WestConnex Stage 2: New M5 King Georges Road Interchange Upgrade Urban Design and Landscape Plan Part 1: Construction. Doc No. WCX2-REP-2100-UD-033A

Transcription

1 WestConnex Stage 2: New M5 King Georges Road Interchange Upgrade Urban Design and Landscape Plan Part 1: Construction Doc No. WCX2-REP-2100-UD-033A V.10 February 2016

2 Contents Document Details... ii Document Revision History... ii Executive Summary Introduction Background Project Description Purpose Conditions of Approval Consultation Design Reference Documents Project Specific Requirements Design Standards Order of Precedence Design Assumptions Urban and Landscape Design Objectives and Principles General Urban Design Objectives Urban and Landscape Design Principles Concept Design Introduction Design Concept Ecological Plant Communities Existing Landscape Context Proposed Landscape Treatments Topsoil Description of Disturbed Areas Urban Design WestConnex Urban Design Framework Design Elements Stage 2 M5 KGRIU Urban Design and Landscape Plan

3 6 Mitigation Measures Principles Sensitive Residential Receptors Proposed Mitigation Measures for Temporarily Disturbed Areas Proposed Mitigation Measures Along Road Corridor Proposed Mitigation Measures for Built Elements Maintenance and Regeneration Maintenance and inspection activities relevant to all areas along the road corridor Maintenance and inspection activities relevant to mass planted areas along the road corridor Maintenance and inspection activities of permanent fixtures and structural elements along the road corridor Monitoring and maintenance of environmental controls during construction Contingencies Safety General Safety in Design Crime Prevention Through Environmental Design Sustainability Considerations Appendix A: Landscape Drawings... Appendix B: Environmental Mitigation Measures... Appendix C: Weed Management Strategy... Appendix D: Shared User Path Alignment... Stage 2 M5 KGRIU Urban Design and Landscape Plan

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5 Document Details This Urban Design and Landscape Plan Part 1: Construction (UDLP) has been saved as follows: Document Details Filename: Doc No. WCX2-REP-2100-UD-033A Version and date: V.10, 29 February, 2016 Location: Objective / - / 05 Environment / 03 Construction Phase / Administrative Activities - Environment Construction / M5 KGRIU Urban Design and Landscape Plan Part 1: Construction (UDLP) Approval and authorisation Prepared By Title Principal Landscape Architect (AECOM) Technical Director Design & Planning (AECOM) Project Manager (AECOM) Reviewed By Project Engineer (SMC) Environmental Manager (SMC) Urban Designer (RMS) Senior Project Manager (SMC) Approved for Issue Project Director New M5 (SMC) Document Revision History The following table lists the revisions made to this document (not the revisions made to the template). Issue Date Revision Description V.01 to V March, 2015 to 22 July, 2015 Issue to Client V August, 2015 Issue to DPE V October, 2015 Issue to DPE V November, 2015 Issue to DPE V December, 2015 Issue to DPE V December, 2015 Issue to DPE V February, 2016 Issue to DPE ii Stage 2 M5 KGRIU Urban Design and Landscape Plan

6 Executive Summary The WestConnex New M5 King Georges Road Interchange Upgrade (M5 KGRIU) Project involves the widening of King Georges Road and the M5 Motorway to accommodate the recently widened M5 South West Motorway and to make provision for connection to the future New M5. The widening will extend from the bridge structure over Penshurst Road, west of the interchange, through to Cooloongatta Road Overbridge to the east. In addition to providing an additional lane in each direction along the M5 Motorway, alleviating traffic congestion around the immediate interchange, the project will also provide more efficient level of service across the Sydney orbital road network. The M5 KGRIU Project will have an impact on the community from both construction and visual amenity perspectives. Together with the key urban design and landscape elements, the M5 KGRIU Project will define the transition from the M5 South West Motorway. This Urban Design and Landscape Plan - Part 1: Construction (UDLP) informs the design for the M5 KGRIU Project by outlining the key urban design and landscape objectives and principles to be applied across the project. The UDLP focuses on how the project interfaces with the built and natural environments to provide an integrated design outcome. The UDLP has been prepared to address the requirements outlined in the Minister s Conditions of Approval (MCoA) for this Project as set by the NSW Department of Planning and Environment (DPE). To achieve the desired urban design and landscape outcomes and manage the construction and visual impacts, a set of design objectives were prepared to underpin how the M5 KGRIU Project will be integrated with the existing conditions. To achieve these objectives the following design principles and strategies have been considered: Environmental sensitivity Connectivity and legibility Place making Urban renewal and livability Memorable identity and a safe, enjoyable experience A new quality benchmark. These overall design principles and strategies will be further reinforced by the urban and landscape design vision for the Project, which includes: Enhancing and highlighting the interchange as a visual landmark for the Motorway users Reinstatement of vegetation to disturbed areas along the Motorway corridor to integrate with the existing character, and Improving the amenity of the adjoining open spaces. The second stage of this Urban Design and Landscape Plan, the Urban Design and Landscape Plan Part 2: Implementation is planned to be released in mid-2016 and will address activities requiring consultation with external stakeholders. 1 Stage 2 M5 KGRIU Urban Design and Landscape Plan

7 1 Introduction 1.1 Background AECOM has been commissioned by Sydney Motorway Corporation (SMC) to address the Minister s Conditions of Approval for the Project relating to Urban Design and Landscape (conditions B15 and B16), as set by the NSW Department of Planning and Environment (DPE). The intent of this document is to provide an overall direction to later phases of the project design. 1.2 Project Description The WestConnex New M5 King Georges Road Interchange Upgrade (M5 KGRIU) in Beverly Hills is the initial stage of the New M5. The Project ties into the completed M5 South West Motorway Widening project that provides three lane dual carriageways west of Penshurst Road, Narwee. Some upgrading of the existing M5 dual carriageways is required to retain two through lanes in each direction and accommodate the future construction of the New M5. The eastern end of the Project ties into the existing M5 East Motorway, near Kooemba Road, Beverly Hills. To the west of King Georges Road, adjustment will be made to the: Eastbound off-ramp and the westbound on-ramp to make provision for the future construction of the New M5 Tunnels project; and Tie in with the completed M5 South West Motorway widening project respectively. To the east of King Georges Road the: Eastbound on-ramp will be extended by about 160 m to the east and a new bridge span will be constructed to the north of Cooloongatta Road Overbridge; Westbound off-ramp will commence about 190 m further east and a new bridge span will be constructed to the south of Cooloongatta Road Overbridge. Additional vehicle capacity will be created by extending both ramps; and Upgraded / improved shared user path between King Georges Road and Bexley Road. A funding agreement between the Australian and NSW Governments (signed May 2014) has allowed construction of the New M5 to be accelerated. To achieve key dates around the commencement of construction, the King Georges Road Interchange Upgrade was split from the main New M5 Tunnels project. The interchange will be upgraded to provide room for additional queueing on both the eastbound onramp (reducing queue lengths on King Georges Road) and the westbound off-ramp (reducing queuing back into the motorway through lanes). The project will also make provision for the future New M5, which includes three lanes in each direction below King Georges Road. The inclusion of additional lanes at this point will require adjustments to the west facing ramps. The Project location is shown in Figure 1.1. Refer to Appendix A for the shared user path alignment. 2 Stage 2 M5 KGRIU Urban Design and Landscape Plan

8 Figure 1.1: Locality map of King Georges Road / M5 Motorway interchange and key features 3 Stage 2 M5 KGRIU Urban Design and Landscape Plan

9 1.3 Purpose This Urban Design and Landscape Plan (UDLP) has been prepared to meet the requirements of relevant technical engineering design standards, namely the: WestConnex Motorway Urban Design Framework (RMS Centre for Urban Design and the Sydney Motorway Corporation, 2013); King Georges Road Interchange Upgrade Visual Amenity, Built Form and Urban Design Report (AECOM, 2014), and Minister s Conditions of Approval for the Project as set by the NSW Department of Planning and Environment. This UDLP describes the urban design and landscape principles for the proposed M5 KGRIU Project and how they are to be applied to address the construction and visual impacts the Project will have on the surrounding urban context. In addition to describing the visual, landscape and design qualities of the corridor, the UDLP also takes into consideration the visual impacts of the proposed development mostly during the operational phase of the M5 KGRIU Project and recommends urban and landscape design strategies to, where possible, protect and enhance the existing site conditions. Being prepared concurrently with the engineering design has allowed for early coordination with all technical disciplines and informed the latter stages of the detailed design by: Providing guidance to the detailed design. In particular, this has included the materials, profile and finishes of walls, bridges and fences / balustrades, as well as landscape strategies for rehabilitation and embellishments of public open space areas; Ensuring an integrated, whole of corridor outcome through alignment of the design principles and objectives; and Preparing a detailed landscape and urban design that considers and addresses the key visual impacts against the site and construction constraints. The UDLP also will contain a second part, the Urban Design and Landscape Plan Part 2: Implementation (Part 2), which is planned to be released in mid Part 2 will outline the results of activities requiring consultation outlined in Section of this UDLP, and these activities (including permanent built/landscaping works) will not be undertaken until consultation is finalised with all relevant stakeholders. 1.4 Conditions of Approval This section describes the design responses to various project requirements and how the requirements or conditions are complied. This UDLP has been developed in line with the King Georges Road Interchange Upgrade Visual Amenity, Built Form and Urban Design Report, AECOM 2014 (Appendix I of the EIS), as prescribed by MCoA items B15 and B Minister s Conditions of Approval (MCoA) The Minister s Conditions of Approval (MCoA) have been addressed in this UDLP as outlined by Table 1.1 and Table 1.2. Refer to Section 3.1 General for qualifications of the UDLP authors, as per MCoA B16. 4 Stage 2 M5 KGRIU Urban Design and Landscape Plan

10 Table 1.1: Minister s Conditions of Approval B15 B15 The Proponent, shall where feasible and reasonable, give consideration to the opportunities, and implement the mitigation measures identified in the King Georges Road Interchange Upgrade Visual Amenity, Built Form and Urban Design Report, AECOM Where an opportunity is not considered feasible or reasonable, this will be clearly demonstrated to the Secretary in conjunction with the submission of the Urban Design and Landscape Plan required by condition B16. Design Response Urban Design Vision The urban design vision for the M5 KGRIU Project has been adopted from the WestConnex Motorway Urban Design Framework, RMS Centre for Urban Design and the Sydney Motorway Corporation, 2013, which is: The WestConnex Motorway will be a sustainable, high quality and transformational project for the people of Sydney and NSW. Exhibiting design excellence as a whole and in all constituent parts, it shall be sensitively integrated into the built and natural environments, and help build local communities. It will enhance the form, function, character and livability and contribute to the future livability of the city - Australia s Global City. (WestConnex Motorway Urban Design Framework, p 44) Urban Design Principles The following urban design principles were adopted in order to achieve this vision outcome from the WestConnex Motorway Urban Design Framework Vision: - Environmental responsiveness; - Connectivity and legibility; - Place making; - Urban renewal and livability; - Memorable identity and a safe, enjoyable experience; and - A new quality benchmark. Urban Design and Landscape Plan This King Georges Road Interchange Upgrade; Urban Design and Landscape Plan, AECOM 2015 (the UDLP) refers to and adopts the same strategy to that articulated in the King Georges Road Interchange Upgrade Visual Amenity, Built Form and Urban Design Report, AECOM The King Georges Road Interchange Upgrade Visual Amenity, Built Form and Urban Design Report, AECOM 2014 discusses potential impacts of the King Georges Road Interchange Upgrade (M5 KGRIU) Project, together with the urban design measures to be adopted in order to minimise those impacts through the urban and landscape design. It also describes the likely physical and visual impacts of the project and sets out an urban and landscape design strategy to minimise and manage those effects. The stated aims of the strategy are to: - Protect the existing natural systems and ecology of the corridor; - Protect and enhance the heritage features of the corridor; - Provide a safe and legible travel experience for all users of the corridor, including motorists, cyclists and pedestrians; and - Protect and enhance the amenity of adjacent residents and stakeholders, especially those who interface with the corridor. The UDLP is organised in a number of sections to respond specifically to the King Georges Road Interchange Upgrade Visual Amenity, Built Form and Urban Design Report, AECOM 2014, including: - Section 3 Urban and Landscape Design Objectives and Principles describes, in detail, the prescribed Project design objectives and principles in order to achieve the Project vision; - Section 4 Concept Design provides a detailed landscape response to the road corridor and includes 5 Stage 2 M5 KGRIU Urban Design and Landscape Plan

11 indicative plant schedules for the landscape treatment; - Section 5 Urban Design provides a detailed description of the urban and landscape elements within the project. These elements include noise walls, retaining walls and embankments, bridges, fences and other detailed elements; - Section 6 Mitigation Measures describes the key strategies to be put in place during design development, construction and operation to minimise the Project impacts; and - Section 7 Maintenance of Assets outlines the Project s key permanent components within the road corridor and maintenance activities required to be undertaken to ensure their continual and ongoing upkeep for the life of the project. Table 1.2: Minister s Conditions of Approval B16 B16 Prior to the commencement of permanent built works and/ or landscaping, or as otherwise agreed by the Secretary, an Urban Design and Landscape Plan shall be prepared and implemented (following approval) for the SSI. The Plan shall be prepared by suitably qualified and experienced person(s), in consultation with the Relevant Council and community, for the approval of the Secretary. The Plan shall present an integrated urban and landscape design for the SSI, and shall include, but not necessarily be limited to: Requirement Design Response / Location in Report a) identification of design objectives, principles and standards based on: i) environmental and heritage values, ii) urban design context, iii) social context and infrastructure, iv) sustainable design and maintenance, v) community safety, amenity and privacy, including safer by design principles where relevant, vi) relevant design standards and guidelines, and vii) King Georges Road Interchange Upgrade Visual Amenity, Built Form and Urban Design Report, AECOM 2014; b) the location of existing vegetation and proposed landscaping (including use of endemic and advanced tree species where practicable). Details of species to be replanted/ revegetated shall be provided, including their appropriateness to the area and habitat for threatened species (including rehabilitation of aquatic vegetation); c) a description of disturbed areas (including compounds) and details of the strategies to progressively rehabilitate, regenerate and/ or revegetate these areas; d) design features, built elements, lighting and building materials (including noise walls, cycle and pedestrian paths); i) Refer to Section 3 Urban and Landscape Design Objectives and Principles ii) iii) iv) Refer to Section 3 Urban and Landscape Design Objectives and Principles Refer to Section 3 Urban and Landscape Design Objectives and Principles & Sub-Section Shared User Path Refer to Section 3 Urban and Landscape Design Objectives and Principles v) Refer to Section 3 Urban and Landscape Design Objectives and Principles & Section 8 Safety in Design vi) Refer to Section 2 Design Reference Documents vii) Refer to Section 5 Urban Design & Table 1.1 above Refer to Section 4 Concept Design & Section 6 Mitigation Measures Refer to Section 4 Concept Design Refer to Section 5 Urban Design 6 Stage 2 M5 KGRIU Urban Design and Landscape Plan

12 e) an assessment of the visual screening effects of existing vegetation and the proposed landscaping and built elements. Where receivers have been identified as likely to experience high visual impact as a result of the SSI, the Proponent shall in consultation with affected receivers, identify opportunities for providing at-receiver landscaping to further screen views of the SSI. Where agreed to with the landowner, these measures shall be implemented during the construction of the SSI; Refer to Section 4 Concept Design & Section 6 Mitigation Measures f) graphics such as sections, perspective views and sketches for key elements of the SSI, including, but not limited to built elements of the SSI; Refer to Section 4 Concept Design & Section 5 Urban Design g) monitoring and maintenance procedures for the built elements, rehabilitated vegetation and landscaping (including weed control) including performance indicators, responsibilities, timing and duration and contingencies where rehabilitation of vegetation and landscaping measures fail; and Refer to Section 6 Mitigation Measures & Section 7 Maintenance and Regeneration h) evidence of consultation with the Relevant Council and community on the proposed urban design and landscape measures prior to its finalisation. Refer to Sub-Section 1.5 Consultation Note The Plan may be submitted in stages to suit a staged construction program of the SSI. Refer to Section Proposed Improvements 1.5 Consultation The NSW Minister for Planning and Environment approved the M5 KGRIU Project on the 3 rd of March, 2015 under section 115ZB of the Environmental Planning and Assessment Act In accordance with the M5 KGRIU Project Environmental Impact Statement (EIS), Submissions Report and MCoA, this UDLP was developed in consultation with Roads and Maritime Services (RMS), Hurstville City Council, Canterbury City Council, the local community and other relevant stakeholders before finalisation and approval by the DPE. The UDLP outlines the principles, targets and proposals for re-establishing the parts of the local area most impacted by the Project Consultation Objectives The objectives of consultation on the M5 KGRIU UDLP included: Raising stakeholder and community awareness of the project; Providing opportunities for the community and stakeholders to ask questions and identify areas of concern regarding the UDLP; Inviting the local community and stakeholders to provide feedback on the drawings; Developing solutions that address issues raised by the community where possible; and Meeting Condition B16 of the Conditions of Approval for the King Georges Road Interchange Upgrade, which states: 7 Stage 2 M5 KGRIU Urban Design and Landscape Plan

