North West Rail Link - Environmental Assessment Urban Design and Visual Assessment Prepared for Transport Infrastructure Development Corporation November 2006 HASSELL Ltd 007 711 435 88 Cumberland Street Sydney NSW 2000 Australia Telephone 61 2 9273 2300 Facsimile 61 2 9273 2345 Email sydney@hassell.com.au Contact: Martin Bryant November 2006
ARCHITECTURE INTERIOR DESIGN LANDSCAPE ARCHITECTURE PLANNING URBAN DESIGN
Contents 01 02 03 04 Section Executive summary Introduction 10 Methodology 12 Landscape Analysis 15 The proposed development 49 05 Urban Design and Landscape Impacts 58 06 07 08 Visual quality impacts 71 Mitigation 82 Conclusion 94 Appendices Appendix A: References
Executive Summary The Urban Design and Visual Assessment has been prepared as part of the investigations into the environmental impacts of the proposed North West Rail Link. This report provides an overall assessment of potential urban design and visual impacts with design guidelines for the route. The Urban Design and Visual Assessment addresses the following matters: Urban design Land use ensuring viable land uses are retained or promoted; Public domain - the quality, amenity and safety of public spaces and streets ensuring comfort in terms of climate amelioration, connectivity and provision of facilities for residents and users; ensuring safety is inherent in the design; Built form ensuring that community facilities are retained or enhanced; and Landscape management and maintenance, retention and enhancement of existing significant vegetation and the establishment of a safe operational and functional external environment. Visual Character the integration of the rail line into the existing suburban and semi-rural character; and Significance identification of areas of sensitivity, in relation to the numbers and types of users in adjacent areas. Assessment methodology The report considers ten areas of the proposal and provides an impact assessment and proposed mitigation of each. These areas include: Beecroft - Quadruplication of existing line from Epping to Beecroft Tunnel Portal; Franklin Road future station precinct; Castle Hill town centre future station precinct; Hills Centre future station precinct; Norwest Business Park future station precinct; Norwest to Burns Road future surface rail line; Burns Road - future station precinct; Burns Road to Rouse Hill future surface rail line; Rouse Hill future station precinct; and Rouse Hill - Stabling yard. Impact assessment Following the visual and urban design assessment the identified areas of high impact are as follows: Beecroft Quadruplication; Franklin Road Station; Caddies Creek Viaduct; and Stabling Yard facility at Rouse Hill. 7
Executive Summary Mitigation Measures are proposed in section 7 of the report to mitigate the potential impacts. These include: Revegetation; Mounding in preference to noise walls; Good design principles of stations and viaducts; and Installation of pedestrian and cycle connections. Conclusion The visual impacts and urban design of the NWRL need to be considered within the context of its importance as a major public transport link fitting within existing and future urban development. The proposal provides the opportunity to avoid future expansions in road development, avoiding the amenity impacts that arise from road widening works. Most of the areas associated with the surface impacts occur to the north west of Norwest Business Park which is currently changing with new housing development. In many cases the impacts can be acceptably mitigated by landscape treatments and by ensuring pedestrian connectivity both to and across the stations is achieved. Impacts associated with new stations and quadruplication occur in established urban areas where urban design can be integrated with existing, and visual impacts can be mitigated by appropriate landscape and urban design treatments. It is essential that detailed master plans are prepared for each of the sites affected by the proposal to ensure that the mitigation measures proposed are fully realised and coordinated with proposed works. In most cases the mitigation of impacts is subject to such detailed design being carried on throughout the life of this project in accordance with the broad principles and recommendations explained in this report. 8
Executive Summary 9
01 Introduction Figure 1.1 North west rail llink Alignment and Scope 10
01 Introduction 1.1 Purpose of this report This report has been prepared as part of the environmental assessment of the proposed North West Rail Link (the proposal). The Transport Infrastructure Development Corporation, on behalf of the New South Wales Government, is the proponent of the proposal. The environmental assessment is being prepared, in accordance with the requirements of Part 3A of the Environmental Planning and Assessment Act 1979. This report assesses the potential impacts of the proposal on the urban design and visual quality. It includes an analysis of the environment surrounding each surface component of the rail line (including stations and surface rail lines), an assessment of urban design and visual impacts both during and after construction and recommends measures to mitigate adverse impacts and enhance positive impacts. It has been prepared to meet the Department of Planning Director General s Requirements for the environmental assessment. 