DOCSLIB.ORG

5.7 St Peters Interchange and Local Street Upgrades

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
5.7 St Peters Interchange and Local Street Upgrades 5.7 St Peters interchange and local street upgrades 5.7.1 St Peters Interchange associated service buildings are located The design allows for future stages of the The St Peters interchange is located within above the tunnel portals, at the corner of interchange to adopt similar approaches to the Alexandria Landfill site, connecting with Canal Road and Princes Highway (the St materials and detailing to achieve overall the local road network at the intersection of Peters motorway operations complex - project cohesion and an integrated ‘whole Campbell and Euston Roads. The site is MOC4). The facility would be located of project outcome’. The landscape bound by Canal Road in the west, Burrows directly over the exit ramp cut and cover approach in this zone is essentially to Road in the south, Princes Highway in the structure along with an electrical create ‘green volume’ and remediate the north and Campbell Road in the east. The distribution facility, fire pump rooms and former landfill site by creating an ‘urban St Peters interchange is a key connection adjacent deluge tanks. Access to these forest’, capable of competing with the scale in the overall Westconnex journey. With the facilities is provided from Canal Road. The of the proposed interchange. New M5 tunnel entry/exit point at the motorway control centre (MOC5) is located southern reaches of the St Peters at the corner of Burrows Road and Large areas of new tree planting would be Interchange, connections would be made to Campbell Road. incorporated on both sides of the New M5 the surrounding local road network as well ramps and above the portals to present a as the future M4-M5 Link and Sydney In developing the design, a strategy has continuous green canopy and create a Gateway. These two future links would been proposed for the overall interchange, sense of green immersion for the motorist provide regional connections to Sydney focusing on the following objectives: upon entry or exit from the tunnel. Airport and western Sydney as well as the Landscape treatments surrounding the • Return surplus lands to the community remainder of Sydney’s orbital road network. Canal Road MOC4 would focus on creating as public open space. a defined street edge with street tree To achieve a lasting and cohesive urban • Provide an extensive green volume of planting, and feature Fig Tree plantings to design strategy for the overall interchange, vegetation to compete with and soften offer increased ‘green volume’ and help the site requires a design solution that the scale of the proposed multi-level define a sense of landscape character for would unify and shape the different stages interchange, creating an ‘urban forest’ the site. These figs would also provide of the project, including the New M5, and • Promote the use of a tall, established valuable shade for park users. the future Sydney Gateway and M4-M5 tree canopy cover to not only soften the link. scale of the proposed infrastructure, but also provide a counterpoint and The St Peters interchange consists of the extension of the green open space of motorway control centre, ventilation facility, Sydney Park distribution substation, fire pump rooms • Built form designed to enhance the and deluge tanks and the interchange road existing street character. network. The ventilation facility and 77 New M5 WestConnex Urban Design Urban Design 5.7.2 Local Streets Proposed pedestrian and cycleway bridges The overall design intent is to create a over Campbell Road and the New M5 series of tree lined local streets that offer ramps and Alexandra Canal will become an amenity for local residents, create a high integral element, creating new connections quality environment for pedestrians and for the cycle network. cyclists, and integrate the local streetscape with adjacent open space and parkland, The design of the pedestrian and cycle particularly in the vicinity of Sydney Park. bridges would feature simple and elegant solutions, with a focus on creating sinuous The design incorporates a series of feature horizontal alignments that respond to the pedestrian and cycleway bridges that would adjacent landscape environment of Sydney increase connectivity for and allow Park and the proposed landscaped earth integration of the open space proposed for treatments for St Peters Interchange. the St Peters interchange. Tree and landscape plantings would be designed to The urban design intent for the following six match City of Sydney, Botany Bay and local street character zones are explored in Marrickville Council guidelines. Vegetation detail in Appendix B: Figure 52 Connectivity and tree plantings would be used to create • Princes Highway business corridor a sense of visual separation for pedestrians and cyclists from the road edge. • Campbell Road / park extension • Bourke Road connection / industrial The design of wall structures would be • Burrows Road / Alexandra Canal / refined and elegant, without unnecessary industrial fussiness or embellishment, with landscape • Canal Road / park extension treatments used to soften the appearance of retaining walls and other structures. • Brickpit / interchange. Figure 53 Open space 78 New M5 WestConnex Urban Design Urban Design 5.7.3 Master Plan A ‘master plan’ solution has been developed for the St Peters interchange that provides an overall design response for the site accommodating road, pedestrian and cycle infrastructure with open space. The master plan provides the opportunity to create six hectares of new open space across the site and continue the design language of landscaped mounds from Sydney Park further south. The achievement of the complete master plan solution is subject to the future M4-M5 Link and Sydney Gateway