Feasibility Study For West Belconnen Road Upgrade - FINAL

Feasibility Study for
West Belconnen Road

Upgrade
Drake Brockman Drive and Stockdill Drive Upgrade
Prepared for Riverview Projects (ACT) Pty Ltd

26-Aug-2016
Feasibility Study for West Belconnen Road Upgrade
Drake Brockman Drive and Stockdill Drive Upgrade
Client: Riverview Projects (ACT) Pty Limited
ABN: 33 165 870 539
Prepared by
AECOM Australia Pty Ltd
Level 2, 60 Marcus Clarke Street, Canberra ACT 2600, Australia
T +61 2 6201 3000 F +61 2 6201 3099 www.aecom.com
ABN 20 093 846 925
26-Aug-2016
Job No.: 60501930
AECOM in Australia and New Zealand is certified to the latest version of ISO9001, ISO14001, AS/NZS4801 and OHSAS18001.
Quality information
Feasibility Study for West Belconnen Road

Document name Upgrade Date 26-Aug-2016
60501930
p:\cbr\60501930\6. draft
docs\6.1 reports\feasibility
Prepared for Riverview Projects (ACT) Pty Limited Ref
study\feasibility study for west
belconnen road
upgrade_final.docx
Prepared by AECOM Design Team Reviewed by Neil Graham
Revision history
Revision Revision date Details Name/Position Signature
Ralf Sieberer
A 8-Aug-2016 Feasibility Study for Client Review Director - Civil
Infrastructure
Ralf Sieberer
Final 26-Aug-2016 Feasibility Study for Client Review Director - Civil
Infrastructure
This document has been prepared by AECOM Limited for the sole use of our client (the “Client”) and in
accordance with generally accepted consultancy principles, the budget for fees and the terms of reference agreed
between AECOM Limited and the Client. Any information provided by third parties and referred to herein has not
been checked or verified by AECOM Limited, unless otherwise expressly stated in the document. No third party
may rely upon this document without the prior and express written agreement of AECOM Limited.
Riverview Projects (ACT) Pty Ltd Feasibility Study for West Belconnen Road Upgrade
Table of Contents
Executive Summary
1.0 Introduction 1
1.1 Background 1
1.2 Scope of Work 2
1.3 Key Project Inputs 2
1.4 Issues to be Resolved 3
2.0 Site Characteristics 4
2.1 Context 4
2.2 Adjoining Properties and Access 6
2.3 Existing Topography 8
3.0 Active Travel 9
3.1 Pedestrian and Cyclist Facilities and Demand 9
3.1.1 Existing Facilities 9
3.1.2 Current Demand 10
3.1.3 Future Demand 11
3.1.4 Future Facilities 12
3.2 Equestrian Facilities 13
4.0 Public Transport 14
4.1 Existing 14
4.1.1 Services 14
4.1.2 Accessibility 15
4.2 Future 16
4.2.1 Services 16
4.2.2 Accessibility 16
4.2.3 Operations 17
5.0 Intersection Analysis 18
5.1 Introduction 18
5.2 Data and Key Assumptions 18
5.2.1 Data Sources 18
5.2.2 Key Assumptions 18
5.3 Roads and Traffic 18
5.3.1 Roads 18
5.3.2 Traffic 19
5.3.3 Road safety audit 19
5.4 Crash Analysis 21
5.4.1 General 21
5.4.2 Speed analysis 23
5.4.3 Crash analysis summary 24
5.5 Drake Brockman Drive Intersections 24
5.5.1 Network Development and Trip Distribution 24
5.5.2 Kingsford Smith Drive / William Hovell Drive / Drake Brockman Drive
Intersection 27
5.5.3 Drake Brockman Drive / Kinsella Street Intersection 29
5.5.4 Drake Brockman Drive / Cussen Street 31
5.5.5 Drake Brockman Drive / Macnaughton Street 32
5.5.6 Drake Brockman Drive / Trickett Street 34
5.5.7 Drake Brockman Drive/Spofforth Street 35
5.5.8 Stockdill Drive / Britten-Jones Drive 37
6.0 Road Design 39
6.1 Background 39
6.2 Design Certification 39
6.3 Design Standards 39
6.4 Design Criteria 40
6.5 Proposed Function of Road 40
6.6 Speed Environment 40
6.7 Road Geometry 41
6.7.1 Existing conditions 41
6.7.2 Stage 3 upgrade 42
6.8 Box Gum Woodland Impacts 48

6.9 New Road Boundaries 49
6.10 Pavements 49
6.10.1 Likely Geological Subsurface Conditions 49
6.10.2 Likely Pavement Conditions 49
6.11 Typical Cross Sections 49
6.12 Property Access 50
6.12.1 Urban Properties 50
6.12.2 Rural Properties 52
7.0 Earthworks 56
8.0 Existing Utility Services 57
8.1 Water Supply 57
8.2 Electricity and Street Lighting 58
8.2.1 Electricity 58
8.2.2 Street Lighting 58
8.3 Gas 59
8.4 Telecommunications 59
8.4.1 ICON Communications 59
8.4.2 iiNet (TransACT) 59
8.4.3 Optus 59
8.4.4 Telstra 59
9.0 Proposed Utility Services 60
9.1 Water Supply 60
9.3 Gas 61
9.4 Telecommunications 61
9.5 Stormwater 61
10.0 Utilities Relocation 62
10.1 Water Supply 62
10.1.1 Pine Ridge 62
10.1.2 Kamberra Vineyards (Block 1599) 62
10.1.3 Pegasus Riding for the Disabled 62
10.1.4 Molonglo Brigade 62
10.1.5 Icon Water Reservoir 62
10.1.6 Land’s End Properties (Block 1592) 63
10.2 Gas 63
10.3.2 Pegasus 63
10.3.3 Molonglo Brigade 63
10.3.4 Icon Water Reservoir and Block 1531 63
11.0 Noise Assessment 64
11.1 Introduction 64
11.2 Existing Noise Environment 64
11.2.1 Site location 64
11.2.2 Overview 65
11.2.3 Receivers 65
11.3 Existing Noise Measurements 66
11.3.1 Instrumentation 66
11.3.2 Unattended measurements 66
11.3.3 Attended noise monitoring 66
11.4 Operational Noise Criteria 67
11.5 Road Noise Assessment 68
11.5.1 Road Traffic Scenarios 68
11.5.2 Traffic volumes 68
11.5.3 Modelling 69
11.5.4 Noise modelling results 71
11.6 Mitigation Options 73
11.6.1 Road surface treatment 73
11.6.2 Architectural treatment 73
11.6.3 Higher property boundary fence 73
11.6.4 Median Noise Wall 73
11.7 Conclusion 73
12.0 Environmental Studies 74
12.1 Environmental Impact Assessment and Planning Approvals Context 74
12.1.1 Commonwealth planning approval 74
12.1.2 ACT planning approval 75
12.2 Environmental Impacts 76
12.2.1 Biodiversity 76
12.2.2 Heritage 78
12.2.3 Contamination 80
12.3 Recommendations 80
12.3.1 Biodiversity 80
12.3.2 Heritage 81
12.3.3 Contamination 81
12.3.4 Planning approvals program 82
13.0 Urban Design and Landscape 83
13.2 Existing Site Context 83
13.2.1 Existing Land Use and Landscape Character 84
13.2.2 Transport and Connectivity 84
13.3 Environmental Considerations 84
13.4 Urban Design and Landscape Proposal 85
13.4.1 Urban design and landscape tasks 85
13.4.2 Contextual analysis 85
13.4.3 Establish urban design objectives and principles 85
13.4.4 Landscape character and visual impact assessment 85
13.4.5 Concept design development (PSP) 86
14.0 Opinion of Probable Costs 87
15.0 Cost Benefit Analysis 88
15.2 Key Assumptions 88
15.3 Parameters / Inputs / Outputs 90
15.4 Results 90
15.5 Sensitivity testing 90
15.6 Conclusion 91
16.0 Staging 92
16.2 Stage 1 92
16.3 Stage 2 93
16.4 Stage 3 94
Appendix A
Stakeholder Consultation Notes A
Appendix B
Safety Audit of Existing Road B
Appendix C
Crashes C
Appendix D
SIDRA Results D
Appendix E
Road Design Criteria E
Appendix F
Acoustic Terminology F
Appendix G
Acoustics Logging Results G
Appendix H
Noise Contour Maps H
Appendix I
Predicted Noise Levels - Facade I
Appendix J
Feasibility Design Costs J
Appendix K
CBA Parameter Assumptions K
Executive Summary
Community Impacts
The objective of the Drake Brockman The expectations of the existing community need to
and Stockdill Drive Upgrade project be considered, especially residents whose homes
(the Project) is to provide design and front onto Drake Brockman Drive who will be directly
construction management services for impacted by the duplication. The key environmental
the Drake Brockman / Stockdill Drive considerations that will impact these residents
include accessibility, visual, noise, as well as a
road upgrade. potential loss of amenity.
Accessibility will require consideration and
The Project covers Drake Brockman / Stockdill
integration as part of the urban design, including
Drive east of the West Belconnen development,
access to residences fronting onto Drake Brockman
from the intersection of William Hovell Drive up to
Drive, connectivity to public transport, as well as
and including the section of Stockdill Drive
coordination and upgrading of pedestrian, cyclist
approximately 250 m west of Britten-Jones Drive.
and recreational paths.
The design of the Project integrates with the design
for West Belconnen Avenue being undertaken as To mitigate any impacts, the Project will include new
part of the Stage 1 EDP, as well as the approved on road cycle ways and off road shared paths,
design works for the Woodhaven Estate. pedestrian crossings, bus stops, landscape plan
and it will maintain the continuity of the Bicentennial
trail.
This report documents the outcome of
the Feasibility Study and background Road Safety Audit
investigations to support the Project. It To inform the design of the roadway an existing
has two volumes: conditions road safety audit was undertaken. The
highest safety risks that were identified in the audit
1. This document – an A4 report are:
describing the background
 Lack of adequate facilities for Pedestrians and
investigations and recommended cyclists (no pathway or on-road facilities, or
design. adequate lighting) or connections to William
Hovell Drive, Kingsford Smith Drive and
2. Design drawings – in A3 format. Hawker.
 Lack of pedestrian links at bus stops and local
The Feasibility Study covers the Stage 1, 2 and 3 suburbs exacerbated by wide roads, no
road works. The Stage 1 works is the works crossing facilities, and lack of lighting.
recommended to proceed to construction in 2017.
 Poor road alignment and sight distance at
Future stages of the work will be triggered by
intersection with Spofforth Street.
changes in the traffic load that may occur along the
corridor overtime.  Right turn and rear-end collisions at multiple
intersections with no provision for right turns,
turn volumes and speed.
 Poor protection of parked vehicles with wide
unmarked pavement between Spofforth Street
and Trickett Street, with no formal provision for
cyclists or turning vehicles.
 Vehicles entering from Pine Ridge, Pegasus,
and rural properties access and property
access.
 Driveway accesses between Trickett Street
and Macnaughton Street, especially in section
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with rock retaining walls (124 to 142 Drake Equestrian Facilities

Brockman Drive) (poor sight distance).
The Bicentennial National Trail (BNT) is located on
 The roundabout at Kingsford Smith Drive and the southern side of Stockdill Drive and Drake
William Hovell Drive (poor southern approach Brockman Drive. The proposed road upgrade will
alignment and small roundabout diameter). change the alignments and additional carriageways
The Project seeks to mitigate these issues through which will result in the relocation of the BNT further
new turn lanes and intersection improvements, south.
addition of service roads for local driveways, on The BNT will be relocated from the Stockdill Drive
road cycle ways and off road shared paths, and crossing point, sharing the new access to the Pine
pedestrian crossings Ridge Equestrian Centre before becoming a
Active Travel generally 10 m wide naturally formed trail through to
William Hovell Drive.
An existing pedestrian footpath runs along the full
length on the residential (north) side of Drake At the Drake Brockman Drive / William Hovell Drive
Brockman Drive, connecting to the broader intersection the proposal is to relocate the Trail
Belconnen Town Centre cycleway and pedestrian along the ICON Water reservoir access track, along
network. The southern side of the road contains an the east side of the reservoir and then via the water
equestrian trail connecting the open space and supply line easement to connect to the existing Trail
nature reserve activities. Reinforcing and enhancing at the William Hovell Drive underpass, as the
these connections will be a key component of the upgraded intersection works requires the utilisation
Project, as well as to ensure integration with of land currently used for the Trail.
surrounding and future cyclist, recreation and Public Transport
pedestrian links.
Drake Brockman Drive and Stockdill Drive are
Various options for the ultimate configuration of arterial roads that will be the primary traffic feeder
pedestrian and cyclist facilities were considered. for the future West Belconnen urban development.
The original concept involved a Copenhagen style Relatively poor levels of public transport
arrangement at the intersections to give right of way accessibility currently exist in the corridor. With the
to pedestrians and cyclists. This concept was proposed urban development of West Belconnen,
dismissed due to safety, geometric constraints and the demand for Drake Brockman Drive as a public
staging practicalities. The construction of a transport route will increase and accessibility
cycleway on the southern side of Drake Brockman improved.
Drive was also considered as an option; however
this concept was dismissed due to the low demand In the preliminary stages of the West Belconnen
on the southern side of Drake Brockman Drive. development interim local bus services will operate
between West Belconnen and the Kippax Group
The following pedestrian and cycling facilities are Centre. During this stage the existing local bus
proposed along the project road corridor: services on Drake Brockman Drive will continue to
 Stage 1 will include the addition of five operate. When the demand from the development of
pedestrian crossings and refuges. West Belconnen warrants the proposed rapid bus
services the existing bus stops on Drake Brockman
 2.0 m wide on-road cycle lanes on each
Drive will be removed and new indented bus stops
carriageway to be developed as part of Stage
will be introduced at Spofforth Street, Macnaughton
2 and 3
Street and Kinsella Street.
 2.5 m wide shared paths on both verges of the
corridor. The northern path will be constructed
initially with the Stage 2 and Stage 3 works
and the southern path when there is demand.
 Bus stops allocated on the downstream side of
the intersections with Spofforth Street,
Macnaughton Street and Kinsella Street with
road crossings to and from the bus stops at
these intersections via pedestrian / cycle signal
controlled crossings.
The existing narrow pedestrian paths along the
northern property boundaries between Spofforth
Street and Kingsford Smith Drive will be maintained.
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Speed Environment Road Design

The road environment for the length of Drake Staging
Brockman Drive and to a lesser extent on Stockdill
Drive, encourages travel speeds greater than the Currently, the design is broken into three packages,
signposted speeds due to the generous curvilinear Stage 1, 2, and 3. The trigger for the stages of work
alignment and the wide pavement. The current sign is dependent upon when certain traffic volumes are
posted speed limit on Drake Brockman Drive achieved. This increase in traffic volumes can be
changes at Cussen Street where an 80 km/h speed attributed to a variety of sources such as the
limit exists east of Cussen Street and a 60 km/h Riverview Development, Woodhaven Estate, or
speed limit to the west. other proposed developments that occur along the
The proposed Stage 1 design for the upgrade of corridor.
Drake Brockman Drive / Stockdill Drive involves Therefore, changes in traffic volumes should be
minor civil works including the introduction of new reassessed over time as new developments may
line marking. To aid in the process of introducing the occur along the corridor.
new line marking scheme and reduced speed
environments predicted for the Stage 2 and 3, it is Stage 3
proposed to reduce the 80 km/h speed environment Stage 3 of the upgrade works was determined
east of Cussen Street to 70 km/h and retain a 60 initially to inform the designs for the Stage 1 and 2
km/h speed limit west of Cussen Street. works. The Stage 3 upgrade will involve a dual
It is planned to extend the 70 km/hr speed carriageway divided road with a service road
environment to Spofforth Street in the Stage 2 and 3 between Spofforth Street and Macnaughton Street.
designs. Stage 2 will involve the development of a The alignment of the duplicated road (the
service road for residents on Drake Brockman Drive westbound carriageway) will generally follow the
from Spofforth Street to Macnaughton Street curvature of the existing carriageway with the
allowing for a slightly increased speed in that following exceptions:
section.
 The existing 240 m radius curve on Stockdill
Drive will be increased to 420 m to make it
more constant with the radii of other curves
encountered along the road. This shift of the
new carriageway alignment will allow the gas
mains and watermains required to service the
West Belconnen Estate to be located on the
northern side of the existing carriageway,
where they are not affected by future
earthworks.
Table 1 Triggers for Future Road Upgrades
Work Triggers Comment
Stage 1: Safety Audit, community complaints, new Will cater for future traffic growth, increased
Safety development, construction works. traffic access and reduce crash risks.
improvements
Stage 2: Safe access/egress to local properties. Will greatly improve access to local
Service road Desirable for volumes exceeding 500 veh/h properties to alleviate increased traffic and
adjacent to driveways. longer delays accessing Drake Brockman
Drive.
Highly desirable for traffic volumes
exceeding 900 veh/h. Will improve intersection performance
A number of other 2-way 2-lane roads with

