about time that you took the next step when compensating residents because you cant meet your obligations for noise mitigation. When you offer residents A/c you fail to take in that in doing so you will be presenting the owners with an ongoing energy cost. And with energy costs continually on the rise this is pertinent. The solution is simple. Solar energy units for affected home owners. Answer: RMS does not provide Solar panels to homes or pay for the running costs of air conditioners installed for acoustic treatments. Once installed and commissioned, the operation and maintenance responsibilities and costs are borne by the owner / resident. However, the air conditioning units that are installed have the option to allow for fresh air mechanical ventilation (that meets the building code of Australia requirements) which is of a comparable running cost to a ceiling fan.

• John asked:

  When is the F3 at Hornsby going to link to the M2 or M7 or something other than the Pacific Highway? Answer: While this question is outside the Pacific Highway Upgrade Program we understand that the priority of future Sydney motorway network enhancements are to be considered by Infrastructure NSW. Along with advising on infrastructure priorities, this organisation was created by the NSW Government to attract Australian Government and private funding for key infrastructure projects.

• Sherrill asked:

  A recent by-election promise was for a speed camera in Ulmarra. What are the chances of this actually happening? Answer: For a site to be eligible for the installation of a fixed speed camera, it must meet a number of criteria for both speed and accidents. All criteria for both categories must be met and no site is approved if it does not meet the full round of requirements.

• Bob and Arthur asked:

  Ballina bypass opened today which is FANTASTIC however disappointed that at the Cumbalum interchange there is no southbound entry or northbound no exit. Any thoughts as to why this was not address? Answer: Work carried out in both 2003 and 2008 for the concept design and associated traffic analysis indicated insufficient demand to justify construction of a full interchange at Cumbalum. The approved project includes north facing ramps only at this location. Further information is available on the project website. Detailed discussions have been held with Ballina Shire Council about this issue, including population growth forecasts for the Cumbalum and Ballina Heights area and these have all been closely considered in the development and design of the Cumbalum interchange. Following the completion of dual carriageway, there would be other intersections which have a higher priority for upgrading to an interchange standard.

• Ben asked:

  Is the Ballina bypass open yet? Answer: The section from Cumbalum to Teven Road (including the bypass of Ballina) opened to traffic on 29 November 2011. Motorists travelling northbound on the Pacific Highway (from Grafton) now enter the Ballina bypass at the Teven Road interchange roundabout, using the new northbound on-ramp. Motorists travelling southbound on the Pacific Highway from the Ross Lane interchange continue onto the Ballina bypass at Cumbalum. The southbound lanes from Teven to Bruxner opened to traffic on 20 December 2011. Motorists travelling southbound on the Pacific Highway now travel over the Teven Road bridges and merge to a single carriageway about 200 metres north of the existing Bruxner Highway intersection. Motorists travelling northbound from Grafton will continue to travel on the existing carriageway and enter the Ballina bypass from the Teven Road interchange. The next traffic switch at the southern end of the project is planned for January 2012, weather permitting.

• Mike asked:

  The Ballina Bypass seems to have a really good ride, is this due to the quality of the contractors concrete paving on the job? Answer: The northern end of the project between Cumbalum and Ross Lane has a concrete pavement with a smooth ride. This was due the use of the latest paving techniques and innovations. The section between Cumbalum and Teven has a staged granular pavement due to the soft soils over the Ballina floodplain. This pavement will be monitored and then resurfaced with asphalt next year.

• Guest asked:

  Drainage problems opposite Johns River hall. Are you aware of this? Answer: Issues relating to drainage in this area would be a matter for Greater Taree City Council. Moorland Orange Juice has a drainage problem similar to The Lakes at Passion Fruit Creek. Is this going to be addressed? Answer: Issues relating to drainage in this area are also a matter for Greater Taree City Council. RMS understands that the drainage issue is currently being addressed by Council.

• Sarah asked:

  Is it viable for the Kempsey to Eungai upgrade to consider an exit for South West Rocks area, as it has an increasing population with no hospital facilities. Answer: The proposed access from the upgraded highway to and from South West Rocks is via interchanges at either South Kempsey, Frederickton and near Stuarts Point Road and using the current highway and local road route (Plummers Lane or Smithtown Road in the north or South West Rocks Road in the south). It is considered that there would be no further advantage in providing an additional exit to South West Rocks, as the distance and time for travel to Kempsey or Macksville would be greater by the Kempsey to Eungai upgrade than the current routes.