projects. Sites within the interchange have been allocated for construction staging of these two projects and the ultimate design of resultant land would be subject to separate planning processes. Figure 54 St Peters artitis impression 79 New M5 WestConnex Urban Design Urban Design Figure 55 St Peters interchange master plan 80 New M5 WestConnex Urban Design Urban Design Figure 56 St Peters interchange master plan 81 New M5 WestConnex Urban Design Urban Design 5.7.4 Burrows Road Motorway A long span roof supported from the The long linear nature of the building is Operations Complex northern and southern walls provides near articulated with vertical louvres spaced at The Burrows Road Operations Complex limitless flexibility for the interiors. different intervals along the Burrows Road (MOC5) would be the central building for all Uninterrupted power supply and electrical façade. The spacing responds to the communications and control of the project’s equipment rooms are located in a private or public nature of the spaces operational management control systems consolidated block to the north of the floor within, and provides a shifting rhythm. (OCMS). The motorway control centre plate. Egress stairs and plant spaces at the would be staffed 24 hours per day, seven ground level are exposed smooth faced days per week, and would require around The horizontal nature of the building is concrete block, expressing their function. 26 full time equivalent staff. Located on the accentuated by the expression of the floor The substation to the rear is clad in brick, corner of Campbell and Burrows Roads the and roof lines on the south elevation to referencing the sites history and ground level accommodates an open Burrows Road. The floor and roof lines acknowledging the building’s more carpark, bike storage and waste facilities. return around the eastern and western utilitarian purpose. The carpark is softened by a large ends and fold vertically down the south landscaped buffer between the kerb and elevation to meet and form a continuous ‘C’ The following pages contain a site plan, building. Slender concrete columns support shaped loop. A series of vertical louvres elevations and perspectives of the the upper level allowing views out from punctuate the Burrows Road façade and motorway control centre. These plans beneath the building and raise it above return to the east to form a screen to the would be updated during detailed design of flood event levels. The upper level houses double height entry space. the project. reception, open plan offices, enclosed offices, breakout space, a lunch room and Materials, colours and finishes associated staff amenities. Clad in composite aluminium panels, the southern elevation of the control centre Design intent wraps up and over the building to form a The intent for the design of the motorway ‘casing’ into which the building is inserted. control centre is to blend with the The motorway control rooms are clad in surrounding light industrial land use, whilst corten steel panels, emphasising its secure maintaining the New M5 identity. It is a two nature. The office and breakout spaces are level building with an open carpark below enclosed with clear glass to provide natural the main functional spaces. The main light to the working environments. address, vehicle and pedestrian access is from Burrows Road. A substation building is sited to the rear of the main structure. 82 New M5 WestConnex Urban Design Urban Design Substation Emergency access road Burrows Road motorway operations complex (MOC 5) Bioretention basin Carparking beneath motorway operations complex Burrows Road Incident response parking Burrows Road N 0 25 50m LEGEND New M5 ramps Watercourse Alexandra Canal Figure 5-42 Burrows Road motorway operations complex (MOC 5) layout Figure 57 Indicative MOC5 Burrows
Load more

Recommended publications
  • Arcure Continues Its International Expansion by Equipping the Westconnex Motorway, Mega-Construction Site in Sydney
    Paris, the 11th of October 2019 Arcure continues its international expansion by equipping the WestConnex Motorway, mega-construction site in Sydney Specializing in artificial intelligence (AI) applied to image processing in the industrial world, Arcure has been selected by the consortium Lendlease Samsung Bouygues Joint Venture (LSBJV) to equip machines working on the WestConnex M4-M5 Link project in Sydney with Blaxtair®, the reference solution for pedestrian protection around industrial vehicles. « WestConnex is one of the largest road infrastructure projects in Australia. Having equipped industrial sites in the Greater Paris area and also supplied Blaxtair® pedestrian detection systems for mobile plant on parts of the London underground expansion project, we are proud to work on the safety element of this huge undertaking. This new collaboration on an infrastructure operation of this size testifies to the relevance of the Blaxtair® solution and has spurred us to actively seek further international projects and opportunities », Franck Gayraud, CEO and co-founder of Arcure. Blaxtair® is the result of a collaboration between Arcure and the CEA's (note to editors: in France, the CEA is the Alternative Energies and Atomic Energy Commission) research laboratories and is considered the industry-leading, embedded detection system. This innovative 3D camera detects obstacles around mobile plant and/or materials handling equipment. Thanks to AI, Blaxtair® differentiates between pedestrians in the designated detection zone and objects/obstacles, thus helping to avoid pedestrian collisions. Its unique technology will warn a driver in case of danger, avoiding unnecessary alarms and untimely stops. The adaptability and responsiveness offered by the Blaxtair® system allows mobile plant to be used with minimal risk to pedestrians on industrial sites with the most demanding operating conditions.