driveway access in ACT currently carry
higher traffic volumes than 900 veh/h.
Stage 3: Traffic congestion, dependent on Intersections are the main constraint and
Duplication intersection delays. resolution of intersection issues can delay
the need for duplication, well beyond 15,000
Typically becomes an issue for traffic veh/day. The intersection at William Hovell is
volumes exceeding 15,000 veh/day. the main constraint and this has ample
capacity to carry higher volumes of traffic.
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 The short arc radius 150 m curve at the There will be 7.5 m wide verges flanking both
western approach to Spofforth Street is to be carriageways, new and existing. These verges will
replaced by a radius 450 m curve extending grade towards the bio-retention swale to be located
through the intersection to transition the at the outside edge of the proposed 2.5 wide shared
duplicated roadway from the existing path. The verge will contain:
carriageway, to allow it to be converted to a
 Bus stops at Spofforth, Macnaughton and
service road.
Kinsella Street intersections, located on the
 East of Macnaughton Street a 500 m radius exit side of the intersections.
curve has been introduced to transition the
 Street lighting columns set-back 1.0 m from
realigned eastbound carriageway back to the
the edge of the on-road cycle lane (3.0 m from
existing eastbound pavement.
the edge of the traffic lane).
The vertical alignment between the access to the
 2.5 m wide shared path with 1.0 m clearance
West Belconnen Estate and a point about midway
to light columns.
between Macnaughton Street and Cussen Street
has been modified to resolve ASD deficiencies at  Relocated / new utilities which may include a
intersections with Spofforth Street, Trickett Street 600 mm diameter water supply mains, and a
and Macnaughton Street. Apart from providing ASD shared trench containing gas mains (size to be
criteria the new geometry has considered the need determined) low and high voltage electrical
to: cables and communications cables.
 Tie into the levels at existing intersections.  4.4 m wide bio-retention swale with associated
stormwater drainage pipes and sumps at
 Minimise construction of an elevated formation
outlets. This swale will be provided in both cut
so as not to provide a barrier to the views from
and fill conditions to ensure the optimum
the residences located between Spofforth
outcome are provided to meet the new WSUD
Street and Macnaughton Street, a desire
guidelines.
expressed by those residents.
Stage 1 upgrade
The cross section for the duplicated road will have
the following configuration: Stage 1 is proposed to the upgrade of line-marking
to improve conditions for right-turning traffic into
 2.0 m wide on-road cycle lane;
existing intersections and residential driveways.
 4.0 m wide kerbside traffic lane catering for Five pedestrian refuges will be provided along the
bus traffic; corridor.
 3.5 m wide median side traffic lane; and Stage 2 upgrade
 0.5 m wide median structural shoulder. This stage will see the implementation of the works
between the West Belconnen Estate access and
No kerbing is proposed on the median side of the
Macnaughton Street as described previously in the
carriageway so that pavement runoff can be
Stage 3 works. Beyond Macnaughton Street and the
directed to a bio-retention swale located in the
transition to the existing carriageway, the Stage 1
depressed median to assist in meeting the ACT
work as described previously will be retained up to
WSUD requirements. For similar reasons no kerbing
the Kingsford Smith Drive / William Hovell Drive
is proposed on the interface of the verge and on-
intersection, apart from some minor improvements
road cycle lane to allow stormwater runoff from the
to the operational arrangements of the roundabout
road pavement to flow to a bio-retention swale
and potential signalisation of the Kinsella Street
located on the southern of the off-road shared path
intersection.
There will be provision a 5.5 m wide one-way
eastbound service road between Spofforth Street Intersections
and Macnaughton Street utilising the existing
carriageway pavement and removal of redundant SIDRA modelling was undertaken for 7 intersections
pavement. The service road will be ingressed off the in the road corridor, based on 2016, 2021, 2031 and
intersections of Spofforth Street and Trickett Street 2041 traffic forecasts from the CSTM and
whilst egress will be provided at Trickett Street and Commuter models, using the latest CSTM mode
Macnaughton Street. Raised thresholds 3.2 m wide use assumptions.
will be provided at each ingress / egress point to Intersection Analysis and Traffic Forecasting was
encourage slow speeds but also limit the potential used to determine the future configurations and the
for rat-running to bypass traffic signals on Drake triggers for signalisation and duplication.
Brockman Drive.
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Earthworks Services
Preliminary indications are that the earthworks to A Dial Before You Dig (DBYD) enquiry showed
form the road will be relatively substantial given the evidence of the following utilities (aside from
need to: stormwater) located within the project limits:
ActewAGL Electricity Network, Icon Water Network,
 Construct the new westbound carriageway at a
Department of Finance (ICON Communications),
similar level to the existing carriageway as the
Optus assets, Telstra NSW telecommunication
relatively narrow median (6.5 m wide) does not
cables, and Transact Communications
allow any grade change between what will
infrastructure. A detailed survey of the project site
become the eastbound carriageway and the
has been completed and confirmed the location of
proposed westbound carriageway;
these services. Potholing is proposed to be
 Maintain levels at existing intersections to completed to provide more information for the next
avoid level and grade changes when phase of design.
connecting the new westbound carriageway; Water supply
and The existing water main in the southern verge of the
 Construct the new westbound carriageway as existing road will require an upgrade and relocation.
low as possible to assist in noise amelioration It is proposed to upgrade the existing water main
at the existing residential properties located into a 600 mm diameter water main in the northern
between Spofforth Street and Macnaughton verge of Stockdill Drive and Drake Brockman Drive.
Street as well as maintaining the present The proposed water main is to be adjacent to and
viewshed. on the southern side of the existing stormwater main
2
with varying offsets of approximately 8 – 10 m from
The Ultimate works will require 120,000 m of cut the northern edge of the proposed on-road cycle
2
and 45,000 m of fill, resulting in 75,000 m2 of cut to lane. The timing and design of the main is
be disposed elsewhere. dependent upon other factors and is not part of this
project.
Property Access
Electricity, telecommunications and street
Urban properties lighting
There are 24 urban properties between Due to the Boxgum Woodland areas through the
Macnaughton Street and Spofforth Street which whole extent of the road project overhead HV lines
gain access from the north of Drake Brockman are recommended to be replaced by underground
Drive. HV lines. It is proposed to have a shared trench
containing 4 conduits (2 x HV and 2 x spare),
The Stage 1 design will add a painted median
streetlight conduit, and a telecommunications pit. It
between Spofforth Street and Macnaughton Street
will be located underneath the future cycle path on
to improve the safety of ingressing vehicles
the southern verge of the road project.
travelling westbound into the existing residential
driveways. A painted parking lane will be provided Gas
eastbound to assist safe ingress / egress to The existing 100 mm gas main in the southern
driveways. verge of Stockdill Drive is proposed to be relocated
on the northern verge of Stockdill Drive, behind the
The proposed Stage 2 works between Spofforth
retaining wall of the proposed pedestrian / cycle
Street and Macnaughton Street will provide one-way
path. The gas main is proposed to be located 2 m
(easterly direction) service road. The service road
behind the retaining wall.
will provide good safety and operational conditions
for the residents to access their driveways. Stormwater
The existing stormwater system on Stockdill Drive
Rural properties
consists of a minor culvert at Ch. 450 that
Significant safety improvements are proposed for
discharges towards the Pine Ridge Equestrian
accesses to Pine Ridge, Pegasus, the Molonglo Fire Centre
Brigade and Land’s End properties. Accesses to all
rural blocks will require work to be carried out within Between Spofforth Street and Kingsford Smith Drive
the leases to accommodate grading requirements the existing stormwater system consists of sumps
due to the new westbound carriageway being along the northern and southern kerb lines
primarily in cutting. connected by small diameter pipes discharging to
the north through residential blocks.
Given the issues of small diameter pipes and
discharges through existing residential blocks with
in most cases no overland paths for gap flows the
proposed new drainage system not connect to the
existing system and will drain to the south. The
proposed stormwater management, combined with
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WSUD measures is as follows for the Stage 3 of the determined because mapping of this NC Act listed
work with some of system implemented in Stage 2. area has not been provided. It is recommended that
the need for further survey should be confirmed by
It is proposed that this pipe system have collection
when the Project impact footprint has been finalised.
sumps with upstream bio-filtration at regular
This information should also be documented to
intervals along the swale drain. Also the swale drain
support the application for a section 211 EIS
will assist in meeting WSUD requirements for the
exemption and satisfy the requirements under the
project as no kerbing is proposed on the road,
PD Act with respect to consideration of the NC Act.
except at intersections.
A tree survey is also recommended to be
The depressed median will have sumps similar to
undertaken when the Project impact footprint has
the swale and connect to the swale longitudinal
been finalised. This will inform the Conservator of
collector pipe system. The median will also
Flora and Fauna’s evaluation of a development
contribute to meeting WSUD requirements as the
application for any works involving tree removal,
road edges are not kerbed, except at intersections,
with consideration of the Tree Protection Act 2005.
as noted in this report and the new westbound
carriageway is crowned to shed runoff towards the Heritage
depressed median and southern swale. Initial consultation with ACT Heritage identified the
requirement for a Cultural Heritage Assessment
Traffic Noise (CHA) to be undertaken as the land adjacent to
Drake Brockman Drive / Stockdill Drive has potential
General findings are: to contain Aboriginal places and objects, and areas
 29 receivers are predicted to exceed façade of low disturbance within the existing road corridors
noise criteria by up to 4 dB at full development may also have potential for Aboriginal places to
of West Belconnen, with the proposed occur.
geometric design and DGA pavement. A CHA would determine the potential impact of the
 17 receivers (homes) are predicted to exceed Project on heritage places and objects, recommend
façade noise criteria by up to 2 dB at full appropriate management strategies and enable the
development of West Belconnen, with the preparation of a Statement of Heritage Effect (SHE).
proposed geometric design and SMA The CHA and SHE would inform the ACT Heritage
pavement. Council’s evaluation of a section 211 EIS exemption
with regard to the Project. The CHA and SHE
 The private open spaces along Drake should be submitted as soon as possible, prior to
Brockman Drive generally comply with the the section 211 EIS application.
private open space criteria.
Contamination
In consideration of access requirements, visual It is likely that an assessment of contamination
amenity, cost and benefit, Stone Mastic Asphalt would be required for the section 211 EIS
(SMA) road surface treatment is recommended. It exemption application which covers the Project
should be noted that a 2 dB exceedance of criteria impact footprint. It is recommended a PSI is
is considered ‘minor’, where a 2 dB change in noise completed to avoid potential delays.
levels is considered barely perceptible to the
Planning approvals program
average person.
The Project involves a number of planning
The extent of the exceedance, if any, will need to be approvals and consideration of their timing is critical.
monitored in future. Changes in vehicle technology
Riverview intend to seek a section 211 EIS
and mode use may mean that no mitigation will be
exemption under the ACT PD Act which covers the
necessary, beyond the SMA road surface treatment
whole of the West Belconnen development including
the Drake Brockman Drive / Stockdill Drive upgrade.
Environment
A section 211 EIS exemption will enable a
Biodiversity development application for the Project to be lodged
The West Belconnen Strategic Assessment (SA), without an EIS. The section 211 EIS exemption
prepared by AT Adams Consulting (2016) detailed would need to be granted prior to lodging any
the key environmental considerations that would be development application for the Project, regardless
impacted by the development. The primary outcome of the nature of works the development application
from the SA affecting the Project is that the removal is seeking approval for.
of EPBC Act listed box-gum woodland along the
road corridor cannot exceed 3.8 Ha.
In terms of biodiversity values protected under the
NC Act, there is one area of box gum woodland
identified within the road reserve corridor which
meets the criteria for the listing under the NC Act.
The quantum of impacts to this area has not been
26-Aug-2016
Prepared for – Riverview Projects (ACT) Pty Limited – ABN: 33 165 870 539 iv
In summary, the following items need to be  Stage 3: Duplication of whole extent of Drake
completed prior to the submission of the section 211 Brockman Drive/Stockdill Drive. Upgrades to
EIS exemption. Cussen Street, Kinsella Street and Kingsford
Smith Drive/William Hovell Drive intersection.
 SA endorsement by the Commonwealth
Signalisation of Spofforth, Trickett and Kinsella
Minister for the Environment; anticipated to
intersections. Assuming that works will
occur around January 2017.
commence in 2031, the probable construction
 CHA and SHE (can be submitted for cost is $53M (excluding GST).
endorsement with the section 211 EIS
Cost Benefit Analysis
exemption application) SHE; could take
between three and eight months to prepare,
An economic evaluation was conducted on the
depending on whether the need for further
following three design options against the base case
investigation is identified in the first phases of
do-nothing scenario:
assessment.
 Stage 1: Minor line marking works to introduce
 An assessment of contamination (a PSI is the
turn pockets and reduce lane widths.
first stage for this); would take approximately 1
Introduction of pedestrian refuge islands.
to 2 months to prepare, but may take longer if
(Optional reduction to 70km/h on Drake
a PSI identifies the requirement for further
Brockman Drive east of Macnaughton Street)
investigations.
 Stage 2: A new 2-way road with one lane in
The PD Act does not stipulate any statutory
each direction and service road between
timeframes for the assessment of a section 211 EIS
Spofforth Street and Macnaughton Street,
exemption application. However it is estimated the
including reconstruction of intersections along
process could take 3 to 4 months from preparation
this section of road and traffic signals at the
of the application to an exemption being granted.
Macnaughton Street intersection
Box Gum Woodland Impacts  Stage 3: Duplication of the full extent of Drake
Brockman Drive and Stockdill Drive including
The maximum area of box gum woodland located new traffic signals at Spofforth Street, Trickett
on the southern side of the Stockdill Drive / Drake Street and Kinsella Street. This includes Stage
Brockman Drive road corridor that can be impacted 2 works above.
by the West Belconnen Road Upgrade Works is 3.8
hectares. Initial calculations indicated that the area
of disturbance would be approximately 4.5 hectares. The results of the appraisal are summarised as
As a consequence a retaining wall has been follows:
introduced along sections of the westbound
carriageway verge to limit the impact of disturbance Option NPV ($‘000) NPVI BCR
caused by earthworks on the box gum woodland.
Stage 1 -$4,693 -15.22 -6.14
The length of this wall is approximately 1,800 m.
Stage 2 -$26,031 -0.99 0.03
Opinion of Probable Costs
Stage 3 $172,136 4.13 5.05
A preliminary assessment of probable costs has
been calculated based on the three stages of
development as follows (a 15% preliminary, 40%
contingency and an escalation rate of 1% per year The cost benefit appraisal comparing
are applied in the assessment): the net benefit of Option 2B, Option 3A
 Stage 1: Minor civil works including line and Option 3B against the do-nothing
marking and minor widening works to improve scenario found that Option 3B has a
access to Pegasus. Assuming that the works higher NPV and BCR and will provide
will commence in 2017, the probable
the most benefits relative to costs.
construction cost is $370,000 (excluding GST).
 Stage 2: Upgrade of Spofforth, Trickett and
Macnaughton Street intersections to the
ultimate arrangement with the signalisation of
Macnaughton intersection and service road.
Modification of Drake Brockman Drive/
Stockdill Drive west of Cussen Street.
Assuming that works will commence in 2021,
the probable construction cost is $28M
(excluding GST).
26-Aug-2016
Prepared for – Riverview Projects (ACT) Pty Limited – ABN: 33 165 870 539 v
Key Issues to be resolved
The Preliminary Sketch Plan (PSP) stage will follow.

Key issues to be resolved in the PSP are:
1. A Cultural Heritage Assessment of land to be
impacted by the road project.
2. Final Service locations
3. Refinement of extent of Stage 1 works
4. The provision of cycle facilities in the Stage 1
works.
5. Future provision and timing for off-road
pedestrian and cycle facilities on the southern
side of the road corridor.
6. Preparation of Traffic Control Device (TCD)
Drawings, street-lighting design, pavement
design, road safety design audit and Safety in
Design report.
26-Aug-2016
Prepared for – Riverview Projects (ACT) Pty Limited – ABN: 33 165 870 539 vi
1.0 Introduction
1.1 Background The project covers Drake Brockman / Stockdill Drive