13 Prior to the commencement of the permanent built works and/or landscaping, or as otherwise agreed by the Secretary, an Urban Design and Landscape Plan shall be prepared and implemented. The Plan shall be prepared by a suitably qualified and experienced person(s), in consultation with the relevant Council and community Background The New M5 King Georges Road Interchange Upgrade EIS was placed on public exhibition in October, Included in the EIS was Chapter 7 outlining the EIS consultation process and activities completed, and the Visual Amenity, Built Form and Urban Design Report (Appendix I of the EIS). Of the thirty-two community EIS submissions received, eight submissions raised concerns about built form, urban design and landscaping Consultation Activities A draft UDLP was prepared in accordance with the WestConnex Motorway Urban Design Framework. This UDLP was prepared in consultation with the RMS Centre for Urban Design, RMS Managed Motorways, M5 East Operations team and Interlink Roads. Two workshops were held with these stakeholders on the 26 th of September and the 30 th of October, Hurstville City Council, Canterbury City Council and the local Beverly Hills community were invited to provide feedback on the urban design and landscape drawings over a three week period, from the 14 th of April to the 4 th of May, A targeted and local approach was taken, with the following consultation activities carried out: Meetings with officers from Canterbury and Hurstville Councils were held on Friday 27 March 2015 to present the urban design and landscape drawings and invite feedback. The urban design and landscape drawings were placed on the SMC website on 14 April 2015; Display copies of the urban design and landscape drawings were made available at the WestConnex kiosks at both Roselands and Hurstville shopping centres; and Two staffed displays were held on Thursday 23 April 2015 one at Canterbury Council and one at Hurstville library. Each staffed display was held over a 2 hour period during office hours. Details of the staffed display was communicated to Beverly Hills residents through: - Personally inviting the local residents who provided a submission on the EIS and shared their contact details; - Providing details of the staffed displays on the SMC website; and - Placing an advert in the St George and Sutherland Shire Leader, the Canterbury Bankstown Express and the Bankstown Torch during the week beginning 13 April Feedback No feedback or comments were received from either Canterbury or Hurstville Councils, following the presentation of the urban design and landscape drawings to council officers held on Friday 27 March 2015, or during the subsequent three week public display period. 8 Stage 2 M5 KGRIU Urban Design and Landscape Plan

14 Eight people attended the community information sessions four attended the Canterbury Council session and a further four attended the Hurstville Council session. Of these eight people, four were Beverly Hills residents. Four telephone calls were received in response to the newspaper adverts from people who were unable to attend the information sessions. An individual meeting on-site on Monday 4 May was arranged with one caller. Two of the callers initially requested an evening information session but their questions did not relate to urban design and landscaping and were addressed over the phone. Five written submissions were received, providing detailed feedback on the urban design and landscape drawings. Table 1.3 following summarises the feedback received from Beverly Hills residents and SMC responses to each of the issues raised. Table 1.3: Community feedback on urban design and landscape drawings Feedback Received SMC Response UDLP Reference Allambee Crescent South Keeping the noise wall in its current position is a good outcome Request for tree plantings on the motorway side complimented with some tree plantings on the resident side Request for a compromise between the needs of wall maintenance teams and residents to enable an avenue of feature tree plantings along Allambee Crescent South for example reducing the gap between trees and the noise wall but selecting trees that are bare trunked at the lower level. Suggestion that to complement an avenue of trees, the remaining plantings already suggested in the drawing are planted, with more focus on Leptospermum merinda and Grevillea, and less focus on native grasses. Noted There is insufficient room for tree planting on the motorway side at all locations. SMC has provided additional tree planting between the noise wall and shared path, in consultation with RMS. SMC has provided additional tree planting along Allambee Crescent South, in consultation with RMS There is already some Leptospermum Merinda and Grevillea sp. included in the design. SMC has also considered a change to the quantities of each species. Section Design Changes Appendix A Appendix A Appendix A Support for the proposed tree plantings towards the end of the street in front of the clear panels. The proposed feature planting Melia azedarach is an attractive ornamental flowering tree. Request for the noise wall to be textured rather than plain in this location. Noted. Noted. Light textured noise walls are proposed, similar to the existing noise wall Section Materials 9 Stage 2 M5 KGRIU Urban Design and Landscape Plan

15 Feedback Received SMC Response UDLP Reference texture along Elouera Street South. Schedule Allambee Crescent North Concerned that the design shows a significant length of bare noise wall with only groundcover included in the design. Residents are concerned about the loss of their own plantings. Suggestion to move the noise wall location to enable a better outcome for residents. Request for more feature tree plantings on the motorway side. Suggestion of incorporating wall hugging Callistemon plants, as are currently on the M5 North (east). Request for more trees close to King Georges Road. Booragul Street North Support for the proposed design and tree plantings in this location, including: SMC has substituted the Callistemon originally proposed, with larger species screening shrubs and small trees to screen the noise wall. SMC intention is to remove only the vegetation required for the permanent works, within the project boundary. The location of noise walls has been determined through acoustic modelling. There is no flexibility to change the location of noise walls in the design. Tree planting is proposed on the motorway side where possible. This has been coordinated in consultation with RMS to balance safety and maintenance requirements with a well-vegetated along the motorway corridor. SMC has reviewed the landscape design in consultation with RMS and will incorporate Callistemon planting closer to the noise wall, similar to existing. SMC has incorporated additional tree planting closer to King Georges Road where possible, in consultation with RMS, to ensure sight lines and safety requirements are not compromised. Noted. Section 4.4 Plant Schedules Appendix A Appendix A Appendix A Section 4.4 Plant Schedules Appendix A Appendix A No impact on the circular garden at the end of the street. More space for plantings is a positive outcome for residents. Melia azedarach is an attractive ornamental flowering tree. Elouera Street South Concerned about reduced amenity to residents with clear wall highly visual at the Clear walls are important in maintaining required sight lines along the shared path. SMC will incorporate additional tree planting Figure 6.2 Perspective View Elouera 10 Stage 2 M5 KGRIU Urban Design and Landscape Plan

16 Feedback Received SMC Response UDLP Reference bridge end for 32 metres. Support for retention of the community garden and request for this to be made clearer on the drawings by cross hatching this area to ensure contractors do not impact on this area. Suggestion of native/feature tree plantings near Cooloongatta Road, similar to the proposals on the other three corners, incorporating Melia Azedarach. Suggestion to remove the wall kink and provide more room for plantings. Concern that there is too much native grass in the design. Suggestion to instead provide a focus on Leptospermum merinda, Grevillea and Callistemon as attractive flora and a food source for fauna. Gardeners in the street can and do assist with weed control and watering during dry periods. Suggestion to continue feature shrubs to flow through Kirrang Street to the Scout hall for a consistent design. Support for the proposed selection of feature trees along Elouera Street and Kirrang Street. Request to incorporate some Corymbia ficifolia (red flowering gum) into the design as a feature tree. Suggestion to install signs and a visual with a suitable species at this location to screen the noise wall, in consultation with RMS, to ensure sight line distances are not impeded. The community garden will not be disturbed by construction works. SMC has added cross hatching to this area on the drawings. Protective fencing around the community garden will also be used during construction works in this area. SMC will incorporate additional tree planting with a suitable species at this location to screen the noise wall, in consultation with RMS, to ensure sight line distances are not impeded. The wall kink is due to the underlying foundation constraining the wall position at this location, and a required transition from a pile cap wall to a soil nail wall. While Leptospermum, Grevillea and Callistemon species are attractive flowering plants and known food sources for some fauna and insects, native grasses are proposed to stabilise and suppress weed growth along the batter. The design also provides a balance between ornamental shrubs and native grasses along the length of the motorway. Noted. The Scout Hall is outside the project area. This will be included in the design for the New M5 tunnel. Noted. SMC will include Corymbia ficifolia in the landscape design, in consultation with RMS. This request has been addressed in the Street (south) Appendix A Appendix A Appendix A Appendix A Section 4.4 Plant Schedules Appendix A 11 Stage 2 M5 KGRIU Urban Design and Landscape Plan

17 Feedback Received SMC Response UDLP Reference barrier to encourage cyclists to dismount before crossing the road as a preferred safety measure, rather than leaving 25 metres of bare wall. Request that SMC suggests to Hurstville Council to introduce a pedestrian crossing over Cooloongatta Road at this location, as many school children cross the road here. design of the shared pedestrian / cycle path. It is outside the scope of the Landscape Plans. SMC will refer this request to Hurstville City Council and will provide an update within the Urban Design and Landscape Plan Part 2: Implementation. The addition of extra trees will have an adverse effect on local wildlife including galahs, rosellas, magpies, kookaburras and other ground feeders. Concern about additional trees reducing the amount of morning sunlight entering houses. Additional trees would not reduce noise levels at properties. Bird species that have been reported to use the site include galahs, rosellas, magpies and kookaburras. These birds are common in suburban areas of Sydney. The species require eucalypt and other Australian native trees to roost, nest and feed in and some species (notably galahs) also prefer grasslands to forage. These resources remain reasonably abundant in Sydney, including in the proximity of the proposed works. In the short term they should have no trouble adapting to a minor reduction of foraging habitat. In the long term, additional trees will present a local roosting, nesting and feeding resource for these species. New trees are included in the design to replace existing trees to be removed to construct the interchange upgrade, and to minimise the visual impacts of the Project s built elements. Where additional tree planting is located adjacent to properties, tree locations will be assessed to ensure that solar access is not reduced at those properties as a result of the additional planting. The purpose of including additional trees in the landscape plan is to improve visual amenity rather than reduce noise. Concern that roots of Eucalyptus fibrosa will impact on stormwater pipes. Currently the local council mows the area on a fortnightly basis so it is never untidy or Trees will be located a minimum of 2.5m away from stormwater pipes to minimise the risk of damage to them. Safety is an important design consideration and measures to prevent people loitering un- Appendix A 12 Stage 2 M5 KGRIU Urban Design and Landscape Plan

18 Feedback Received SMC Response UDLP Reference overgrown. The open space maximises safety for walkers and joggers as it prevents people loitering or dropping litter un-noticed in bushland. noticed have been considered during preparation of the Landscape Plans. Kirrang Street South Request for improved landscaping in this location, consider the existing grass plantings and the cyclone wire to be a poor landscape outcome. Request to replace the cyclone wire with a black fence or black wire. Concern that there is too much native grass, suggestion to instead provide Leptospermum merinda, Grevillea and Callistemon. Water Pond Cyclone wire is not a good landscape outcome for residents surrounding the water pond area. Request for information on the type of plantings proposed for the pond area. The cyclone fencing is consistent with fencing along the M5 East corridor. SMC will repair/straighten/restrain any damaged sections of fencing in the project area. It may be possible to remove the fencing in some locations. The existing pasture grass will be removed to reshape the batter along the shared path. The proposed native shrubs and ground cover planting will stabilise the batter and suppress weed growth. New tree planting will also provide screening along the noise wall. SMC do not intend to replace the cyclone wire with a black fence. Cyclone wire fencing is consistent with RMS standards. Leptospermum Merinda, Callistemon and Grevillea are proposed as feature planting at key locations along the corridor. The proposed native shrubs and ground cover planting mix through this area comprise 3 native grass species and 5 medium shrub species providing a robust combination of plant species. New tree planting will also provide screening along the noise wall. Cyclone wire fencing is consistent with RMS standards and required for public liability reasons. SMC will repair/straighten/restrain any damaged sections of fencing in the project area. Information on the type of plantings proposed for the pond area is included in Landscape Plans and comprise of aquatic species (rushes and sedges) to the basin and native shrubs / grasses to stabilise the banks of the water quality pond. Melaleuca decora tree planting within the pond will also assist in water quality treatment. Native tree Appendix A Section 4.4 Plant Schedules 13 Stage 2 M5 KGRIU Urban Design and Landscape Plan

19 Feedback Received SMC Response UDLP Reference planting will be provided to the outer edges of the water quality pond, improving the landscape amenity in this area. M5 North incorporating Elouera Street North Concern that residents in this area already experience high noise levels. Concern that the existing trees will be removed then there will be no room for replacements on either side of the noise wall. Request that residents in this area have a more imaginative landscaping solution. Request for planting wall climbers as a solution for narrow spaces. Suggestion to continue the use of Callistemon along the remainder of the wall. Request for additional planting to cover more of the noise walls to improve visual amenity. Request to retain as many of the mature plants along the wall as possible, possibly being moved to alternate locations. Request for a reduction in the amount of native grass in the design. The current noise attenuation will be maintained as a minimum. There is not enough room for trees on the traffic side in this location. SMC has proposed planting higher shrubs on the resident side of the noise wall to screen the noise wall. This is in addition to the trees already planned for the vacant land next to 40 Elouera Street North. SMC has reviewed the landscape design through this area, in consultation with RMS, to provide a balanced urban design outcome that addresses residents concerns of screening to the noise wall and providing amenity with safety requirements and space constraints. SMC has consulted with RMS and incorporated climbing plants at narrow spaces between the shared path to visually screen the noise wall. SMC has reviewed the landscape design in consultation with RMS and incorporated Callistemon planting along the noise wall. SMC has reviewed the landscape design in consultation with RMS and incorporated taller planting to screen the noise wall and improve visual amenity. SMC will retain as many of the mature plants along the wall as possible. It will not be possible to retain them all. SMC has reviewed the landscape design at this location to provide a balance between shrub planting along the noise wall to provide visual amenity and native grasses / ground covers along the shared path to Appendix A Appendix A Section Design Changes Section 4.4 Plant Schedules Appendix A Section 4.4 Design Changes Appendix A Appendix A Appendix A Section 4.4 Plant Schedules Appendix A 14 Stage 2 M5 KGRIU Urban Design and Landscape Plan

20 Feedback Received SMC Response UDLP Reference maintain sight line distances. Request for more vegetation to reduce pollution and noise impacts. The M5 upgrade is expected to improve traffic flow and hence reduce pollution along the corridor. Vegetation is not an effective noise mitigation measure. The existing noise mitigation is being retained as a minimum. Kirrang Street North Concern about loss of trees on both sides of the noise wall. Suggestion of retaining the Callistemon along the shared path in this location. Include tree plantings on the motorway side. There is not enough room for trees on the traffic side in this location. SMC has provided taller shrub planting on the resident side of the noise wall, where possible, as a screen to the noise wall. SMC has considered the replacement of existing Callistemon sp. with similar species along the shared path at this location as a screen to the noise wall. The existing Callistemon planting through this area will need to be removed in order to construct the works, but will be replaced with a similar suitable species. There is not enough room for trees on the traffic side in this location. SMC has provided taller shrub planting on the resident side of the noise wall, where possible, as a screen to the noise wall. Section Design Changes Appendix A Appendix A Section Design Changes Appendix A Design Changes As a result of the Community feedback received on the draft urban design and landscape drawings, the design drawings have been updated as per the SMC responses in Table 1.3. Refer to Appendix A to see changes highlighted in red clouds. The key changes include: The addition of 80 new 35Lt trees; Rationalisation of the shrub (mid-storey) and native grass / ground covers (low-storey) planting to provide greater screening to the noise wall. This was also carried out together with a reduction of the shared user path width from 3.0m to 2.5m at key locations in order to increase the available space for planting; The inclusion of climber planting at 3 pinch-point locations Booragul St, Allambee Crescent (south) and Kirrang St (north) where shrubs and native grass planting would not provide adequate screening to the noise wall; and 15 Stage 2 M5 KGRIU Urban Design and Landscape Plan

21 The addition of a feature tree at the end of Elouera Street (north) to provide some visual relief from the exposed noise wall Proposed Improvements This sub-section describes SMC proposed improvements to the facilities and amenities within, or adjacent to the KGRIU Project. These proposed improvements are beyond both the current KGRIU Project scope and outside the KGRIU Project boundaries, and so are subject to consultation with relevant external stakeholders. These proposals seek to enhance the existing site conditions in terms of visual appeal and functionality. Possible improvements identified include: Pocket Parks; Public Art Opportunities; Northern Pedestrian crossing; Rosetta Lane Pedestrian Connectivity; and Topsoil. The outcomes of the aforementioned proposed improvements will be detailed in the second stage of this Urban Design and Landscape Plan, the Urban Design and Landscape Plan Part 2: Implementation (Part 2), planned to be released in mid Additionally, Part 2 shall also address the: Community feedback shown on page 12 requesting that...smc suggests to Hurstville Council to introduce a pedestrian crossing over Cooloongatta Road at this location, as many school children cross the road here ; and Finalised upgraded shared user path that is discussed throughout this UDLP, namely in Section Please also refer to the KGRIU Pedestrian and Cycling Strategy Part 2: Implementation for this matter, due to be released by the end of Pocket Parks Pocket parks provide an opportunity for landscape design to create highly functional and attractive spaces, including provision of seating areas along with the incorporation of structured canopy tree planting and connecting footpath. This opportunity is particularly relevant to the areas that are proposed to be used as temporary construction compound sites. These enhanced spaces would contribute to the landscape amenity of both the shared path system, and more generally to the Motorway edge landscape character. The establishment of Pocket Parks is subject to SMC and land owner consultations relating to feasibility and maintenance arrangements. The proposed timeline for this process is outlined Table 1.4, with activities subject to successful consultation with relevant stakeholders red asterisked (*). Table 1.4: Proposed Pocket Parks Consultation Timeline Activity Consultation with relevant stakeholders Design Development* Consultation with relevant stakeholders Procurement and Construction* 16 Stage 2 M5 KGRIU Urban Design and Landscape Plan