1.2 Project outline The proposed North West Rail Link would be the principal trunk public transport line in Sydney s North West. It would connect with the Northern Line between Beecroft and Cheltenham Stations and terminate at Rouse Hill Town Centre. The rail link would be twin track, approximately 23 kilometres in length and would include: A 3 km surface quadruplication of the Northern Line between north of Epping Station and Beecroft Station (including works at Cheltenham Station); A 16 km section in tunnel from the Northern Line to north of Norwest Business Park, including four underground stations (Franklin Road Station, Castle Hill Station, Hills Centre Station and Norwest Station); A 4 km surface section from north of Norwest Business Park to Rouse Hill, including two underground stations (Burns Road Station and Rouse Hill Station); An interim train stabling facility at Rouse Hill; Ancillary tunnel support facilities such as tunnel ventilation, transformers and a water treatment plant(s); and Construction work sites, including a large site within the Balmoral Road Release Area. The location of the proposal is shown in Figure 1.1. The quadruplication section of the proposal includes Two bridges, two viaducts and A number of reinforced earth retaining walls along the length of the existing railway reserve. The surface section to the north of Norwest would also include: bridge structures; viaduct crossing over Caddies Creek; cuttings to an approximate maximum depth of 14.0 metres; and fill embankments of an approximate maximum height of 5.0 metres. 11
02 Methodology Assessment of the urban design and visual impact of the proposed NWRL involves: Analysing the existing conditions and uses of the environment; Describing the proposed development; Identifying types of impact; and Identifying mitigation measures. 2.1 Method of Assessment and Evaluation The urban design and visual impact of assessment method included the following steps: 1. Identifying the landscape character type at each of the surface elements in the tunnelled section. 2. Dividing the surface rail route into a series of landscape character types for assessment. 3. Assessing each landscape type in terms of the following criteria: Topography; Vegetation; Land use; Built form; Public access; and View corridors 4. Describing the proposed development within each landscape character types. The design for the proposed development is based on the Parsons Brinkerhoff North West Rail Link Project Review Report, Engineering and Infrastructure Technical Report, May 2006. 5. Identifying the urban design impacts in terms of change to natural landscape ( topography and vegetation) built form public access, visual context. Both long term and short term construction impacts are considered. 6. Identifying the visual quality impacts in terms of: the visibility of the proposal; the impact of change in landscape character ( the visual effect); and the significance of change of existing views (visual sensitivity). 12
02 Methodology The visual impact of the proposed development is determined by evaluating the visual effect of the development in the context of the visual sensitivity of the surrounding land use areas from which the proposed development may be visible. Figure 2-1 illustrates the visual impact as a result of the relationship between visual effect and visual sensitivity. Visual Effect Levels High Medium Low High High impact High impact Medium Impact Medium High impact Medium Impact Low impact Low Medium Impact Low impact Low impact Figure 2-1 : Matrix for Determining the Visual Impact of Proposed Development 2.2 Visual Effect The visual effect of the proposed development is the expression of the change in landscape character created by the interaction between the development, and the existing environment. It can also be expressed as a level of contrast between the development and the visual setting within which it is placed. Critical issues are changes to: landform; vegetation patterns; and the nature, density and scale of existing development. A high visual effect would result if the development is a major element and contrasts strongly with the existing landscape. In such a situation there is little or no natural screening or integration, such as could be provided by vegetation or topography. In situations where the existing environment is heavily modified by the proposed development, for example through the large-scale removal of vegetation, a high visual effect would also result. A moderate visual effect occurs if the proposed development is, to a certain extent, integrated with the landscape. This would occur if the surrounding vegetation and/or topography provide some measure of screening, backgrounding or other form of visual integration of the development with its setting. A low visual effect occurs where there is minimal contrast and a high level of integration of form, line, shape, pattern, colour or texture values between the development and the environment. This can occur through constructed integration of the development with the landscape or by substantial preservation of the existing visual setting. 13