east of the West Belconnen development, from the
Riverview Projects (ACT) has identified the upgrade intersection of William Hovell Drive up to and
of Drake Brockman Drive and Stockdill Drive (the including the section of Stockdill Drive
Project) as a high priority project to improve access approximately 250m west of Britten-Jones Drive.
to the future West Belconnen development. The design of the project integrates with the design
Riverview Projects (ACT) Pty Limited (Riverview) is for West Belconnen Avenue being undertaken as
the project manager for the planning of West part of the Stage 1 EDP, as well as approved design
Belconnen Estate, acting on behalf of a joint venture works for the Woodhaven Estate.
between the Australian Capital Territory represented
This project is being delivered in three phases:
by the Land Development Agency and Riverview
Developments (ACT) Pty Limited. Phase 1: Feasibility Study
 Investigations to support the Feasibility Study;
The objective of the project is to and
provide design and construction  Preliminary Sketch Plans (PSP).
management services for the Drake Phase 2: Stage 1 Upgrade:
Brockman / Stockdill Drive road  Value Management Workshop;
upgrade as part of the initial stage of  Public Consultation;
the West Belconnen development.  Development Application;
 Document Readiness; and
 Tender Documentation and Services.
Phase 3: Construction of Stage 1 works:
 Superintendence of construction works; and
 Site Surveillance
Figure 1 Project site
26-Aug-2016
Prepared for – Riverview Projects (ACT) Pty Limited – ABN: 33 165 870 539 1
This report documents the outcome of the Drake Brockman Drive / Stockdill Drive
Feasibility Study and background investigations to Upgrade).
support the first part of Phase 1. It is to be followed  Determine the road cross section
by a more detailed PSP design. This report has two requirements, including the location of
volumes: services, parking, landscaping and total width
1. This document – an A4 report describing the of road reservation required.
background investigations and recommended  Confirm connection details of Drake Brockman
design. Drive to William Hovell Drive and Stockdill
Drive to West Belconnen Estate Entry Road.
2. Design drawings – in A3 format.
 Determine location and size of all drainage
The Feasibility Study covers the Stage 1, 2 and 3 work required for the upgrade of Drake
road works. The Stage 1 works is recommended to Brockman Drive / Stockdill Drive.
proceed to construction in 2017. The Stage 1 work
 Advise on construction staging as well as
needs to minimise subsequent abortive work and
recommend options to minimise abortive
has to be integrated with the Stage 1 EDP design.
works.
Future stages of the work will be triggered by
changes in the traffic load that may occur along the  Prepare a P50 and P90 cost estimate in
corridor overtime. accordance with Department of Infrastructure
and Planning “Best Practice Cost Estimation
Standard for Publically Funded Road and Rail
Two options have been developed; Construction” updated May 2011.
one without a service road between  Prepare and submit a Feasibility Study Report
Spofforth Street and Macnaughton including the economic viability of options.
Street and another with the service
road. This report also documents a noise
assessment, environmental studies
1.2 Scope of Work and heritage studies undertaken as
part of the Feasibility Study, public
The Brief describes the scope of works for the transport and active transport
Feasibility Study as follows:
requirements. A topographical survey,
 Obtain and review relevant background studies traffic survey and a safety audit of the
and data relevant to the study area.
existing road has also been
 Confirm design requirements with TAMS. undertaken as part of the design.
 Review AECOM’s report entitled “West
Belconnen Technical Traffic Report, dated
Geotechnical surveys and services locations are
February 2015” and drawings and provide
planned to occur during the PSP Study, once the
comments on any findings.
extent of Stage 1 works is agreed:
 Review Territory Plan DV 351 National Capital
Plan DA 85 Report on matters raised during 1.3 Key Project Inputs
consultation period May – June 2015.
Key inputs to this project are:
 Undertake constraint mapping to identify
impact on existing and proposed services.  The current design of West Belconnen Avenue
 Determine the extent / footprint of the Ultimate for the Stage 1 EDP.
and Stage 1 road upgrade.  The need to make provision in the design for a
 Identify impact on existing land owners (i.e. future 100 mm gas pipeline and 375 mm water
area of land take) and residents. pipeline from Spofforth Street to the West
 Determine the horizontal and vertical Belconnen Estate, and a 600 mm water
alignment for the Drake Brockman Drive / pipeline from Macnaughton Street to the West
Stockdill Drive Ultimate and Stage 1 Upgrade. Belconnen Estate.
 Determine the location, type and concept  The approved intersection access design to
details of each intersection along Drake the Woodhaven Estate and associated shared
Brockman Drive / Stockdill Drive that needs to path linking to Spofforth Street on the north
be upgraded (both Ultimate and Stage 1) for side of Stockdill Drive.
the proposed West Belconnen development.
 A previous design and traffic analyses by
 Identify the vertical and horizontal alignment AECOM in a report entitled “West Belconnen
requirements associated with each Technical Traffic Report”, dated February
intersection, including the alignment 2015. This included road design criteria for the
requirements of the intersecting side roads Stage 1 and Ultimate designs.
(sufficient to confirm the alignment of the
26-Aug-2016
 A Strategic Assessment of the West 1.4 Issues to be Resolved

Belconnen development under Part 10 of the
Environment Protection Biodiversity Key issues to be resolved in the PSP are:
Conservation Act 1999, including the road
1. A Cultural Heritage Assessment of land to be
corridor for this project.
impacted by the road project.
 A topographical survey, traffic survey and a
2. Final Service locations
safety audit of the existing road undertaken as
part of this project to inform the design. 3. Refinement of extent of Stage 1 works
 Relevant design standards and guidelines from 4. The provision of cycle facilities in the Stage 1
ACT Government, Austroads and Australian works.
Standards.
5. Future provision and timing for off-road
pedestrian and cycle facilities on the southern
side of the road corridor.
6. Preparation of Traffic Control Device (TCD)
Drawings, street-lighting design, pavement
design, road safety design audit and Safety in
Design report.
26-Aug-2016
2.0 Site Characteristics
2.1 Context
The context of the project site can be viewed in a The road hierarchy is illustrated in
metropolitan or local context. The metropolitan Figure 2. This shows Stockdill Drive and Drake
context is how the road project fits into the overall Brockman Drive as arterial roads.
land-use and transport plan for Canberra. This can
be illustrated in a number of ways, including the
road hierarchy or the public transport network; either
existing or planned.
Figure 2 Road hierarchy
NSW
ACT
PA
RK
WO
OD
R
OA
D
FUTURE WEST
BELCONNEN
DEVELOPMENT
IVE
DR
ILL
C KD
STO
Source: TAMS 2013
26-Aug-2016
The local context is how the road project serves the

nearby local community. This can be illustrated in a
number of ways, including adjoining land-uses,
provision for active modes of travel and safe
access to the transport network. This is illustrated
in Figure 3. More details follow in Section 2.2 and
Chapters 3 and 4.
Figure 3 Local context
FUTURE
CENTRE
TOWN
CENTRE
TOWN
CENTRE,
CITY
CITY, MOLONGLO,
SOUTH CANBERRA
26-Aug-2016
2.2 Adjoining Properties

and Access
The adjoining properties and access points used in
Table 2 the project road corridor are listed in Table
1 and their locations shown in Figure 4.
Table 2 Leaseholder access points to the Road corridor
Access
Reference District/Block Description
Point
1 Belconnen/Block 1469 ActewAGL Effluent Infrastructure
2 Belconnen/Block 1600 Pine Ridge and Kamberra Vineyard
3 Belconnen/Block 1599 Kambera Vineyards
4 Belconnen/Block 1339 Pegasus Riding for the Disabled
5 Belconnen/1382 Private leaseholder
6 Belconnen/Block 1564 Molonglo Brigade, ACT Rural Fire Service
7 Belconnen/Block 1592, 1591, 1565, 1361, Icon Water Reservoir, Land’s End (LDA), Molonglo
1372, 1382 River
8 Parts of Holt Sections 24, 33 and 34 Residential dwellings to north of road corridor,
between Spofforth Street and Macnaughton Street
Figure 4 Map of adjoining properties and access points to the Road corridor
26-Aug-2016
Stakeholder consultation was held during May and

June 2016 with various rural leaseholders. The
purpose of the stakeholder consultation was to
receive feedback regarding current and potential
issues with property access points to the project
road corridor. In this consultation, a number of
issues regarding safety and ease of access were
raised. Key outcomes from this consultation are
tabulated in Table 3. The stakeholder consultation
notes can be found in Appendix A.
Table 3 Access issues raised in stakeholder consultation
Access
Reference Description Issues
Point
1 ActewAGL Effluent Nil
Infrastructure
2 Pine Ridge and Kamberra  A number of near misses have occurred at the Pine Ridge
Vineyards driveway entrance.
 Steep grade at the driveway entrance causes issues for
drivers merging into traffic.
 Poor sight distance, particularly to the west.
3 Kamberra Vineyards Nil
4 Pegasus Riding for the  No formal driveway to Pegasus resulting in issues for drivers
Disabled slowing down to enter the area.
 Current signage at entrance is poorly marked and Pegasus is
currently looking at applying for a new sign via TCCS.
 Poor sight distance when approaching the site.
 Narrow drive requires vehicles to ‘hug’ the centre line when
pulling in. There have been a few occurrences where
vehicles have tried to pass on the left causing near misses.
5 Private leaseholder Nil
6 Molonglo Fire Brigade To be consulted
7 Land’s End (LDA) / BNT  Currently steep grade trail at William Hovell raised by the
BNT.
 Farm closure could mean that the trail could be pinched off.
Full connection to William Hovell Drive is desired.
 Construction conflict with riders using the trail should be
considered.
8 Drake Brockman Drive  Road safety, especially driveway access and pedestrian
residents crossability
 View to Molonglo Valley and Brindabella mountains and
concerns regarding potential noise walls
 Refer Appendix A for further details
26-Aug-2016
2.3 Existing Topography

A contour map of the road corridor is given in Figure 5.
Drake Brockman Drive is situated on a ridge with
various high points located north and south of the road.
The terrain along the road consists of steep slopes
along the rural properties south of the road and milder
slopes in the residential area north of the road. The
rural properties south of the road have grassed terrain
grading south towards the Molonglo River. The Golf
Course and neighbouring residential blocks on Britten-
Jones Drive are located at the crest of a hill with
relatively steep downhill grades towards Stockdill
Drive.
Figure 5 Existing Topography of West Belconnen Road
DRA
E
KE B
RIV
ROC
KMA
D
N
LL
DRIV
DI
E
CK
O
ST
DRIV VELL
HO
E
IAM
WILL
Source: ACTMapi (2016)
26-Aug-2016
3.0 Active Travel
3.1 Pedestrian and Cyclist

Facilities and Demand
3.1.1 Existing Facilities
The map in Figure 6 indicates existing pedestrian
and cyclist facilities in the vicinity of the road project.
Key deficiencies with these facilities have been
identified in the road safety audit (Appendix B).
Figure 6 Existing Pedestrian and Cyclist Access Plan
26-Aug-2016
3.1.2 Current Demand

The current demand for pedestrian and cyclist
facilities was determined via data collected as part
of traffic surveys undertaken in May 2016. A
summary of the results of the surveys is shown in
Figure 7. Daily pedestrian volumes vary along the
length of Drake Brockman Drive, although higher at
the key intersections. The volume of both
pedestrians and cyclists at the eastern end of Drake
Brockman Drive was observed to be zero, this is
likely to be due to the low level of desirable cyclist /
pedestrian connections near here.
Figure 7 Pedestrian and Cyclist Survey Results (May 2016)
26-Aug-2016
3.1.3 Future Demand

The future demand of pedestrians and cyclists on Drake The details of the proposed future staging are as
Brockman Drive has been analysed in terms of
the current and future desires and demands on follows:
the road and the surrounding network. Future
pedestrian and cycle desire lines are shown in  2021: Minor path connections at western end
of Drake Brockman Drive, connecting
Spofforth Street to Britten-Jones Drive in the
northern verge of Drake Brockman Drive and
Figure 8. Various options for the ultimate the addition of pedestrian refuge at local
configuration of pedestrian and cyclist facilities were crossings and bus stops.
considered. The original concept involved a  2031: Intersection improvements for the length
Copenhagen style arrangement at the intersections of Drake Brockman Drive including
to give right of way to pedestrians and cyclists. This improvements to pedestrian crossing facilities.
concept was dismissed due to safety, geometric Signalisation of Macnaughton Street and
constraints and staging practicalities. The Kinsella Street intersections including
construction of a cycleway on the southern side of signalised pedestrian crossings, improvements
Drake Brockman Drive was also considered as a to the intersection of William Hovell Drive and
development option; however this concept was Drake Brockman Drive and shared path in the
dismissed due to the lower demand on the southern northern verge of Drake Brockman Drive.
side of Drake Brockman Drive, potential future
development to the south of Drake Brockman Drive  2041: Signalisation of Spofforth Street and
could increase the demand of cyclists in this Trickett Street intersections including
location. signalised pedestrian crossings.
Figure 8 Future Pedestrian and Cyclist Demand
26-Aug-2016
3.1.4 Future Facilities

The strategy plan for future pedestrian and cyclist The existing narrow pedestrian paths along the
facilities for the road corridor are shown in Figure 9. northern property boundaries between Spofforth
It includes a potential future link to the south from Street and Kingsford Smith Drive will be maintained.
Macnaughton Street.
At the upgraded roundabout at the intersection of
For Stage3 the following pedestrian and cycling Drake Brockman Drive, Kingsford Smith Drive and
facilities are proposed along the project road William Hovell Drive uncontrolled crossings are to
corridor: be provided on the northern and western
roundabout legs to provide north-south and east-
 2.0 m wide on-road cycle lanes on each
west linkages. This will improve the facilities at the
carriageway in Stage 2 and the Ultimate
intersection, but further improvements will be
Stage.
needed to enhance links along William Hovell Drive,
 2.5 m wide shared paths on both verges of the Kingsford Smith Drive and into Hawker to the east
corridor. The northern side path will be of the intersection.
constructed initially with the Stage 2 and 3
At the access into the West Belconnen Estate there
works and the southern side path when there
is a need to determine the form of the transition
is a demand.
from the Copenhagen style bicycle and pedestrian
 Bus stops allocated on the downstream side of paths to the proposed shared paths and on-road
the intersections with Spofforth Street, cycle lanes forming the active functions along
Macnaughton Street and Kinsella Street with Stockdill Drive and Drake Brockman Drive. The
road crossings to and from the bus stops at ideal location of this transition would be to the west
these intersections via pedestrian / cycle signal of Spofforth Street at the first signalised intersection
controlled crossings. of the new West Belconnen development. In this
location the neighbourhood development transitions
from an urban to a rural environment and making
this the preferred location to transition the cyclist
path types.
Figure 9 Future Pedestrian and Cyclist Facilities
26-Aug-2016
3.2 Equestrian Facilities Along William Hovell Drive south of Drake

Brockman Drive the BNT is located on the west side
Consultations held with stakeholders and residents of William Hovell Drive and is impacted by the
of Holt and Higgins indicated that the Bicentennial upgrades to the existing roundabout as proposed in
National Trail (BNT) is a well utilised path by the Ultimate Stage of the road Upgrade works.
pedestrians, cyclists and equestrian riders. The
At the Drake Brockman Drive / William Hovell Drive
proposed road upgrade will require new road
intersection the proposal is to relocate the Trail
alignments to facilitate additional carriageways
along the ICON Water reservoir access track (Rural
which will result in the relocation of the BNT further
Block 1565), along the east side of the reservoir
south.
(Rural Block 1361) and then via the water supply
The BNT is located on the southern side of Stockdill line easement (Rural Block 1372) to connect to the
Drive and Drake Brockman Drive. At Stockdill Drive existing Trail at the William Hovell Drive underpass,
the BNT is located within Studio Road, the access as the upgraded intersection works requires the
to the Strathnairn Arts Association, a public road, utilisation of land currently used for the Trail. This is
and crosses to the southern side of Stockdill Drive. shown in Figure 10.
From that crossing point it runs roughly parallel to
Stockdill Drive / Drake Brockman Drive.
The BNT will be impacted by the new westbound
DR
AK
carriageway over its total length between the access
E
BR
OC
into the West Belconnen Estate on Stockdill Drive
KM
AN
and William Hovell Drive.
DR
IV
E
The BNT will be relocated from the Stockdill Drive
crossing point to the northern end of Rural Block
1582 sharing the new access to the Pine Ridge
Equestrian Centre before becoming a generally 10
m wide naturally formed trail beyond the limit of the
Stockdill Drive / Drake Brockman Drive earthworks
through to William Hovell Drive.
The BNT will pass through box gum woodland
abutting the road and road cut / fill batters
elsewhere. In certain areas within the box gum
woodland impact area, retaining walls are required
to reduce the impact of the road cut / fill batters.
Advice has been received that the use of the box
gum woodland for the relocated BNT is an
acceptable use provided no disturbance is caused
DRIVE
to the ground to create a formal track. Hence the

VELL
users of the Trail will make their own “tracks”

M HO
through the 10 m wide reserve controlled by fencing

WILLIA
along the westbound carriageway batters / retaining

walls and the southern edge forming the new road
gazettal boundary.
Figure 10 Existing and Proposed Bicentennial National Trail
26-Aug-2016
4.0 Public Transport
4.1 Existing
4.1.1 Services
The existing bus services on Drake Brockman Drive
are summarised in Table 4. The current frequency
of buses in the AM inbound peak is 10 buses per
hour.
The existing routes outlined in Table 4 are shown in
the map in Figure 11. Routes 44 and 744 travel
along the western end of Drake Brockman Drive,
while routes 17 and 717 travel along the eastern
end of Drake Brockman Drive.
Table 4 Existing Bus Services
AM Peak AM Peak PM Peak PM Peak

Route Frequency Hour Hour Hour Hour
Route Description
No On / Off peak Frequency Frequency Frequency Frequency
City-bound Local City-bound Local
17 Kippax Bus Station to 20min / 30min 3 3 3 3
National Circuit via (6:37am –
Belconnen Community 10:32pm)
Bus Station
44 Kippax Bus Station to 20-30min / 60min 3 2 3 2
Belconnen Community 10:23pm)
Bus Station
717 Kippax Bus Station to 30min / - 2 0 0 2
Belconnen Community 6:43pm) (Three
Bus Station services in each
peak)
744 Kippax Bus Station to 30min / - 2 0 0 2
Belconnen Community 6:24pm) (Three
Bus Station services in each
peak)
TOTAL 10 5 6 9
26-Aug-2016
Figure 11 Existing Bus Services
4.1.2 Accessibility
Drake Brockman Drive has been analysed in terms stop from each residential block in order to calculate
of the existing level of accessibility to public levels or grades of public transport accessibility. An
transport for the surrounding blocks. The analysis assessment grade of 1 to 6 is given to each of the
was undertaken using the Public Transport residential blocks. A visual representation of the
Accessibility Level (PTAL) index developed by Drake Brockman Drive PTAL is illustrated in Figure
Transport for London. The index determines the 12. This shows that relatively poor levels of public
walking distance and average wait time to a bus transport accessibility currently exist in the corridor.
Figure 12 Existing Public Transport Accessibility Level
26-Aug-2016
4.2 Future
4.2.1 Services 4.2.2 Accessibility
Future public transport routes and frequencies for Bus stop locations on Drake Brockman Drive were
Stockdill Drive and Drake Brockman Drive have identified based upon a number of design and
been developed based upon the analysis transport criteria including:
undertaken by MRCagney as part of the Kippax
 Preference to locate ACTION bus stops down
Strategic Planning Review in 2014 and by AECOM
stream of signalised intersections in a 70 km/hr
as part of the Kippax Centre Traffic and Transport
road environment.
Study in 2016. The existing and future (Ultimate)
bus services which are about double the current  Radial distance to the next nearest public
services are summarised in Table 5. transport facility (see Figure 13).
 The future Public Transport Accessibility Level.
Table 5 Future Bus Services
Services Buses in Buses in

