ARMA DALE - £4 VENS THORPE ROAD M3
(BROOKTON HIGHWAY)
PROPOSED UPGRADING AND WIDENING
ARMADALE TO BROOKTON
(STATE FOREST SECTION)
CONSULTATIVE ENVIRONMENTAL REVIEW
625.711 .1(941) WES HuM IM uIuIumM IU Copy A 930189/1 1
Department of Environmental Protection Library 2Cft(.I (fl) WE oIa9A-
MAIN ROADS WESTERN AUSTRALIA
CONSULTATIVE ENVIRONMENTAL REVIEW REALIGNMENT & WIDENING OF BROOKTON HIGHWAY (M003) BETWEEN ARMADALE & BROOKTON PUBLICREVIEWPERIOD 10.05.93 TO 8.06.93
Main Roads Western Australia is planning to construct realignments and widen the Brookton Highway (M003) over the State Forest Section between 14 kilometres and 57.4 kilometres from the junction with Albany Highway, over the period November 1993 to May 1995.
A Consultative Environmental Review (CER) has been prepared by Main Roads to examine the environmental effects associated with the proposed development, in accordance with West Australian Government procedures.
The CER describes the proposal, examines the likely environmental effects and the proposed environmental management procedures.
Copies of the Consultative Environmental Review may be purchased for $5.00 from:
Main Roads Western Australia Main Roads Western Australia Main Roads Western Australia Waterloo Crescent Mokine Road Planet Street EAST PERTH WA 6004 NARROGN WA 6312 CARLISLE WA 6106 Telephone 323 4111 Telephone (098) 811 566 Telephone 470 0222
Copies of the Consultative Environmental Review will be available for examination at:
* Environmental Protection Authority * City of Armadale public libraries Library Information Centre 8th Floor, Westralia Square * Shire of Beverley Office & library 38 Mounts Bay Road PERTH WA 6000 * Shire of Brookton Office &.library
Submissions on this proposal are invited by June 8 1993 Please address your submission to:
Chairman Environmental Protection Authority 8th Floor, Westralia Square 38 Mounts Bay Road PERTH WA 6000
Attention: Garry Middle
If you have any questions on how to make a submission, please ring the project officer, Garry Middle, on (09) 222 7103. INVITATION
The Environmental Protection Authority (EPA) invites people to make a submission on this proposal.
The Consultative Environmental Review (CER) proposes the upgrading of Brookton Highway between Armadale and Brookton. In accordance with the Environmental Protection Act, a CER has been prepared which describes this proposal and its likely effects on the environment. The CER is available for a public review period of 4 weeks fromMay 101993, closing on June 8 1993.
Following receipt of comments from government agencies and the public, the EPA will prepare an assessment report with recommendations to the government, taking into account issues raised in public submissions.
Why write a submission?
A submission is a way to provide information, express your opinion and put forward your suggested course of action - including any alternative approach. It is useful if you indicate any suggestions you have to improve the proposal.
All submissions received by the EPA will be acknowledged. Submissions may be filly or partially utilised in compiling a summary of the issues raised or, where complex or technical issues are raised, a confidential copy of the submission (or part thereof) may be sent to the proponent. The summary of issues raised is normally included in the EPA's assessment report. Submittors would not be identified to the proponent without the submitto?s permission.
Why not join a group?
If you prefer not to wrfte your own comments, it may be worthwhile joining with a group or other groups interested in making a submission on similar issues. Joint submissions may help to reduce the workload for an individual or group, as well as increase the pool of ideas and information. If you form a small•group (up to 10 people), please indicate all the names of the participants. If your group is larger, please indicate how many people your submission represents.
Developing a submission
You may agree or disagree with, or comment on, the general issues discussed in the CER or the specific proposals. It helps if you give reasons for your conclusions, supported by relevant data. You may make an important contribution by suggesting ways to make the proposal environmentally more acceptable.