    [Show full text]
  • Westconnex New M5 Environmental Impact Statement
    15 Social and economic This chapter outlines the potential social and economic impacts associated with the project. A detailed social and economic impact assessment has been undertaken for the project and is included in Appendix M. The Secretary of the NSW Department of Planning and Environment (DP&E) has issued a set of environmental assessment requirements for the project; these are referred to as Secretary’s Environmental Assessment Requirements (SEARs). Table 15-1 sets out these requirements as they relate to social and economic matters, and identifies where they have been addressed in this environmental impact statement (EIS). Table 15-1 SEARs – social and economic SEAR Where addressed A description of the existing socio-economic environment. Section 15.2 Social and economic impacts to businesses and the community within Section 15.3 the vicinity of the proposal, with associated property acquisition, traffic, access, property, public domain and open space, and amenity and health related changes (including the broader regional impacts associated with the closure of the Alexandria landfill site should this be part of the proposal). An assessment of the impact of the proposal on community facilities, Section 15.3 including open space and recreational facilities. The assessment must include the use of existing facilities impacted by the proposal, and options and opportunities for the relocation and / or reconfiguration of the community facilities, both temporary and permanent. Impacts on directly affected properties and land uses, including impacts Section 15.3 related to access, land use, settlement and subsidence associated with tunnel excavation, property acquisition (including relocations and Chapter 13 (Land use and expenses for those properties acquired) and amenity related changes.
    [Show full text]
  • Draft Draft Draft Draft Draft Draft
    M4 Motorway from Mays Hill to Prospect DRAFTBefore andDRAFT after opening ofDRAF the T M4 Motorway from Mays Hill to Prospect Sydney case studies in induced traffic growth Michelle E Zeibots Doctoral Candidate Institute for Sustainable Futures University of Technology, Sydney PO Box 123 Broadway NSW 2007 Australia [email protected] www.isf.uts.edu.au tel. +61-2-9209-4350 fax. +61-2-9209-4351 DRAFT WorkingDRAFT Paper DRAFT Sydney case studies in induced traffic growth 1 M4 Motorway from Mays Hill to Prospect The original version of this data set and commentary was completed in May 1997 and presented in two parts. These DRAFTwere: DRAFT DRAFT 1. Road traffic data for western Sydney sector arterials: Great Western Highway and M4 Motorway 1985 – 1995 2. Rail ticketing data and passenger journey estimates for the Western Sydney Rail Line 1985 – 1995 These have now been combined and are presented here as part of an ongoing series of case studies in induced traffic growth from the Sydney Metropolitan Region. In the first, report which focussed on road traffic volumes, an error was made. The location points of road traffic counting stations were incorrect. Although this error does not affect the general conclusions, details of some of the analysis presented in this version are different to that presented in the original papers listed above. Some data additions have also been made, and so the accompanying commentary has been expanded. Acknowledgements During the collation of this data Mr Barry Armstrong from the NSW Roads & Traffic Authority provided invaluable information on road data collection methods as well as problems with data integrity.
    [Show full text]
  • Technical Paper 1 Traffic Report
    Technical Paper 1 Traffic report 1 WestConnex Updated Strategic Business Case Contents List of Tables ..................................................................................................................................................... 3 List of Figures .................................................................................................................................................... 4 Preface .............................................................................................................................................................. 6 Terminology ....................................................................................................................................................... 7 1 Executive summary .................................................................................................................................... 8 1.1 Background to this report ................................................................................................................... 8 1.2 Traffic methodology ........................................................................................................................... 9 1.3 Road network performance without WestConnex ........................................................................... 10 1.4 Traffic effects of WestConnex.......................................................................................................... 12 1.5 Traffic operations and influence on WestConnex design ...............................................................