AM Peak PM Peak
Hour Hour
Existing City-bound Services 10 6
Existing Local Coverage Routes 5 9
Future City-bound Services 8 8
Future Local Coverage Routes 8 8
Total 31 31
Figure 13 Proposed Bus Stop Locations
26-Aug-2016
Weaknesses in the existing public transport 4.2.3 Operations

accessibility along Drake Brockman Drive have
Future public transport operations on Stockdill Drive
been identified in the previous PTAL model which
and Drake Brockman Drive will include the
has been addressed by the proposed locations and
introduction of rapid bus services. In order for this
future bus frequency along the Drake Brockman
bus service to operate effectively indented bus
Drive corridor.
stops at Spofforth Street, Macnaughton Street and
The bus locations shown in Figure 13 are proposed Kinsella Street will need to be operational to provide
to be indented bus bays which can be easily appropriate public transport accessibility. The
entered and exited due to the platooning of the operation of these bus stops is dependent on the
adjacent upstream signalised intersections. future demands of the West Belconnen
development and the timing of the rapid bus
Bus priority was considered at the intersection of
services. Prior to the introduction of this bus service,
Drake Brockman Drive and William Hovell Drive,
Drake Brockman Drive’s posted speed limit will be
however SIDRA analysis of the proposed dual lane
reduced from 80 km/hr to 70 km/hr and the service
roundabout intersection arrangement for 2041
roads between Macnaughton Street and Spofforth
design volumes indicated a maximum delay of 10
Street are required.
seconds at this intersection in the AM peak hour.
In the preliminary stages of the West Belconnen
The 2041 bus frequencies for Drake Brockman
development interim local bus services will operate
Drive have been used to determine the PTAL for the
between West Belconnen and the Kippax Group
future corridor. Figure 14 below gives a visual
Centre. During this stage the existing local bus
representation of the improvements to the PTAL for
services on Drake Brockman Drive will continue to
Drake Brockman Drive. The key improvements of
operate. When the demand from the development of
note are towards the western end of Drake
West Belconnen warrants the proposed rapid bus
Brockman Drive due to the increased number of
services the existing bus stops on Drake Brockman
public transport facilities operating between West
Drive will be removed and the Stage 3 public
Belconnen and the Kippax Group Centre.
transport configuration of Drake Brockman Drive as
shown in Figure 14 will accommodate these future
services.
Figure 14 Ultimate Public Transport Accessibility Level
26-Aug-2016
5.0 Intersection Analysis
5.1 Introduction 5.3 Roads and Traffic

A detailed traffic modelling report was completed by 5.3.1 Roads
AECOM for the West Belconnen Neighbourhood
The key roads are outlined below and detailed in
One EDP in April 2016. This analysis involved
terms of their road hierarchy, purpose and design. A
development and analysis of a Commuter
road hierarchy summary is provided in Table 6.
microsimulation model for the proposed
development of West Belconnen and surrounding Table 6 Road Hierarchy
suburbs. The model includes local streets and major Name Road Hierarchy
arterial roads in the area - Drake Brockman Drive,
William Hovell Drive, Southern Cross Drive, Drake Brockman Drive Arterial Road
Kingsford Smith Drive and Ginninderra Drive. It has
Stockdill Drive Arterial Road
been used as the basis for the network analysis of
the Drake Brockman Drive upgrade works. Further William Hovell Drive Arterial Road
traffic operations along the road project have been
analysed in more detail in terms of intersection Kingsford Smith Drive Arterial Road
capacity and operation using SIDRA Intersection
Kinsella Street Access Street
6.1.
Cussen Street Access Street
5.2 Data and Key
Macnaughton Street Major Collector
Assumptions
Trickett Street Minor Collector
5.2.1 Data Sources
Spofforth Street Major Collector
Intersection traffic counts were undertaken by BVY
Traffic Survey in May 2016 for each of the seven Britten-Jones Drive Access Street
intersections along Drake Brockman Drive (from
Britten-Jones Drive to Kingsford Smith Drive
inclusive). Classified traffic counts were also Drake Brockman Drive is an arterial road located
undertaken at three locations along the length of between William Hovell Drive and Spofforth Street.
Drake Brockman Drive (east of Trickett Street, west It is a two-lane single-carriageway road with a single
of Cussen Street and east of Cussen Street) and lane in each direction. Lane widths are generally
also on William Hovell Drive (south of Drake between 3.5 and 6 m, with a total pavement width of
Brockman Drive). around 12 m. Daily traffic volumes are up to about
5.2.2 Key Assumptions 9,100 vpd. There are four minor roads to the north
of Drake Brockman Drive and approximately four
Traffic forecasts for the future Drake Brockman rural property access locations to the south of the
Drive have been developed using predictions road.
developed from the ACT Government’s strategic
transport model (EMME) which was used to develop Stockdill Drive is an arterial road located between
the previously undertaken microsimulation the western extent of Drake Brockman Drive and
modelling (Commuter) for the future West the Lower Molonglo Water Quality Control Centre. It
Belconnen development. This microsimulation is a two-lane single-carriageway with a single lane
model was also used as a basis for the future traffic in each direction. Lane widths are generally around
volumes predicted for the Drake Brockman Drive 3.5 m, with a total pavement width of around 7 m.
upgrade project works. Daily traffic volumes are up to 700 vpd. There is an
access road to the Magpies Golf Club (Britten-Jones
Drive) to the north of the road and approximately
nine rural property access locations on the road.
26-Aug-2016
William Hovell Drive is an arterial road which Trickett Street is a minor collector road which
connects the Glenloch Interchange in the south to connects to the north of Drake Brockman Drive. It
Kingsford Smith Drive in the north. In close provides access to the Holt residential area. It is a
proximity to Drake Brockman Drive, it is generally a two-lane single-carriageway road with a single lane
three-lane single-carriageway with two lanes in each direction. Lane widths are generally around
northbound and a single southbound lane, the 5 m. Daily traffic volumes are up to 3,000 vpd in
carriageway separates on approach to the Drake proximity to Drake Brockman Drive.
Brockman Drive roundabout. Lane widths are
Spofforth Street is a minor collector road which
generally around 4 m, with a varying total pavement
connects to the north of Drake Brockman Drive. It
width for the length of the road. Daily traffic volumes
provides access to the Holt residential area and
are up to 17,800 vpd in proximity to Drake
connectivity to Southern Cross Drive. It is a two-lane
Brockman Drive.
single-carriageway road with a single lane in each
Kingsford Smith Drive is an arterial road which direction. Lane widths are generally around 5 m.
connects William Hovell Drive in the south to Daily traffic volumes are up to 1,800 vpd in proximity
Kuringa Drive in the north. In close proximity to to Drake Brockman Drive.
Drake Brockman Drive, it is generally a four-lane
Britten-Jones Drive is an access street which
dual-carriageway with two lanes in each direction.
connects to the north of Drake Brockman Drive. It
Lane widths are generally around 3.5 m, with an 11
provides access to the Magpies Golf Club and
m median island. Daily traffic volumes are about
residential areas. It is a two-lane single-carriageway
17,400 vpd in proximity to Drake Brockman Drive.
road with a single lane in each direction. Lane
Kinsella Street is an access street which connects widths are generally around 3.5 m. Daily traffic
to the north of Drake Brockman Drive. It provides volumes are up to 1,000 vpd in proximity to Drake
access to the Higgins residential area. It is a two- Brockman Drive.
lane single-carriageway road with a single lane in
5.3.2 Traffic
each direction. Lane widths are generally around 5
m. Daily traffic volumes are up to 800 vpd in Existing daily traffic volumes for Drake Brockman
proximity to Drake Brockman Drive. Drive and the surrounding road network were
collected as part of traffic surveys undertaken in
Cussen Street is an access street which connects
May 2016. The results of this survey (including the
to the north of Drake Brockman Drive. It provides th
recorded 85 %ile speed and % of heavy vehicles in
access to the Higgins residential area. It is a two-
four locations) are summarised in Figure 15.
lane single-carriageway road with a single lane in
each direction. Lane widths are generally around 5 5.3.3 Road safety audit
m. Daily traffic volumes are up to 1,600 vpd in
To inform the design of the roadway an existing
proximity to Drake Brockman Drive.
conditions road safety audit was undertaken. The
Macnaughton Street is a major collector road Audit was undertaken by qualified roads safety
which connects to the north of Drake Brockman auditors who are independent of the design. It was
Drive. It provides access to the Holt residential area. conducted in accordance with the Austroads Guide
It is a two-lane single-carriageway road with a single to Road Safety requirements and the safe system
lane in each direction. Lane widths are generally framework outlined by the Institute of Public Works
around 5m. Daily traffic volumes are up to 3,300 vpd Engineers Australia.
in proximity to Drake Brockman Drive.
Some potential remedial measures have been
suggested to address crash risks at various
locations along the subject road. These can either
be addressed via routine maintenance (ACT
government) or as part of the Stage 1 and Stage 2
designs.
26-Aug-2016
Figure 15 Average Annual Daily Traffic
The highest safety risks that were identified in the  Vehicles entering from Pine Ridge access and
audit are: property access just west of William Hovell
Drive (poor sight distance and speed).
 Pedestrians and cyclists on Stockdill Drive (no
pathway or on-road facilities, nor adequate  Vehicles entering Pegasus access, especially
lighting). trucks or large vehicles (eg., cars towing horse
floats).
 Poor road alignment and sight distance at
intersection with Spofforth Street.  Vehicles entering or exiting rural property
accesses generally, especially in the 80 km/h
 Pedestrians crossing at bus stop and major
section.
pedestrian links to suburbs (wide roads and no
crossing facilities, including lack of lighting).  Driveway accesses between Trickett Street
and Macnaughton Street, especially in section
 Right turn and rear-end collisions at the
with rock retaining walls (124 to 142 Drake
intersections with Trickett Street, Macnaughton
Brockman Drive) (poor sight distance).
Street, Cussen Street and Kinsella Street (no
provision for right turns, turn volumes and  The roundabout at Kingsford Smith Drive and
speed). William Hovell Drive (poor southern approach
alignment and small roundabout diameter).
 Poor protection of parked vehicles with wide
unmarked pavement between Spofforth Street  Pedestrian and cycle facilities connecting to
and Trickett Street, with no formal provision for William Hovell Drive, Kingsford Smith Drive
cyclists or turning vehicles. and Hawker
 Wide sweeping road between Macnaughton More details are provided in Appendix B.
Street and William Hovell Drive, with no formal
provision for cyclists or turning vehicles.
26-Aug-2016
5.4 Crash Analysis

5.4.1 General A general overview of the crash data for the entire
Drake Brockman Drive corridor is as follows:
The recorded crashes were obtained from Territory

st st
and Municipal Services for the five year period from 48 crashes between 1 January 2009 and 31
January 2009 until December 2013. The crashes December 2013;
recorded were reviewed to identify any crash
 0 fatal crashes, 6 injury crashes (12%), 42
patterns and trends and also assist in understanding
property damage only crashes (88%);
the contributory causes of the crashes. There were
no ambiguities or anomalies of note found in the  Most common crash type: Rear end collision
data supplied. (65%);
The following section summarises the intersections  15% of crashes occurred during inclement
and mid-block locations of notable concern and weather;
interest in terms of the operation, safety and
 87% of crashes occurred during daylight
amenity of Drake Brockman Drive. A summary of all
hours;
analysed crashes within the study area is provided
in Appendix C.  81% of crashes occurred at intersections. 9
crashes occurred in April (19%), 89% of these
crashes occurred in the AM (100% of crashes
in fine weather conditions); and
 9 crashes occurred in November (19%), 67%
of these crashes occurred in the PM (100% of
crashes in fine weather conditions).
Figure 16 indicates the location of all of the 48
crashes observed on Drake Brockman Drive
st st
between 1 January 2009 and 31 December 2013.
Figure 16 Crash Locations (2009-2013)
26-Aug-2016
A summary of the number of crashes at each

intersection is shown in Figure 17. Maps showing
the nature, location and details of the crashes that
st
occurred in the five year period between 1 January
st
2009 and 31 December 2013 are presented in
Appendix C.
Figure 17 Intersection Crash Frequency (2009-2013)
Summary crash statistics for each intersection follows.
Drake Brockman Drive / Trickett Street Drake Brockman Drive / Kinsella Street
Intersection Intersection
 
st st
4 crashes between 1 January 2009 7 crashes between 1 January 2009
st st
and 31 December 2013. and 31 December 2013.
 100% of crashes were rear end  86% of crashes were rear end
collisions. collisions.
 25% of crashes occurred during  43% of crashes involved injury.
inclement weather.
Drake Brockman Drive / William Hovell
Drake Brockman Drive / Macnaughton Drive / Kingsford Smith Drive Intersection

st
Street Intersection 16 crashes between 1 January 2009

st st
9 crashes between 1 January 2009 and 31 December 2013.
st
and 31 December 2013.  38% of crashes were rear end
 89% of crashes were rear end collisions.
collisions.  32% of crashes were same direction
Drake Brockman Drive / Cussen Street side swipes.
Intersection  19% of crashes were right angle


st
3 crashes between 1 January 2009 collisions.
st
and 31 December 2013.  25% of crashes were during inclement
 100% of crashes were rear end weather.
collisions. Mid-block

st
9 crashes between 1 January 2009
st
and 31 December 2013.
 56% of crashes were rear end
collisions.
 22% of crashes involved injury.
26-Aug-2016
Sun glare Of the 16 crashes that occurred between the

Pegasus access and Spofforth Street, 13 were rear
From onsite observations it is apparent that the
end collisions (81%) and 6 crashes (38%) occurred
current alignment of Drake Brockman Drive
within a 60 minute window of the times of day / year
between the entry to Pegasus and Spofforth Street
shown in Table 7 above. The crash types and crash
aligns with the sun’s movement during peak AM and
times in this section of Drake Brockman Drive
PM peak periods. Table 7 indicates the approximate
indicate that sun glare impeding a driver’s vision is
time of day in which the sun is aligned with Drake
likely a contributing factor to the number of crashes
Brockman Drive between Pegasus and Spofforth
in this location. This theory is further supported by
Street on the first day of each month.
Figure 18 below which indicates that it is less likely
Table 7 Suns Alignment with DBD between Pegasus and for a crash to occur on Drake Brockman Drive in the
Spofforth Street
middle of the year, which correlates with the time of
Sun Alignment with DBD between Pegasus and year when the sun’s glare is less likely to be a
Spofforth Street problem.
AM PM Further analysis was undertaken as to the time of
Jan 7:55 3:10 day in which crashes occurred on Drake Brockman
Feb 7:10 4:00 Drive. Figure 19 indicates that the number of
crashes generally correlates with the hourly
Mar 6:50 4:55 volumes on Drake Brockman Drive. The higher the
Apr - 5:45 volume, the higher the crash risk.
May to Aug - - 5.4.2 Speed analysis
Sep - 5:05
Vehicle speed was surveyed in three locations
Oct - 3:55 along the length of Drake Brockman Drive. The
Nov 6:30 3:50 posted speed limit of Drake Brockman Drive east of
Cussen Street is 80km/hr and west of Cussen
Dec 7:35 3:10
Street 60 km/hr. For the 80 km/hr section of Drake
th
Brockman Drive, 85 %ile speeds were observed to
be 82.5 km/hr on average and for the
th
60 km/hr section 85 %ile speeds were observed to
be 71.0 km/hr.
The speeding observed on Drake Brockman Drive
may be attributed to the existing road environment.
The existing large radius bends and wide travel
lanes provide a travel environment for the driver
which encourage travelling at speeds greater than
the posted limit.
Figure 18 Crashes by Month of the Year (2009-2013)
26-Aug-2016
Figure 19 Crashes and Hourly Volumes by Time of Day (2009-2013)
5.4.3 Crash analysis summary 5.5 Drake Brockman Drive

The above analysis has outlined the key statistics of Intersections
the recorded crashes on Drake Brockman Drive
st st
between 1 January 2009 and 31 December 2013. 5.5.1 Network Development and Trip
The most common crash type is rear end collisions Distribution
(65%) which is likely contributed to by speeding and The Drake Brockman Drive intersection analysis
sun glare. Other contributing factors to the crashes modelling has been developed based on the
on Drake Brockman Drive include inclement surveys undertaken in May 2016 and the Commuter
weather and driver error (side swipe / struck object). model developed for the future West Belconnen
development. The Commuter model was analysed
using future origin-destination matrices for 2021,
2031 and 2041 models in the AM and PM peak
periods. A network model was developed using the
2016 survey and Commuter model outputs to
determine the turning movements for each of
intersection in the Drake Brockman Drive corridor.
The overall linked SIDRA network models for 2016,
2021, 2031 and 2041 are shown in Figure 20 to
Figure 23. More details for each intersection follow
these figures.
26-Aug-2016
Figure 20 2016 SIDRA network
26-Aug-2016 25
Prepared for – Riverview Projects (ACT) Pty Limited – ABN: 33 165 870 539
26-Aug-2016 26
5.5.2 Kingsford Smith Drive / William