When making comments on specific proposals in the CER:
clearly state your point of view; indicate the source of your information or argument if this is applicable; suggest recommendations, safeguards or alternatives. Points to keep in mind
By keeping the following points in mind, you will make it easier for your submission to be analysed:
* attempt to list points so that issues raised are clear. A summary of your submission is helpthl; * refer each point to the appropriate section, chapter or recommendation in the CER4 * if you discuss different sections of the CER, keep them distinct and separate, so there is no confusion as to which section you are considering; * attach any factual information you may wish to provide and give details of the source. Make sure your information is accurate.
Remember to include:
* your name, * address, * date
The closing date for, submission is: June 8 1993
Submissions should be addressed to:
The Environmental Protection Authority Westralia Square 38 Mounts Bay Road
Ct PERTH WA 6000
Attention: Gary Middle
'A
CONTENTS Page
INTRODUCTION 1.1 Background 5 1.2 Scope of the CER 5 1.3 The Proponent 6 1.4 Legislation Relevant to the Project 6 1.5 Timing of the Proposed Upgrading 6 1.6 Proposal Summary 6
SUMMARY OF CURRENT ROAD SERVICEABILITY 2.1 Brookton Highway 7 2.2 Existing Road Condition 7 2.3 Road Geometry 8 2.4 Drainage Structures 9 2.5 Traffic Characteristics 9 2.6 Relationship with Other Roads 12 2.7 Overtaking Opportunities 12 2.8 Accident Data 12 2.9 Summary 13
BENEFITS OF THE PROPOSED UPGRADING 3.1 State Economics 24 3.2 Benefit Cost Ratios 24 3.3 Unquantifiable Factors 24 3.4 Positive & Negative Aspects 24
THE PROPOSAL 4.1 General 26 4.2 Alternative Option 26 4.3 Standards 27 4.4 Widening 29 4.5 Reconstruction 29 4.6 Realignment 29 4.7 Overtaking Opportunities 30 4.8 Detailed Proposal 30 4.9 Materials 33 4.10 Construction Workforce 34
EXISTING ENVIRONMENT 5.1 Climate 35 5.2 Geology 35 5.3 Landform & Soils 35 5.4 Flora & Vegetation 36 5.5 Fauna 40 5.6 Land Use 41 5.7 Social Values 46 5.8 Landscape 46
01 6. ENVIRONMENTAL IMPACTS 6.1 Vegetation 48 6.2 Borrow Pit Development 48 6.3 Dieback 48 6.4 Aboriginal Sites 49 6.5 Drainage 50 6.6 Water Catchment 51 6.7 Tourism 51 6.8 Landscape and Visual Impacts 51
7. ENVIRONMENTAL MANAGEMENT AND MONITORING 7.1 General 53 7.2 Construction Phase 53 7.3 Forest Hygiene 55 7.4 Rehabilitation 56 7.5 Aboriginal Sites 58 7.6 Rare Flora and Fauna 58 7.7 Scour and Erosion 59 7.8 Drainage 59 7.9 Landscape 59 7.10 Monitoring Programme 60
8. STUDIES UNDERTAKEN 61
PUBLIC PARTICIPATION AND CONSULTATION 62
CONCLUSIONS 63
SUMMARY OF ENVIRONMENTAL COMMITMENTS 64
REFERENCES 66
ABBREVIATIONS 67
GLOSSARY 68
INDEX OF APPENDICES 69
CER GUDELINES 70
3 LIST OF FIGURES Page
1. Locality Plan 14 F 2. Relationship With Other Routes 15 3. Landscape Values and Realignments 16 4. Typical Cross Section 17 5. Seal Width Profile & Road Roughness 18 6. Horizontal Curve Distribution 19 7. Vertical Curve Distribution 20 8. Traffic Profile 21 9. Monthly Visitors to Wave Rock 22 10. Comparison of Truck Types 23 11. Positive & Negative Aspects of Upgrading 25 12. Comparison of Widths, Albany Highway & Brookton Highway 26 13. Comparison with AUSTROADS Guidelines 29 14. Canopy Dominants SLK Oto 16 37 15. Canopy Dominants SLK 16 to 48 38 16. Canopy Dominants SLK 48 to 80 39 17. CALM Landscape Classification Frame of Reference 42 18. Main Roads Landscape Assessment and Management Method 43 19. Landscape Values 44 20. Visual Elements 45
4 uii.msr.nwi
1.1 BACKGROUND
The Armadale - Ravensthorpe Road between Armadale and Brookton (known as the Brookton Highway) passes through an extensive area of State Forest between the Darling Scarp and the agricultural areas to the East. The area is included in the Darling System, or System 6 as it is better known and includes one Country Locality: C37 (Brookton and Albany Highways) for which specific recommendations have been made by the EPA.