22 Start / End October 2015 January 2016 January 2016 February 2016 March 2016 May 2016 September 2016 * Activities subject to successful consultation with relevant stakeholders If consultation with relevant stakeholders does not result in agreement from all parties, then treatment of the temporary construction compound sites will revert to what has already been agreed with land owners the areas will be reinstated to their original state (or better). Details of proposed pocket park locations and the results of consultation will be outlined in the Urban Design and Landscape Plan Part 2: Implementation Public Art Opportunities A clear length of noise wall at the end of Elouera Street North provides an opportunity for communitybased public art. The length of wall, where no opportunity is available for planting and will be a target for graffiti if left exposed, is approximately 30m long. It is envisaged that the art opportunity would add to and highlight the cultural context of the community and leave a positive legacy to be enjoyed by the local residents. It is envisaged that an artist be engaged to produce the artwork. The public art process should be a collaborative and iterative process that is driven by the community, incorporating broad cultural themes such as symbols, images, events and / or words pertinent to the community. The artwork would be integrated with the noise wall panels either through photographic tiles, terrazzo, applied mural or traditional mosaic. While graffiti and vandalism to noise walls cannot be eliminated, they can be minimised. Involving the local community in the public art process will encourage community ownership, and more likely to maintain its upkeep to ensure it does not become a target for vandalism. The environment immediately adjacent the proposed public art site will also be improved by opening it up to the existing open space and street, providing passive surveillance, particularly from the road. Integrating the wall as part of the open space fabric and incorporating passive recreational programming will also encourage more patronage and use of the space. Assuming all relevant stakeholders agree to new maintenance requirements and supports community consultation for the public art design, the proposed timeline for this process is outlined Table 1.5. February 2017 Table 1.5: Proposed Public Art Consultation Timeline Activity Consultation with relevant stakeholders Finalise SMC Proposal* Community Consultation* Design Finalisation* Construction* Start / End October 2015 January 2016 February 2016 March 2016 May 2016 * Activities subject to successful consultation with relevant stakeholders Northern Pedestrian Crossing June 2016 February 2017 Currently there is one signalised southern pedestrian crossing at the King Georges Road and M5 Motorway Interchange which pedestrians and cyclists can use to travel east or west across King Georges Road. SMC has identified that the addition of a northern pedestrian crossing facility will benefit the safety and amenity of these users, and has accordingly began consultation with RMS. 17 Stage 2 M5 KGRIU Urban Design and Landscape Plan

23 Conditional to receiving acceptance from RMS, SMC shall mirror the existing southern pedestrian crossing at King Georges Road Interchange on the northern end, including required traffic signal adjustments. Note that the Cycling and Pedestrian Access Strategy Stage 2: Implementation due to be released by the end of 2015 will provide details on this proposal before the Urban Design and Landscape Plan Part 2: Implementation is released in mid Rosetta Lane Pedestrian Connectivity There exists an opportunity to improve the connectivity of pedestrians and cyclists at the south western corner of King Georges Road Interchange. Currently, pedestrians and cyclists travelling westbound, south of the M5 Motorway cross the pedestrian crossing at King Georges Road and then weave through Noise Wall panels to access Rosetta Lane, Beverly Hills (refer to Figure 1.2). The short footpath ends at a pram ramp facing the Rosetta Lane cul-de-sac, forcing pedestrians and cyclists onto road pavement at Rosetta Lane (refer to Figure 1.3). SMC propose to improve the connection between the pram ramp at the end of Rosetta Lane and the footpath starting at Midlothian Avenue. Proposed options include: Pavement line marking or different pavement type to clearly define a pedestrian facility between the Rosetta Lane pram ramp to the Midlothian Avenue footpath; and Construction of a footpath along Rosetta Lane, within the existing vegetated road verge (refer to Figure 1.4). Since numerous stakeholders are affected by these proposed works, the construction of this proposed improvement is contingent on agreement from all stakeholders on property and maintenance arrangements. The proposed timeline for this consultation process is outlined Table 1.6. Table 1.6: Proposed Rosetta Lane Pedestrian Connectivity Consultation Timeline Activity Consultation with relevant stakeholders Design Development* Consultation with relevant stakeholders Finalisation and Construction* Start / End October 2015 February 2016 March 2016 April 2016 May 2016 * Activities subject to successful consultation with relevant stakeholders June 2016 July 2016 February Stage 2 M5 KGRIU Urban Design and Landscape Plan

24 Figure 1.2: Pedestrian path from King Georges Road to Rosetta Lane, Beverly Hills Figure 1.3: The view from the Noise Wall kink looking west to Rosetta Lane 19 Stage 2 M5 KGRIU Urban Design and Landscape Plan

25 Figure 1.4: The view from Rosetta Lane looking east towards the Noise Wall kink Topsoil At the conclusion of the KGRIU Project, there will be an excess of approximately 2,000 m 3 of useable topsoil. An opportunity for the beneficial reuse of this excess topsoil has been identified, which will divert the approximately 2,000 m 3 of useable topsoil from landfill. All topsoil will be tested and classified to ensure it does not include any waste that contains: Coal, tar or asbestos; or Any waste that is classified as hazardous, restricted solid, special or liquid waste as noted in The excavated public road material exemption 2014 refer to The beneficial reuse of topsoil is an environmentally sustainable use for the topsoil. This will also minimise haulage distance, associated traffic impacts and greenhouse gas emissions. The topsoil from landfill will be used to assist stakeholders with their plans to rehabilitate the site for public recreation / biodiversity and community benefit. This proposal is consistent with both: RMS commitment to reducing waste generation and resource consumption refer to and The NSW Waste and Resource Recovery Strategy of the NSW Environment Protection Authority (EPA) - refer to 20 Stage 2 M5 KGRIU Urban Design and Landscape Plan

26 Fulton Hogan, the M5 KGRIU Contractor has proposed two (2) options for topsoil reuse. They are: The proposed reshaping in the entire north-eastern corner and entire south-eastern corner of King Georges Road and M5 Motorway Interchange; and The proposed reshaping in the entire north-eastern corner and partial south-eastern corner of King Georges Road and M5 Motorway Interchange; and These proposals are currently being reviewed by SMC, and will be amended as practicable to satisfy the concerns of stakeholders and to comply with guidelines. The reuse of topsoil is contingent on agreement from all stakeholders on the landscape design and maintenance arrangements. The proposed timeline for this consultation process is outlined Table 1.7. Table 1.7: Proposed Topsoil Consultation Timeline Activity Consultation with relevant stakeholders Design Development* Consultation with relevant stakeholders Finalisation and Construction* Start / End October 2015 December 2015 October 2015 February 2016 February 2016 April 2016 May 2016 * Activities subject to successful consultation with relevant stakeholders If consultation with relevant stakeholders does not result in agreement from all parties, then the topsoil will be hauled to a landfill as per approved practices. Details of proposed landscaping changes due to excess topsoil and the results of consultation will be outlined in the Urban Design and Landscape Plan Part 2: Implementation. February Stage 2 M5 KGRIU Urban Design and Landscape Plan

27 2 Design Reference Documents 2.1 Project Specific Requirements The following reference documents outline the project specific requirements for the design: Ministers Conditions Of Approval SSI-6547 (NSW Department of Planning and Environment); Environmental documents including the Environmental Impact Statement (EIS); King Georges Road Interchange Upgrade Concept Design Report (Document No. ECC-RP- 0072, Revision B, July 2014); and Various supplementary and information documents including: - Property owner agreements; - Utility owner requirements; and - Local Council requirements. 2.2 Design Standards The overall design of the project is generally to be in accordance with the following design references and guides: Austroads Guide to Road Design Series; Australian Standards; RMS supplements to Austroads Guide to Road Design; RMS policies, guidelines, specifications and technical directions; Beyond the Pavement, RMS Urban Design Policy, Procedures and Design Principles, RMS, January 2014 (hereafter referred to as Beyond the Pavement); Bridge Aesthetics; Design Guideline to Improve the Appearance of Bridges in NSW, RMS July 2012; Noise Wall Design Guideline; Design Guidelines to Improve the Appearance of Noise Walls in NSW, RMS February 2007; Landscape Guideline; Landscape Design and Maintenance Guidelines to Improve the Quality, Safety and Cost Effectiveness of Road Corridor Planting and Seeding, RMS February 2007; NSW Bicycle Guideline, RMS July 2005; RMS Roadwork Model Drawings; RMS QA Specification G40 - Clearing and Grubbing; RMS QA Specification R178 Vegetation; RMS QA Specification R179 - Landscape Planting; WestConnex Motorway Urban Design Framework, RMS Centre for Urban Design and the Sydney Motorway Corporation, 2013 (hereafter referred to as WestConnex Urban Design Framework ); NSW Government occupational health and safety legislation and national standards; and 22 Stage 2 M5 KGRIU Urban Design and Landscape Plan

28 NSW and Australian Government environmental legislation and guidelines. 2.3 Order of Precedence The following order of precedence shall apply in the event of any inconsistency, ambiguity or discrepancy between the design reference documents and other standards: 1) Ministers Conditions Of Approval SSI-6547 (NSW Department of Planning and Environment) 2) RMS publications specifically referenced in RMS Supplements to Austroads Guides 3) Austroads Guides and Australian Standards 4) Other RMS publications not referenced in RMS Supplements to Austroads Guides 5) Others sources, as agreed with SMC / RMS representative. 2.4 Design Assumptions The following design assumptions have been made: The survey information provided was correct at the time it was undertaken; Existing trees not affected by construction will be retained and protected; A standard clearing of 2.5m from edge of disturbed areas (5.0m for areas adjacent to new retaining walls on fill) has been assumed and will be the extent of landscape works; All utility relocations have been finalised before the start of construction and the new locations of the utilities are consistent with the design intent; All negotiations with property owners will have been completed in sufficient time to inform the design process ahead of finalisation of tender design and documentation; and All environmental approvals for the permanent works have or will be obtained prior to construction. 23 Stage 2 M5 KGRIU Urban Design and Landscape Plan

29 3 Urban and Landscape Design Objectives and Principles 3.1 General The design has been developed to meet the requirements of the defined Project Scope which is based on the: Secretary s Environmental Assessment Requirements; Visual Amenity, Built Form and Urban Design Report; Collaborative design development process, involving continual consultation with other disciplines and stakeholders (such as RMS); and General refinement of the overall landscape concept to suit the engineering limitations and constructability of the project. Along with the development of the urban and landscape design objectives and principles, this UDLP has been prepared by the following suitably qualified person(s), as required by the MCoA: Name - Role Years Qualifications Professional Affiliations Experience Paul Geehan Urban Design and Landscape Director 35 Master of Planning, University of Technology, Sydney, 1995 Post Graduate Diploma, Landscape Architecture, University of Manchester, 1981 Bachelor of Landscape Architecture, University of Manchester, 1979 Australian Institute of Landscape Architects, Registered Landscape Architect Frank Ciancio Urban Design and Landscape Technical Lead 17 Bachelor of Landscape Architecture, University of Canberra, 1997 Australian Institute of Landscape Architects, Registered Landscape Architect 3.2 Urban Design Objectives The urban and landscape objectives governing the project outline that the design will: Be simple and robust; Retain and reinforce the character and existing vegetation along the road corridor; Be environmentally aware integrating with its surroundings both visually and ecologically; Contribute to the overall quality of the public domain for the community and all road users; 24 Stage 2 M5 KGRIU Urban Design and Landscape Plan

30 Be responsive to motorists environment incorporating clear zones, sightlines, etc.; Identify opportunities and potential risks for cross-discipline solutions throughout the design stages; Be part of a fully integrated design producing a whole of team design outcome, with all interfaces managed and coordinated with various disciplines and relevant parties; Be compliant with RMS standards; Align and be compatible with similar works throughout the existing road network to achieve a whole-of-corridor identity with other projects within the wider WestConnex Program; Be consistent with the urban and landscape design vision, objectives and principles contained in the WestConnex Urban Design Framework; and Conform to the performance requirements for safety, cost effectiveness and sustainability as set down in section 1.4 of the document Beyond the Pavement (RMS, January 2014). 3.3 Urban and Landscape Design Principles The WestConnex Urban Design Framework provides specific urban and landscape design direction for the development and delivery of WestConnex. The following design principles have been developed for the project and are consistent with the WestConnex Urban Design Framework: The built elements of the project must contribute to creating good public spaces by providing a high quality experience for customers; Visually integrate earthworks, retaining walls, noise walls, and fencing elements into their landscape setting as much as possible to keep engineered structures to a minimum; Deliver road bridges that integrate all architectural and engineering requirements while establishing a coordinated, elegant family of bridges; Deliver motorway precincts that present a consistent palette of high quality public domain materials that are representative of the WestConnex image and its context; Ensure the safe, efficient movement of pedestrians, including people with disabilities, through high quality paving design; and Provide new and repaired landscapes that are appropriate to the local conditions, consistent with the existing and varied character of WestConnex, providing public realm amenity and opportunities for future active and passive recreation Application of Design Principles The above design principles have been developed and measured against the following indicators for the M5 KGRIU Project to ensure the project complements the local area, while minimising the impact of the new infrastructure on the surrounding environment. Each performance indicator is described below, including relevant examples of how each will be implemented. Environment Conserve and build upon the existing landscape and local character including the look and feel, and community amenity. Key examples of this in the M5 KGRIU Project include: Developing a landscape outcome that incorporates plant species endemic to the area; 25 Stage 2 M5 KGRIU Urban Design and Landscape Plan

31 Preservation of existing threatened species and plant communities, in particular the: - Cooks River / Castlereagh Ironbark Forest ecological endangered community; and - Threatened species Acacia pubescens (Downy Wattle). Using the existing bridge structures at Penshurst Road, King Georges Road and Cooloongatta Road to create gateways and thresholds along the Motorway; Using complementary materials sympathetic to the area; Minimising or eliminating impacts to the surrounding environment during construction of the works; The creation of a built outcome that is visually pleasing and in keeping with the surrounding urban context; and Enabling post-completion environmental maintenance and management to occur with minimal impact on surrounding receivers. Sustainable Design and Maintenance Protect our environment for future generations by incorporating whole of life maintenance. Examples of this in the M5 KGRIU Project include: Reusing earthworks spoil to avoid placement of landfill where possible; Retention and reuse of existing infrastructure, including bridges, pavements, drainage systems, water quality basins and noise walls as far as practicable; Maximising the use of precast concrete elements; Designing bridge parapets to minimise staining of outside faces and be self-cleaning; Optimisation of road lighting design to minimise energy consumption; Procurement of biodiversity offsets for cleared native vegetation; Using low-energy materials and equipment; Integration of passive irrigation techniques instead of watering systems to landscaped areas, particularly water runoff from the road pavements to adjacent planting areas within the carriageway gores; and The use of native planting within project where possible, to reduce maintenance demands. Heritage The specific heritage associated with any site not only provides an insight of the history, whether Aboriginal and non-aboriginal, but also an opportunity to preserve and drawing upon that heritage for future generations. While there is no sensitive heritage locations identified on site, and none to be expected during construction, the following shall be incorporated in a Construction Heritage Management Plan by the Contractor: For Aboriginal heritage sites: - Procedures for dealing with previously unidentified Aboriginal objects and determination of appropriate mitigation measures; - Procedures for dealing with human remains, including cessation of works in the vicinity of the remains; - Heritage training and induction processes for construction personnel; and 26 Stage 2 M5 KGRIU Urban Design and Landscape Plan