Hovell Drive / Drake Brockman
Drive Intersection
The intersection of Kingsford Smith Drive / William
Hovell Drive / Drake Brockman Drive is currently a
roundabout with a dual lane approach from William
Hovell Drive and Drake Brockman Drive. It has a
single lane approach to the roundabout from
Kingsford Smith Drive, for right turning traffic, and a
north to south bypass to William Hovell Drive for
through traffic.
The future arrangements for the intersection of
Kingsford Smith Drive / William Hovell Drive / Drake
Brockman Drive are shown in Table 8.
The results of the linked SIDRA
Details of the future arrangements are as follows: analysis are shown in Table 9 . They
 2021: Retain the existing roundabout reveal no significant queuing or delays
intersection geometric arrangement. for the proposed intersection
 2031: Retain the existing roundabout arrangements in the future scenarios.
intersection geometric arrangement, but install The greatest delays and queues will
roundabout metering at the intersection. It is
proposed to meter William Hovell Drive in the
occur during the 2031 PM peak, with
AM peak and Drake Brockman Drive in the PM delays up to 19.8 s and queues up to
peak. 76 m on Drake Brockman Drive. The
 2041: Improve the intersection arrangement by proposed intersection arrangements
increasing the size of the roundabout to have an average level of service of A
include two lanes from all directions and the in all scenarios.
addition of left turn slip lanes from William
Hovell Drive and Drake Brockman Drive. Note
that the design of the east to northbound slip
lane is important in relation to weave
manoeuvres onto Kingsford Smith Drive. This
is addressed in Section 6.7.2.6.
The future signalisation of this intersection was also
considered as an option as part of this feasibility
study. This arrangement would have required three
right turn lanes from Drake Brockman Drive in the
AM peak to accommodate this movement in the
2041 scenario. The ultimate footprint of the
signalised intersection arrangement was
comparable to the ultimate footprint of the proposed
future dual lane roundabout. It is preferred to retain
this intersection as a roundabout in order for the
continued operation of this intersection in
conjunction with the adjacent roundabout at the
intersection of Kingsford Smith Drive / Belconnen
Way. Finally, the maximum queuing and delay of a
dual lane roundabout was found to be low and
would not significantly impact the public transport
service through this intersection, compared to
signals.
26-Aug-2016
Table 8 Kingsford Smith Drive / William Hovell Drive / Drake Brockman Drive Intersection SIDRA Layouts
2016 2021
2031 2041
Table 9 DBD / WHD / KSD SIDRA Results
DBD / WHD / KSD

Scenario
LOS DOS Avg Delay (s) Comment
2016 AM A 0.472 6.5 -
2016 PM A 0.714 7.9 -
2021 AM A 0.541 6.7 -
2021 PM A 0.657 8.3 -
2031 AM A 0.814 9.4 -
2031 PM C 0.916 26.5 -
2041 AM A 0.858 6.7 -
2041 PM A 0.977 15.3 -
26-Aug-2016
5.5.3 Drake Brockman Drive / Kinsella

Street Intersection
The intersection of Drake Brockman Drive and
Kinsella Street is currently a priority controlled T-
intersection. It has a single lane approach from all
directions. The main road is Drake Brockman Drive,
which is met by the minor road, Kinsella Street, at
the junction.
analysis in Table 11 indicated delays
Drake Brockman Drive and Kinsella Street are for the right turn movements from
shown in Table 10. Kinsella Street would be up to 128 s in
Details of the future arrangements here are as the PM peak period. It should be noted
follows: that in the 2021 model only 2 vehicles
 2021: Line marking and delineation for Drake make this movement in the PM peak
Brockman Drive. The intersection would
hour. Signalisation of this intersection
operate as a two-staged crossing from Kinsella
Street in a “seagull” intersection arrangement, from 2031 onwards removed the
including the addition of a right turn lane from delays associated with this movement.
Drake Brockman Drive into Kinsella Street. The 2041 model shows that the
This arrangement utilises the existing Drake intersection would approach capacity
Brockman Drive pavement width.
in the PM peak hour; however it would
 2031: Signalisation of the intersection including still operate satisfactorily with generally
dual vehicle lane approaches, on-road cycle acceptable peak delays. The worst
lanes and high angle left turns. This
arrangement tapers back to a single lane in
delays will be for the right turn
each direction to match into the existing Drake movement from Drake Brockman Drive
Brockman Drive. in the PM peak, with a delay of up to
 2041: Duplication of Drake Brockman Drive. 56 s.
The signalisation of this intersection is
proposed to be undertaken in 2031 in order to
improve the operation of the right turn
movements from Kinsella Street and
redistribute traffic from Cussen Drive.
Secondly, signalisation would allow for a bus
stop to be located downstream of the
intersection in 2031, improving the public
transport service in this location.
26-Aug-2016
Table 10 Drake Brockman Drive / Kinsella Street Intersection SIDRA Layouts
2016 2021
2031 2041
Table 11 DBD / Kinsella Street SIDRA Results
DBD / Kinsella Street

Scenario
2016 AM - 0.409 0.8 -
2016 PM - 0.391 0.7 -
2021 AM - 0.579 1.1 Kinsella RT 52 s delay
2021 PM - 0.680 0.7 Kinsella RT 128 s delay
2031 AM B 0.621 12.8 -
2031 PM A 0.553 6.2 -
2041 AM B 0.820 12.8 -
2041 PM C 0.948 25.2 DBD E RT 56 s delay
26-Aug-2016
5.5.4 Drake Brockman Drive / Cussen

Street
Cussen Street is currently a priority controlled T-
intersection. It has a single lane approach from all
directions. analysis in Table 13 indicated delays
for the right turn movements from
The future arrangements for this intersection are
shown in Table 12.
Cussen Street would be up to 52 s in
the 2021 scenario and up to 291 s in
Details of the future arrangements are as follows:
the 2031 scenario. However, in the
 2021: Line marking and delineation along 2021 model only 4 vehicles make this
Drake Brockman Drive. The intersection would movement in the PM peak hour and in
operate as a two-staged crossing from Cussen
Street in a “seagull” intersection arrangement,
the 2041 scenario only one vehicle
including the addition of a right turn lane from makes this movement in the peak
Drake Brockman Drive into Cussen Street. period due to the redistribution of the
This arrangement utilises the existing Drake right turning vehicles to Macnaughton
Brockman Drive pavement width. Street or Kinsella Street. The worst
 2031: As per the 2021 scenario intersection delays in the 2041 scenario will be for
arrangement. The signalisation of the adjacent the right turn movement from Cussen
intersections of Macnaughton Street and
Street in the PM peak with delays of up
Kinsella Street will lead to a redistribution of
the right turning vehicles from Cussen Street. to 33 s.
 2041: Duplication of Drake Brockman Drive
including on-road cycle lanes and high angle
left turns.
Table 12 Drake Brockman Drive / Cussen Street Intersection SIDRA Layouts
2016 2021
2031 2041
26-Aug-2016
Table 13 DBD / Cussen Street SIDRA Results
Scenario DBD / Cussen Street
2016 AM - 0.350 1.8 -
2016 PM - 0.388 1.4 -
2021 AM - 0.579 2.6 Cussen RT 52 s delay
2021 PM - 0.557 1.1 Cussen RT 52 s delay
2031 AM - 0.820 2.8 Cussen RT 291 s delay
2031 PM - 0.742 1.0 Cussen RT 253 s delay
2041 AM - 0.675 0.5 -
2041 PM - 0.710 0.5 -
5.5.5 Drake Brockman Drive /

Macnaughton Street
Macnaughton Street is currently a priority controlled
T-intersection. It has single lane approaches from all
directions. The main road is Drake Brockman Drive,
which is met by the minor road, Macnaughton
Street, at the junction.
Drake Brockman Drive and Macnaughton Street are
shown in Table 14.
Details of the future arrangements are as follows: analysis in Table 15 indicates there
 2021: Line marking and delineation for Drake would be a delay for the right turn
Brockman Drive. The intersection would movements from Macnaughton Street
operate as a two-staged crossing from of up to 53 s in the 2031 AM peak
Macnaughton Street in a “seagull” intersection
arrangement, including the addition of a right
period. The worst delays will be in the
turn lane from Drake Brockman Drive into 2041 AM scenario with delays of up to
Macnaughton Street. This arrangement utilises 84 s for the right turning movement
the existing Drake Brockman Drive pavement from Macnaughton Street. The
width. intersection will be approaching
 2031: Signalisation of the intersection including capacity in the AM 2041 scenario.
dual lanes on the Drake Brockman Drive
approach, on-road cycle lanes and high angle
left turns to/from Macnaughton Street. This
arrangement tapers back to a single lane in
each direction on Drake Brockman Drive. The
signals will assist the safe movement of buses
and pedestrians at this intersection, as well as
overall intersection performance.
 2041: Duplication of Drake Brockman Drive,
which matches into the proposed signalised
intersection arrangement.
26-Aug-2016
Table 14 Drake Brockman Drive / Macnaughton Street Intersection SIDRA Layouts
2016 2021
2031 2041
Table 15 DBD / Macnaughton Street SIDRA Results
DBD / Macnaughton Street

Scenario
2016 AM - 0.263 3.1 -
2016 PM - 0.358 2.8 -
2021 AM - 0.568 4.3 -
2021 PM - 0.370 2.2 -
2031 AM B 0.569 10.5 Macnaughton RT 53 s delay
2031 PM B 0.477 10.4 -
2041 AM B 0.895 15.0 Macnaughton RT 84 s delay
2041 PM A 0.846 6.3 DBD E RT 57 s delay
26-Aug-2016
5.5.6 Drake Brockman Drive / Trickett

Street
Trickett Street is currently a priority controlled T-
intersection. It has single lane approaches on Drake
Brockman Drive.
The future arrangements for the intersection of The results of the linked SIDRA
Drake Brockman Drive and Trickett Street are analysis in Table 17 indicates there
shown in Table 16.
would be a delay for the right turn
Details of the future arrangements are as follows: movements from Trickett Street of up
 2021: Line marking and delineation for Drake to 65 s in the 2031 AM peak period.
Brockman Drive. The intersection would The worst delays will occur in the 2041
operate as a two-staged crossing from Trickett AM scenario with delays of up to 85 s
Street in a “seagull” intersection arrangement,
for the right turning movement from
including the addition of a right turn lane from
Drake Brockman Drive into Trickett Street.
Trickett Street. The intersection will
This arrangement utilises the existing Drake operate with a level of service of A with
Brockman Drive pavement width. low average delays in the 2041
 2031: As per the 2021 scenario intersection models.
arrangement. The signalisation of the adjacent
intersection of Macnaughton Street will lead to
a redistribution of the right turning vehicles
from Trickett Street in this scenario.
 2041: Signalisation of the intersection including
the duplication of Drake Brockman Drive, on-
road cycle lanes and high angle left turns to /
from Trickett Street.
Table 16 Drake Brockman Drive/Trickett Street Intersection SIDRA Layouts
2016 2021
2031 2041
26-Aug-2016
Table 17 DBD / Trickett Street SIDRA Results
DBD / Trickett Street

Scenario
2016 AM - 0.199 3.7 -
2016 PM - 0.214 3.3 -
2021 AM - 0.342 3.5 -
2021 PM - 0.236 2.8 -
2031 AM - 0.980 11.2 Trickett RT 65 s delay
2031 PM - 0.466 2.1 -
2041 AM A 0.781 8.1 Trickett RT 85 s delay
5.5.7 Drake Brockman Drive/Spofforth

Street
Spofforth Street is currently a priority controlled T-
intersection. The intersection has single lane
approaches from all directions.
The future arrangements for the intersection of The results of the linked SIDRA
Drake Brockman Drive and Spofforth Street are analysis in Table 19 indicates there
shown in Table 18.
would be a delay for the right turn
Details of the future arrangements are as follows: movements from Spofforth Street of up
 2021: Line marking and delineation for Drake to 22 s in the 2031 PM peak period.
Brockman Drive. The intersection would The worst delays will occur in the 2041
operate as a two-staged crossing from AM scenario with delays of up to 78 s
Spofforth Street in a “seagull” intersection
for the right turning movement from
arrangement, the movement from Drake
Brockman Drive to Stockdill Drive would
Spofforth Street. The intersection will
become the primary movement. This operate with minimal delays in the
arrangement would include the addition of a 2021 and 2031 models.
right turn lane from Drake Brockman Drive into
Spofforth Street. This arrangement utilises the
existing Drake Brockman Drive and Stockdill
Drive pavement width.
 2031: As per the 2021 scenario intersection
arrangement.
 2041: Signalisation of the intersection including
the duplication of Drake Brockman Drive and .
Stockdill Drive, on-road cycle lanes and high
angle left turns to/from Spofforth Street.
26-Aug-2016
Table 18 Drake Brockman Drive/Spofforth Street Intersection SIDRA Layouts
2016 2021
2031 2041
Table 19 DBD / Spofforth Street SIDRA Results
DBD / Spofforth Street

Scenario
2016 AM - 0.056 4.2 -
2016 PM - 0.143 6.5 -
2021 AM - 0.279 4.4 -
2021 PM - 0.283 2.7 -
2031 AM - 0.595 4.7 -
2031 PM - 0.497 2.8 -
2041 AM B 0.881 14.7 DBD E RT 78 s delay
26-Aug-2016
5.5.8 Stockdill Drive / Britten-Jones Drive

The intersection of Stockdill Drive and Britten-Jones
Drive is currently a priority controlled T-intersection.
The intersection has single lane approaches from all
directions. The main road is the continuous
movement along Stockdill Drive, which is met by the The results of the linked SIDRA
minor road, Britten-Jones Drive, at the junction. analysis in Table 21 indicates there
The future arrangements for the intersection of would be a delay for the right turn
Stockdill Drive and Britten-Jones Drive are shown in movements from Britten-Jones Drive of
Table 20. up to 42 s in the 2031 AM peak period.
Details of the future arrangements are as follows: A level of service of D was found for
- 2021: As per the 2016 scenario intersection the Britten-Jones Drive approach in the
arrangement. 2041 AM model with delays up to 28 s.
- 2031: As per the 2016 scenario intersection
arrangement with the addition of a right turn
short lane from Drake Brockman Drive into
Britten-Jones Drive.
- 2041: Duplication of Stockdill Drive including
on-road cycle lanes, dedicated turn lanes and
a wide central median.
Table 20 Stockdill Drive/Britten-Jones Drive Intersection SIDRA Layouts
2016 2021
2031 2041
26-Aug-2016
Table 21 Stockdill Drive / Britten-Jones Drive SIDRA Results
Stockdill Drive / Britten-Jones Drive

Scenario
2016 AM - 0.039 3.3 -
2016 PM - 0.038 3.4 -
2021 AM - 0.272 1.2 -
2021 PM - 0.415 3.8 -
2031 AM - 0.587 1.2 BJD RT 73s delay
2031 PM - 0.449 1.2 -
2041 AM - 0.934 2.0 -
2041 PM - 0.650 0.9 -
26-Aug-2016
6.0 Road Design
6.1 Background 6.3 Design Standards

Drake Brockman Drive in its present condition was The standards adopted for the design in this project
constructed in two stages, namely: comply with the provisions contained within the
following Standards and Guidelines:
 Macnaughton Street to Kingsford Smith Drive,
circa 1969 (to service the suburb of Higgins);  ACT Government (March 2016), Municipal
and Infrastructure Standards 05: Active Travel
Facilities Design
 Spofforth Street to Macnaughton Street, circa
1972 (to service the suburb of Holt).  Australian Standards AS/NZS 1158 – Lighting
for Roads and Public Spaces
At Spofforth Street Drake Brockman Drive
connected to Old Weetangera Road at its junction  AUSTROADS Guide to Road Design Part 3:
with Charnwood Road. Old Weetangera Road Geometric Design
formerly ran through the aforementioned suburbs,
 AUSTROADS Guide to Road Design Part 4:
and continued to the south west, primarily serving
Intersections and Crossings – General
the homesteads of Pine Ridge and Strathnairn.
 AUSTROADS Guide to Road Design Part 4A:
In circa 1974 Old Weetangera Road was upgraded,
Unsignalised and Signalised Intersections
generally along its existing alignment, to serve as
access for the construction of the Lower Molonglo  AUSTROADS Guide to Traffic Management
Water Quality Control Centre, carried out in the Part 6: Intersections, Interchanges and
period between 1974 and 1978. The road was Crossing
renamed Stockdill Drive in 1982.
 NSW Rural Fire Service (December 2006),
The standard of construction between the two roads Planning for Bushfire Protection
varies considerably. The 2.47 km long Drake
 Territory and Municipal Standards (June
Brockman Drive between Spofforth Street and
2007), Design Standards for Urban
Kingsford Smith Drive has a kerb to kerb width of
Infrastructure 3: Road Design Edition 1
12.8 m and has a flexible pavement surfaced with
Revision 0
asphaltic concrete whilst the 0.63 km section of
Stockdill Drive subject to this feasibility study, has a  Territory and Municipal Standards (June
7 m wide flexible pavement with a bitumen seal 2007), Design Standards for Urban
surface and narrow, gravel shoulders. Infrastructure 12: Street Lighting Edition 1
Revision 1
Drake Brockman Drive was envisaged to be
extended over the NSW Border into the area known  Territory and Municipal Standards (June
as Gooromon as suggested in the 1967 Y-Plan. 2007), Design Standards for Urban
Hence existing horizontal geometry of Drake Infrastructure 13: Pedestrian and Cycle
Brockman Drive consists of generous radius Facilities Edition 1 Revision 1
horizontal curves ranging in radii from 500 m to
 Territory and Municipal Standards (June
1,400 m suitable for high speed traffic with no
2007), Design Standards for Urban
development frontages to the road as would be
Infrastructure 20: Urban Edge Management
associated with an urban arterial road classification.
Zone Edition 1 Revision 0
6.2 Design Certification  Territory and Municipal Standards (June
The West Belconnen Road upgrade Feasibility 2011), Design Standards for Urban
Study complies with all relevant standards unless Infrastructure – Standard Drawings DS9 Traffic
specified otherwise in this report and supporting Control Devices Revision A
documentation.
26-Aug-2016
6.4 Design Criteria 6.6 Speed Environment