Main Roads defines features along the road by means of their Straight Line Kilometre (SLK) distance.
The Brookton Highway commences at 0.0 SLK on the Albany Highway, 3 km to the north of Armadale and ends at 519.54 SLK at Ravensthorpe on the South Coast Highway.
The section of road which passes through the State Forest (SLK 14.0 to SLK 57.4) was originally constructed in the period 1952 to 1958, to cater for the traffic volumes and composition at thattime.
Improvements to the road since then have been limited in scope and by todays standards the road is sub-standard in many respects, including width and alignment.
The accident figures for the route are unusually high, including the incidence of major and fatal accidents.
1.2 SCOPE OF THE CER
The general scope of the Consultative Environmental Review (CER) is to identi& potential environmental impacts arising from the proposed upgrading and widening of Brookton Highway through System 6 area C37, and to formulate plans for managing these impacts.
The CER has the following objectives:-
Placement of the project in the context of the environmental values of System 6 area C37.. Explanation of the process which led to the decision to proceed with the proposal Set out the environmental impacts of the project Describe for each impact, the environmental management steps which should avoid, mitigate or ameliorate that impact.
The CER will also describe the degree of public participation and consultation activities undertaken, both with the public and other concerned bodies.
1.3 THE PROPONENT
The proponent as nominated under the Environmental Protection Act 1986 - Section 3 8(6) is Main Roads Western Australia (Hereafter referred to as Main Roads)
Main Roads in co-operation with Local Government, manages the States road network for the efficient and safe movement of people and goods as part of an integrated transportation system. This includes the requirement to manage, maintain and upgrade a valuable State asset, in an efficient, effective and environmentally sensitive manner.
7 Main Roads will be responsible for design and construction of the road and the management of the environmental impacts associated with the project.
Main Roads has over the years, successfully constructed and maintained many roads through areas of regional significance having regard to their value for conservation, roadside display, recreation or scientific study.
1.4 LEGISLATION RELEVANT TO THE PROJECT
Main Roads Act (1982) Conservation & Land Management Act (1984) Water Authority Act (1984) Aboriginal Heritage Act (1972 - 1980) Heritage of Western Australia Act (1990) Public Works Act (1902) Mining Act (1978) Wildlife Conservation Act (1973) Environmental Protection Act (1986)
1.5 TIMING OF THE PROPOSED UPGRADE
The roadworks proposed in the State Forest Area are scheduled to be undertaken progressively commencing in 1993.
1.6 PROPOSAL SUMMARY
The works (see figures 1 - 4) include widening of the existing narrow road surface, ( see appendix 1 )widening and levelling of gravel shoulders, construction of realignments, provision of overtaking opportunities and improvements to drainage and culverts.
The intent of the proposed work is: To make the route available to larger trucks with a consequent saving in transportation costs to the rural sector in terms of produce and also for inputs such as fertiliser.
To reduce the high accident rate for the route including the relatively high incidence of major and fatal accidents.
To minimise the environmental impact of the works and retain and enhance the visual attributes of the route.
2. CURRENT ROAD SERVICEABILITY
2.1 BROOKTONFIIGHWAY
Brookton Highway is part of the Armadale - Ravensthorpe Main Road which services the Central South Region of the State. In particular linking the agricultural areas of Beverly, Brookton, Corrigin, Pingelly, Kondinin, Kuhn and Wickepin, tourist facilities at Wave Rock and grain terminals at Fremantle.