• Max asked:

  Last year we were asked if we (residents) were happy for construction crews to work extra hours Monday to Friday and also Saturdays. This has been implemented and I was wondering with these extra hours being worked each week by staff and contractors, how far forward has the completion date moved? Answer: The Sapphire to Woolgoolga upgrade project is still on schedule to be completed by 2014. Late completion penalties for the project. - Have these been changed in line of the additional revised working hours and expected earlier completion? Answer: No. Penalties for late completion were set at the time of awarding the contract for the detailed design and construction of the project.

• Phil, Bronte, Michelle, Christine and John asked about noise from the Sapphire to Woolgoolga upgrade:

  Why is old technology employed for sound walls and why are the concerns of Sapphire Crescent (Sapphire to Woolgoolga) residents being ignored when there is an obvious problem? Will there be any noise mitigation for Sapphire residents? I would also like to address the noise level of the trucks that pass through Moonee can we be assured that this will be dealt with? So you are saying that because I have no other house near me that I would not be consider for noise reduction even though my home is only 3 metres of the hwy in a100k zone (Sapphire Crescent). Answer: The environmental assessment for the Sapphire to Woolgoolga upgrade project included a noise assessment for the whole of the proposed upgrade, including the Sapphire Crescent area. The predicted noise levels were assessed against the criteria set out in the NSW Government’s Environmental Criteria for Road Traffic Noise. Where noise levels were predicted to exceed the criteria, proposed mitigation measures were identified. These included a low noise pavement from Sapphire to north of Bark Hut Road and about 1.7km of noise wall and headlight screen on the eastern side of the new highway at Sapphire. The noise and vibration chapter in the environmental assessment can be viewed here. Further to this an operational noise report, which assessed the detailed design of the project, has recently been finalised. The operational noise report proposes the following additional noise barriers to achieve compliance with the noise criteria for the project: A 130 metre extension of the proposed noise wall and headlight screen on the eastern side of the highway upgrade, opposite the Crystal Waters estate, south of Split Solitary Road, Sapphire. A noise barrier about 350 metres long on the eastern side of the highway upgrade, at North Sapphire. A noise barrier about 1 kilometre long on the western side of the highway upgrade, opposite the Emerald Heights residential area. With the additional noise walls, the total length of noise walls on the project has increased to about 6.6 kilometres. The noise walls have been designed in accordance with RMS’ Environmental Noise Management Manual to comply with the criteria set out in the NSW Government’s Environmental Criteria for Road Traffic Noise. In response to requests from community members, the Minister for Roads and Ports has asked RMS to review the proposed headlight screen opposite Sapphire Crescent. The review will investigate the replacement of the headlight screen with a 3.5 metre high noise barrier. Reductions in noise levels, cost, feasibility and appearance will be investigated. The review will be completed and made available early next year.

• David asked:

  Can you advise the cost difference between a 2.5 metre noise wall and a 3.5 metre wall? How does this measure with respect to attenuating truck braking from their exhausts? Answer: In response to requests from community members, the Minister for Roads and Ports has asked RMS to review the proposed headlight screen opposite Sapphire Crescent. The review will investigate the replacement of the headlight screen with a 3.5 metre high noise barrier. Reductions in noise levels, cost, feasibility and appearance will be investigated. Reductions in noise levels, cost, feasibility and appearance will be investigated. The review will be completed and made available early next year. Data regarding the additional cost of a 3.5 metre high noise wall and the noise reduction achieved will be provided in the review. Can you please advise if the design at Sapphire to Woolgoolga incorporates a crossing at-grade, about 150m south of Sapphire Crescent? Answer: No, it does not. There is an entrance to the Sapphire Pines apartment complex off the service road about 200 metres south of Sapphire Crescent. A right-in / left-out only junction with the upgraded highway will be located in the vicinity of the Nautilus Resort, approximately 650m south of Sapphire Crescent. The junction provides the southern access to the existing highway which will become the access road to the Sapphire area when the highway upgrade project is open to traffic.