    [Show full text]
  • Draft South District Plan
    Draft South District Plan co-creating a greater sydney November 2016 How to be involved This draft District Plan sets You can read the entire Before making a submission, out aspirations and proposals draft District Plan at please read our privacy for Greater Sydney’s South www.greater.sydney and send statement at District, which includes the feedback: www.greater.sydney/privacy local government areas of • via www.greater.sydney For more information Canterbury-Bankstown, visit www.greater.sydney Georges River and Sutherland. • by email: call us on 1800 617 681 It has been developed by the [email protected] Greater Sydney Commission. • by post: or email: Greater Sydney Commission [email protected] This draft District Plan is on Draft South District Plan formal public exhibition until PO Box 257, the end of March 2017, and will Parramatta NSW 2124 be finalised towards the end of 2017 to allow as many people as possible to provide input. This document was updated on 21 December 2016 to address typographical errors and production faults. A detailed list of the errata can be found at www.greater.sydney/content/publications Draft South District Plan Exhibition THIS SEPARATE DOCUMENT DOCUMENT Overview Draft District Maps Background Website Plan Material Dashboard Our vision — Towards our Greater Sydney 2056 Summary The requirements A compilation of Data and Reports How the A draft brochure of the legislative maps and spatial used to inform the draft District Plan is amendment to of the draft framework information used draft District Plan to be monitored update A Plan for District Plan to inform the draft Growing Sydney District Plan You can view these supporting components, as well as Our vision — Towards our Greater Sydney 2056, SOUTH DISTRICT our proposed 40-year vision for Greater Sydney, at www.greater.sydney.
    [Show full text]
  • Westconnex New M5 5-122 Roads and Maritime Services Environmental Impact Statement
    (blank page) WestConnex New M5 5-122 Roads and Maritime Services Environmental impact statement (blank page) WestConnex New M5 5-124 Roads and Maritime Services Environmental impact statement 5.8.1 Operational management control systems and incident and emergency response The project has been designed to include control systems to ensure safe and efficient operation of the New M5 under normal operating conditions, and to respond to incidents and other emergency events that may occur. These control systems would include: • A central motorway control centre to manage the New M5 when it is operational • Traffic monitoring and management systems along the project • Air quality monitoring and management systems within the main alignment tunnels • Incident and emergency response infrastructure • Maintenance facilities • Motorway tolling infrastructure. Motorway control centre A WestConnex motorway control centre would be provided within the Burrows Road motorway operations complex (MOC5) (refer to Figure 5-42). The motorway control centre would be the central building for all communications and control of the project’s operational management control systems. The motorway control centre would be staffed 24 hours a day, seven days a week, and would require around 26 full time equivalent staff. The motorway control centre would include a video wall and operating interfaces for all monitoring and control systems, an incident control facility, training and incident response room, air conditioning, power supply systems and workforce facilities (ie amenities). An indicative layout of the motorway control centre is shown in Figure 5-42. Urban design principles would be applied to the motorway control centre to integrate the building with St Peters interchange and the surrounding landscape to minimise its visual impact.
    [Show full text]
  • M5 Fact Sheet
    NOVEMBER 2009 M5 corridor expansion – about the project The M5 transport corridor is the main road freight, commercial and commuter route between Port Botany and Sydney Airport, and south west Sydney. In recent years traffic levels and the number of heavy vehicles on this route means the corridor is operating at or near capacity during peak periods. This impacts on Sydney’s economic productivity and competitiveness. This fact sheet provides a summary of the project and provides details on how to find out more information. What is the M5 corridor? Key features of the proposed M5 corridor expansion The M5 Transport Corridor is the main road freight, are: commercial and commuter route between Port • Widening the existing M5 South West Motorway Botany and Sydney Airport, and south west Sydney. from two to three lanes in each direction. It is part of the National Highway Network • Widening the M5 East Freeway east of King connecting Sydney, Canberra and Melbourne. Georges Road to four lanes in each direction. • Four new lanes in tunnel next to the existing M5 The existing M5 Motorway can be divided into two East tunnel. sections: • A new arterial surface road from the M5 East • Section 1: The M5 South West Motorway – A 22 tunnel to the airport and the industrial areas of kilometre tolled road with two lanes in each inner southern Sydney. direction between Camden Valley Way, Prestons and King Georges Road, Beverly Hills, operated What are the benefits? by Interlink Roads. The proposed M5 corridor expansion would deliver • Section 2: The M5 East Freeway – A ten much needed additional road capacity, providing: kilometre road connecting the M5 South West • Improved access to Port Botany and Sydney Motorway with General Holmes Drive/ Eastern Airport.
