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Bells Line of Road Corridor Study

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Bells Line of Road Corridor Study Bells Line of Road Corridor study SUMMARY NOVEMBER 2005 Contents Foreword The NSW and Australian governments have committed INTRODUCTION 03 funding to investigate the feasibility of upgrading the STRATEGIC CONTEXT 04 Bells Line of Road to become a major freight route OPTIONS CONSIDERED 07 between Lithgow and north-western Sydney. KEY CONSTRAINTS 09 The existing crossings of the Blue Mountains include the Great Western Highway (primary route), Bells Line of Road (secondary route) and the Main SELECTION OF THE PREFERRED OPTION 13 Western Rail Line.All have major limitations to their use as significant transport NEED AND JUSTIFICATION 15 corridors across the Blue Mountains. The two road options are limited by very steep grades, tight curves and limited overtaking opportunities. Rail use is also constrained by freight and passenger rail having to share the same track.This, along with the steep grades, tight track curvature and limited opportunities for commuter trains to overtake freight trains, constrains rail in substantially increasing the amount of freight it is able to transport across the Blue Mountains. The Bells Line of Road Corridor Study concluded that: The Main Western Rail Line over the Blue Mountains could be upgraded but any upgrade would be unlikely to deliver significant benefits without major upgrades east of Penrith and west of Lithgow. All of the road upgrade options examined are feasible from an engineering perspective. None of the four-lane, B-Double road upgrade options examined appear feasible from an economic or financial perspective for a range of growth assumptions. All of the four-lane B-Double capable upgrade options would require the full regional and economic development growth potential of the Central West region to be realised over the next 30 years for the project to progress towards being justified economically. It is highly unlikely that private investment would be forthcoming to progress this project without significant government funding. All of the four-lane, B-Double road upgrade options, including the preferred option would have significant environmental and social impacts. Reserving a road corridor to enable future upgrade works along the Bells Line of Road is complex and is likely to result in the need for detailed and comprehensive environmental assessment and approval from the Commonwealth and State governments. It is also likely to require funding for property acquisition of approximately $230 million in 2004 dollars. This Summary provides an overview of the Bells Line of Road Corridor Study. ADDENDUM: A typographical error was corrected in June 2008 in the table at the bottom of page 12. The dollar value estimates for the Eastern to Richmond Road and Western precincts had been inadvertently transposed. NOTE: This version of the summary has been amended to incorporate changes to the Environmental Planning & Assessment Act 1979 that became active in August 2005. Introduction The NSW and Australian governments have committed funding to investigate the feasibility of upgrading the Bells Line of Road, between Lithgow and north-western Sydney, to B-Double (greater than 19m long) standard.The NSW Roads and Traffic Authority (RTA), in partnership with the Federal Department of Transport and Regional Services (DOTARS), is managing the study. After a number of strategic studies during the 1990s, As a result, the RTA has engaged Sinclair Knight Merz to the NSW Government committed $360 million to the undertake a Corridor Study to: upgrade of the Great Western Highway and the Mitchell Review existing options to provide a link Highway between Penrith and Orange over a 12-year period. between Lithgow and the Westlink M7 The Australian Government also contributed $100 million to (formerly known as the Western Sydney Orbital). enable works in the Blue Mountains to be accelerated.These Identify the option that best meets the needs works are expected to result in significant improvements to of heavy vehicle access between Sydney and the primary Blue Mountains crossing. the Central West of NSW. Some stakeholders in NSW’s Central West are of the opinion Assess the feasibility of a high standard road that the lack of an efficient freight route across the Blue across the Blue Mountains along the Bells Line Mountains is constraining regional growth. They are also of Road corridor. concerned that there is B-Double vehicle access to the Sydney area from the north and south but not from the west.They are Develop a concept design for the best of of the view that this represents inequitable access to regional the four-lane options, to meet B-Double markets and a major constraint to growth. standards. B-Double (greater than 19m long) approved routes Dubbo Denman Newcastle Parkes Orange Bathurst Lithgow Sydney Cowra N West Wyalong 02550 Kilometres Wollongong Young LEGEND Cootamundra B-Double