02 Methodology 2.3 Visual Significance Visual significance is a measure of the sensitivity of viewers to the visual environment. The land use and activity affects the significance from which potential changes are viewed. The assessment of visual sensitivity of the development depends on knowledge of a range of user-group characteristics and the authors knowledge and experience of public perception of the quality of particular land uses and landscapes. The characteristics used in this study are: user groups (residents, motorists, recreation users etc.); duration of view; viewer numbers; the distance of the proposed development from viewers; its visibility within the landscape; and the view composition of those affected. 2.4 Visual Impact The visual impacts of the proposed development have been assessed by determining the visual effect and visual significance as described in 2.2 and 2.3. Various combinations of visual effects and visual sensitivities would produce high, moderate and low impact levels. The assessment of visual impacts generally relates to the fixed elements of the system - the rail line, the bridges and station buildings. Further types of visual impact include: construction impacts; and severance of views and access. 2.5 Mitigation Measures Recommendations for the mitigation of the development s urban design and visual impact are outlined in Section 7.0. Possible treatments include improved access, amenity and landscape treatment. 14
03 Site and Context Analysis 3.1 Regional Context The proposed rail line traverses a wide range of natural landscape types that vary from Blue Gum forests near Beecroft to Cumberland Plain woodland near Rouse Hill. Topography, vegetation, natural processes and built form inter-relate to create a series of unique visual settings with local identity. Many of the landscapes have been modified for suburban development. This includes traditional and well-established suburbs, town centres, and new residential subdivisions. New residential subdivisions are continuing to develop near the proposed rail line that will further affect the landscape character. To address the variety in the landscapes encountered along the proposed alignment this report deals with each of the landscape types that are encountered along the route from east to west. An investigation of specific landscape interactions and impacts of each of the landscape types has been undertaken to outline the potential landscape opportunities and constraints connected to the development of the rail line and its stations. Figure 3.1 The precincts considered in this report 1. Epping to Beecroft 2. Franklin Road, Cherrybrook 3. Castle Hill town centre 4. Hills Centre 5. Norwest Business Park 6. Norwest to Burns Road 7. Burns Road, Kellyville 8. Burns Road to Rouse Hill 9. Rouse Hill town centre 10. Rouse Hill Stabling yard. 15
03 Site and Context Analysis The precincts considered in this report are considered under the following headings where the location for the surface treatments of the rail line occur: Epping to Beecroft - Quadruplication of existing line from Epping to Beecroft; Franklin Road, Cherrybrook future station precinct; Castle Hill town centre future station precinct; Hills Centre future station precinct; Norwest Business Park future station precinct; Norwest to Burns Road future cut and cover tunnel; Burns Road, Kellyville - future station precinct; Burns Road to Rouse Hill future surface rail line; Rouse Hill future station precinct; and Rouse Hill - Stabling yard. 3.2 Epping to Beecroft The study area includes the area surrounding the existing rail line between Epping and Beecroft. Character The area is a traditional residential suburb set in a blue gum forest. Many of the streets and gardens are tree lined and gardens have been developed with exotic tree planting and come remnant trees. South of the M2 the urban form consists primarily of taller and bulkier built form including 3 storey apartment flat buildings and commercial premises. Figure 3.2 Blue gum forest; residential settings; and commercial developments beside rail line in Epping North of the M2 the urban fabric is predominantly low scale fragmented built form including detached mixed residential dwellings and schools. Figure 3.3 Residential streets in Cheltenham on east and west side of rail line. 16
03 Site and Context Analysis Beecroft Green - Scout Hall, on RailCorp land to be demolished as a result of the proposal Detached residential dwellings in Cheltenham line streets parallel to rail line. Existing rail line is well vegetated and sits partially within cuttings in rolling topography Cheltenham Girls High School buildings are set back from rail line Cheltenham Recreation centre opposite rail line Beecroft Road and bus overpass M2 rail crosssing Devlins Creek viaduct Medium density dwellings in Epping Commercial premises near Epping Station Figure 3.4 Aerial photo of Epping-Cheltenham section. 17
03 Site and Context Analysis Landform The relief along the railway reserve and its surrounding catchment ranges from 60m to 120m AHD. The topography includes steep undulating hills around the locality with slopes of up to 10%. The existing rail line has generally an even grade, running down from Epping Station to the underbridge over the M2 and then to Beecroft Station. The rail line is on localised ridges or the upper side slopes of the landform, near the ridge lines. Adjacent road and residential plots follow the rolling topography of the locality. Houses are elevated above and below the rail line. In the vicinity of the M2 the rail line is elevated above the adjacent street levels, whereas from Cheltenham to Beecroft the rail line is in a slight depression or at grade with the surrounding landscape. The M2 rail crossing is in the vicinity of Devlins Creek. Figure 3.5 The rail line on embankments and in cuttings. 18