The design criteria have been tabulated for all The road environment for the length of Drake
design parameters derived from the relevant Brockman Drive and to a lesser extent on Stockdill
Standards and Guidelines, to provide guidance to Drive, encourages travel speeds greater than the
the road design of the West Belconnen Road. A signposted speeds due to the generous curvilinear
number of Standards and Guidelines were used to alignment and the wide pavement. These aspects
produce the Design Criteria for each stage of the are discussed further in Section 1.1, Proposed Road
road project, as listed in Section 6.3. The design Geometry.
criteria table is provided in Appendix D.
The current sign posted speed limit on Drake
6.5 Proposed Function of Brockman Drive changes at Cussen Street where
an 80 km/h speed limit exists east of Cussen Street
Road and a 60 km/h speed limit to the west. The speed
The function of the proposed West Belconnen Road limit to the west of Macnaughton Street is a
(Drake Brockman Drive / Stockdill Drive) is to recognition of the presence of residential driveways
provide improved amenities for current users and fronting Drake Brockman Drive.
the West Belconnen development. The 2041 design The proposed Stage 1 design for the upgrade of
of the road is to cater for the increase in traffic Drake Brockman Drive / Stockdill Drive involves
generated by the establishment of the new minor civil works including the introduction of new
development. The Stage 3 design of the road will line marking. To aid in the process of introducing the
consist of additional traffic lanes, unsignalised and new line marking scheme and reduced speed
signalised intersections to increase traffic environments predicted for the Stage 2 and the 3
movements, frequent bus services, service roads for design, it is proposed to reduce the
residents along the road corridor and active travel 80 km/h speed environment east of Cussens Street
facilities. to 70 km/h and retain a 60 km/h speed limit west of
Cussens Street.
It is planned to extend the 70 km/hr speed
environment to Spofforth Street in the Stage 2 and 3
designs. Stage 2 will involve the development of a
service road for residents on Drake Brockman Drive
from Spofforth Street to Macnaughton Street.
The speed environments for each stage are
tabulated below in Table 22.
Table 22 Speed Environment for each stage
Stage Speed
Environment From To
(km/hr)
80 William Hovell Drive Cussen Street
Current (existing)
60 Cussen Street Stockdill Drive
70 William Hovell Drive Cussens Street
1
60 Cussen Street Stockdill Drive
70 William Hovell Drive Spofforth Street
2&3
60 Spofforth Street Stockdill Drive
26-Aug-2016
6.7 Road Geometry vegetation and the curvature of the road

exacerbate the situation), no median storage
A description of the existing and proposed geometry for residents making right-turns into driveways
for the road project follows. and sun glare as discussed below.
The proposed geometry is described for three future  The Spofforth Street to Macnaughton Street
stages of construction: alignment generally being on a bearing of
approximately 110 degrees makes it
 Stage 1 incorporates the road works proposed
susceptible, at certain times of the year, to the
to coincide with the commencement of
impacts of sun glare during the morning and
development of West Belconnen, involving
evening peak hours. An exacerbating issue is
minor safety and amenity improvements to
the vertical alignment over this section as the
assist the carriage of additional traffic on the
rolling nature of the road exposes the motorist
existing road.
to extra hazards as the rising and falling
 Stage 2 incorporates major changes to the gradients are negotiated and create a greater
road alignment from Spofforth Street to exposure to the glare caused by the rising /
Macnaughton Street, including changes to setting sun.
intersection priority and road alignment at the
 The lack of adequate sight distance on the
Spofforth Street intersection, a new road and
approaches to the intersections of Spofforth
service road between Spofforth Street and
Street, Trickett Street and Macnaughton
Macnaughton Street, and new signals at the
Street. The connection of Stockdill Drive to
Macnaughton Street and Kinsella Street
Drake Brockman Drive at Spofforth Street
intersections.
occurs on the crest of 4% approach gradient
 Stage 3 incorporates full duplication of the and a 5% departure gradient with a short
road project, including upgrades to all connecting vertical curve resulting in less than
intersections and new signals at the Spofforth adequate sight distance for both Stopping
Street and Trickett Street intersections. Sight Distance (SSD) and intersection
Approach Sight Distance (ASD). The existing
6.7.1 Existing conditions
conditions equate to 60 km/h for SSD and 50
6.7.1.1 Existing road km/h for ASD.
Drake Brockman Drive has a 12.8 m wide  At Trickett Street and Macnaughton Street
carriageway flanked by kerb and gutter with both intersections are on or adjacent to crests
associated drainage sumps incorporated into the with the vertical curves joining lesser approach
kerb lines. and departure gradients than at the Spofforth
Street intersection. These crest vertical curves
The road does not have any superelevated curves
provide SSD requirements for an 80 km/h
as they are of sufficient radii not to be warranted.
signposted speed and the ASD requirements
The carriageway is crowned on the centreline with
equate to about a 65 km/h signposted speed.
crossfalls to the flanking kerb and gutter.
Whilst the initial stage of the present road, as noted
in Section 6.4, generally meet urban arterial road
The section of Stockdill Drive subject
classification design principles, the second stage of to this feasibility study is formed by an
the present road reflects a philosophical change in upgrade of a former rural access road
its character with development occurring on the as noted previously. The horizontal
road frontage and a vertical geometry more curve radii over this section vary from
associated with a collector road classification
240 m near the Britten-Jones Drive
following, more or less, the existing topography.
intersection to about 150 m at the
This change in design philosophy has brought about approach to Spofforth Street. The
a number of issues with the safe operation of the
road, namely:
vertical curve at Spofforth Street is
sub-standard for a 50 km/h signposted
 Generous horizontal curvature and wide
speed limit. The only other vertical
pavement on Drake Brockman Drive
encouraging high traffic speeds despite curve is at Britten-Jones Drive and this
regulatory signage. curve meets SSD and ASD
 Potentially unsafe ingress and egress from
requirements for the signposted speed
driveways to the residential properties fronting limit of 60 km/h.
the road between Spofforth Street and
Macnaughton Street due to lack of sight
distance from vehicles egressing to
approaching traffic (driveways in cutting, verge
26-Aug-2016
6.7.1.2 Intersections 6.7.2.2 Horizontal alignment

There are seven existing intersections along the The alignment of the duplicated road (the
road to the east of the proposed access into the westbound carriageway) will generally follow the
West Belconnen Estate, as follows: curvature of the existing carriageway as described
previously with the following exceptions:
 Britten-Jones Drive; Priority controlled T
Junction;  The existing 240 m radius curve on Stockdill
Drive will be increased to 420 m to make it
 Spofforth Street; Priority controlled T Junction
more constant with the radii of other curves
with priority on the Drake Brockman Drive to
encountered along the road. This curve
Spofforth Street traffic movement, i.e. Stockdill
improvement has the added advantage of
Drive traffic gives way to turning traffic at the
improving entry conditions from the proposed
junction;
Woodhaven access and Britten-Jones Drive,
 Trickett Street; Priority controlled T Junction; where present sight lines are restricted by
vegetation, as the road moves to the south by
 Macnaughton Street; Priority controlled T
about 10 m.
Junction;
This shift of the new carriageway alignment
 Cussen Street; Priority controlled T Junction;
also allows for the gas mains and watermains
 Kinsella Street; Priority controlled T Junction; required to service the West Belconnen Estate
and to be located on the northern side of the
existing carriageway, where they are not
 Kingsford Smith Drive / William Hovell Drive; affected by future earthworks.
Priority controlled roundabout with southbound
slip lane connecting Kingsford Smith Drive to  The short arc radius 150 m curve at the
William Hovell Drive. western approach to Spofforth Street is to be
replaced by a radius 450 m curve extending
One new intersection is proposed for access to the
through the intersection to transition the
Woodhaven Estate which is approved for
duplicated roadway from the existing
construction. This intersection will be a priority carriageway, to allow it to be converted to a
controlled junction with the existing Stockdill Drive service road.
and will be constructed within the next 6 months.
 East of Macnaughton Street a 500 m radius
6.7.2 Stage 3 upgrade curve has been introduced to transition the
The design of the Stage 3 upgrade works was realigned eastbound carriageway back to the
determined initially to inform the designs for the existing eastbound pavement.
Stage 1 and 2 works, and any sub-stage 6.7.2.3 Superelevation
improvements. The Stage 3 upgrade will involve a
dual carriageway divided road with a service road The proposed and existing horizontal curves are of
between Spofforth Street and Macnaughton Street. adequate radii to avoid the need for superelevation
(refer Design Criteria table, Appendix D).
6.7.2.1 Design speed
Not providing superelevation allows the proposed
The design speeds for the West Belconnen Road
new carriageways to be crowned on the lane line
upgrade are: marking separating the median and kerbside traffic
 Stockdill Drive; West Belconnen Estate access lanes. Two-way crossfalls of 3% are to be provided
to Spofforth Street: 70 km/h with the exception on the pavement to drain runoff to the median and
to the east and west approach to Spofforth verge bio-retention swales and in so doing assist in
Street which will be designed to suit an 80 meeting the new WSUD guidelines as they apply to
km/h design speed for Approach Sight roadways of the nature of Stockdill Drive / Drake
Distance as the design speed should not be Brockman Drive.
changed through the intersection. As noted previously the existing carriageway is built
 Drake Brockman Drive; Spofforth Street to with two-way crossfall.
Kingsford Smith Drive / William Hovell Drive:
80 km/h.
26-Aug-2016
6.7.2.4 Vertical alignment  Between Macnaughton Street and Southern

Cross Drive / William Hovell Drive the existing
The vertical alignment between the access to the
two-lane / two-way 12.8 m wide carriageway
West Belconnen Estate and a point about midway
will be modified to provide
between Macnaughton Street and Cussen Street
has been modified to resolve ASD deficiencies at  2.0 m wide on-road cycle lane;
intersections with Spofforth Street, Trickett Street
 4.0 m wide kerbside traffic lane catering
and Macnaughton Street. The revised grading on
for bus traffic;
Stockdill Drive at the Woodhaven Estate access and
Britten-Jones Drive is adjusted to provide ASD  3.5 m wide median side traffic lane; and
requirements.
 0.5 m wide median side structural
Apart from providing ASD criteria the new geometry shoulder.
has considered the need to:
The reduced width of 10 m requires the
 Tie into the levels at existing intersections. removal of 2.8 m width of redundant
pavement. Whilst the existing barrier kerb
 Minimise construction of an elevated formation
located on the northern edge of the pavement
so as not to provide a barrier to the views from
will be retained no kerbing is proposed on the
the residences located between Spofforth
median side of the carriageway so that
Street and Macnaughton Street, a desire
pavement runoff can flow to a bio-retention
expressed by those residents.
swale located in the depressed median to
6.7.2.5 Cross section assist in meeting the ACT WSUD
requirements.
The cross section for the duplicated road is
described in detail as follows:  Provision a 5.5 m wide one-way eastbound
 A new westbound carriageway from the
Macnaughton Street utilising the existing
access into the West Belconnen Estate to the
carriageway pavement and removal of
Kingsford Smith Drive / William Hovell Drive
redundant pavement (7.3 m in width). The
intersection configured as follows:
service road will be ingressed off the
 2.0 m wide on-road cycle lane; intersections of Spofforth Street and Trickett
Street whilst egress will be provided at Trickett
 4.0 m wide kerbside traffic lane catering
Street and Macnaughton Street. Raised
for bus traffic;
thresholds 3.2 m wide will be provided at each
 3.5 m wide median side traffic lane; and ingress / egress point to encourage slow
speeds but also limit the potential for rat-
 0.5 m wide median structural shoulder. running to bypass traffic signals on Drake
No kerbing is proposed on the median side of Brockman Drive.
the carriageway so that pavement runoff can  Provision of a 6.5 m wide median consisting of
be directed to a bio-retention swale located in
0.5 m wide structural shoulder to each
the depressed median to assist in meeting the
carriageway edge and a 5.5 m wide depressed
ACT WSUD requirements.
median forming a bio-retention swale with
For similar reasons no kerbing is proposed on associated stormwater drainage pipes and
the interface of the verge and on-road cycle sumps at outlets.
lane to allow stormwater runoff from the road  Provision of 7.5 m wide verges flanking both
pavement to flow to a bio-retention swale
carriageways, new and existing. These verges
located on the southern of the off-road shared
will grade towards the bio-retention swale to be
path
located at the outside edge of the proposed
 A new eastbound carriageway from the access 2.5 wide shared path. The verge will contain:
into the West Belconnen Estate to  Bus stops at Spofforth, Macnaughton and
Macnaughton Street. Kinsella Street intersections, located on
 2.0 m wide on-road cycle lane; the exit side of the intersections.
 4.0 m wide kerbside traffic lane catering  Street lighting columns set-back 1.0 m
for bus traffic; from the edge of the on-road cycle lane
(3.0 m from the edge of the traffic lane).
 3.5 m wide median side traffic lane; and
 2.5 m wide shared path with 1.0 m
 0.5 m wide median side structural clearance to light columns. Initially only
shoulder. the northern shared path will be
constructed with the southern path
provided when demands dictate its
provision.
26-Aug-2016
 Relocated / new utilities which are Spofforth Street will have a widened median to allow
envisaged to include 600 mm diameter ingress to the one-way (eastbound direction) service
water supply mains, and a shared trench road via a priority controlled right-turn movement.
containing gas mains (size to be The right-turn pocket has adequate length to store a
determined) low and high voltage 12.5 m long HRV vehicle making the manoeuvre.
electrical cables and communications The 25 m long B-Double Vehicle (B-DV) is the
cables. design vehicle for this intersection, for movements
 4.4 m wide bio-retention swale with between Drake Brockman Drive and Stockdill
associated stormwater drainage pipes Street. B-DV’s cannot use Spofforth Street.
and sumps at outlets. This swale will be Bus stops are to be provided on the eastbound and
provided in both cut and fill conditions to westbound carriageways of Drake Brockman Drive
ensure the optimum outcome is provided on the departure side of the intersection with
to meet the new WSUD guidelines. pedestrian / bicycle access to and from the
westbound stop via the traffic signals.
6.7.2.6 Intersections
Trickett Street
In the Stage 3 configuration of the road the
intersections will be upgraded to suit the duplicated
This intersection will be adjusted to align with the
roadway. The revised form of the intersections is
duplicated Drake Brockman Drive and will be
outlined below.
signalised.
Woodhaven access The junction will provide for all turning movements
with a right-turn lane provided on Drake Brockman
This intersection (yet to be constructed as Drive westbound approach and a left-turn lane
previously noted) will be adjusted to align with the provided on the Drake Brockman Drive eastbound
duplicated Stockdill Drive and will become left-in / approach. Both of these lanes are to be 3.5 m wide
left out in the Stage 1 design. and 115 m long, including 25 m long taper and 15 m
of storage at the hold line.
The 12.5 m long Heavy Rigid Vehicle (HRV) is the
design vehicle for turning movements at this Trickett Street will have a widened median to allow
intersection. access to and from the one-way (eastbound
direction) service road via a priority controlled right-
Britten-Jones Drive turn movement. The right-turn pocket formed will
have adequate length to store a 12.5 m long HRV
This intersection will be adjusted to align with the vehicle making the manoeuvre.
duplicated Stockdill Drive and will remain as a The 19 m long Single Articulated Vehicle (AV) is the
priority controlled junction. design vehicle for the intersection.
The junction will provide for all turning movements Macnaughton Street
and will include a 3.5 m wide, 115 m long right-turn
lane on the Stockdill Drive westbound approach This intersection will be adjusted to align with the
(including 25 m long taper and 15 m of storage at duplicated Drake Brockman Drive and will be
the hold line), together with a 150 m long left-turn signalised.
acceleration lane for vehicles entering Stockdill
The junction will provide for all turning movements
Drive from Britten-Jones Drive.
The 12.5 m long Heavy Rigid Vehicle (HRV) is the Drive westbound approach and a left-turn lane
design vehicle for turning movements at this provided on the Drake Brockman Drive eastbound
intersection. approach. Both of these lanes are to be 3.5 m wide
and 115 m long, including 25 m long taper and 15 m
Spofforth Street of storage at the hold line.
Macnaughton Street will have a widened median to
allow egress from the one-way (eastbound
duplicated Drake Brockman Drive and will be
direction) service road via a priority controlled right-
signalised with the existing priority arrangement
turn movement. The right-turn pocket formed will
changed to suit Stockdill Drive/Drake Brockman
have adequate length to store a 12.5 m long HRV
Drive traffic.
vehicle making the manoeuvre.
The 25 m long B-Double Vehicle (B-DV) is the
design vehicle for the intersection.
Drive westbound approach and a left-turn lane
provided on the Drake Brockman Drive eastbound Bus stops are to be provided on the eastbound and
approach. Both of these lanes are 3.5 m wide and westbound carriageways of Drake Brockman Drive
115 m long, including 25 m long taper and 15 m of on the departure side of the intersection with bicycle
storage at the hold line. access to and from the westbound stop via the
traffic signals.
26-Aug-2016
Cussen Street Three options were investigated