Route Goulburn Yass Bells Line of Road corridor study Summary 3 Strategic context Bells Line of Road has been investigated as a freight route across the Blue Mountains since the earliest days of European settlement.With the competing local and through-traffic demands along the Great Western Highway some stakeholders in NSW’s Central West have been promoting an upgraded Bells Line of Road as a strategic regional development link between that region and the Sydney metropolitan area. St Davids Anglican church on Bells Line of Road at Kurrajong Heights. EXISTING ROLE Bells Line of Road provides a secondary crossing of the Blue Mountains supporting the Great Western Highway.This role is clear when looking at the comparison of the daily traffic volumes in the diagram opposite on p5. In addition to its supplementary role Bells Line of Road also provides: Access to properties along the route. Local access for Bilpin and Kurrajong areas. HISTORY OF THE ROUTE Recreation and tourism access. Firebreak and emergency access. Bells Line of Road is rich in history reaching back to the early days of British settlement of the then young colony of New EXISTING CONDITION South Wales. At that time, the Blue Mountains constituted a Adjacent land uses visible and real boundary to the pioneers who were confined The major land uses in the vicinity of Bells Line of Road to the relatively narrow coastal plain. are conservation and recreation, and rural production. A route to the south of the Grose River, clinging to the ridges, In terms of land use, the study area can essentially be divided was finally established with the aid of Aboriginal people in into four sections: 1813.The current alignment of the Great Western Highway The eastern section, east of the Blue Mountains essentially follows this route.A separate route to the north of escarpment at Kurrajong Heights, which includes the the Grose River did not reach the Bathurst Plains until 1823 Cumberland Plain, was a mix of urban and village areas, when Archibald Bell (Junior) established its viability in a series urban fringe areas and rural production, and scattered, of three journeys in that year. generally isolated conservation areas. Despite some initial enthusiasm for Bell's more direct route, The mid-eastern section, from Kurrajong Heights to the Great Western Highway remained the dominant route. Mt Tomah,which includes generally rural uses following As a result very little public money was expended on the ridgeline adjacent to the road. improving the dangerous pinches on the Bells Line of Road, The mid-western section, which includes predominantly which remained primarily a stock route until well into the conservation related land uses within National Parks, twentieth century. World Heritage Areas and Wilderness Areas between Mt Tomah and Newnes Junction. The western section, between Newnes Junction and Lithgow, which includes a mix of forestry and open grazing land, resource mining and the city of Lithgow. 4 Bells Line of Road corridor study Summary The listing of the Blue Mountains World Heritage Area, the Existing traffic volumes of Blue Mountains crossings identification of Bilpin as an ecological gateway and the high biodiversity value adjacent to much of the route limit the 8000 Bells Line Road range of land uses able to be pursued and also place Lithgow 3000 12,000 constraints on existing land uses. SECTION 1 Traffic flows 14,000 SECTION 2 Richmond As can be seen in the diagram on the right, traffic volumes SECTION 3 vary significantly along the route. Traffic flows increase 22,000 34,000 significantly at either end of the route with approximately 8,000 vehicles per day (vpd) in the west (influenced by Katoomba Glenbrook Lithgow) and approximately 12,000 vpd in the east (influenced by Richmond). This compares with about 3,000 vpd in the central area. features of the existing road have contributed to accidents Weekend traffic along Bells Line of Road is approximately 60% in a number of cases.The accident rate is higher on Bells higher than weekday traffic indicating its tourist value. Line of Road than the State average and higher than the Great Western Highway. Traffic volumes have remained similar since the mid 1970s for much of the route.The exception to this is the eastern section Over 120 serious injury accidents occur each year on where Sydney’s growth to the west and north-west has seen Bells Line of Road. Investigation of the accident data a steady increase in traffic using Bells Line of Road. indicated that: There were 564 accidents recorded between 1994-1998 Travel times and 545 between 1998-2002 indicating that the accident Travel over the Blue Mountains along the existing Bells Line of rate has remained fairly constant, but nevertheless Road is generally faster, from end to end (as seen in the table is too high. below), than the slightly longer journey via the Great Western Highway. In more remote areas along the route most accidents involved vehicles leaving the road.
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