The Brookton Highway commences at Albany Highway in Kelmscott and winds through the urban area, orchards and vineyards as it climbs the Darling Scarp and then passes through an extensive area of the State Forest before reaching the agricultural areas. The area of State Forest abutting the road is within the Darling System - Red Book recommendation, System 6 area C37.
The location is shown on the plan at Figures 1 - 3.
This report addresses the management of the portion of road within the State Forest which lies between the 14 and 58 SLK's.
2.2 EXISTING ROAD CONDITION
This section of road was originally constructed in the period 1952 to 1958. Maintenance of the seal has been kept up with reseals and seal edge repairs resulting in a serviceable although rough running surface. Gravel shoulders however vary from some in good condition to others which are steep and narrow.
2.2.1 WIDTH
The majority of the road consists of two 2.8m sealed lanes (See Figures 4 & 5). Some sections have 3. im lanes including nearly all the small radius curves.
The desirable minimum lane width for normal mixed truck and passenger vehicle traffic on rural roads is 3.5m. Small radius curves should have lane widths greater than 3.5m to accommodate vehicle drift and driver error (see Appendix 1).
Throughout the road a nominal shoulder width of 1.2m would have been initially provided, though now only about 1.0m is generally available. Crossfall (the slope across the surface) remains fairly normal for these widths, but shoulder slopes outside these widths can vary from flat to steep. Shoulder surfaces are generally slippery from loose pebbles, which provide little wheel traction, but are not dissimilar to those on many other sections of country roads.
Newer sections of widened road, including those associated with the constructed overtaking lanes, generally have a narrow shoulder width similar to the rest of the road, in keeping with the original standard for such older roads. The width proposed is consistent with the minimum width that can accommodate a normal 1 .2m shoulder and steep batter slope, outside the seal width. This equates to 12m or 13m wide over most of the length of the road, extending to 16m nearer Perth where a section of 7.4m widened seal exists, and to about 20m at the four sections of overtaking lane, where the sealed width is nominally 11 m.
Effectively, over most of the road, the clearing line occurs at about 3m to 4m from the edges of the seal, and is bounded by a fairly consistent line of mature trees. This contributes to the impression that the road is narrow, but at the same time gives the road added charm. A vehicle that enters this zone at speed is unlikely to be able to regain control and can hit the trees with fatal results.
2.2.2 ROUGHNESS
Roughness in certain parts of the road is a potentially dangerous feature. The NAASRA instrumented roughness vehicle (which counts the number of bumps per kilometre) indicates severe roughness (greater than 100 counts/km) over a significant length of this section. As a comparison, a newly constructed road would have a roughness of between 30 - 40 counts/km and any roughness greater that 120 counts/km would indicate that the road is near the end of its service life, (see Figure 5). It provides a measure of the structural condition and remaining life of the pavement. From the users perspective, increasing roughness would reflect in decreased motorist comfort, adverse fuel usage, potential damage to goods and increased possibility of loss of control of the vehicle.
Complaints about the roughness of the road have been received from community groups, including ambulance drivers, local authorities and individual transport operators, and there is some correlation between accident locations and areas of roughness.
2.3 ROAI) GEOMETRY
2.3.1 HORIZONTAL CURVES
The radii used on the existing horizontal curves (curves in the horzontal plane) are generally much less than those used in contemporary road designs, resulting in tighter corners necessitating a much slower safe speed around these curves (see Appendix 1 for photo examples of horizontal curves).
The close proximity of numbers of small radii curves in particular sections of the road reflects the earlier practice of upgrading a much older gravelled road in its existing location. Modern practice is to realign the road to eliminate some curves and improve other curves as the reconstruction becomes necessary, making the road safer for the public to use.
As can be seen from Figure 6, the horizontal curves do not have a uniform safe assessed speed (the safe speed recommended for the curve). In fact, in each 5 km section of the Brookton Highway, the safe assessed speed of sequential curves sometimes varies quite markedly. AUSTROADS Rural Road Design Manual §35 recomnends that the design speeds of adjoining curves should be within 10 km/h of each other for safety reasons. This ensures that motorists are not suddenly faced with a sharp bend after becoming used to gentle curves. 2.3.2 VERTICAL CURVES
The large number of vertical curves, (curves in the vertical plane, on hills and valleys)(see Figure 7), many of which are quite small, reflect the early construction practice of following the ground contour when forming roads. Many sharper crests with low assessed safe speeds are associate with hard rock, or with underlying granite, and were not easily removed when the road was built. These sharp vertical curves together with tight horizontal curves are dangerous features of the road and are contributing factors to the high accident figures.