    [Show full text]
  • Appendix a Bankstown Council__Agency
    Respondent: Bankstown Council (James Carey, Manager Sustainable Development) Aspect Issue Clarification / Response EA Section/ Specialist Study reference Cumulative The proposal does not consider the cumulative capacity of the future The Freight Demand Modelling report and the Transport and Sections 3.3.2, impacts Moorebank Intermodal Terminal currently being proposed by the Accessibility Impact Assessment report have been prepared based on 3.3.3 and 5.3.4 Commonwealth Government. The combined capacity of an estimated a total freight catchment for intrastate freight, which would be shared 2.2 million TEU per year should underpin the assessment of impacts. between the two intermodal facilities (SIMTA and MICL IMTs), should Appendix G both developments proceed. TfNSW’s submission to the Concept Freight Demand Plan EA (CD 13/21056) notes that TfNSW is satisfied that SIMTA has Modelling – adequately addressed the intermodal and capacity demands for the Transitional Part intermodal terminal, including the identification of the freight 3A Concept Plan catchment area and freight catchment split. Section 3.3.2 of the EA Application includes a discussion of the relationship between the MICL proposal (Hyder and the SIMTA proposal and notes that the intrastate freight Consulting, catchment identified in the Freight Demand Modelling report would be 2013a) shared between two proposals. Appendix F The Freight Demand Modelling Report report identifies the catchment Transport and demand for statistical local areas (SLA). The SIMTA proposal and the Accessibility MICL proposal are located within the same SLA, hence the freight Impact catchment would be shared between the two facilities (should both Assessment – proceed). This is clearly stated in Section 3.3.2 of the EA: Part 3A Concept Plan Application The SIMTA proposal has been designed to service the freight (Hyder catchment demand in its entirety, however, it is recognised that the Consulting, SIMTA proposal may not be the sole facility provided within August 2013a) Moorebank.
    [Show full text]
  • Business Mastery 2017
    Sydney Showgrounds Tuesday 24th – Friday 27th July 2018 VENUE Sydney Showgrounds Corner of Showground Road and Grand Parade Sydney Olympic Park, Sydney, 2127 CLICK HERE for more information about the venue Event Room: Hall 2 CLICK HERE to view map REGISTRATION Location: Hall 2 Tuesday, 24th July 2018 7:30am – 8:45am EVENT TIMES Tuesday 24th July – Friday 27th July 2018 9:00am – 8:30pm *Please note times for the event are approximate only & are subject to change RECORDING/TAPING No taping or recording of any sessions is allowed. TRANSPORT BY CAR From Sydney Airport: Depart from the Sydney Domestic Airport Head west towards Shiers Ave Slight left onto Ninth St, Qantas Drive and continue onto Airport Drive. Take the ramp to Rockdale/Metroad 5 Sydney/Metroad 3 and merge onto Marsh St. Turn right to merge onto M5 East Freeway towards Liverpool/Canberra/M5 Motorway. Exit at King Georges Rd for Metroad 3 and slight right to stay on King Georges Rd. Continue onto Wiley Ave, slight right onto Roberts Rd and continue onto Centenary Drive and Homebush Bay Drive. Exit at Australia Ave and follow signs for Olympic Park. Once merge onto Australia Ave, turn left onto Dawn Fraser Ave and take the 2nd right onto Showground Rd and the next right onto Grand Parade. Exhibition Halls are on your left. Journey takes 32 minutes. BY BUS Sydney Buses operates bus services to and from Sydney Olympic Park to the following locations: Burwood Westfield Strathfield Station Newington Rydalmere University of Western Sydney (UWS), Nepean Campus Rydalmere Parramatta Station Lidcombe Station Sydney Olympic Park Ferry Wharf *For timetable information visit www.transportnsw.info BY TRAIN Olympic Park train station is on Sydney Showground's doorstep.