32 - Procedures for ongoing Aboriginal consultation and involvement for the duration of construction works. For non-aboriginal heritage sites: - Listing of heritage items directly and indirectly affected by the Project; - Details of management measures to be implemented to prevent and minimise impacts on heritage items; - Details of monitoring and reporting requirements for impacts on heritage items; - Procedures for dealing with previously unidentified heritage objects, including cessation of works in the vicinity; and - Heritage training and induction processes for construction personnel. Safety in Design Provide a design that is safe and secure for the public, road users and infrastructure maintainers. Examples of this in the M5 KGRIU Project include: Provision for lighting upgrades and incorporation of Intelligent Transportation Systems (ITS) to improve safety along the road corridor; Adoption Crime Prevention Through Environmental Design (CPTED) principles in the development of the landscape and urban design; and Design of infrastructure elements in accordance with the general requirements of safe work such as adequate lighting, avoidance of working at heights or confined spaces. Refer to Section 8 Safety in Design of the UDLP for more details Social Context and Infrastructure It is a cornerstone objective of the M5 KGRIU Project to deliver a high quality outcome for customers that incorporate social and infrastructure considerations, including travel experience, accessibility, legibility, amenity and privacy. Below is a summary how the urban design and landscape principles have been incorporated within each of these components. The Travel Experience Maintain a quality travel experience for Motorway users and the public. Examples include: Maintaining a consistent visual appearance for road users travelling along the Motorway; Using high quality materials and finishes to noise walls, retaining walls and bridges including precast concrete and galvanised steel; Ensuring the expansion works associated with the bridge over Penshurst Road and Cooloongatta Road Overbridge are integrated with the upgraded Motorway to provide a consistent user experience that is integrated with the surrounding context; and Cyclists and pedestrians using the upgraded shared user path. Accessibility Retain and improve (where possible) access and connectivity along and across the road corridor. Examples include: 27 Stage 2 M5 KGRIU Urban Design and Landscape Plan

33 Improved shared path and footpath conditions along and across the road corridor; Improved lighting along the shared path and at the King Georges Road Interchange; and Upgrading of the current on-road cycleway and shared user path system to be designed and constructed to meet current Australian Standards and Council requirements. Legibility The Keep it Simple principle is applied to the road corridor design to deliver coordinated and integrated urban design outcome, devoid of unnecessary clutter or embellishments. Attention to detail is reflected in the construction documentation such as joints, junctions, profiles and finishes. Amenity and Privacy The works associated with the M5 KGRIU Project provide opportunities to improve amenity and privacy to adjacent impacted areas, including private residences, public open space and other facilities. Examples include: Creating good public spaces, such as provisions for pocket parks (refer to sub-section Pocket Parks); Improved pedestrian and cycling facilities, as outlined by: - Upgrading the shared user path system east of King Georges Road to the limit of works; and - Improving the shared user path system east of the limit of works to Bexley Road, as required by the Minister s Conditions of Approval. These improvements are the Cycling and Pedestrian Access Strategy Stage 1: Construction Providing planting appropriate to location and aspect; and Providing planting to screen public infrastructure from adjacent residents. 28 Stage 2 M5 KGRIU Urban Design and Landscape Plan

34 4 Concept Design 4.1 Introduction To deliver a whole-of-corridor approach, the multi-disciplinary design team has developed a shared vision for the WestConnex Motorway project, from design through to procurement, implementation, operation and maintenance. The multi-disciplinary team has been guided by a suitably qualified urban designer with specific responsibility to champion the public domain design objectives. The adoption of consistent and appropriate design themes for common components such as retaining walls, abutments and concrete finishes has resulted in a consistent visual character and consistent finish. This approach has avoided unnecessary and repetitive design work, as well as provide for agreement and benchmark review with key stakeholders such as local councils. 4.2 Design Concept A landscape and urban concept design (refer to Figure 4.1) has been developed in accordance with the WestConnex Urban Design Framework and RMS design guidelines. The concept design has been developed to: Enhance and highlight the interchange as a visual landmark for the Motorway user; Reinstate vegetation to disturbed areas along the Motorway corridor which integrate with the existing character; and Improve the amenity of the adjoining open spaces with canopy tree planting and appropriate park furniture. New noise walls with feature panels and accent planting of massed colourful shrubs and groundcovers are proposed at the four corners of King Georges Road Interchange to create a gateway between the M5 South West Motorway and the M5 East Motorway. The existing landscape character of the Motorway corridor comprises a highly wooded landscape and much of the vegetation lying in the road verges, but with some tree planting in the median. This makes a significant visual contribution to the scale and character of the Motorway. The landscape treatment for areas disturbed by the works endeavours to reinforce and complement the existing vegetation to be retained, with infill planting of Casuarinas, Eucalyptus, Acacias and native shrub and ground layer species. Most of the vegetation within the existing noise mounds located south east of Cooloongatta Road Bridge will be removed to accommodate the road expansion. The area adjacent to the Motorway pavement will be re-vegetated with new trees, grasses and groundcover species. New trees adjacent to noise walls will be offset 2.0 metres clear of the noise barrier to allow for maintenance access. In locations where the noise barrier is close to the shared user path (i.e. between metres) new trees will be planted closer to the noise wall to ensure required sight and safety clearances to the shared user path are maintained. 29 Stage 2 M5 KGRIU Urban Design and Landscape Plan

35 Figure 4.1: Landscape Concept Plan 30 Stage 2 M5 KGRIU Urban Design and Landscape Plan

36 Figure 4.1: Landscape Concept Plan (cont.) 31 Stage 2 M5 KGRIU Urban Design and Landscape Plan

37 Figure 4.1: Landscape Concept Plan (cont.) 32 Stage 2 M5 KGRIU Urban Design and Landscape Plan

38 Figure 4.1: Landscape Concept Plan (cont.) 33 Stage 2 M5 KGRIU Urban Design and Landscape Plan

39 4.3 Ecological Plant Communities The Biodiversity Assessment of the Environmental Impact Assessment (EIS) has identified the following ecological plant communities and threatened species in the M5 KGRIU Project area: Cooks River / Castlereagh Ironbark Forest; and Acacia pubescens Downy Wattle. Where practicable plant species for use in the Project have been selected to complement and be consistent with the Cooks River / Castlereagh Ironbark endemic plant community that occur along the road corridor. Refer to Figure 4.4 for the planting palette proposed for the project Cooks River / Castlereagh Ironbark Forest The Cooks River / Castlereagh Ironbark Forest has been preliminary listed as critically endangered under the Environment Protection and Biodiversity Conservation Act 1999 (EPBC). There are two patches of this ecological plant community existing within the M5 KGRIU Project area. This includes a 1.4 hectare patch at Richard Podmore Reserve that has less than 30% of the perennial understorey vegetation cover made up of native species, and is not contiguous with a native vegetation remnant greater than 1 hectare. While this patch contains at least one large indigenous tree, it does not qualify for preliminary EPBC listing. The second 2.2 hectares patch occurs at Windarra and Robert Gardner Reserve. The patch has less than 30% of the perennial understorey vegetation cover made up of native species and is not contiguous with a native vegetation remnant greater than 1 hectare. While this patch contains at least one large indigenous tree, it does not qualify for preliminary EPBC listing (Refer to Figure 4.2 for location) Threatened Species Acacia pubescens (Downy Wattle) has been recorded as being planted in the M5 KGRIU Project area during the original construction on the M5 Motorway. All individuals occur west of King Georges Road and most are protected with fencing behind and adjacent to noise walls. Some individuals occur in front of the noise wall unprotected among mixed plantings near the tennis courts. Many individuals are mature and are in good health with new clonal shoots, few senescent individuals show a high density of clonal shoot growth. Based on targeted surveys and previous data, there are 19 individuals north of the Motorway, and 15 individuals south of the Motorway (Refer to Figure 4.3 for locations). The Contractor s Construction Management Plan will outline the protection methods required to ensure the threatened species is not disturbed during the construction period. Two other threatened flora species were identified on the eastern side of King Georges Road (south of the motorway): Narrow-leaved Black Peppermint (Eucalyptus nicholii) listed as vulnerable under the TSC Act and EPBC Act; 34 Stage 2 M5 KGRIU Urban Design and Landscape Plan

40 Magenta Lily Pilly (Syzygium paniculatum) listed as endangered under the TSC Act and vulnerable under the EPBC Act Fauna habitat No threatened fauna species were identified within the Project area, and the overall habitat condition is considered low and of limited value for threatened fauna species. The natural habitat has been extensively modified over time to accommodate the motorway and is largely confined to narrow, linear corridors of planted trees and degraded fragments of woodland habitat. The main patches of habitat include: Grassy Woodland and Open Forest Small patches of remnant woodland, including four hollow-bearing trees, located between Karne Road and Penshurst Road (north and south of the M5) with a mix of disturbed groundcover of exotic flora and mown grass in park areas; Planted forest / woodland habitats Narrow corridors of immature planted vegetation with an absence of tree hollows and logs and a dense groundcover of exotic grasses and weeds; Artificial freshwater pond Water quality basin with a mix of native and exotic macrophytes and a disturbed groundcover of mown edges; Exotic vegetation Cleared and modified landscapes with occasional planted trees. The majority of the Project boundary comprises road corridor landscaping made up of a mix of young and semi-mature planted vegetation. These habitats provide food resources for common urbandwelling fauna species dominated by birds such as Magpie, Noisy Minor, Rainbow Lorikeet and Magpie Lark. The road corridor will be revegetated with predominantly native plant species creating suitable roosting sites for these species. Threatened fauna No flying-fox roost camps were identified within the Project area. The Grey-headed Flying-fox is known to forage up to 50km from a camp site and could potentially utilize available feeding resources within the Project area. Grey Box (Eucalyptus moluccana) has been planted within open space areas along the road corridor which is a significant food species for the blossom diet of the Grey-headed Flying-fox. The Green and Golden Bell Frog (Litoria aurea) was not detected during field surveys. The existing water quality pond located to the south of the motorway will be upgraded to function as a bio-retention basin during heavy storm events. The basin will be reinstated with water tolerant / aquatic sedges to provide a water polishing function, with native grasses and tree planting to stabilise the embankments. While the current likelihood of the Green and Golden Bell Frog occurrence is low due to the isolation of the water quality pond, the improved habitat environment and water quality will make it more attractive as a foraging habitat, once re-established. Wildlife connectivity corridors Landscape connectivity in the Project area is limited to narrow planted and disturbed remnant vegetation adjoining the northern and southern sides of the M5 Motorway. While these fauna habitat corridors are fragmented and will be disturbed by construction works, the corridors will be revegetated with native canopy trees to create and reinstate disturbed areas and potentially making them attractive as roosting sites for native fauna. 35 Stage 2 M5 KGRIU Urban Design and Landscape Plan

41 Figure 4.2: Threatened ecological plant communities in the M5 KGRIU Project area 36 Stage 2 M5 KGRIU Urban Design and Landscape Plan

42 Figure 4.3: Threatened flora identified in the M5 KGRIU Project area 37 Stage 2 M5 KGRIU Urban Design and Landscape Plan

43 Plant Schedules The proposed planting palette shown in Figures 4.4 to 4.6 has been selected for the purpose of representing the style of planting along the road corridor using the existing endemic plants. Figure 4.4: Proposed Planting Schedule - Trees 38 Stage 2 M5 KGRIU Urban Design and Landscape Plan

44 Figure 4.5: Proposed Planting Schedule - Shrubs 39 Stage 2 M5 KGRIU Urban Design and Landscape Plan

45 Figure 4.6: Proposed Planting Schedule Grasses, Ground Covers and Climbers 40 Stage 2 M5 KGRIU Urban Design and Landscape Plan

46 4.4 Existing Landscape Context Landscape Character Zones The proposed road upgrade runs through a gently rolling landscape, traversing a series of low gentle ridges and broad valley forms. Two dominant landscape character zones have been identified: 1. Residential Landscape Zone 2. M5 Motorway Corridor Landscape Zone. Figure 4.7: Locations of M5 Motorway Landscape Character Zones Residential Landscape Zone This landscape character zone is defined by a gently rolling landscape overlaid with an informal grid layout of roads throughout a predominantly residential neighbourhood (refer Figure 4.7). Low density housing (consisting of small to medium single residential blocks), and pockets of medium density housing (consisting of low rise blocks of flats), are punctuated by occasional small to medium sized parks and a golf course. Many small parks have been created where the M5 Motorway (Motorway Corridor Landscape Zone) meets the Residential Landscape Zone. The landscape character zone as a whole is bisected by the M5 Motorway (the Motorway Corridor Landscape Zone), which forms an almost visually impenetrable barrier between the two residential 41 Stage 2 M5 KGRIU Urban Design and Landscape Plan

47 areas on either side. Ridges and drainage lines are not easily perceived, as the landscape slopes gently between the two elements. Mature trees consisting predominantly of eucalypts and small exotics are dotted throughout the landscape, many existing as street trees or trees in parks. M5 Motorway Corridor Landscape Zone The M5 Motorway is a highly contained, linear landscape character zone (refer Figure 4.7), between approximately 50 and 130 metres wide. The corridor is a distinct unit which bisects the landscape, with the Motorway sitting either above the surrounding ground plane atop a series of earth batters (predominantly west of King Georges Road within the study area) or below the surrounding ground level between retaining walls (east of King Georges Road within the study area). From outside the corridor, this landscape zone is experienced as an impenetrable barrier, consisting of a series of wire fences, earth bunds, screening vegetation, retaining walls, and noise walls. These elements limit visual and physical access to the roadway. The Motorway itself gently undulates with the terrain, but responds to intersecting roads by dipping under or over them at crossing points with a series of bridges and tunnels. The Motorway interfaces with the surrounding landscape adjacent to minor roads, residential properties and parks. From inside the corridor, the landscape zone is experienced as a gently undulating, linear channel. It is bounded on either side by earth bunds and solid noise walls. Vegetation in the corridor is seen along the boundary of the Motorway, either in the form of the canopies of mature trees outside of the corridor projecting above the noise walls, or on the batters of the Motorway in front of the walls. 4.5 Proposed Landscape Treatments Landscape treatments will provide a major contribution to the visual appearance and the overall aesthetic quality of the corridor. It is the objective of the landscape treatments to develop a simple and attractive approach to the design. The proposed treatments also seek to maintain and reinforce the character and vegetation of the existing environment along the corridor, rather than impose a uniform but incoherent vegetation treatment. The proposed landscape treatments have been developed to embrace the best practice approach of minimal maintenance once established. The substantial use of native species with low water and maintenance demands will ensure that the long term landscape management is both cost-effective and visually attractive Gateway Planting Gateway planting treatments are proposed for the on and off-ramps to the west and east of King Georges Road Overbridge. The use of accent plants (Doryanthes) and colourful shrubs and ground covers (Callistemon, Hardenbergia, and Leptospermum species) is to achieve the intended design effect of distinguishing them from the overall bushland character of M5 Motorway. These species were selected to match the feature shrubs and groundcovers that were proposed for the M5 West Widening project that was recently completed, including minor finishing works in early Where existing vegetation is to be retained, the landscape treatment will comprise of infill planting of select shrubs and groundcover from the Cooks River / Castlereagh Ironbark Forest community. 42 Stage 2 M5 KGRIU Urban Design and Landscape Plan

48 4.5.2 Existing Noise Mound All existing vegetation within the existing noise mounds located south east of Cooloongatta Road bridge will be removed to accommodate the road expansion and the regrading of the slopes. The proposed upgrade will result in a substantially reduced noise mound height but will be reinforced by the addition of an architecturally well considered noise wall. New trees will be kept a minimum of 11 metres from the edge of the travel lane (clear zone area) and the area adjacent to the motorway pavement will be vegetated with frangible shrubs, native grasses and groundcover species in keeping with motorist safety. A reduction in noise mound batters from 3V:1H to 2V:1H will provide a better opportunity for landscape planting and an increase in visual amenity Noise Walls New noise walls with feature panels and accent planting of massed colourful shrubs and groundcovers are proposed at the four corners of King Georges Road Interchange, to create a gateway between the M5 South West Motorway and the M5 East Motorway. The proposed noise wall realignment provides adequate planting width to accommodate substantial landscape treatment, and includes retaining of earth to minimise slope for planted areas adjacent to the shared path. Generally, new trees and shrubs adjacent to noise walls will be offset a minimum of two metres clear of the noise barrier to allow for maintenance, except where the noise wall is offset less than 2.5m from the shared user path, to provide adequate visual screening of the noise wall. Transparent panels have been incorporated in the noise walls at Cooloongatta Road Bridge to provide safe sightline distances from the shared user path and for road users. Low native grass and ground covers up to1.0m high have been used at these locations, along with clear-stemmed trees, to ensure adequate sightline distances are maintained Median The planting of native shrubs and ground layer species to disturbed areas will reinforce and visually tie together the existing remnant median and road side planting. Callistemon salignus (Willow Bottlebrush) will provide feature spring flowering trees along the median and at the King Georges Road Interchange Water Quality Pond The existing water quality pond at the south-eastern end of the project will be upgraded to function as a bio-retention basin during heavy storm events. As a result, landscape works will be undertaken to facilitate these requirements and to reinstate disturbed areas associated with construction. The key landscape treatments associated with the upgrade of the water quality pond includes planting the bio-retention basin with a damp plant mix of water tolerant / aquatic sedges able to withstand temporary inundation of up to 24 hours. The re-shaped embankments will be planted with a dry plant mix of native grasses and sedges that can withstand limited water inundation. Tree planting will stabilise the embankments to the water quality pond, while the steeper embankments to existing grade will be planted with native grass and ground cover mix to minimise erosion. Disturbed areas as a result of construction works will be reinstated to turf, with native tree planting to the edges of the fenced compound. Maintenance access across the bank to the existing pits and 43 Stage 2 M5 KGRIU Urban Design and Landscape Plan