2.4 DRAINAGE STRUCTURES
Consistent with the roads age and era of construction, many culverts were built with timber decking, either on bedlog or masonry abutments and some are in a weakened condition. It is proposed to replace all of these with concrete culverts. There is no apparent evidence that they are too small for the volumes of water
A particular problem exists in the forested water catchment areas, where ongoing protection of timber structures by chemical treatment against termite attack is no longer feasible. This is because of restrictions imposed by the Water Authority and the Health Department on the use of chemicals to avoid contamination of public water supplies.
2.5 TRAFFIC CHARACTERISTICS
Although this road was one of the original principal radial routes between Perth and Upper Great Southern after its early development, it is still lightly trafficked.
Traffic counts of 1280 vehicles per day (vpd), (90/91) were taken east of Canning Road and 890 vpd (90/9 1) were noted south of Ashendon Road (see Traffic Profile, Figure 8).
Average through traffic over a period of 12 years is around 450 vehicles per day with higher volumes associated with recreational areas in the State Forest.
The traffic count at 48.9 SLK in October 1992 was 704 ADT (average daily traffic, the traffic count on a day in October 1992). with the following traffic composition:
Nos Cars 77.0% 543 Cars with trailer 5.0% 35 Medium Length Trucks 11.0% 76 (2, 3 & 4 axles) Long Length Trucks 6.4% 47 (3,4, 5, 6, 7, 8 axles) Combination Rigs 0.6% 3 100% 704
By way of a comparison, the 1991/92 AADT (annual average daily traffic volume from a permanent automatic counter) on the Albany Highway at 140.93 SLK is 1830. By present observation, there are a number of combination rigs (rigid truck and trailer), together with semi trailers hauling grain to Fremantle. This aspect is probably not reflected in the October 1991 figures; as grain carting would normally commence later in the year. A more representative picture can be obtained from the 1988/89 AADT figures taken at 106.48 SLK.
No's Cars 62.5% 290 Medium Length Trucks 23.2% 108 Long Length Trucks 9.3% 43 Combination Rigs 5.0% 23 100% 464
Other traffic records indicate that whereas through route heavy truck AADT numbers remained at a level of 8 to 10 per day between the mid 1970's and 1980's these figures have risen significantly to their present level of greater than 60, apparently as a result of Government deregulation policies in recent years, and constitute a reason for public concern about the adequacy of the present road.
The road is seen to be comparatively lightly trafficked in terms of AADT, for such a radial route to the city, but well loaded in terms of heavy vehicle percentage. Overall, the road is more heavily trafficked on specific occasions during the year such as Christmas, Easter and the wildflower season in September/October (see Figure 9).
2.5.1 TRAFFIC GROWTH
2.5.1.1 General The bulk of traffic relates to population, tourism, or agricultural causes. Population has steadily decreased in the agricultural areas due to the inability of agricultural practices to support earlier densities of population.. No reason is seen which would reverse this trend in the foreseeable fUture.
2.5.1.2 Tourism & Recreation Although tourism is not a significant traffic component, it is not insubstantial and should continue to grow at least during part of each year. The West Australian Tourism Commission estimates that there are between 60 000 and 80 000 visitors annually to Wave Rock (see Figure 9), m.any of whom arrive in the 1 800 coaches per year. They predict that 150 000 visitors will visit Wave Rock by the Year 2000. Increased recreational traffic between the City and the State Forest is also anticipated in response to increasing population and increased leisure time. CALM has advised that although no new recreation facilities are planned along the Brookton Highway, the present ones will be maintained. The traffic generated by the sites is about 3000 vehicles annually.