03 Site and Context Analysis Vegetation The surrounding vegetation of established residential gardens and streetscapes includes a mix of mature native and exotic trees and shrubs. Residential gardens and streets have structure that is dominated by tall trees. Reserves in Epping, Booth Park and the Beecroft Village Green contain substantial parkland of mature native trees in grass land. The parkland setting extends to Cheltenham Girls High School, and the verges of the M2 expressway. Remnant woodland vegetation, particularly Sydney Blue Gum, and exotic trees and a shrub understorey line either side of the rail corridor. Figure 3.6 Vegetation varies from Blue Gum forests to Exotic garden escapes along rail line. 19
03 Site and Context Analysis Land use North of the M2 the existing rail reserve is located in a predominantly residential setting, characterised by suburban roads and large residential properties with established gardens and streetscapes. Prominent recreation areas are: Beecroft Village Green, located to the north west of the proposed works. It includes established parkland of mature trees and built elements including the Scout and Guide Hall, the Beecroft Lawn Tennis Club and Community Social Club; Cheltenham Recreation Centre, located to the west of the proposed quadruplication. It includes tennis courts and croquet courts. Booth Park, located to the north-east of the proposed works. It includes small toilet facilities; and Cheltenham Girls High School is on the western side of the rail line in this section. The M2 is a 6 lane expressway and includes interchange flyovers in the vicinity of the rail bridge. South of the M2 the existing rail reserve is surrounded by mixed uses including medium and low density residential and commercial uses. Some parks are located along the rail reserve edges. There is limited retail in the study area of the rail corridor. Most retail is located at Epping Station and Beecroft Station. Figure 3.7 Recreation club and detached dwellings are typical in Cheltenham; Commercial buildings and medium density residential flat buildings are common on the Epping side of the M2. 20
03 Site and Context Analysis Built form and urban elements In Beecroft / Cheltenham housing stock is primarily low scale low density post-war bungalows, with one or two storeys. There are numerous outbuildings on large lots. In the parklands there are small one storey brick and timber community buildings. In Epping built form near the rail corridor is mostly post 1980s development, modern style apartments and commercial buildings. See Figure 3.7. Cheltenham Station consists of modest single storey station rooms set in a landscape of tall trees. At the M2 there is an existing two span rail bridge. The central pier is a heavy column with a deep headstock. To the west of the rail line is a complex road interchange on the M2 with grade separated overpass for Beecroft Road, another grade separated bus overpass and on and off ramps to the M2. To the south is a brick viaduct for Devlins Creek. To the east is a concrete viaduct. To the north a stone and shotcrete abutment. Figure 3.8 Infrastructure built form - clockwise from top left: railway abutment at Cheltenham; railway underbridge; Devlins Creek viaduct; M2 pedestrian underpass; M2 bus overpass; and Cheltenham Station. 21
03 Site and Context Analysis Public access There are two main types of pedestrian access between Beecroft and Epping in the vicinity of the rail line. Kerbside footpaths on Beecroft Road provide the main link on the west side of the station. There is also a pedestrian trail / recreation link that extends from Sutherland Road in Beecroft to Cambridge Street Epping with a pedestrian-only underpass under the M2. Both north and south of the M2, local streets are located parallel to the rail reserve on both sides. In Beecroft / Cheltenham this includes The Crescent and Sutherland Rd. Both streets have footpaths on the non-rail side providing access to stations. In the south part of Sutherland Road the road diverges from the rail line to meet an underpass under the M2, allowing pedestrian access between Epping and Beecroft. Beecroft Village Green has a network of paths throughout the park, with defined pedestrian footpath routes and carparking area for associated community facilities i.e. Scout Hall, Community Centre. Footpaths across the rail line only occur at an overbridge at Cheltenham Railway Station, and at the viaduct beside Devlins Creek, under the rail line. In Epping, Cambridge Street and Beecroft Road are parallel to the rail line. Both streets have footpaths on the non-rail side providing access to stations. Cambridge Road is a cul de sac, and a circuitous route is required to join up with the M2 pedestrian underbridge. The area has a good level of amenity and safety. Roads are well defined and signposted, footpaths have shade from trees and there are numerous parks with a variety of recreation facilities and seating that are highly visible from the surrounding streets. View corridors Views across the rail line in Beecroft and Cheltenham are dominated by vegetation as the rail line is at grade with the surrounding streets. In Epping and south Cheltenham views are blocked by the elevated rail line. 22