• Phil and David asked about noise from trucks:

  Have you measured the height (average) of B-double exhaust. This is where air brake noise comes from. We can give you the average of 20 trucks which we have measuered.2.5m sight walls plus 1m lower new highway will be totally inadequate outside Sapphire Crescent. If southbound traffic is slowing from 100klm to 80klm per hour outside Sapphire Crescent, because of traffic crossing the new highway at Campbells Crescent air braking as your panelist described beautifully will be a big issue where these trucks are slowing...I wonder if the noise consultants considered this in there noise calculations ? Answer: RMS has significant data on the height of vehicle exhausts (including the height of B-double exhausts) and other noise sources from vehicles. In determining the noise mitigation treatments used on the highway upgrade, noise models are used that take into account the height and magnitude of the various noise sources including tyres, braking and exhaust noise. Noise wall design is based on the noise models. Additional noise and traffic monitoring will be carried out after the project is opened to traffic, to compare actual noise against the predicted levels. If levels are found to be greater than the project noise goals, further consultation will be undertaken with those residents affected, and additional noise mitigation measures will be done where required. Well done guys. You have finally convinced us that a noisy four lane highway through beautiful coastal areas is actually good for us. But why aren't your sound engineers talking to your traffic flow engineers? Answer: Noise modelling uses a variety of inputs including predicted traffic volumes, road geometry, traffic speed and traffic mix to calculate the expected noise environment. The noise modelling specialists use traffic volumes and speeds determined by traffic studies and anticipated traffic growth rates.

• Jim asked:

  Who is responsible for the damage caused to existing access roads as we near completion of upgrade by heavy transport (ie Graham Drive - Woolgoolga Creek Road)? RMS or Council? Answer: Pre-condition reports have been carried out on all local roads that are being used by the Leighton Fulton Hogan Joint Venture contractor so that they can be returned to their original condition following completion of the highway upgrade project. Maintenance on these local roads is also regularly undertaken by, or on behalf of, the contractor.

• Peter asked:

  Regarding the unimproved section from Woolgoolga to Grafton: I notice that there is now an indicative route being shown for the present long inland path of the existing highway, by-passing Grafton. The diagram would imply that considerable work has now been done regarding the new route. What is the status of this project? Answer: Woolgoolga to Grafton forms part of the project development from Woolgoolga to Ballina. This project now has funding to complete planning activities and seek project approval during 2013. The Woolgoolga to Ballina concept design is a combination of the four previously developed projects: Woolgoolga to Wells Crossing Wells Crossing to Iluka Road Iluka Road to Woodburn Woodburn to Ballina The total length of the project is 155 kilometres. The refined concept design for the full length was recently put on public display for community and stakeholder comment. The feedback from the display will now feed into the process of environmental assessment and development of the environmental impact statement documents, which will be on public display in the second half of 2012. RMS and the Woolgoolga to Ballina Planning Alliance (formed to deliver the project) will consult with community and stakeholders through the environmental assessment process to address issues and needs. The concept design displayed in October is still available on the project website.

• Mick asked:

  Regarding the Harwood Ospreys, can you please erect another pole along Martins point Road at Harwood where it is a 50kph street without high voltage power poles. They did live on the Harwood side tower... Answer: While this issue does not form part of the Pacific Highway upgrade, it is understood that RMS does not currently intend on erecting additional poles at this location at this point in time.

• Maggie asked:

  1. Have any arterial roads into Grafton outside of the existing ones been planned? 2. If there are any arterial roads where are they coming off the bypass and at what points on the map will they enter Grafton 3. Is there a plan for an arterial road into Grafton off the bypass in 2019? Answer: As they relate to the Pacific Highway upgrade, the future highway is proposed to bypass Grafton around 15 km to the east. Interchanges with the current highway route are proposed south of Grafton at Eight Mile Lane (Wooli Road), Glenugie and to the north at Tyndale. Access to Grafton would then be via the existing highway route. No additional connections are proposed at this stage, noting that the proposed arrangements would provide the most direct access in any case. The concept design for this upgrade can be found on the Pacific Highway Upgrade website. RMS is currently working with the community to identify the location of an additional crossing of the Clarence River at Grafton to address short-term and long-tern transport needs. Click here for details of the investigations into the additional crossing.

• Dianne asked:

  Who is responsible for the maintenance of the off ramps at Frederickton once they are built? Answer: Roads and Maritime Services would retain responsibility for maintenance of the ramps.

• Kerry asked:

  Can I see revised plans of drainage for highway in the vicinity of Tiki Road Moonee Beach? Answer: RMS is currently finalising investigations into opportunities to provide improved drainage arrangements in the Tiki Road area. Plans of the proposed drainage arrangements in the area will be provided when available.

• Peter asked:

  Could you please put at least a temporary sign to Heritage Park as it is very difficult to direct visitors to our area? Answer: A street sign indicating Killara Avenue is currently installed at the intersection. The large, privately-owned real estate sign at the Killara Avenue entrance to Heritage Park was removed to allow the upgrade work to progress, in consultation with the real estate agent. Replacement of the sign would be a matter for the agent or his/her client.