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2.5.1.3 Agricultural & Commercial A growth in primary industry heavy haulage has occurred due to freight deregulation and the rationalisation of rail services. Deregulation was phased in between 1990 and 1992, but it is not possible at this time to forecast what, if any, further increase in truck movements may occur due to this factor, according to the Department of Transport.
Currently, B-Double vehicles (see Figure 10) up to 23m long are used to service other agricultural regions, but at present they are not permitted to use Brookton Highway due to its geometry and condition.
Upgrading the route to allow its use by B-Doubles is likely to cause an increase in truck movements, although there may be some compensating reductions due to fewer B-Doubles being required to transport a given tonnage of goods (than the less efficient trucks used at present).
Light commercial industry in the area is not substantial and being related to population densities, it is considered unlikely to grow in the near future.
CALM advised that their two Winter firewood areas near Canning Dam and Metro road will continue in operation for about another two years. During winter, it has been estimated that between 100 & 300 vehicles per day visit these areas on weekends.
Logging operations are ongoing in the State Forest area each year from October to May with an estimated 8 truck trips being generated daily on Brookton Highway in each direction over the next 7 years.
Any increase in truck movements would compound the deficiencies in Brookton Highway and would warrant many improvements to the road.
2.5.1.4 Traffic Capture Upgrading and improving the road is likely to lead to the capture of traffic from other routes (see Figure 2). A more tolerable road must be expected to be more attractive to many drivers who dont use it now.
It is probable that total AADT figures will increase from the capture of other traffic if the road is improved, and that a substantial growth in the heavy haulage component of those figures must be expected. If this component was doubled rising to perhaps 135 VPD, then it would represent a total percentage approaching that on other more heavily industrialised routes (25 to 30%).
11
2.6 RELATIONSHIPS WITH OTHER ROADS
The location of this road in the State Road system might suggest that it should have a prominent role due to its direct connection between the city and the agricultural area. Yet it has not taken on this role as evidenced by its limited traffic usage.
The reasons are probably that there are other routes to the city which have been effectively upgraded and which provide easier driver conditions, being:- * Albany Highway to a limited degree and * Great Eastern Highway plus the YorklQuairading link across to Corrigin
It is significant that when the above two routes were improved, traffic on Brookton Highway declined while on the other routes, it increased.
The restriction on Brookton Highway as a route for B-Double vehicles creates added pressure on these other roads and also some secondary roads such as the North Bannister - Pingelly Road (see Figure 2).
2.7 OVERTAKING OPPORTUNTIES
Overtaking opportunities are limited by the vertical and horizontal alignment. The mix of traffic, slower moving tourist traffic, faster commuter traffic, agricultural traffic including semi-trailers and heavy trucks, commercial vehicles and buses and the undulating, sinuous nature of the alignment points to the need for many overtaking opportunities.
Traffic queueing due to lack of overtaking opportunities has been a problem in the past and has partly been met by the construction of four overtaking lanes in recent years, three for west bound and one for east bound traffic.
Opportunities exist for creating additional overtaking zones by improving the vertical alignment.
2.8 ACCIDENT DATA
Detailed accident histories for the section 14 - 58 SLK are available for the seven years since January 1985 until October 1991. The 47 accidents recorded represent an exceptionally high figure. This equates to an accident rate of 0.97 MVKT (accidents per million vehicle kilometres travelled) which compares unfavourably with the average accident rate of 0.51 for 2 lane undivided roads in WA, as reported in the output from a Road Safety Management System (1987 - 1991)
12 The severity of these accidents is as follows:
5 Fatal = 11% 11 Injury = 23% 27 Major Property Damage = 57% 4 Minor Property Damage = 9%
The five fatal accidents were composed of four single fatalities and one double fatality, but since the date of the survey period (October 1991), there have been another two fatal accidents comprising one double fatality and one triple fatality.
In the seven years to date, there have been 11 deaths on this section of road.