49 drainage structures will be maintained and enhanced with Imperata cylindrica (Blady Grass) providing robust grass cover to withstand pedestrian maintenance traffic Clear Zones Clear zones form an important safety design component of the Motorway. They are set as part of the Austroads Guide to Road Design (and relevant RMS supplements) to reflect the standard of design to be adopted for roads. The clear zones can also have a significant effect on the environmental impact footprint of the road and its character. Care needs to be taken in achieving a balance between constructability, safety and the environment. Where there is an absence of safety barriers, trees and shrubs with a single trunk / stem capable of growing to 100mm and above in diameter upon maturity will be planted at the following distance from the carriageway: On Embankment (110km/hr) = 11m clear zone; and On Embankment (80km/hr) = 8m clear zone. Where barriers are used, the clear zone shall be reduced to within the deflection point of the barrier being adopted. 4.6 Topsoil One essential factor that would impact the landscape outcome is the quality of topsoil that will be placed or reinstated into the planting areas. Key elements of this process comprise: Using carefully prescribed topsoil stripping, stockpiling and placement methods; The use of a soil / mulch mix to provide a topsoil matrix that can be expected to both remain stable on the steep 2H:1V batters and provide a sufficient quantity of topsoil to support: - The proposed landscape treatment; and - A dense temporary vegetation cover sufficient to be resistant to weed colonisation Soil Testing The undertaking of soil testing in conjunction with the landscape design process allows a full understanding of soil and subsoil / subgrade physical and chemical properties, and the incorporation of the findings as integral considerations of the design process. As per RMS QA Specification R178, the Contractor is required to undertake soil testing before any clearing or earthworks take place, in order to characterise topsoil and subsoil properties, optimise stripping depths, identify any requirements for stripping and stockpiling of sub-grade material, and specify specific stockpiling measures if required. Comprehensive soil testing is required to address the: Chemistry associated with: - Subsoils, for e.g. for phytotoxic chemical or dispersion properties; and - Topsoils, for e.g. make recommendations regarding amelioration measures to achieve optimal plant response. 44 Stage 2 M5 KGRIU Urban Design and Landscape Plan

50 Suitability of topsoil physical properties to act as both a moisture retaining and soil consistency suitable as a seed germination bed, and stable plant media matrix for seeded steep batters. The Contractor is required to provide a full copy of the soils reporting to the Principal (Sydney Motorway Corporation), including all recommended soil amelioration and management measures Subcontractors The Contractor is required to engage the services of a soil scientist to provide supplementary advice to the soils reporting if required, for e.g. on-going treatment for nitrogen drawdown associated with reuse of cleared timber for mulch Re-use of site soil The management of site soil is an important component of ensuring the long term success of landscaping for this project. Existing topsoil re-use will be controlled as follows: Stripping and Stockpiling: Separate stripping and stockpiling will be undertaken for Endangered Ecological Community (EEC) topsoil and Non-EEC topsoil, to facilitate potentially separate soil amelioration requirements, which are: - EEC Topsoil - The EEC topsoil can be expected to have suitable physical and chemical properties to optimise native seed germination and establishment responses, and potentially with a limited requirement for amelioration (soil testing will determine this). The topsoil will also contain an EEC soil seed bank that can be expected in some measure to germinate when used for landscaping; and - Non-EEC Topsoil - Topsoil stripped from the existing noise mound shall be stockpiled separately. Non-EEC topsoil may contain weed seeds and must be quarantined from EEC Topsoil. Soil / Mulch Mix: A soil mulch mix is provided for the steep batters. The mix 60 (soil) : 40 (shredded woodchip) mix is proposed to be placed to the keyed and roughened faces of the 2H:1V batters, to a depth of 250mm Mulch All mulch for the project should be derived from felled timber that has been ground to specified dimensions (e.g. using a tub-grinder), comprising a shredded woodchip mulch constituted of long, strappy strands that form a structural matrix, to hold the topsoil with which it is mixed onto the steep batters. As required by RMS QA Specification G40, the first preference for use of site sourced mulch is to be given to landscape works. 4.7 Description of Disturbed Areas The following sub-sections (4.8.1 to 4.8.3) provide brief descriptions of the extent and likely impacts of disturbance that will occur along the road corridor during the M5 KGRIU Project construction period. For strategies to progressively rehabilitate and revegetate disturbed areas, including mitigation of the visual impacts of the Project, refer to Section 6 Mitigation Measures. 45 Stage 2 M5 KGRIU Urban Design and Landscape Plan

51 4.7.1 M5 Motorway Carriageway Construction areas associated with the M5 Motorway carriageway environs that will be experienced by Motorway users, will broadly encompass all areas within the confines of the southern and northern Motorway boundary noise walls, along the Motorway approaches on King Georges Road and associated on and off-ramps. The works as experienced by Motorway users will be characterised by traffic management including lane closures, diversions to alternate sides of the carriageway and restrictions on vehicle speeds, in addition to construction vehicle entry and exit lanes to works areas and associated hoardings. Construction plant and vehicles will periodically be visible from both the carriageway and above construction hoardings. Heavy haulage vehicles will be present on the carriageway, particularly at the beginning of the Project to remove cleared and excavated materials. Major elements subject to construction and likely to be visible from the carriageway include: Road widening and new lanes; Widening of the bridge over Penshurst Road; Lengthening of Cooloongatta Road over bridge; Retaining walls facing into the corridor; and New noise walls Temporary Construction Compounds Below are descriptions of all M5 KGRIU temporary construction compounds. Refer to Figure.4.8 for their locations. King Georges Road (south) The proposed site for the main Project Compound comprises a large turfed area (approximately 130m by 50 m) that slopes gently to the east. The area has semiformal native tree planting that broadly bisects the area, comprising immature Canary Island Palms that run alongside King Georges Road and lead into the area from King Georges Road, along a shared path that runs east to west through the site. The area is screened to views from King Georges Road from the north by an existing high noise wall and from the south by the residential development on Pallamana Parade. Native tree development within the area generally appears to be stunted, or dead as with three (3) small fig trees that are located alongside the noise wall (refer to Figure 4.9). The landscape amenity qualities of the area are limited, including no provision of park furniture. Recreational user numbers seem low, potentially comprising of informal kick-about and similar unstructured activities. The compound will be located immediately behind the residential properties backing onto the area, and along the edge of the shared path. The compound will have an approximate site area of 6,200 m 2 and will house the main office, amenities and materials. Selected existing trees within the compound site will be retained, and the compound will be accessible from King Georges Road and Allambee Crescent South. 46 Stage 2 M5 KGRIU Urban Design and Landscape Plan

52 Figure 4.8: Temporary construction compound locations King Georges Road (north) The general environs of the area comprises turf, a large mass planting bed and a semi-formal planting of Canary Island Palms that form the northern arm of the similar gateway planting to the southern corresponding area (as above). As noted above, all adjoining residences back onto the area. The area is screened to views from King Georges Road from the south by an existing high noise wall, and partially screened from the north by Burradoo Road. Tall, mature trees within the area are limited to trees within adjoining residences or close to the eastern boundary. The compound will adjoin the eastern residential properties backing onto the area, and along the edge of the shared path, and have an approximate site area of 1,000 m 2. The compound will be used for materials laydown, and will be accessed from King Georges Road via the shared path. Mature trees along the eastern edge of the compound will be retained. 47 Stage 2 M5 KGRIU Urban Design and Landscape Plan

53 Kirrang Street (south) The general environs of the area comprises an open turfed area with low tree planting along the street edge, and limited taller tree planting along the residential edge. A shared path runs broadly east to west along the edge of the M5 Motorway and the northern edge of the subject area. The compound will adjoin the side boundary of the adjoining residential property, and cover virtually the whole space with the exception of the Council verge on Kirrang Street. It will also run along the edge of the shared path. The compound will have an approximate site area of 1,600 m 2, be used for materials laydown, and accessed from Kirrang Street, via Tallawalla Street, Yarallah Place and Ponyara Road. Mature trees along the south-western edge of the compound will be retained. Elouera Street (north) The general environs of the area comprises a quiet cul-de-sac looking onto a shared path, tall noise wall with a narrow screen planting in front of it. The subject area comprises a small, open turfed area with six (6) semi-mature native trees planted over approximately half the total area. The landscape amenity of the area is relatively low. The compound will adjoin the side boundary of the adjoining residential property, and cover virtually the whole space. It will also run along the edge of the shared path. The compound will have an approximate site area of 500 m 2 and be used for materials laydown. It will be accessed from Elouera Street via Alkoomie Street, Cooloongatta Road and Moorefields Road, or via the shared path. The existing trees within the compound will be retained. Elouera Street (south) The general area comprises a small, triangular and empty pocket of turf, which is flanked by rear and side fences, and a shared path closely abutting a tall noise wall with limited screen planting in front of it. The landscape amenity of the area is low. The compound will take up the entire site, has an approximate site area of 900 m 2 and will be used for materials laydown and amenities. As with Elouera Street (north), the compound will be accessed from Elouera Street via Alkoomie Street, Cooloongatta Road and Moorefields Road, or via the shared path. Penshurst Road The reserve has a moderate cover of both large mature and smaller trees set within an open and flat mown grass area, broadly creating a native open woodland landscape effect. When viewed from Windarra Street, the M5 Motorway is viewed through the treed landscape as a backdrop to the reserve. Recent work associated with the M5 South West Motorway Widening project has resulted in the clearing of a well vegetated corridor of mature trees between the Motorway boundary and the noise walls to facilitate the augmentation of the noise walls. Notwithstanding the dull grey colour of the walls, these elements and the associated cleared batters below them are visually prominent from Windarra Street, and comprise a visually adverse view from within the reserve, including from a cycle and pedestrian shared path that passes east to west through the site close to the M5 Motorway boundary. Landscape restoration of this corridor edge was undertaken as a part of the M5 South West Motorway Widening project. 48 Stage 2 M5 KGRIU Urban Design and Landscape Plan

54 The compound will be located immediately behind the properties on Penshurst Road, and have an approximate site area of 250 m 2. The compound will be used for materials laydown and amenities, and will be accessed from Windarra Street and Penshurst Road. Existing trees within the compound site will be retained. Figure 4.9: One of three existing dead fig trees at King Georges Road (south) Opportunities for Construction Compound Sites The following opportunities arise for all construction compound sites: Provision of a tree protection plan for all trees to be retained within the compounds and any affected surrounding areas by an experienced arborist; Provision of a well presented and maintained fencing / screening treatment; Undertaking of soil testing and soil amelioration of the area upon completion of the works to facilitate the landscape restoration process; and Undertaking of a formal landscape design process for each compound site with 12 month plant establishment period, to facilitate a well-considered landscape restoration outcome upon completion of the Project. 49 Stage 2 M5 KGRIU Urban Design and Landscape Plan

55 5 Urban Design 5.1 WestConnex Urban Design Framework It is important to establish design criteria for all elements of the Motorway design, not only to minimise the potential for poor visual impacts, but also to incorporate and coordinate the urban design objectives and principles for the WestConnex Motorway project as a whole. The urban design framework has been established in the WestConnex Motorway Urban Design Framework, RMS Centre for Urban Design and the Sydney Motorway Corporation, 2013 (hereafter the WestConnex Motorway Urban Design Framework). The King Georges Road Interchange works will be consistent with the WestConnex Urban Design Framework vision, objectives and principles. Additionally, future iterations of the project will be guided by these RMS design guidelines: Beyond the Pavement; Urban Design Policy, Procedures and Design Principles, RMS updated February 2014; Bridge Aesthetics; Design Guideline to Improve the Appearance of Bridges in NSW, RMS July 2012; Environmental Impact Assessment Practice Note; Guidelines for Landscape Character and Visual Impact Assessment, RMS EIA-NO4, V2.0, March 2013; Landscape Guideline; Landscape Design and Maintenance Guidelines to Improve the Quality, Safety and Cost Effectiveness of Road Corridor Planting and Seeding, RMS February 2007; Noise Wall Design Guideline; Design Guidelines to Improve the Appearance of Noise Walls in NSW, RMS February 2007; and Shotcrete Design Guidelines; Design Guidelines to Avoid, Minimise and Improve the Appearance of Shotcrete, RMS June These documents shall inform and guide all future urban design iterations of the project WestConnex Motorway Urban Design Framework Vision The WestConnex Motorway will be a sustainable, high quality and transformational project for the people of Sydney and NSW. Exhibiting design excellence as a whole and in all constituent parts, it shall be sensitively integrated into the built and natural environments, and help build local communities. It will enhance the form, function, character and liveability and contribute to the future liveability of the city - Australia s Global City (WestConnex Motorway Urban Design Framework, p44) WestConnex Motorway Urban Design Framework Objectives and Principles The WestConnex Motorway Urban Design Framework provides specific urban design direction for the development and delivery of WestConnex in the form of design objectives. Each of these WestConnex Motorway Urban Design Framework objectives is supported by design principles that guide the urban design and provide a benchmark against which to assess outcomes. Refer to the Visual Amenity, Built Form and Urban Design Report for a description of how each of the six design principles have been addressed in the King Georges Road Interchange Upgrade Project. 50 Stage 2 M5 KGRIU Urban Design and Landscape Plan

56 5.2 Design Elements Introduction Consistent with the design principles outlined in the Visual Amenity, Built Form and Urban Design Report, this section outlines how these principles and guidelines have been applied in developing the detailed elements within the urban and public domain. A whole-of-corridor identity for the WestConnex Motorway corridor is sought. In this respect, the detailed design elements that contribute to legibility and access require particular attention. The built elements of the M5 KGRIU Project must contribute to creating a high quality experience for users. Built elements must balance a contextually responsive approach with a consistent project-wide design that ensures value for money. Consistency and a Whole-of-Corridor Design To deliver a whole-of-corridor approach, the multi-disciplinary design team must develop a shared vision for the WestConnex Motorway project, from design through to procurement, implementation, operation and maintenance. The multi-disciplinary team should be guided by a suitably qualified public domain designer with specific responsibility to champion the public domain design objectives. The adoption of consistent and appropriate design themes for common components such as retaining walls, abutments and concrete finishes should provide the M5 KGRIU Project with a particular visual character and consistent finish. This approach should avoid unnecessary and repetitive design work, as well as provide for agreement and benchmark review with key stakeholders such as local councils. Accessibility Precinct designs must be safe and accessible to all users. Equity of access with particular consideration of the elements such as ramps, steps, kerbs and pavements, will contribute to a wholeof-corridor identity. Legibility Precinct designs must be highly legible throughout, so that users can navigate their journey with ease. A legible design should be reflected in a simple, uncluttered, whole-of-corridor identity for elements such as street furniture, lighting and signage. Process The M5 KGRIU Project documentation will demonstrate an iterative design approach, including: Regular consultation with stakeholders and communities; Rigorous place-based analysis and appreciation; and The evaluation of options against the precinct reference design and these guidelines. The materials palette should be consistent for all elements and with other phases of the WestConnex project to ensure a high standard of design quality throughout the Motorway corridor. 51 Stage 2 M5 KGRIU Urban Design and Landscape Plan

57 5.2.2 Earthworks Design Principle Visually integrate earthworks into their landscape setting as much as possible to keep engineered structures to a minimum (Refer to Figure 5.1). Application Earthworks consist of fill embankments and cuttings at various locations along the route, and have been designed to take into account the following urban design criteria where possible: All engineered earthworks will make the vertical transition between areas of cut to areas of fill parallel to the main corridor alignment; Visually, all earthworks will sit lightly in their context, exhibiting a natural fit within their landscape setting wherever possible; Where high strength rock is available, natural rock cut walls will be provided; In general, every effort will be made to minimise earthworks and disturbance to low strength rock; In low strength, erodible rock, slopes will be stabilised by mass planting with a native species mix immediately after formation; Landscaped earthworks will not be attempted on gradients steeper than 3H:1V. If this is not practicable then the use of retaining walls is preferred to create benched landscape opportunities; All formations should be gently rounded out at both top and bottom of slopes, and at the end of each formation, in order to achieve a natural transition into adjacent landforms. Where these requirements cannot be met due to limited space, the use of retaining walls is preferred; and A coordinated design by the civil engineer and landscape architect should ensure embankment design which is sympathetic to the existing topography. Figure 5.1: The proposed Motorway earthworks modifications are not to exceed 3H:1V 52 Stage 2 M5 KGRIU Urban Design and Landscape Plan