This intersection will be adjusted to align with the for the merge:
duplicated Drake Brockman Drive and will be an
1. Acceleration Lane and Merge Taper
unsignalised priority controlled intersection.
There is insufficient space to the Belconnen Way
roundabout for left-turn traffic to accelerate to the
with a right-turn lane to be provided on the Drake
design speed of Kingsford Smith Drive (90 km/h)
Brockman Drive westbound approach and a left-turn
which is similar for traffic exiting the roundabout
lane to be provided on the Drake Brockman Drive
from William Hovell Drive and it is estimated that the
eastbound approach. Both of these lanes are to be
latter traffic will only accelerate to about 70 km/h
3.5 m wide and 115 m long, including 25 m long
before decelerating to a stop at the Belconnen Way
taper and 15 m of storage at the hold line.
roundabout, a total travel distance of 225 m which
A 3.5 m wide, 220 m long right-turn acceleration generally matches the available distance of 240 m.
lane is to be provided for vehicles entering Drake As left turn traffic would require 150 m to accelerate
Brockman Drive from Cussen Street. to 70 km/h, plus a merge of 70 m, the merge would
end at the Belconnen Way roundabout hold line.
The 19 m long Single Articulated Vehicle (AV) is the
This would be unsafe and create operational issues,
design vehicle for the intersection.
particularly if the Drake Brockman Drive traffic
needed to make a right-turn into Belconnen Way.
Kinsella Street
2. Visibility Criteria and Merge Taper
duplicated Drake Brockman Drive and will be As the traffic exiting the roundabout and the left-turn
signalised. lane traffic exiting the transition curve (refer Option
1) are travelling at similar speeds at the nose of the
The junction will provide for all turning movements separation island given drivers in each lane would
with a right-turn lane provided on Drake Brockman have sight of each other, the 4 second visibility
Drive westbound approach and a left-turn lane criteria was applied as outlined in Table 7.2,
provided on the Drake Brockman Drive eastbound Austroads Part 4C, Interchanges which equates to
approach. Both of these lanes are 3.5 m wide and 80 m of parallel running and a merge taper of 70 m.
115 m long, including 25 m long taper and 15 m of The end of the merge taper under this option is 70
storage at the hold line. m from the Belconnen Way roundabout hold line.
The 19 m long Single Articulated Vehicle (AV) is the The ability for drivers to weave to the right-hand
design vehicle for the intersection. lane over 70 m would be problematic immediately
after completing the merge and hence this option is
Bus stops are to be provided on the eastbound and considered unsafe and would create operational
westbound carriageways of Drake Brockman Drive issues.
on the departure side of the intersection with
pedestrian/bicycle access to and from the 3. Dedicated Left-turn Lane Entry to Kingsford
westbound stop via the traffic signals. Smith Drive
This option would require the northbound traffic from
Kingsford Smith Drive / William Hovell Drive William Hovell Drive to merge to a single lane after
leaving the Drake Brockman Drive roundabout. The
The existing single lane roundabout will be
left-turn lane from Drake Brockman Drive would join
upgraded to a dual lane roundabout with a 25 m
the Kingsford Smith Drive carriageway in a
diameter central island and 11.5 m circulating lanes
dedicated lane about 115 m from the Belconnen
catering for a B-Double Vehicle and a car turning
Way roundabout hold line. This option,
simultaneously.
notwithstanding the relatively short weave distance
 Eastbound Traffic: Two traffic lanes will of 115 m, offers the best solution for the left-turn
continue eastward from Drake Brockman Drive traffic from Drake Brockman Drive to make a right-
and form two right-turn lanes into William turn into Belconnen Way as has been adopted.
Hovell Drive southbound. A 5 m wide left-turn
 Southbound traffic: The existing southbound
slip lane flanked by a 2 m wide on-road cycle
slip lane will be retained for traffic travelling
lane is to be provided to connecting Drake
from Kingsford Smith Drive to William Hovell
Brockman Drive with Kingsford Smith Drive.
Drive southbound.
This slip-lane will have a 60 m centre radius
(design speed: 50 km/h) and 80 m entry and  Northbound traffic: The existing two
exit radii (design speed 60 km/h). These 80 m northbound traffic lanes on William Hovell
radius curves provide the entry and exit speed Drive will continue to pass through the
transitions. roundabout, albeit in its reconfigured form, as
presently occurs. A 4.0 m wide left-turn slip
lane, flanked by a 2 m wide on-road cycle lane,
26-Aug-2016
is provided to connect to Drake Brockman space clear of the through carriageway to

Drive. This lane will have a dedicated lane reduce speed prior to turning into the
entering into Drake Brockman Drive. A 120 m driveways.
diverge lane is provided from William Hovell
 Provision of 4.0 m and 4.3 m wide
Drive into the left-turn slip lane.
eastbound and westbound through lanes
Access is provided to the Land’s End property respectively.
located on the corner of William HovellDrive
 Macnaughton Street and Southern Cross
and Drake Brockman Drive and the abutting
Drive/William Hovell Drive:
ICON Water reservoir from the left-turn slip
lane via a 100 m long deceleration lane.  A 3.0 m wide painted median which will
allow for right-turn lanes to be created at
Westbound Traffic: Two right-turn lanes will enter
intersections.
the roundabout from Kingsford Smith Drive for
westbound traffic turning into Drake Brockman  4.9 m wide through traffic lanes, both
Drive. These two right-turn exit lanes will merge into eastbound and westbound.
a single lane prior to the join with the William Hovell
 Pegasus Riding School Access:
Drive to Drake Brockman Drive left-turn slip lane.
Access is to be provided to the Land’s End property,  Provision of a short left-turn lane at the
located on the corner of William HovellDrive and entrance driveway on the westbound
Drake Brockman Drive, and the abutting ICON through lane to allow left-turn traffic to
Water reservoir from the left-hand lane at its exit reduce speed clear of the through traffic
from the roundabout. This access is 5 m wide with lane.
sufficient storage for a HRV and has a stop
condition prior to crossing the left-turn slip lane from  Intersection arrangements will remain as
presently exists as follows:
William Hovell Drive into Drake Brockman Drive via
gated stop signs.  Woodhaven Estate: Priority controlled T
Junction with left-in and left-out traffic
The exit from the Land’s End property/ICON Water
reservoir is left-turn only onto the slip lane. To movements only catered for.
provide adequate sight lines for left-turning vehicles  Britten-Jones Drive: Priority controlled T
from the access, a 5 second critical acceptance gap Junction.
and a 80 km/h approach speed has been adopted
as noted in Table 3.5, Austroads Part 4A,  Spofforth Street: Priority controlled T
Unsignalised and Signalised Intersections giving a Junction with priority on the Drake
gap sight distance of 111 m. A retaining wall Brockman Drive to Spofforth Street traffic
approximately 2 m high and 200 m long is required movement, i.e. Stockdill Drive traffic will
to limit impacts on the Land’s End Rural Lease as continue to give way to turning traffic at
well as providing for the required sight lines. the junction. The 2.5 m wide painted
Preliminary design indicates this wall will be located median will continue up to the turn line
about 7 m from an existing dwelling on the Land’s into Spofforth Street, i.e. the westbound
End property, requiring fencing to be incorporated and right-turn traffic will be
into the top of the wall. accommodated on the single westbound
lane.
Refer to plans in Volume II of this report for Given the issues with the existing
further details. Stopping Sight Distance (50 km/h as
noted previously) on the eastbound
6.7.3 Stage 1 upgrade
approach to the intersection it is
Stage 1 is proposed to be limited to: Upgrade of recommended that improvements be
line-marking to improve conditions for right-turning made once traffic from the West
traffic into existing intersections and residential Belconnen Estate begins to use Stockdill
driveways. The works are proposed as follows: Drive, i.e. there is an increase in traffic on
Stockdill Drive attributed to the residential
 Spofforth Street to Macnaughton Street: estate
 A 2.5 m wide painted median in which  Trickett Street: Priority controlled T
right-turning traffic can store whilst
Junction with a 2.5 m wide and 115 m
awaiting a gap in the traffic to access
long, including 25 m long taper and 15 m
respective intersections and residential of storage at the hold line, right-turn lane
driveways. created in the proposed 2.5 m wide
 2 m wide buffer lane on the northern side painted median.
of the carriageway (as presently exists) to
improve sight lines for traffic egressing
the driveways as well as providing some
26-Aug-2016
 Macnaughton Street: Priority controlled 6.7.4 Stage 2 upgrade

T Junction with a 2.5 m wide and 115 m
This stage will see the implementation of the part of
the Stage 3 upgrade works between the West
of storage at the hold line, right-turn lane
Belconnen Estate access and Macnaughton Street
created in the proposed 2.5 m wide
as described previously in the Stage 3 works.
painted median.
Beyond Macnaughton Street and the transition of
 Cussen Street: Priority controlled T the Stage 3 works to the existing carriageway, the
Junction with a 2.5 m wide and 115 m Stage 1 work as described previously will be
long, including 25 m long taper and 15 m retained up to the Kingsford Smith Drive/William
of storage at the hold line, right-turn lane Hovell Drive intersection, apart from some minor
created in the proposed 3.0 m wide improvements to the operational arrangements of
painted median. the roundabout and the signalisation of the Kinsella
 Kinsella Street: Priority controlled T intersection.
Junction with a 2.5 m wide and 115 m
A summary of the works are:
of storage at the hold line, right-turn lane 1. West Belconnen Estate Access to end of
created in the proposed 3.0 m wide Westbound Carriageway Transition east of
painted median. Macnaughton Street
 Southern Cross Drive/William Hovell  Full formation earthworks.
Drive: Priority controlled roundabout with
southbound slip lane.  Provision of kerbside westbound and
eastbound carriageway lanes and
The status-quo will be maintained for the vertical
abutting on-road cycle lanes except at
alignment for the length of the road, and no on-road
Macnaughton Street where the Stage 3
cycle lanes will be provided in this stage apart from
intersection arrangement of two lanes
the 2 m wide buffer lane between Spofforth Street
eastbound and westbound will be built
and Macnaughton Street which defaults as an on-
over approximately 200 m each side of
road cycle lane.
the intersection.
Refer to plans in Volume II of this report for  Adjustments to existing intersections,
further details. namely Woodhaven Access, Britten-
Jones Drive, Spofforth Street, Trickett
Street and Macnaughton Street to
provide their Stage 3 arrangements as
shown in the Stage 3 drawings, including
right and left-turn lanes, the former built
on the Stage 3 kerbside lane.
 Provision a 5.5 m wide one-way kerbed
service road between Spofforth Street
and Macnaughton Street and removal of
redundant pavements (7.3 m in width).
 WSUD median and verge bio-retention
swales and associated stormwater
drainage.
 Street lighting located on the verges.
 Bulk utilities and utility relocations into the
westbound carriageway verge.
 Revised location for the Pine Ridge
equestrian centre access.
 Temporary connection to the Stage 1
works immediately east of Macnaughton
Street.
26-Aug-2016
2. Kinsella Street 6.8 Box Gum Woodland

 Signal existing intersection maintaining Impacts
one eastbound and one westbound traffic
lane with a 2.5 m wide 115 m long right- The maximum area of box gum woodland located
turn lane for westbound traffic turning into on the southern side of the Stockdill Drive / Drake
Kinsella Street, ie. a Type CHR Brockman Drive road corridor that can be impacted
arrangement (Austroads Part 4A). by the West Belconnen Road Upgrade Works is 3.8
hectares. Initial calculations with 4 (horizontal) to 1
3. Kingsford Smith Drive/William Hovell Drive (vertical) batters indicated that the area of
Intersection disturbance would be approximately 4.5 hectares
 Installation of part-time traffic signals on without mitigating measures.
the Drake Brockman Drive Eastbound As a consequence a retaining wall has been
approach. introduced along sections of the westbound
carriageway verge to limit the impact of disturbance
Refer to plans in Volume II of this report for
caused by earthworks on the box gum woodland.
further details.
The length of this wall is approximately 1,800 m.
The locations of the retaining walls are shown in
Table 23.
Excluded from these wall locations is the retaining
wall on the William Hovell Drive to Drake Brockman
Drive left-turn slip lane. This wall is described in the
Stage 3 works.
Table 23 Locations of required retaining walls
Condition Maximum Height

Chainage Length (m)
Cut Fill (m)
440 to 540 N Y 100 4.5

540 to 680 Y N 140 3.0
680 to 800 N Y 120 2.0
1,100 to 1,500 N Y 400 1.5
1,500 1,700 Y N 200 3.5
1,820 to 2,200 Y N 200 3.5
2,300 to 2,400 Y N 100 1.0
2,520 to 2,800 Y N 280 3.0
2,800 to 3060 Y N 260 2.5
William Hovell Drive / Drake
Y N 200 2.0
Brockman Drive south-west corner
26-Aug-2016
6.9 New Road Boundaries depending on the design traffic. Localised widening
of the existing pavement or for turning into existing
Existing road gazettal boundaries are impacted on side streets are expected to comprise thin asphalt
the south side of Stockdill Drive and Drake over granular base and subbase materials.
Brockman Drive and thus will affect existing leases.
6.11 Typical Cross Sections
The impacted leases are:
Two options were considered for managing
Land
stormwater runoff from the road corridor. These
Resumption (m2)
options are termed WSUD and Non-WSUD and
1,962 Rural Block 1582, Belconnen describe below.
Rural Block 1600, Belconnen Non-WSUD Option
15,567 (Pine Ridge Equestrian Centre)
This option does not have any WSUD measures
9,013 Rural Block 1599, Belconnen incorporated into the design in that the carriageway
Rural Block 1339, Belconnen has a one-way crossfall to the verge. The median
31,900 (Pegasus Riding School) edge is kerbed and the verge edge flanked by kerb
and gutter with stormwater sumps and piping
21,680 Rural Block 1565, Belconnen
connected to the existing stormwater system.
80,122 Total
WSUD Inclusive Option
The new road gazettal boundary will be located on
the southern edge of the 10 m wide Bicentennial For this option the road is crowned on the centre
National Trail 38m form the proposed centreline. In lane line to direct stormwater runoff towards a bio-
the south-west sector of the Drake Brockman Drive / retention swale located in the median and a bio-
William Hovell Drive intersection the new road retention swale located on the outer edge of the
boundary is formed by the chamfer of the existing verge.
gazettal boundary described previously.
The option adopted for the feasibility study is the
WSUD option as the stormwater management using
6.10 Pavements non-kerbed road edges assists in meeting the new
6.10.1 Likely Geological Subsurface ACT WSUD Code. The cross sectional
Conditions arrangements for the incorporation of WSUD
Based on the 1:50,000 Map of the Geology of measures in the duplicated road are described in
Canberra, Queanbeyan and Environs, the entire detail as follows.
length of Drake Brockman Drive is located within the  A new westbound carriageway from the
Walker Volcanics geological unit, comprising dacitic access into the West Belconnen Estate to the
crystal tuff. Kingsford Smith Drive/William Hovell Drive
The subsurface conditions expected within this unit intersection configured as follows:
comprise residual clays of low to medium plasticity,  2.0 m wide on-road cycle lane;
probably less than 2 m thick, overlying variably  4.0 m wide kerbside traffic lane catering
weathered tuff rock. Corestones of relatively for bus traffic;
unweathered, hard rock may be encountered within
 3.5 m wide median side traffic lane; and
the profile, sometimes occurring at shall depth.
 0.5 m wide median structural shoulder.
Accordingly, shallow excavations up to about 1 m
No kerbing is proposed on the median side of
depth are not expected to encounter difficulties but if
the carriageway so that pavement runoff can
corestones are encountered then large equipment
be directed to a bio-retention swale located in
or rock hammering may be required to excavate the
the depressed median to assist in meeting the
rock.
ACT WSUD requirements.
It should be noted that this assessment of For similar reasons no kerbing is proposed on
geological conditions is preliminary only, and must the interface of the verge and on-road cycle
be confirmed by geotechnical investigations. lane to allow stormwater runoff from the road
6.10.2 Likely Pavement Conditions pavement to flow to a bio-retention swale
located on the southern of the off-road shared
Based on the above discussion, design CBR values
path
for pavements are likely to be about 5%. Difficult
subgrade conditions are not expected unless the  A new eastbound carriageway from the access
exposed subgrade is allowed to become wet. into the West Belconnen Estate to
Macnaughton Street:
In line with Territory guidelines, the new mainline
 2.0 m wide on-road cycle lane;
pavement may comprise either relatively thin
asphalt over granular base and subbase materials  4.0 m wide kerbside traffic lane catering
or thick asphalt over a granular working platform, for bus traffic;
26-Aug-2016
 3.5 m wide median side traffic lane; and  2.5 m wide shared path with 1.0 m
clearance to light columns. Initially only
 0.5 m wide median side structural
the northern shared path will be
shoulder.
constructed with the southern path
 Between Macnaughton Street and Southern provided when demands dictate its
Cross Drive / William Hovell Drive the existing provision.
two-lane/two-way 12.8 m wide carriageway will
 Relocated/new utilities which are
be modified to provide:
envisaged to include 600 mm diameter
 2.0 m wide on-road cycle lane; water supply mains, and a shared trench
 4.0 m wide kerbside traffic lane catering containing gas mains (size to be
for bus traffic; determined) low and high voltage
 3.5 m wide median side traffic lane; and electrical cables, communications cables.
 0.5 m wide median side structural  4.4 m wide bio-retention swale with
shoulder. associated stormwater drainage pipes
The reduced width of 10 m requires the and sumps at outlets. This swale will be
removal of 2.8 m width of redundant provided in both cut and fill conditions to
pavement. Whilst the existing barrier kerb ensure the optimum outcome is provided
located on the northern edge of the to meet the new WSUD guidelines.
pavement will be retained no kerbing is
proposed on the median side of the
6.12 Property Access
carriageway so that pavement runoff can The existing arrangement of Drake Brockman Drive
flow to a bio-retention swale located in involves a number of property access locations to
the depressed median to assist in both urban and rural properties. The urban access
meeting the ACT WSUD requirements. points are located on the northern side of Drake
 Provision of a 5.5 m wide one-way service Brockman Drive between Macnaughton Street and
road between Spofforth Street and Spofforth Street and the rural access points are
Macnaughton Street utilising the existing located on the southern side of Drake Brockman
carriageway pavement and removal of Drive for the length of the road corridor.
redundant pavement (7.3 m in width). A number of accesses to residential and rural
The service road is ingressed off the leases are required to be modified as part of the
intersections of Spofforth Street and Trickett design.
Street whilst egress is provided at Trickett 6.12.1 Urban Properties
Street and Macnaughton Street.
The urban properties between Macnaughton Street
Raised thresholds 3.2 m wide are provided at and Spofforth Street which gain access from the
each ingress/egress point to encourage slow north of Drake Brockman Drive total 24 properties.
speeds but also limit the potential for rat-
running to bypass traffic signals on Drake The Stage 1 design will not affect accesses to
Brockman Drive. existing leases per se. However as mentioned
previously the addition of a painted median between
 Provision of a 6.5 m wide median consisting of Spofforth Street and Macnaughton Street will
0.5 m wide structural shoulder to each improve the safety of ingressing vehicles travelling
carriageway edge and a 5.5 m wide depressed from the east into the existing residential driveways
median forming a bio-retention swale with by allowing them to temporarily halt within the
associated stormwater drainage pipes and median whilst awaiting the opportunity to access
sumps at outlets. driveways.
 Provision of 7.5 m wide verges flanking both The proposed Stage 2 works will provide the Stage
carriageways, new and existing. These verges 3 arrangement between Spofforth Street and
grade towards the bio-retention swale located Macnaughton Street with the creation of the one-
at the outside edge of the proposed 2.5 wide way (easterly direction) service road. The service
shared path as previously mentioned. The road will provide good safety and operational
verge contains: conditions for the residents to access their
 Bus stops at Spofforth, Macnaughton and driveways.
Kinsella Street intersections located on A number of options were considered for the
the exit side of the intersections. proposed service roads between Macnaughton
 Street lighting columns set-back 1.0 m Street and Spofforth Street which are summarised
from the edge of the on-road cycle lane as follows:
(3.0 m from the edge of the traffic lane).
26-Aug-2016
Option 1: Two two-way service