    [Show full text]
  • Chapter 4 – Strategic Context and Project Need
    Chapter 4 – Strategic context and project need 4 Strategic context and project need 4.1 Current issues with the road network 4.1.1 Traffic congestion across Greater Sydney Traffic growth is forecast across NSW and will include around one million extra road users in Sydney within the next decade and nearly twice the freight movements by 2031. Congestion across metropolitan Sydney is estimated to cost up to $6.1 billion per annum, rising to $12.6 billion by 2030 if nothing is done1. Travel by road is the dominant transport mode in Sydney. Even with high growth in rail freight and public transport, road travel is predicted to continue to be the most dominant travel choice for at least the next 20 years2. Traffic congestion impacts communities and businesses by: • Affecting Sydney’s large and significant freight, service and business operations • Reducing the reliability of, and accessibility to, public transport • Constraining the movement of pedestrians and cyclists • Reducing amenity for nearby residents, pedestrians, cyclists and sensitive land uses (educational and health facilities). 4.1.2 Missing regional motorway link In Sydney’s South District (which includes the Canterbury-Bankstown, Georges River and Sutherland LGAs), over 50 per cent of journeys are undertaken by car. There is currently no motorway between the existing M1 Princes Motorway south of Waterfall and the Sydney motorway network. All local and through traffic, including heavy vehicle traffic, is currently required to use the arterial road network to travel between Waterfall and Sydney, principally the A1 Princes Highway, the A3 King Georges Road and / or the A6 Heathcote Road / New Illawarra Road.
    [Show full text]
  • Space For: the Well–Connected
    Space for: the well–connected SILVERWATER DISTRIBUTION CENTRE 4 NEWINGTON ROAD, SILVERWATER, NSW OVERVIEW 2 Opportunity Silverwater Distribution Centre is a premium warehouse facility located only 18 kilometres from the CBD in the sought after industrial hub of Silverwater. Ideal for logistics, distribution and e-retail users, the site boasts fully refurbished warehouse and office spaces, huge undercover loading areas. Close proximity to Silverwater Road provides users with easy access to Sydney’s major road network and beyond. 3 VIEW FROM ABOVE Victoria Road d a o R r e t a w r e v l i S Silverwater Distribution Centre e v i r D y a B h s u b e M4 m M o O H TO RW AY LOCATION 4 Smart move Users benefit from significant logistical advantages with convenient access to major arterial roads including the nearby M4 Motorway and Parramatta Road, while the Hume Highway and Cumberland Highway are located less than 10 kilometres from the site. A number of bus routes also service the area and ferry and train services are located within close proximity providing access in all directions. CENTR ALLY CONNECTED 1.4KM 7KM 18KM to M4 to Parramatta to Sydney 750M Motorway 2.3KM Town Centre 13.2KM CBD to Newington to Parramatta to M5 Motorway Marketplace Road ACCESS Rosehill Silverwater Distribution Centre HAMPSTEAD RD Rawson Street Rawson ADDERLEY ST WEST ST ADDERLEY AUBURN P A HALL STREET HALL R R MACQUARIE RD A M STUBBS ST CARNARVON ST CARNARVON A T Silverwater T A STATION STREET R O A D V ORE STREET SILVERWATER ROAD FARIOLA STREET FARIOLA Parramatta
    [Show full text]
  • New M5 EIS Vol 1B Chapter 14 Visual Impacts
    14 Visual impacts and urban design This chapter provides an assessment of the urban design, landscape character and visual amenity implications associated with the project. The Technical working paper: Landscape character and visual impact and the Urban design report have been prepared, and are provided in Appendix K and Appendix L. This chapter provides a summary of those documents and an assessment of the potential impacts of the project. Table 14-1 sets out the Secretary’s Environmental Assessment Requirements (SEARs) as they relate to urban design, landscape character and visual amenity, and notes where these have been addressed in the environmental impact statement (EIS). Table 14-1 SEARs – urban design, landscape character and visual amenity SEARs Where addressed A consideration of the urban design and visual amenity implications of Potential impacts to visual the proposal, including supporting infrastructure, during construction amenity during the and operation. The assessment must identify urban design and construction and operation landscaping objectives to enhance the ventilation stacks, phase are provided in interchanges, tunnels, ‘cut and cover’ arrangements, consider resulting Sections 14.3.1 and 14.3.2. residual land and treatments, and demonstrate how the proposed hard and soft urban design elements of the proposal would be consistent Urban design and with the existing and desired future character of the area traversed landscaping objectives are affected by the proposal. provided in Section 14.1.3 and Sections 3.1 and 3.3 of Appendix L. Consideration of the existing and desired future character of the area is provided in Sections 14.1.1 and 14.3.2.
    [Show full text]