58 5.2.3 Retaining Walls Design Principle Visually integrate retaining walls into the King Georges Road Interchange Project as part of a coordinated urban or landscape design. Retaining wall locations are shown on Figure 5.2, while various retaining wall types used across the M5 KGRIU Project are shown on Figures and Figure 5.7a. Application The following urban design criteria have been applied to develop the detailed design for all retaining walls within and outside the project corridor: Retaining walls and related elements shall be designed as a unified composition and be integrated with other components such as fencing, guard rails and noise walls, and not as an assemblage of separate and uncoordinated parts; The precautionary principle shall be adopted throughout so that retaining walls are only constructed where there is no other alternative. Cut and fill batters of 3H:1V or flatter can be vegetated, and are preferred to wall structures; Retaining walls will attempt to knit into adjacent landscape formations or adjacent elements; Keystone retaining wall systems must not be used; and Good quality, precast modular concrete fascia or cladding systems may be used to increase the aesthetic appeal of retaining walls, introduce a pattern or rhythm, and reduce their apparent scale and visual impact Consistency The structural typology of all walls shall present the same visual appearance when seen in elevation by adopting the following consistent features: Retaining structures have been coordinated with other structural elements, such as barriers, lighting, landscape, drainage, and particularly noise walls and fencing. For example, cladding systems and / or form work match the panel size, proportions and joint set-out of associated wall and fence systems; and Noise and retaining walls form a coordinated design system throughout the Motorway corridor. Generally, retaining walls are simple planar structures free from embellishments. The face of all walls will be flat. The tops of walls will generally be consistently horizontal and true along the corridor. If they cannot be horizontal, the top of each wall in elevation should be finished to a long, gradual, consistent horizontal curve rather than having sudden steps or changes in level Wall Typology Retaining wall typology may vary in response to the underlying rock strata. In some areas, underlying rock may be suitable to form natural rock cuts. In these locations the rock should be cut back as near as possible to a clean vertical face, as directed by the geotechnical engineer. 53 Stage 2 M5 KGRIU Urban Design and Landscape Plan

59 Elsewhere, both cut and fill retaining walls exhibit a consistent design approach in all respects, regardless of structural typology or location, so that they form part of a family of wall types. If patterned precast concrete panels are used they shall be of a design determined by the urban designer Shotcrete The use of shotcrete (sprayed concrete) would be minimised to designated zones not seen by the public. Where the use of shotcrete is unavoidable, it shall be applied with an aesthetic finish in a highly controlled manner in accordance with the RMS Guidelines for the use of shotcrete, or covered in paneling Design Summary In summary, the key M5 KGRIU Project retaining wall design considerations include the following: Retaining wall heights will range between 0.1m and 9.4m. Heights of retaining wall may vary due to constructability and site considerations; Designing all wall types as a family of elements to reinforce motorway identity; Designing high quality, robust walls of architectural merit and detail (use Class 2 concrete as a minimum); Balancing wall heights with planting opportunities; Wall design to consider minimisation of vandalism, as well as the long term maintenance strategy; Consider the design of handrails, balustrades and jointing patterns in unison with the design of walls; and Exposed shotcrete has not been proposed for use in the project. 54 Stage 2 M5 KGRIU Urban Design and Landscape Plan

60 Figure 5.2: Schematic layout of proposed retaining wall modifications 55 Stage 2 M5 KGRIU Urban Design and Landscape Plan

61 Figure 5.3: Sketch details of proposed retaining wall modification; Retaining Wall Type 1 or 2 Fascia panel in front of soil nail wall or pile retaining wall Figure 5.4: abutment Typical elevation of proposed retaining wall modifications; Retaining wall under bridge 56 Stage 2 M5 KGRIU Urban Design and Landscape Plan

62 Figure 5.5: Sketch details of proposed retaining wall modifications; Retaining Wall Type 1 Soil nail retaining wall with fascia panel Figure 5.6: Sketch details of proposed retaining wall modifications; Retaining Wall Type 2 Piled retaining wall with fascia panel Figure 5.7: Sketch details of proposed retaining wall modifications; Retaining Wall Type 3 Piled retaining wall with barrier Figure 5.7a: Sketch details of proposed retaining wall modifications; Retaining Wall Type 4 L-type retaining wall with barrier 57 Stage 2 M5 KGRIU Urban Design and Landscape Plan

63 5.2.4 Noise Walls Design Principle Visually integrate noise walls into the King Georges Road Interchange Upgrade Project as part of a coordinated whole-of-corridor design (west of King Georges Road Interchange, the design philosophy is to coordinate and integrate with the established noise wall arrangement of the M5 South West Motorway design). Noise wall locations are shown on Figure 5.8, while various retaining wall types used across the M5 KGRIU Project are shown on Figures Application Noise wall panels comprise robust, vandal-resistant materials where possible. Noise wall composition must be resilient to damage by adjacent planting. The designed noise walls shall be constructed of modular, precast concrete systems or other approved material. Noise walls have been designed to be simple, monochromatic, modular planar panels of consistent height, with a horizontal top edge (Refer to Figures ). Generally, the ground level below noise walls would be as even, horizontal and as linear as possible. Noise walls are been designed to be installed with a top line as consistent and parallel with the adjacent ground-line as possible, ideally horizontal (Refer to Figures ). All vertical posts have been designed to be of consistent height and set-out. Where appropriate, the post set-out matches that of the vertical joints in supporting structures below. For example, when noise walls are mounted above retaining wall systems, the two systems have been designed to be visually integrated (Refer to Figures 5.11 and 5.13). It is proposed that coating systems and applied colours must be durable, readily available, and easily and exactly matched throughout the life of the wall. All joints, fixings and panels have been carefully coordinated as an integrated, threedimensional design. The apparent scale and visual impact of noise walls will be matched with appropriate screen planting adjacent to noise wall structures wherever possible to minimise their visual impact. All noise walls have been designed as part of a hierarchy of walls that includes retaining walls, abutments and parapet walls, such that each element appears to be visually coordinated. Design Summary Noise wall heights will range between 1.5m and 6.5m. The height of the noise wall may locally vary due to constructability and site considerations, but will always be a minimum of 100mm higher than the design acoustic top of wall requirement. Simplistically, any new noise wall will equate to 100mm higher than the reduced level than the top of wall it replaces; Noise walls were designed to be above the acoustic noise wall requirements for motorway operational noise mitigation; Wall types have been designed as a family of elements to reinforce motorway identity; Design high quality, robust walls of architectural merit and detail; Design walls which comply with all relevant Austroads Guides as much as practicable; Vandalism has been considered in the design of noise walls and the long term management strategy; 58 Stage 2 M5 KGRIU Urban Design and Landscape Plan

64 Transparent panels (acrylic) have been integrated into the noise wall design at Cooloongatta Road Overbridge to provide safe sightline distances, and at the bridge over Penshurst Road to provide views to the broader landscape setting (Refer to Figures 5.12 and 5.14). Low native grass and ground covers up to1.0m high have been used at Cooloongatta Road Bridge, along with clear-stemmed trees, to ensure adequate sightline distances are maintained; Where there are opportunities to view the broader landscape setting, provide buffers between residents and road users; The visual appearance of noise walls has been considered from both inside and outside the Motorway corridor; All noise walls have been guided by Noise Wall Design Guidelines: Design Guidelines to Improve the Appearance of Noise Walls in NSW, NSW Roads and Maritime Services, February Community Feedback on Noise Wall Material at Cooloongatta Road Bridge Approaches In mid-october 2015 the Department of Planning and Environment (DPE) were advised by a Beverly Hills resident group known as the Beverly Hills North Progress Association (BHNPA) that the noise walls that were to replace the existing noise mound east of Cooloongatta Road south side were only metres in height whilst the existing mound is 5 metres so they were of the belief that the height of the wall would not match the existing condition. Their second issue was that the M5 KGRIU Project s Environmental Impact Statement advised that the noise walls that integrate on all four corners of Cooloongatta Road Bridge were to be a transparent (plexiglass) material type panel for a length of approximately 32 metres on all four corners. They advised DPE that the residents did not support the use of any plexiglass and that their preference was for concrete noise walls to remain as previous. WestConnex met with representatives from BHNPA along with DPE and representatives from the contractor on the afternoon of 23 October 2015 to inform BHNPA that the existing noise wall heights were recorded and plotted on the design package set of construction drawings for noise wall as an Acoustic requirement top of wall reference, meaning that that the original height of wall or mound that was to be replaced was to be replaced with the same height wall in the vertical direction as a minimum. WestConnex also advised BHNPA that the reason why plexiglass noise wall panels were chosen for the four corners of noise wall approaches to Cooloongatta Road Bridge was a combination of safety in design to ensure compliant sight lines were achieved for motorists and cyclists at the intersection points north and south of the bridge, for increased visual amenity and lighting adopting current valued urban design principals combined with CPTED principals. Notwithstanding, WestConnex advised BHNPA that they acknowledge the preference of the BHNPA for concrete noise wall panels being what they had before as preferred to the plexiglass panels and would engage the design consultants qualified Traffic Engineer to determine the actual sight line requirements of all four corners of the bridge with the intention of determining how much plexiglass noise wall could potentially revert back to concrete noise wall on all four corners. On 5 November 2015, AECOM Traffic Engineer issued a report to WestConnex advising that sight line requirements beyond the intersection point of the bridge for oncoming motorists and cyclists in both directions was as follows: North West Corner 12 metres North East Corner 0 metres South West Corner 3 metres 59 Stage 2 M5 KGRIU Urban Design and Landscape Plan

65 South East Corner 10 metres The information was coordinated with the AECOM Urban Design Architects who strongly advised that to promote 12 metres on two corners would not present a satisfactory urban design aesthetic outcome and advised that WestConnex should only consider reducing the plexiglass noise wall to 12 metres on all four corners or remain with the 32 metres as the two preferred solutions that should be presented to the community. WestConnex produced artists impression of a 12 metre plexiglass noise wall on all four corners with and without landscaping so that the noise wall size and magnitude could be understood and drafted a survey letter enabling 51 of the closest residents to the shared user path to advise their preference. The survey handouts (refer to Figures and 5.7-2) were delivered to resident letter boxes and via door knocks if residents were available on Friday 13 November 2015, advising the residents that the survey would close on the following Monday and unless if there was Strong support for the 12 metre plexiglass option, that the 32 metre plexiglass panel existing design would be adopted. At close of business Monday 16 November 2015, there were 24 legitimate replies returned by residents and 16 results for 12 metres of plexiglass that could not be considered legitimate. Of the 24 votes, the result was 17 for 12 metres of plexiglass and 7 for 32 metres of plexiglass. The result was considered strong support for the plexiglass reduction and is the committed solution for the noise walls that abut Cooloongatta Bridge. 60 Stage 2 M5 KGRIU Urban Design and Landscape Plan

66 Figure 5.7-1: Resident Survey Page 1 61 Stage 2 M5 KGRIU Urban Design and Landscape Plan

67 Figure 5.7-2: Resident Survey Page 2 62 Stage 2 M5 KGRIU Urban Design and Landscape Plan

68 Figure 5.8: Schematic layout of proposed noise wall modifications 63 Stage 2 M5 KGRIU Urban Design and Landscape Plan

69 Figure 5.9: wall panels Typical detail of proposed noise wall modifications; Noise Wall Type 1 Feature noise Figure 5.10: wall panels Typical detail of proposed noise wall modifications; Noise Wall Type 2 Regular noise Figure 5.11: Typical detail of proposed noise wall modifications; Noise Wall Type 2 Regular noise wall on retaining wall 64 Stage 2 M5 KGRIU Urban Design and Landscape Plan

70 Figure 5.12: Typical detail of proposed noise wall modifications; Noise Wall Type 4 Transparent noise wall panels on bridge structures Figure 5.13: Typical detail of proposed noise wall modifications; Noise Wall Type 4 Transparent noise wall panels on concrete barrier 65 Stage 2 M5 KGRIU Urban Design and Landscape Plan

71 Figure 5.14: Typical detail of proposed noise wall modifications; Noise Wall Type 4 Transparent noise wall panels on bridge structures Figure 5.15: Typical detail of proposed noise wall modifications; Noise Wall Type 5 Solid noise wall panels on concrete barrier 66 Stage 2 M5 KGRIU Urban Design and Landscape Plan

72 Figure 5.16: Typical details of proposed noise wall modifications; Noise Wall Type 1 Feature noise wall panels, precast concrete with embossed pattern or textured surface similar or equal to existing Figure 5.17: Typical details of proposed noise wall modifications; Noise Wall Type 2 Regular noise wall panels, precast concrete with plain, planar surface, no embossed or cast-in pattern, or textured surface Figure 5.18: Typical details of proposed noise wall modifications; Noise Wall Type 2 Regular noise wall on retaining wall 67 Stage 2 M5 KGRIU Urban Design and Landscape Plan

73 5.2.5 Bridges Design Principle The existing road bridges of the M5 KGRIU Project are to be extended such that all architectural, engineering and motorway requirements are fully coordinated, while establishing an elegant family of bridges. The existing Cooloongatta Road Bridge over the M5 Motorway and the M5 Motorway bridge over Penshurst Road will be upgraded to accommodate the widening to the M5 Motorway as part of the M5 KGRIU Project. Schematic proposals of these bridge upgrades are shown on Figures 5.19 and Application The design of existing bridge structures have been developed through collaboration between the engineer and urban designer from the outset, in order to ensure a coordinated, whole-ofcorridor design, visually integrated within the setting. Where possible, the design of road bridges present smooth, clean lines with minimum structural depth consistent with their spans and method of construction. The following guidelines have been used in preparing the designs for the road bridges: - Be elegant and attractive with neat, evenly spaced joints, smooth even lines and consistent high quality surfaces and colour; - Extend parallel to the road surface for the full length of the bridge and no less than one parapet length beyond the bridge abutments; - Have outside faces angled outwards to catch the sunlight, such that the bottom of the parapet is furthest from the centreline of the bridge; - Have a top surface that channels rainwater onto the bridge and minimise staining of the outside face of the parapet, shaped to be self-cleaning; and - Where the parapets are to be constructed using precast concrete units, the adjoining parapet units should be installed plumb to ensure that all lines along the parapets are smooth, continuous and parallel to the road surface for the full length of the bridge. Additional elements such as protection screens, barriers, lighting elements and fencing have all been considered as part of the overall elevation composition, with a view to developing a slender, symmetrical, visually uncluttered and well- ordered profile. If traffic signage is required, it should be kept to a minimum. The design elements of the bridges must comply with the relevant RMS Bridge Aesthetics design guidelines and have been designed to be: - Consistent with the existing safety screen; - Consistent with the existing traffic barriers and bridge parapet; - Fully integrated with the proposed noise wall improvements; and - Integrated with the design of the bridge as a whole. Services and future provisions for services must not be visible. The thickness of the road bridge deck or parapets must not be increased above the minimum that is structurally required to accommodate drainage systems, services and provisions for services. Road bridge abutments must be designed such that they are easily maintainable and do not promote vandalism or graffiti. Methods of providing safe access for maintenance activities must be integrated into the overall design of the bridge. 68 Stage 2 M5 KGRIU Urban Design and Landscape Plan

74 Figure 5.19: Schematic proposal for Cooloongatta Road Bridge. Existing condition above, proposed extension below 69 Stage 2 M5 KGRIU Urban Design and Landscape Plan

75 Figure 5.20: Schematic proposal for the widening of the Motorway bridge over Penshurst Road. Existing condition above, proposed widening below. The existing solid noise wall will be replaced with a transparent noise wall, reducing the overall visual mass of the bridge 70 Stage 2 M5 KGRIU Urban Design and Landscape Plan

76 5.2.6 Colour Treatments to Urban Design Elements It is proposed that the key urban design elements (retaining walls, noise walls and some components of the bridge structures) have a painted colour treatment system. This will ensure these elements have a consistent treatment throughout the road corridor, while facilitating maintenance and the removal of graffiti. Non-sacrificial anti-graffiti will be applied over the exposed surface of these elements. The application of a colour treatment consists of painting the key urban design elements with a colour complementary to natural concrete, with minimal highlighting or embellishment inside the road corridor. This would be applied to retaining walls, noise walls and bridge structure. The noise wall colour west of King Georges Road Interchange shall be visually integrated with the M5 South West Motorway design. Noise walls that interface with natural bush land and open space along the outside of the road corridor will have a darker recessive colour, to provide a backdrop to these areas Fencing, Safety Handrails and Safety Screens Design Principle Visually integrate fencing elements, safety handrails and safety screens into the King Georges Road Interchange project corridor as part of a coordinated whole-of-corridor design. Application The design, detailing and materials including joints, junctions, fixings, and placement of support posts, for all security, safety and other project fencing have been fully integrated with all other urban elements, including with retaining walls, noise walls and bridge throw-screens. Fencing and safety handrail systems have been designed to be as consistent as possible. Fencing and safety handrails should be minimal and contemporary in design, with a common modularity, materiality and appearance through the choice of readily available materials, considering whole-of-life and replacement costs. All fencing and safety handrails shall meet operational and Work Health & Safety requirements. Fencing design must deter climbing, and provide no footholds. Fencing throughout intersection precincts and public domain areas must avoid creating dead ends or sightline conflicts. Choice of materials must be coordinated with other structures and the broader materials palette. Vandalism and graffiti must be considered in the design of fencing and safety handrail finishes and maintenance Throw Screens at Bridges Provide climb-proof safety screens that do not result in an enclosed cage effect. Throw Screens (also called Safety Screens) should be fully integrated with other bridge and abutment elements, and must comply with RMS safety screen design guidelines. 71 Stage 2 M5 KGRIU Urban Design and Landscape Plan