03 Site and Context Analysis 3.3 Franklin Road Future Statio Precinct The study area includes the area surrounding the proposed railway station, and is bounded by properties facing Castle Hill Road, Roberts Road, Franklin Road and Kayla Way / Oliver Way. Character The site is a small pocket of semi rural land within suburban surroundings characterised by extensive tall mature trees, large lots and modest buildings for residential use and for schools. To the north and south of this pocket of land the landscape is characterised by intense post 1970s suburban subdivision with short streets, cul de sacs and large detached residential dwellings. Residential development in Cherrybrook. Large blocks with numerous cul de sacs which will make access to station circuitous. Large lot residential setting of proposed station precinct Castle Hill Road carries significant traffic and is located on a ridge separating West Pennant Hills from Cherrybrook. Cumberland State Forest, a regional parkland of predominantly Blue gum forest Figure 3.9 Franklin Road precinct in Cherrybrook. 23
03 Site and Context Analysis Landform The proposed station site is located approximately 175m AHD. Castle Hill Rd is located on the ridge. Side slopes to the north are gentle, while to the south the site slopes steeply. Vegetation Significant areas of mature remnant woodland vegetation and fragmented understorey scrub can be found at the Franklin Station site. The woodland vegetation is dominated by Sydney Blue Gum. Established Eucalypt species line Castle Hill Road and are scattered within existing residential properties and the surrounding landscape. Residential uses have reduced the vegetation composition to trees and grass, with no understorey in many locations. North of the proposed station there is a one hectare copse of remnant endemic vegetation. Figure 3.10 Blue gum forest on the ridge top; residential gardens in Cherrybrook; and large lot residential qualities of the proposed station site. 24
03 Site and Context Analysis Land use The proposed Franklin Road Station site is located on the Castle Hill Road, a busy link route particularly during peak travel times. Along Castle Hill Road uses are low density residential, with much of the properties being grasslands used for domestic purposes. Through the middle of the site is a 132kV electricity easement. The eastern side of Franklin Road is used for schools: the Inala School and Tangara Girls School. Both have extensive areas of parkland that provide a campus setting. The area to the north and south is dominated by numerous cul de sacs, low density residential development and characterised by large housing forms with small gardens. The nearest town centre to the site is at Thompsons Corner, about 2km south-east on Castle Hill Road. Regional sports fields and community parks are 2km to the north at Greenway Park and 1km to the south in West Pennant Hills. The Cumberland State Forest is an important regional recreation park with bushlandbased facilities within 500m of the station site. There is a reasonably low level of supply of local parks in the vicinity of the proposed station site. Figure 3.11 Top: Castle Hill Road - a busy arterial road, the existing site with low density housing set in Blue gum forest; Bottom: High voltage overhead power lines in Station precinct; new residential housing in Cherrybrook with forest in background 25
03 Site and Context Analysis Built form The site for the proposed railway station is situated in a predominantly residential area of typically 1950 s weatherboard homes with sizeable gardens, some now subject to subdivision. Most housing in the vicinity of Castle Hill Road is modest. A heritage federation building exists on the south side of Castle Hill Rd, with views to the proposed station site. Extensive residential development has occurred to the south of Castle Hill Road, off Robert Road to the west and off Franklin Road to the east. It is predominantly brick veneer, tiled roof, 2 storey homes with large garages facing the streets. Some of this has very recently been constructed in the vicinity of the site. An overhead transmission line cuts across the proposed site from north to south. A 50m high stanchion is located near the proposed rail station site. Public Access Public pedestrian and cycle access is currently restricted to street footpaths. Due to the large number of cul de sacs, through pedestrian access in the area is generally limited to the main collector roads, ie Robert Road, Franklin Road and Castle Hill Road and Glenmore Road. These roads primarily service the residential areas and provide the only through access to facilities and public amenities. They are on a large (>500m ) grid. There are however good shade trees in the vicinity of the site. View corridors At the moment views to the site are dominated by tall vegetation. The existing vegetation provides scale and screening to the high voltage power line and its stanchions. From the ridge line, in openings in the vegetation, there are prominent views to the north and the south. Figure 3.12 Views to the ridge line with heavy forest. Forest screens or gives scale to high voltage power line stanchions. 26