The predominant types of accidents are:-
Loss of control on verge/shoulder 28% Hit kangaroo 17% Swerve to avoid animal 15% Swinging too wide at a curve 13% Vehicle/Vehicle collision 13% Swerving to avoid vehicle 4% Other 10% 100%
It would appear from the above statistics that 73% of accident causes, (Items 1 - 4) could be attributed to the unforgiving nature of the road, (lack of width, steeply sloping and unsealed shoulders, lack of visibility due to insufficient clearing width, sub-standard curves etc) in combination with driver error.
2.9 SUMMARY
The road is sub-standard and requires upgrading for the following reasons:
It is too narrow in places and some gravel verges are narrow, steep and slippery, causing loss of control of vehicles. Sections of the road are rough and can cause loss of control if speeds are too high. Some corners are too sharp and vehicles tend to drift across into the oncoming lane. Some vertical curves conceal oncoming traffic in areas otherwise suitable for overtaking. Wooden culverts require treatment to prevent deterioration and should be replaced by concrete culverts. Traffic accident data shows the road is almost twice as dangerous as the State average for two lane undivided roads.
13 'A
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FIGURE 2
RELATIONSHIP WITH OTHER ROUTES
ARMADALE-RAVENSTHORPE ROAD SLK 14 TO SLK 60
1 ,
so
T000YAY T XE LERBERAIN CHITTERING ¶ / CUNOEROIN TAMMIN - .*lC..t.flIc • flI.c..n B 2 \ r 4 041.0(101 Ml
52 0(1 ' NORTHAM
is NO THAM *111.4103 1.41.1 (,0 - I — S .o.00 '4 2 'I 1 80 e1.ao*oU, .440 1.40
01004414, OUAIRAOING 4 30304*14 YORK BRUCE ROCK PERTH o--..'. ''
0,131*10 001,4*010
04 FREMANTE
40 BE/ERL0Y
240 c BROOK TON * ((:1.1,140
30 pINGEJ WANDERING Il0ll 034041 M"ANDUAAH ( MURRAY
4 CUBALLING 4 — \ B000ING ON WICK EPIN 0 OC~.t. . 134 o 04 044,01.1*3 WAROONA NAN005IN 001.4*3 30 1(4 40 — 00(• o WILLIAMS NARROGIN
HARVEY EYJG'
1.400 *0 WAG/N 1,, 04,0001., 2 COL IE 00 — qv 1 9 9 O,p RUMOURS l03I00 9 V 103474 *1. I 0(11,4l,1I 1(1.41414 . 001t.S$l0 R 04.1.1 DARDANUP WESTARTHUR *0401 00004*3Q / ' 9 "'"' W000ANI LING
CAPEL 1.1*_I / 00034 30 ,•,< / KATANNING 1.l•• .0100311.473W
*0113 DONNYBROOK. , - 01Y , 31.3(0704 8ALINGUP 1.1.4011.0 3*. '3.. 3—, J 0..044 ; 8USSELTON 99j9 00411(00.1 . . p l(0403.0
KILOMETRES
25 0 25 50 75 700 125 FIGURE 3
BROOKTON HWY (ARMADALE-RAVENSTHORPE RO) LANDSCAPE VALUES & REAL!GNMENTS PROPOSED UPGRADING &. WIDENING TO ARMADALE THROUGH STATE FOREST SECTION (0.00 SLK)
I FflFNIfl -16.60 - 17.0 SLK REAL G N N EN T C37 & C33 BOUNDARIES ------STATE FOREST BOUNDARY -19.00 - 20.00 SLK HIGH VISUAL QUALITY REAL i G N ME NT I HOH/MEOIUM V I S U A L QUALITY
- - 24.0 - 25.50 SI K MEDIUM VISUAL QUALITY C37 PEALIGNMT UPGRADING & WIDENING FEEMEA)" SECTIONS
(.37 -- 31.50 - 32.70 SLK POSSIBLE REALIGNMENT STATE FOREST 27.85 - 29.26 SLK PASSING LANE INO FURTHER WORK) - 43.10 - 44.65 SLK PASSING LANE )HO FURTHER WORK)
/ / \
(37 C33\ / 40.80 - 42.00 SLK PASSING LANE IO FURTHER WORK)
STATE FOREST N