77 This fencing type shall consist of a fine grade galvanised steel mesh fixed to a galvanised steel blade post system. The modular screen panels will be integrated with the bridge parapet detail. Cooloongatta Road Overbridge is the only location on the M5 KGRIU Project where new throw screens will be installed. The majority of the existing safety screen will be retained, with the end 2 or 3 safety screen panels at each existing corner replaced with new panels. The existing posts affected by the replacement panels will be replaced with new posts. The replacement posts and replacement safety screen panels serve to tie the new transparent noise wall panels on Cooloongatta Road Overbridge with the existing safety screens Public Domain Pavements Design Principle Utilise high quality paving design to ensure the safe, efficient movement of pedestrians, including people with disabilities, throughout the King Georges Road Interchange Upgrade project. Application A hierarchy of paving types has been selected to provide functionality and a level of durability that is appropriate to its location. The primary guiding principle is that the existing paving palette - design should therefore start with an audit of the existing asset and condition. Existing pavements that are not robust and in good condition will be upgraded rather than replaced. A system of appropriate pathway surfaces and gradients have been developed in order to provide safe and equitable pedestrian access. To optimise the legibility of precinct spaces, pavement materials consist of simple, linear patterns that relate to the main direction of travel. All precinct pavement surfaces have been selected for all weather usage with a minimum slip resistant finish in accordance with local council requirements. All pavements must undergo slip resistance tests according to local council and Australian Standards. - Slip resistance classification (Class): W, as classified by AS/NZS A smooth transition must be provided between abutting paved surfaces, free of trips and hollows. Within main paths of travel, tree pits and tree grates are to be finished flush to adjacent paving. No trees, shrubs or street furniture are to be located within the main path of travel. The camber or cross fall of main paths of travel shall not exceed 1:50. A neat, consistent and attractive edge will be provided to all roads. Kerbs shall be high enough to deter vehicles from mounting footpaths and to contain and direct stormwater flows within the roads. Kerbs shall provide a strong colour contrast to the road and footpath pavements. All service openings in pavements shall be provided with infill lid covers. 72 Stage 2 M5 KGRIU Urban Design and Landscape Plan

78 All infill paving shall match the adjacent paving exactly, including laying pattern and orientation. Infill lids must be finished level and flush with adjacent pavement levels, with no humps or hollows, ensuring no trips or impeded drainage flows Shared User Path The shared user path referred to within this UDLP is defined as the designated path for use by both cyclists and pedestrians to be upgraded as part of the M5 KGRIU Project. The extent of the shared user path is between King Georges Road and Kooemba Road (eastern limit of works), on both the north and south sides of the M5 East motorway. The existing shared user paths to the north and south of the M5 East motorway, between King Georges Road and Kooemba Road will be upgraded to comply with current design standard. The upgraded shared user paths will generally follow the existing path alignments except near King Georges Road, where a deviation from the existing paths is preferred to provide a smooth intersection with the existing path along King Georges Road and connectivity with existing and new northern crossing point. The upgraded shared user paths will generally be 3.0 m wide. Local reduction of path width to a minimum of 2.5 m will be required at some locations to suit site constraints and to provide additional planting areas to enhance the landscape design outcome in response to community feedback. This has been developed in consultation with RMS. Refer to Figures 5.21 to 5.23 for typical cross-sections of the upgraded shared user path between King Georges Road and Kooemba Road, and Appendix A for the alignment. The existing shared user path east of Kooemba Road to Bexley Road will be improved as required by the conditions of approval. For construction arrangements concerning the operation of shared user paths within the limit of works and new crossing at the northern side of King Georges Road, refer to the Cycling and Pedestrian Access Strategy Stage 2: Implementation. Figure 5.21: Typical cross-section of upgraded shared user path 73 Stage 2 M5 KGRIU Urban Design and Landscape Plan

79 Figure 5.22: 2500mm reduced-width shared user path adjacent noise wall Figure 5.23 Shared user path against noise wall at Elouera Street (north) 74 Stage 2 M5 KGRIU Urban Design and Landscape Plan

80 Materials palette Design Principle Deliver M5 KGRIU Project precincts that present a consistent palette of high quality public domain materials that are representative of the WestConnex image and its context. Application The materials palette has been designed to achieve an identifiable and legible urban character for the King Georges Road Interchange Upgrade Project. The materials palette includes a consistent suite of treatments that relate to the local setting, adjacent developments and wider project design elements, with variations only for precincts that have an existing urban fabric and established palettes. Materials have been selected to minimise visual clutter by avoiding the use of unnecessary elements, and a variety of materials and colour. The materials palette has been developed with reference to all relevant local council public domain requirements and materials guidelines. The materials selection considers whole-of-life costs, value for money and durability. The materials palette should include an audit of each precinct, identifying successful existing treatments, opportunities for material re-use, and to confirm the scope of required new works. Materials of heritage or precinct character significance should be identified and protected. The materials palette comprises of robust elements that are readily maintained and proven to withstand high usage over the required design life. The materials palette shall address the requirements of the Green Building Council of Australia s Green Star Communities Rating Tool, July In particular the following criteria should be addressed in the selection of all elements: - High quality albedo finishes for public domain elements should be adopted where appropriate; - Materials and products containing low toxicity, low levels of volatile organic compounds and formaldehyde should be used wherever possible; - Materials with low environmental footprints (low embodied energy and water content) should be used without compromising structural integrity, longevity and visual quality; - Materials should be sourced from sustainable, renewable sources and from local manufacturers or suppliers where possible; - Materials with high recyclable potential and recycled content and which have minimal and / or recycled packaging should be considered wherever possible; and - Re-use and recycle spoil and construction materials where appropriate. 75 Stage 2 M5 KGRIU Urban Design and Landscape Plan

81 Materials schedule Table 5.1 below outlines the key materials, colours and finishes of the key urban design elements proposed for the M5 Motorway. Table 5.1: Urban design materials schedule Retaining walls Item / Type Description / Element Material Colour Finish Retaining wall type 1 soil nail retaining wall Precast concrete fascia panels Precast concrete coping Height range* 0.75m to 8.5m Concrete Natural concrete Class 2 off-form Retaining wall type 2 piled retaining wall Precast concrete fascia panels Precast concrete coping Height range* 0.6m to 7.0m Concrete Natural concrete Class 2 off-form Retaining wall type 3 piled retaining wall with barrier Cast in-situ wall stem Precast concrete traffic barrier Height range* 0.1m to 1.2m Concrete Natural concrete Class 2 off-form Retaining wall type 4 L-type retaining wall with barrier Height range* 1.6m to 1.8m Concrete Natural concrete Class 2 off-form *Heights may vary due to constructability and site considerations Noise walls Item / Type Description / Element Material Colour Finish Feature noise Precast concrete Panels Panels Dulux Panels Class wall type 1 panels Concrete or Fairoaks (PG1E9) 2 off-form with Steel posts Panel Height range* other approved material Posts - Steel Posts Dulux Fairoaks (PG1E9) heavy texture Posts Painted galvanised steel 76 Stage 2 M5 KGRIU Urban Design and Landscape Plan

82 2.5m to 5.4m Regular noise Precast concrete Panels - Panels Colorbond Panels light wall type 2 panels Concrete or Shale Grey vertical texture Steel posts Panel Height range* 1.5m to 6.5m other approved material Posts - Steel Posts Colorbond Shale Grey Posts Painted galvanized steel Transparent Transparent acrylic Panels - Acrylic Panels Plexiglass Panels noise wall to bridge abutments type 3 panels Steel posts Panel Height range* Posts - Steel Smoky Brown Posts Dulux Fairoaks (PG1E9) Transparent Posts Painted galvanised steel 2.4m to 6.1m Transparent Transparent acrylic Panels - Acrylic Panels Plexiglass Panels noise walls to concrete barriers type 4 panels Steel posts Panel Height range* Posts - Steel Smoky Brown Posts Dulux Fairoaks (PG1E9) Transparent Posts Painted galvanised steel 3.9m to 5.0m Solid noise walls Precast concrete Panels - Panels Dulux Panels Class to concrete panels Concrete or Silkwort (PG2C2) 2 off-form no barriers type 5 Steel posts Panel Height range* 2.5m to 6.4m other approved material Posts - Steel Posts Dulux Fairoaks (PG1E9) texture Posts Painted galvanised steel *Heights may vary due to constructability and site considerations Pavements Item / Type Description / Element Material Colour Finish Shared User Path 3.0 m (typical) / 2.5 m (minimum) wide in-situ concrete Concrete Natural concrete Broomed Bridges Item / Type Description / Element Material Colour Finish 77 Stage 2 M5 KGRIU Urban Design and Landscape Plan

83 Bridge Over Three span concrete Concrete Natural concrete Class 2 off-form Penshurst Road structure supported by piers, concrete abutments abutments, and piers, widened at decks, parapets, each end barriers Cooloongatta Existing two span Concrete Natural concrete Concrete - Road Bridge integral concrete piers, Class 2 off-form Lengthening structure, lengthened abutments, to each end to four decks, parapets, span integral structure barriers Steel protection Galvanised steel Steel Galvanised steel screens Acrylic noise wall panels Refer noise wall type 3 Refer noise wall type 3 Steel noise wall posts Fencing Item / Type Description / Element Material Colour Finish Safety balustrade 1.2 m high Rails steel Posts steel Galvanised steel Galvanised steel Rails Galvanised steel Posts Galvanised steel Lighting Road lighting will be provided to light all on and off ramps of the upgraded King Georges Road interchange. Locations of lighting columns in relation to other proposed infrastructure will be coordinated to ensure a desirable urban design outcome. Luminaires will also be positioned to ensure that light spillage to adjacent residential properties is minimised. The light poles on the existing shared user paths will be maintained in general except at locations where relocation is needed to achieve the minimum set back from the upgraded shared user paths. For relocation of lighting fixtures associated with the shared user path refer to Appendix D Road Furniture Design Principle 78 Stage 2 M5 KGRIU Urban Design and Landscape Plan

84 Deliver a coordinated suite of road furniture for the King Georges Road Interchange Upgrade Project, consistent with all motorway requirements, while minimising visual clutter. Application Road furniture refers to all the physical elements beyond the road pavement that are required for motorway operations. This includes; Signage (regulatory, directional); Gantries; Security cameras; Lighting; Crash barriers and Fencing; Emergency phones; Reflective bollards; Telecommunications towers; Hydrants; and Services boxes. Road furniture, particularly signage and active messaging, will be the most visible element along the motorway. It is important that these elements are visually uncomplicated and well considered. Design involvement is critical to ensure a holistic, coherent response and the prevention of road furniture becoming uncoordinated visual blight littered along the motorway. This involves: Designing road furniture as a suite of architectural elements; Ensuring a coordinated approach to the location of the various elements in the context of the overall road experience; and Lane management and active messaging signage must comply with the relevant RMS design guidelines, in particular Technical Direction: Guidelines for the Location and Placement of Variable Message Signs, RMS/RTA TDT 2005/02b, Stage 2 M5 KGRIU Urban Design and Landscape Plan

85 Landscape and Biodiversity Design Principle Provide new and repaired landscapes that are appropriate to the local conditions of the project. These should provide public realm amenity and opportunities for active and passive recreation. Application Wherever possible, existing natural systems along the motorway corridor, including vegetation communities and fauna habitats, have been preserved and enhanced. The management and restoration of riparian vegetation is a high priority. Wherever possible, investigate opportunities to protect landscape values through a detailed definition of work areas and preservation zones for existing soils and vegetation communities. Any impacts upon existing vegetation zones, and in particular Threatened Species, must be mitigated and the vegetation restored. Vegetation management plans should be prepared by an appropriately qualified landscape architect for this purpose. The long-term landscape opportunities within the motorway corridor should be maintainable and appropriate to context. The maximum ecological values of the M5 KGRIU Project are to be pursued through landscape species selection, planting density and layout and integrated into the urban fabric wherever appropriate. Planting designs must be fit for purpose and will generally be simple, mass planting of natives. Proposed plant selection should be based on minimal water requirements beyond the establishment phase. Access for landscape maintenance within the active motorway corridor will be limited. Maintenance will be further constrained where steep earthworks form the landscape zone. Thus, planting should be designed for low-maintenance beyond the establishment period. A project-wide soil and vegetation management plan should be developed to guide appropriate soil re-use and amelioration in support of strategic planting strategies. All planting palettes shall be selected for low maintenance and drought tolerance. All planting densities and sizing should comply with local council policies and guidelines. All planting designs should be physically robust, readily accessible (for maintenance), selfsustaining and cost effective. All plant species palettes should be tested on site or approved by a qualified horticulturist before proceeding with final specifications and procurement. By ensuring consistently high quality landscaping within each Landscape Character Zone or precinct, the motorway landscape shall provide a unifying theme to WestConnex. These landscapes should highlight the signature character and context of each precinct with planting tailored to suit each local soil, microclimate and development environment. Street trees will provide strong, legible structure planting, to reinforce spatial connectivity with adjacent areas, enhancing environmental quality, visual continuity, identity and character. All street trees shall provide deep summer shade. All planting must comply with the RMS Landscape Design Guidelines. Suggested species lists are provided in the plant schedules on the Landscape Plans. 80 Stage 2 M5 KGRIU Urban Design and Landscape Plan

86 6 Mitigation Measures 6.1 Principles To mitigate the visual impact of the Project and achieve the visual integration of the proposal into the existing landscape character, the following landscape principles and treatments must be integrated into the detailed design: All vegetation between construction site compounds and adjacent residential areas will be retained where practicable to screen views. Minimise the removal of landscape plantings where practical; Provide screen planting of trees and shrubs, where possible, of the road and structures from viewer; and Planting of endemic or representative species of that area affected by the proposal. It is vital that landscaping components are adequately maintained to take full advantage of new florae, and maintain the longevity of retained vegetation. Refer to Section 7 for maintenance procedures. 6.2 Sensitive Residential Receptors Residents in the following locations near the M5 Motorway will be directly facing works areas, and are considered to be sensitive receivers: Allambee Crescent (south): Seven (7) residences looking north, with the nearest front wall of the residences located between approximately 15 and 20 metres from the M5 KGRIU limit of works. It is anticipated that these residences will look out primarily to the construction of new noise walls and installation of new shared path and landscape screen planting works. The street may also be subject to construction traffic associated with the King Georges Road (south) construction compound, and the extension of the Cooloongatta Road Bridge; Elouera Street (south): Three (3) residences at the northern end of the street looking northwest, with property addresses being 8, 10 and 12 Elouera St. The northern-most residence located one (1) metre off the side boundary to a proposed temporary construction compound and the front wall approximately 10 metres from the works edge, to the third residence located approximately 20 metres from the works edge to the front wall. It is anticipated that these residences will look out primarily to the construction of new noise walls and installation of shared path and landscape screen planting works; Kirrang Street (south): Eight (8) residences facing north-west onto the motorway corridor edge from the cul-de-sac end of the street, with the front walls of the residences located approximately 30 metres from a proposed temporary construction compound opposite. The northern-most three (3) residences looking directly to the works, at an approximate distance of between 25 and 30 metres from the front walls of the residences. Most of these residences will look directly onto the construction compound and any associated vehicular traffic, with limited views above the construction compound to the works beyond. The three (3) northernmost residences will primarily look out onto the motorway, with the primary visible construction activities anticipated to be the replacement of the existing noise mound and related tree cover with a new lower mound and new noise wall atop, and landscape planting; Elouera Street (north): Seven (7) residences looking south-east towards the works, with four (4) of those looking directly out to a proposed temporary construction compound located approximately 25 metres from the front faces of the residences, and the southern-most three 81 Stage 2 M5 KGRIU Urban Design and Landscape Plan

87 residences looking out to the works at approximate distances of between 10 and 30 metres to the works edge. The northern-most of these residences will look directly onto the construction compound and any associated vehicular traffic, with limited views above the construction compound to the works beyond. The four (4) southern-most residences will have direct views to the M5 Motorway. The primary works visible from these residences are anticipated to be the demolition of the existing noise walls, followed by underground services installation and reinstatement of new walls, shared path and landscape planting. It is possible that there may be months between the demolition of the existing noise walls and replacement with the new walls, during which time these residents may have partial views into the M5 Motorway with associated construction activities; Kirrang Street (north): Three residences at the southern end of the street looking south-west with direct views to the works area, at an approximate distance from the front walls of between 15 and 40 metres. The primary works visible from these residences are anticipated to be the demolition of the existing noise walls, followed by underground services installation and reinstatement of new walls, shared path and landscape planting. As above for Elouera Street (east), it is possible that there may be months between the demolition of the existing noise walls and replacement with the new walls, during which time these residents may have partial views into the M5 Motorway and associated construction activities; Booragul Street: Two residences looking south, with the nearest walls located approximately 25 metres from the works edge. The primary works visible from these residences are anticipated to be the demolition of the existing noise walls, followed by underground services installation and reinstatement of new walls, shared path and landscape planting. This part of the street may also be subject to construction traffic associated with the extension of the Cooloongatta Road Bridge; These properties look directly onto the M5 Motorway corridor and / or construction compounds. The residents will view the Project in a substantial level of detail on a daily basis when entering and leaving their homes. Visual impacts will include construction related traffic and plant, with the works taking place over a minimum period of eighteen months. Refer to Figure 6.1 for residential locations within close proximity to the M5 Motorway, considered to be sensitive receivers. 82 Stage 2 M5 KGRIU Urban Design and Landscape Plan

88 Figure 6.1: Residential locations within close proximity to the M5 Motorway Mitigation Measures for Affected Residents Where receivers have been identified as likely to experience high visual impact as a result of the SSI, the Proponent shall in consultation with affected receivers, identify opportunities for providing atreceiver landscaping to further screen views of the SSI. Where agreed to with the landowner, these measures shall be implemented during the construction of the SSI; The Visual Impact Assessment for this project can be found in the King Georges Road Interchange Upgrade Visual Amenity, Built Form and Urban Design Report, AECOM 2014 (Appendix I of the EIS). It identified that the M5 KGRIU Project corridor is a predominantly visually contained element due to the relatively flat and gently rolling nature of the landscape, coupled with the significant efforts to screen the Motorway corridor from the surrounding residential areas. Views to the Project are generally seen down roads perpendicular to the Motorway corridor, or from reserves and open spaces adjacent to the Motorway, comprising a mix of vegetated earth batters, noise walls and bridges topped with noise walls where the Motorway passes over roads perpendicular to the Motorway corridor. 83 Stage 2 M5 KGRIU Urban Design and Landscape Plan

89 Motorway Side The visual impacts of the Project built form from the motorway side will be associated with the height of noise walls and retaining walls, and their proximity to the road carriageway. Where possible, existing vegetation has been retained to provide screening to these built form elements, along with additional screen planting consisting of canopy trees, mid-storey shrubs, native grasses and ground layer planting. Visually, it will be those residents adjacent to the Motorway corridor that will be most impacted visually by the proposed works. West of the King Georges Road interchange, new noise walls are proposed at the new southbound carriageway emergency bay at the western limit of works and at the bridge over Penshurst Road. The proximity of these noise walls to the carriageway does not allow any opportunity for screening with planting on the motorway side. Where the motorway passes over Penshurst Road, the solid noise wall panels transition into transparent panels to provide views to the broader landscape from the motorway, and to reduce the visual bulk of the bridge from Penshurst Road. These noise walls will be designed to a higher level of detail to ensure they are integrated with other built form elements including bridges, retaining walls and existing noise walls. Solid panels will also be painted in a dark colour to recede into the broader landscape setting. Existing noise walls west of the King Georges Road interchange not affected by the construction works will be retained. Where possible, existing vegetation has been retained to maintain screening to the existing noise walls from the motorway side. Visually, new noise walls will be designed to appear similar to existing by providing stacked 600mm high concrete panels fixed to vertical posts. New retaining walls flank the western entry and exit ramps to the interchange. While there is no opportunity to provide planting in front of the retaining walls, they have been designed to a higher level of detail to ensure they are integrated with other built form elements including bridges, noise walls, concrete barriers and other retaining wall systems throughout the motorway corridor. This includes providing precast concrete fascia panels to clad the retaining wall structures, constructing a consistent height concrete barrier in front of the retaining wall and providing a consistent depth coping piece to neatly finish the top and bottom of the retaining structures. This will establish a common and coordinated design language for retaining walls to be applied throughout the motorway corridor. Feature noise walls are proposed at each corner of the interchange. These noise walls will have a deep visual relief to the front face and will function as a background to the adjacent landscape from the interchange. The dark colour proposed for the feature noise walls will offset the feature plantings of trees, mid-storey shrubs, native grasses and ground layer planting on the motorway side. The existing Canary Island Date Palms (Phoenix cannariensis) on the eastern corners of the interchange, in front of the feature noise walls, will be retained as visual markers, with removed trees to be replaced or translocated to reinforce their prominent locations at the interchange. New retaining walls flank the eastern entry and exit ramps to the interchange, similar to the western side. The same retaining wall details extend from the ramps and continue to Cooloongatta Road bridge. The new retaining wall along the eastbound carriageway continues to the eastern limit of works where it reaches a maximum height of approximately 8.0m. The alignment of the new noise wall is offset from the retaining wall at the interchange, providing an opportunity for proposed planting consisting of canopy trees, mid-storey shrubs, native grasses and ground layer planting to screen the noise walls from the motorway. At Cooloongatta Road bridge the noise wall alignment transitions to 84 Stage 2 M5 KGRIU Urban Design and Landscape Plan

90 the top of the retaining wall and continues to the eastern limit of works. This condition does not present any opportunity for planting on the motorway side to screen the noise wall and retaining wall. Transparent panels are also provided at the interface with Cooloongatta Road bridge to maintain safe sightline clearance on the bridge and to provide broader landscape views from the motorway. The proposed retaining wall associated westbound carriageway commences mid-way along the westbound exit ramp and continues under Cooloongatta Road bridge, terminating on the eastern side of the bridge. The retaining wall transitions into a vegetated mound that continues to the eastern limit of works. The alignment of the new noise wall is offset from the retaining wall, providing an opportunity for proposed planting consisting of canopy trees, mid-storey shrubs, native grasses and ground layer planting to screen the noise walls from the motorway. Similar to the northern side, the noise wall alignment transitions to the top of the retaining wall at Cooloongatta Road bridge, and transitions to the top of the vegetated mound to the eastern limit of works. The existing mound in this location will be reshaped to enable planting proposed consisting of canopy trees, mid-storey shrubs, native grasses and ground layer planting to screen the noise walls from the motorway. Existing planting to the gores leading to the interchange, will be retained where they are not disturbed by construction works. The approaches to the interchange will be further reinforced by additional planting of similar feature canopy trees, mid-storey shrubs, native grasses and ground layer planting to extend the planting within the motorway corridor and to integrate the proposed works with the existing landscape character. Residents Side The visual impacts of the Project built form from the residents side will be associated with the proximity and height of the noise walls to adjacent affected residents, and opportunities to adequately screen the noise walls with existing and proposed vegetation. Where space allows, the noise walls will be screened from adjacent affected residents with a combination of canopy trees, mid-storey shrubs (up to 5m in height), native grasses and ground layer planting. The only retaining walls proposed for the residents side of the motorway are located at the bridge over Penshurst Road and will be sufficiently screened by existing and proposed vegetation. Generally, where planting space on the residents side is restricted to less than 2.5m in width, midstorey shrubs, native grasses and ground layer planting will be provided to screen the noise wall from adjacent affected residents. Where planting space is limited to 1.5m and less, consideration has been given to appropriate screening options to the noise walls from affected residents and will be treated with a combination of shrub planting against the noise wall and offset canopy tree planting in open space areas. These areas are limited to the ends of roads perpendicular to the motorway and at the end of cul-de-sacs. The proposed noise walls west of the King Georges Road interchange will be visually screened on the residents side of the motorway by existing vegetation to be retained, both north and south of the road corridor. Existing vegetation consists of mature trees and will be enhanced with additional planting consisting of canopy trees, native grasses and ground layer planting to provide further screening from the residents side. Existing planting adjacent to existing noise walls will not be disturbed and will be retained, maintaining visual screening from the residents side. This condition predominantly occurs west of the interchange where most of the existing noise walls and vegetation will be retained. 85 Stage 2 M5 KGRIU Urban Design and Landscape Plan

91 The bridge over Penshurst Road will be visible on both sides of the motorway from the residents side. The visual bulk of the bridge will be reduced by incorporating transparent panels to the widened structure, allowing views to the broader landscape to be maintained. Existing vegetation to be retained east of the interchange is generally associated with open space areas and street trees. While this will provide some visual screening from adjacent affected residents, additional planting consisting of canopy trees, mid-storey shrubs, native grasses and ground layer planting will supplement existing vegetation retained as part of the project, and provide further screening of the noise walls from affected residents. East of the interchange, the landscape amenity on the residents side is characterised by the new noise walls and upgraded shared user path between the interchange and the eastern limit of works on both sides of the road corridor. Available planting space between these two elements varies from 5.0m wide to less than 1.0m wide, defining the level and extent of planting that can be achieved. At most locations, canopy trees, mid-storey shrubs (up to 5m in height), native grasses and ground layer planting can be provided to screen the noise walls from affected residents. At locations where available planting space between noise wall and shared user path is too narrow for conventional planting, climbers (i.e. plant species that can grow up the vertical surface of the adjacent noise wall) are proposed to provide screening from affected residents. These locations are limited to Booragul Street, Allambee Crescent (south) and Kirrang Street (north). There is no opportunity to provide screen planting to the residents side of noise wall at Elouera Street north for a length of approximately 40m. A single specimen canopy tree is proposed at the end of the cul-de-sac at Elouera Street to provide some visual relief for affected residents. This length of noise wall is also identified as an opportunity for a public art application to reduce the visual impact of the wall. The height of the noise wall along the top of the mound on the south side of the road corridor is less than those along the road corridor. This noise wall will be screened by canopy trees, mid-storey shrubs, native grasses and ground layer planting to provide visual amenity for adjacent affected residents. As summarised in Section 1.5 Consultation, consultation with affected residents and the wider community has taken place. As a result, the urban design and landscape drawings have been updated where possible to address raised concerns. Throughout these consultation sessions for urban design and landscape drawings, and other correspondence with the community including meetings with concerned residents, SMC received no requests for at-receiver landscaping or other at-receiver treatments. Perspective Views To visually demonstrate the visual impact of the completed M5 KGRIU project may be, Figure 6.2 Figure 6.4 are indicative perspective views from key locations along the shared user path. These locations include: Elouera Street (south) looking east Figure 6.2; Booragul Street looking west Figure 6.3; and The north-eastern corner of Cooloongatta Road Bridge, looking east Figure Stage 2 M5 KGRIU Urban Design and Landscape Plan

92 These locations have been selected as typical high-visual examples along the shared user path and to demonstrate how the proposed landscape planting will provide visual amenity to built elements, including noise walls. The proposed landscape will be structured to provide a combination of low-storey (ground covers and native grasses), mid-storey (shrubs) and canopy (trees) planting in order to maintain safe sight distances along the shared user path, while ensuring the noise walls are adequately screened on the residents side of the motorway. The perspective views generated depict what these locations may look like in 3-5 years following completion of construction works and successful establishment of the proposed planting. 87 Stage 2 M5 KGRIU Urban Design and Landscape Plan

93 Figure 6.2: Perspective View - Elouera Street (south) Looking East 88 Stage 2 M5 KGRIU Urban Design and Landscape Plan

94 Figure 6.3: Perspective View - Booragul Street Looking West 89 Stage 2 M5 KGRIU Urban Design and Landscape Plan

95 Figure 6.4: Perspective View - North-eastern Corner of Cooloongatta Road Bridge, Looking East 90 Stage 2 M5 KGRIU Urban Design and Landscape Plan

96 Other Mitigation Measures General mitigation measures will be implemented during the construction phase to reduce impacts to sensitive receivers. These measures include: Undertaking high noise impact activities only: - between the hours of 8:00 am to 6:00 pm Mondays to Fridays; - between the hours of 8:00 am to 1:00 pm Saturdays; and - in continuous blocks not exceeding three hours each with a minimum respite from those activities and works of not less than one hour between each block. Undertaking pre-construction and post-construction dilapidation surveys of buildings / structures affected by construction, and repair damage resulting from construction as soon as possible and at no cost to the owner; Implementing a hotline and complaints handling procedure for vibration and other construction related complaints; Installing temporary hoarding where feasible to shield noise to affected sensitive receivers, or otherwise ensure that feasible and reasonable mitigation measures are in place prior to the required removal of existing noise walls; and Undertaking regular maintenance of plant and equipment, including silencers, to ensure that noise emissions do not increase over time. Servicing, refueling and warm-up of plant and equipment to be undertaken during standard construction hours. 6.3 Proposed Mitigation Measures for Temporarily Disturbed Areas Strategy for temporarily disturbed areas Any areas temporarily disturbed during construction (including access tracks and compound sites) shall be rehabilitated to a standard equal to or better than the existing condition, as soon as feasible and reasonable following the completion of construction activities in the affected location. Replanting of affected vegetation shall be undertaken using locally occurring endemic species Strategies to progressively rehabilitate, regenerate and / or revegetate disturbed areas Erosion and Sediment Control Undertake progressive stabilisation of ground surfaces as they are completed rather than at the end of the works program; Where using cover crop species to progressively revegetate disturbed areas, use Rye Corn during the months of April to August or Japanese Millet during the months of September to March; Immediately commence stabilisation of waterways, including their beds and banks, after the completion of any works within these areas. All stabilised areas to mimic a naturalised creek system and the disturbed areas are planted with native species; and Control dust through progressive revegetation techniques and by watering unsealed areas. 91 Stage 2 M5 KGRIU Urban Design and Landscape Plan

97 Work in Waterways Complete any vegetation clearing and removal of topsoil near the waterways in accordance with the Clearing & Grubbing Environmental Work Method Statement (EWMS); minimise removal of native riparian vegetation, where practical; Carry out scour protection works using clean aggregate, small rock or other similar stable material on downstream batters and bank crests to prevent scouring. Establish a temporary cover crop, where necessary, to stabilise batter surface prior to final landscaping; Control dust through progressive revegetation techniques and by watering unsealed areas; Commence stabilisation of waterways, including their beds and banks, after the completion of any works within these areas; and Use temporary ground covers such as soil stabilisers (e.g. Gluon polymer emulsion), hydroseed of hydromulch as much as possible to stabilise batters, stockpiles and large surface areas. 6.4 Proposed Mitigation Measures Along Road Corridor During Design Design of project elements are consistent with the urban design vision, objectives and principles for the project and the WestConnex Motorway Urban Design Framework. All vegetation between construction site compounds and adjacent residential areas will be retained where practicable to screen views. Minimise the removal of landscape plantings where practical. A detailed landscape plan has been prepared for the project. The landscape plan built on the findings of the Urban Design, Landscape Character and Visual Working Paper (refer Appendix A) and the RMS Landscape Guidelines. The landscape plan will include detailed species and planting guides and consideration of refurbishment of existing landscaped areas in the project area. Consideration was given to reducing the gradient of existing steep batter slopes to facilitate an increased planting response and greater accessibility for maintenance. The widening of bridges at Penshurst Road and Cooloongatta Road will be consistent with RMS Bridge Aesthetics Design Guideline (RMS, 2012). The landscape design for the project will consider the M5 South West Motorway Widening project landscape design approach. Noise walls have been designed and constructed consistent with the RMS Noise Wall Guidelines (RMS, 2007). Where an existing noise wall requires removal prior to the introduction of a new noise wall, the new walls will be introduced as soon as practicable following removal of existing noise walls to ensure minimal impact on residents. Design of pedestrian and bicycle ways incorporate CPTED principles. Design for the Penshurst Road and Cooloongatta Road bridges incorporate CPTED principles. 92 Stage 2 M5 KGRIU Urban Design and Landscape Plan

98 6.4.2 During Construction Provide tree protection to significant trees and vegetation to protect trees from damage during construction, and retain trees and vegetation to minimise visual impacts. All vegetation between construction site compounds and adjacent residential areas will be retained where practicable to screen views. Landscape planting and restoration will occur at each site upon completion of construction activities. Well-presented and maintained fencing and screening will be provided at compound and laydown areas. General mitigation measures, such as community updates which are accessible from the KGRIU website ( change.html) During Operation Incorporate landscape maintenance and management requirements into the existing landscape maintenance plans for the M5 Motorway. Refer to Section 7 for more details. 6.5 Proposed Mitigation Measures for Built Elements Survey and Condition Monitoring Prior to commencing any activity that could affect existing infrastructure, the Community Relations Manager will arrange for 6.75km of local roads and building condition / dilapidation reports on existing infrastructure and residential properties which could be affected by the KGRIU works. The minimum locations of the dilapidation surveys required on local roads and site compounds are depicted in Figure 6.5. Residential properties immediately adjacent to or in a direct line of sight to the KGRIU construction areas were contacted by Fulton Hogan about conducting building condition / dilapidation surveys. Residents close to the KGRIU area of works who had specifically requested building condition / dilapidation surveys were also contacted. The properties near KGRIU construction areas contacted included, but were not limited to, properties on the following streets: Penshurst Road, Narwee; Parry Avenue, Narwee; Welfare Avenue, Narwee; Allambee Crescent, Beverly Hills; Cooloongatta Road, Beverly Hills; Elouera St, Beverly Hills; and Kirrang Street, Beverly Hills. 93 Stage 2 M5 KGRIU Urban Design and Landscape Plan

99 Figure 6.5: Areas requiring dilapidation survey 94 Stage 2 M5 KGRIU Urban Design and Landscape Plan