roads with accesses from
Macnaughton Street and Trickett
Street respectively. Each service
road has a cul-de-sac at the
western end of the access road.
Option 2: Two two-way service

roads with accesses from Trickett
Street and Spofforth Street
respectively. Each service road
has a cul-de-sac at the eastern
end of the access road.
26-Aug-2016
Option 3: Two one-way service

roads operating eastbound which
are accessed from the western-
most side road (Spofforth Street
and Trickett Street) and exited
from the eastern-most side road
(Trickett Street and Macnaughton
Street).
Service road options 1 and 2 were reviewed 6.12.2 Rural Properties

geometrically; however width constraints of the
A number of rural property access points exist on
proposed access roads and cul-de-sacs indicated
the southern side of Drake Brockman Drive. The
that these options were less desirable in terms of
driveway future access options for key accesses to
geometric design.
the Molonglo Brigade ACT Rural Fire Service,
Pegasus Riding School and Pine Ridge Equestrian
Option 3 was seen as the Centre are detailed in the following section. Details
preferred option, dependent on for recommended access arrangements for other
the side road access design. accesses follow in Section 6.12.2.5
6.12.2.1 Molonglo Brigade ACT Rural Fire
For an example of the proposed access road layout,
Service and Land’s End
refer to the drawings. This arrangement operates in
a ‘teardrop’ design which reduces potential conflicts The proposed access arrangement for the Molonglo
in this location whilst still providing storage for right Brigade ACT Rural Fire Service is designed as a
turning vehicles from the minor road into the left-in left-out intersection arrangement. It will
proposed service road. The operation of this design involve a left-turn deceleration lane from Drake
should be perceived as a wide median which gives Brockman Drive westbound and an access driveway
priority to the minor road through movements whilst approximately 25 m in width. The driveway will also
allowing for ingress / egress movements from the provide access to the adjacent rural property on the
access roads. corner of William Hovell Drive and Drake Brockman
Drive. This access arrangement is shown in Figure
24.
26-Aug-2016
Figure 24 Molonglo Brigade ACT Rural Fire Service Access Arrangement
6.12.2.2 Pegasus Riding School

The proposed access arrangement for the Pegasus
Riding School is designed as a left-in left-out
intersection arrangement. It will involve a left-turn
deceleration lane from Drake Brockman Drive
westbound and an access driveway. This access
arrangement is shown in Figure 25 for the Stage 3
design arrangement. However, it is proposed to
improve this access as part of Stage 1 works.
Figure 25 Pegasus Riding School Access Arrangement
26-Aug-2016
6.12.2.3 Pine Ridge Equestrian Centre 6.12.2.4 Other rural leases

Access for the Pine Ridge Equestrian Centre is Other rural lease accesses that will require
proposed to be provided via a new southern leg to adjustment and the type of driveway to be provided
the proposed intersection of Stockdill Drive and a in Stage3 are:
new Collector Road, shown in Figure 26. The Pine
 Rural Block 1599, Belconnen: TAMS standard
Ridge Equestrian Centre access will be required to
6.0 m wide commercial driveway Type HD2
provide access for heavy vehicles and horse floats.
 Rural Block 1339, Belconnen (Pegasus Riding
Alternate design options were considered to provide
School): 100 m long deceleration lane and 7.0
access to Pine Ridge. These options included a
m wide TAMS standard driveway Type HDR
roundabout at the intersection of Drake Brockman
Drive and Spofforth Street and a T-intersection to  Rural Block 1591, Belconnen: TAMS standard
the east of Spofforth Street. These options were 6.0 m wide commercial driveway Type HD2
dismissed primarily due to the constraints
 Rural Block 1564, Belconnen (ACT Bush Fire
associated with the existing level of the intersection
Service, Molonglo Brigade): 100 m long
of Drake Brockman Drive and Stockdill Drive and
deceleration lane and 8.0 m wide TAMS
the associated drainage issues.
standard driveway Type HDR
The relocated Pine Ridge Equestrian Centre (Rural
 Rural Block 1361, Belconnen (ICON Water
Block 1600) access will require the construction of
Reservoir). This access is combined with that
approximately 250 m of 5.0 m wide gravel
for Rural Block 1565. Refer previous
pavement. The intersection arrangement with
description of the access provided in the Stage
Stockdill Drive will be determined as part of the
3works at the intersection of Drake Brockman
West Belconnen Estate works. This access to Pine
Drive with Kingsford Smith Drive and William
Ridge, located within the Stockdill Drive road
Slim Drive
reserve will also serve as the Bicentennial National
Trail route from the point of crossing Stockdill Drive  Rural Block 1565, Belconnen (Land’s End):
at Studio Road, the access to Strathnairn Arts This access is combined with that for Rural
Association to the northern end of Rural Block 1582. Block 1361. Refer previous description of the
access provided in the Stage 3 works at the
intersection of Drake Brockman Drive with
Figure 26 Pine Ridge Access Arrangement
26-Aug-2016
Accesses to Rural Blocks 1599,

1399, 1591 and 1594 are
designed to conform to TAMS
design Standards within the
verge and the requirements of
the AS 2890-2, Off-Street
Parking Guide for Commercial
Vehicles, beyond the verge. The
design vehicle for the vertical
alignments and horizontal
alignments for the driveways is
as nominated in AS 2890.2 with
the HRV being the design
vehicle.
It should be noted that accesses
to all rural blocks will require
work to be carried out within the
leases to accommodate grading
requirements due to the new
westbound carriageway being
primarily in cutting.
26-Aug-2016
7.0 Earthworks
Preliminary indications are that the earthworks to The approximate earthwork volumes are shown in
form the road will be relatively substantial given the Table 24.
need to: Table 24 Approximate Earthwork Volumes
 Construct the new westbound carriageway at a Fill Disposal Import

similar level to the existing carriageway as the Stage Cut (m³)
(m³) (m³) (m³)
relatively narrow median (6.5 m wide) does not
Stage 3 120,000 45,000 75,000
allow any grade change between what will
become the eastbound carriageway and the Stage 2 80,000 40,000 60,000
proposed westbound carriageway;
Stage 1 2,000 2,000
 Maintaining levels at existing intersections to
avoid level and grade changes when Stage 1B 6,000 6,000
connecting the new westbound carriageway;
 Providing the required clear zones; and Notes:
 Constructing the new westbound carriageway 1. Stage 3 earthwork volumes are for the total
as low as possible to assist in noise project irrespective of any staging.
amelioration at the existing residential
2. Stage 3 and Stage 2 earthwork volumes make
properties located between Spofforth Street
no allowance for any earthworks constructed in
and Macnaughton Street as well as
Stage 1B.
maintaining the present viewshed.
3. Stage 1B earthwork volumes are for an
improvement at the western approach to
Spofforth Street to provide 70 km/h SSD.
26-Aug-2016
8.0 Existing Utility Services
At the Trickett Street / Drake Brockman Drive

A Dial Before You Dig (DBYD) enquiry intersection, a 150 mm main is end-capped in the
showed evidence of the following southern verge of Drake Brockman Drive. A 225
mm diameter distribution main crosses under the
utilities (aside from stormwater) located
road pavement, connecting into the 100 mm
within the project limits: ActewAGL diameter reticulation main in the northern verge of
Electricity Network, Icon Water Drake Brockman Drive.
Network, Department of Finance Between Trickett Street and Macnaughton Street,
(ICON Communications), Optus the 225 mm distribution main in the southern verge
assets, Telstra NSW of Drake Brockman Drive increases into a 375 mm
telecommunication cables, and diameter main. There is an additional 150 mm
Transact Communications reticulation main connecting the two parallel mains
along Drake Brockman Drive mid-way between
infrastructure. A detailed survey of the Trickett Street and Macnaughton Street. Just west
project site has been completed and of Macnaughton Street, the 100 mm distribution
confirmed the location of these main in the northern verge of Drake Brockman Drive
services. Potholing is proposed to be crosses under the road pavement to join the 375
completed to provide more information mm distribution main.
for the next phase of design. A 450 mm diameter distribution main exists in the
northern verge of Macnaughton Street, joining into
the 375 mm main continuing east on Drake
Drawings showing the location of Brockman Drive, and is fed by the 600 mm diameter
services are provided in Volume distribution main in the northern verge of Drake
Brockman Drive that exists between Macnaughton
II of this report. Street and just west of Kingsford Smith Drive. This
distribution main is fed by a 900 mm distribution
8.1 Water Supply main from the Icon Water reservoir south-west of
Drake Brockman Drive and the Kingsford Smith
According to the detail survey information and the
Drive roundabout (Block 1361).
DBYD enquiries there are Icon Water assets within
the project boundary. There is a 225 mm diameter The 900 mm distribution main originating from the
distribution main in the southern verge of Stockdill Icon Water reservoir crosses under Drake
Drive and Drake Brockman Drive from west of the Brockman Drive and continues along the property
project site, through to Trickett Street. Along this boundary line north along Kingsford Smith Drive.
segment of pipe, there is a 225 mm diameter
reticulation main which travels north along the There is a 225 mm reticulation main along the
western verge of Britten-Jones Drive. There is also property boundary line north of Drake Brockman
a water tie off the distribution main to the south, Drive. This originates from the eastern side of
servicing Block 1600 Belconnen (Pine Ridge), and a Kingsford Smith Drive and continues to the eastern
hydrant midway between Britten-Jones Drive and verge of Cussen Street.
Spofforth Street. Between Spofforth Street and There is also a 675 mm bulk supply main that
Macnaughton Street there is an additional 100 mm exists, from the reservoir site, and passes
diameter reticulation main in the northern verge of diagonally under Drake Brockman Drive close to the
Drake Brockman Drive with multiple hydrants and roundabout with Kingsford Smith Drive, then
ties to the adjacent residential properties. continues north within the median of Kingsford
Smith Drive.
26-Aug-2016
8.2 Electricity and Street There are small sections of underground HV cables,
within the project area. These exist in:
Lighting
 The northern verge of Drake Brockman Drive
8.2.1 Electricity for 50 m west of Britten-Jones Drive, crossing
According to the DBYD information, the majority of under Britten-Jones Drive and continuing east
electricity cables present on the proposed West in the northern verge.
Belconnen Road upgrade site consist of high  At the Drake Brockman Drive / Spofforth Street
voltage (HV) and streetlight cables. intersection, underground HV cable originate in
Overhead HV cables exist along the majority of the southern verge of Drake Brockman Drive in
Stockdill Drive and Drake Brockman Drive within the two locations; one cable crosses under Drake
project area. Overhead HV cables can be found in Brockman Drive, just east of the Macnaughton
the following areas: Street intersection and continues in the
northern verge of Drake Brockman Drive,
 Overhead HV cable extending across Block adjacent to the property boundary. The second
1606, Stockdill Drive and encroaches into HV cable continues in the southern verge of
Block 1600. This overhead HV cable continues Drake Brockman Drive until Macnaughton
to extend along the southern verge of Drake Street where it crosses under Drake Brockman
Brockman Drive until it crosses the road at the Drive extending east in the northern verge of
Drake Brockman Drive / Macnaughton Street Macnaughton Street, and for a small section
intersection. The overhead HV cable continues along the property boundary on Drake
to extend east on the northern verge of Drake Brockman Drive to the north.
Brockman Drive and crosses Kingsford Smith
Drive.  A small section of underground HV cable
exists within the eastern verge of Kinsella
Some of the diversions from this line include: Street, this extends for a small section along
 Pole # 84989 where it extends north across the property boundary south of Kinsella Street
Stockdill Drive where it supplies along Drake Brockman Drive.
underground HV cables into Britten-Jones There are underground low voltage (LV) cables
Drive. along the property boundaries along Drake
 The Drake Brockman Drive / Spofforth Brockman Drive and Trickett Street for the extent of
Street intersection where it diverts north at Section 33 Higgins.
Pole # 31086. The overhead HV cable Overhead LV cables along the property boundary in
extends north along the eastern verge of the northern verge of Drake-Brockman Drive
Spofforth Street. between Macnaughton Street and Kingsford Smith
 Pole # 30525 where it extends south Drive, where it crosses Drake-Brockman Drive once
across Drake Brockman Drive and into to service the Rural Fire Brigade Depot.
Pegasus Riding School for the Disabled 8.2.2 Street Lighting
(Block 1339).
There is underground street light cabling and street
light columns along part of Drake-Brockman Drive.
Street lighting exists at all intersections within the
project area, and along the northern verge of Drake-
Brockman Drive from Spofforth Street to
Macnaughton Street.
26-Aug-2016
8.3 Gas 8.4 Telecommunications

A 100 mm steel gas main exists in the southern 8.4.1 ICON Communications
verge of Stockdill Drive from west of the project
An ICON communications cable enters the site from
boundary to the Stockdill Drive / Spofforth Street
a pathway to the north of Drake Brockman Drive
intersection. This main crosses under Stockdill Drive
midway between Cussen Street and Kinsella Street.
just west of this intersection and continues north in
This ICON cable crosses under Drake Brockman
the western verge of Spofforth Street.
Drive and continues east within the southern verge
A 32 mm Nylon main exists in the northern verge of of Drake Brockman Drive until it crosses under
Stockdill Drive, originating from a 75 mm main in the William Hovell Drive and continues south in the
eastern verge of Britten-Jones Drive, the 32 mm eastern verge of William Hovell Drive.
main passes under the Drake Brockman Drive /
8.4.2 iiNet (TransACT)
Spofforth Street intersection and continues within
the northern verge of Drake Brockman Drive There is an iiNet pit in the southern verge of Drake
remaining in the verge of Drake Brockman Drive Brockman Drive at the Trickett Street intersection.
until Macnaughton Street, where it continues north The iiNet conduit passes under Drake Brockman
within the western verge of Macnaughton Street. Drive and continues north along the western verge
of Trickett Street.
No other gas infrastructure exists within the project
site from Macnaughton Street to Kingsford Smith There is a small section of 100 mm diameter iiNet
Drive. conduit located in the northern verge of Drake
Brockman Drive between Kinsella Street and
A 100 mm steel gas main in the gas easement on
Kingsford Smith Drive along the property boundary.
Block 1469 is currently not in use and is end-capped
further east on the southern verge of Stockdill Drive 8.4.3 Optus
near the Stockdill Drive / Britten-Jones Drive
There is a one Optus conduit within the project site.
intersection.
This conduit originates in the eastern verge of
Kingsford Smith Drive, crossing under it just south
of the roundabout before entering into Block 1361
Belconnen, south of Drake Brockman Drive.
8.4.4 Telstra
The majority of the site consists of Telstra cables in
the northern verge of Drake Brockman Drive
adjacent to the property boundary line. There is also
Telstra cable that follows the road line on the
southern verge of Stockdill Drive and Drake
Brockman Drive, until Trickett Street. The Telstra
cable then crosses under Drake Brockman Drive
into a Telstra pit where it continues north on the
western verge of Trickett Street and east along the
northern verge of Drake Brockman Drive until
Macnaughton Street. This line extends across
Macnaughton Street and continues to align east on
the northern verge of Drake Brockman Drive.
Telstra cables cross under Drake Brockman Drive
just to the west of the roundabout with Kingsford
Smith Drive, servicing the block to the south of
Drake Brockman Drive. This Telstra cable extends
east on the southern verge of Drake Brockman
Drive which provides services to the blocks south of
the road including to the Molonglo Fire Brigade.
26-Aug-2016
9.0 Proposed Utility Services
The proposed locations of future utility

services are shown in the drawings in
Volume II of this report. A description
service relocations and new services
follow.
9.2 Electricity and Street

9.1 Water Supply
Lighting
The existing water main in the southern verge of the
existing road will require an upgrade and relocation. Due to the Boxgum Woodland areas through the
It is proposed to upgrade the existing 375 mm whole extent of the road project overhead HV lines
diameter water main into a 600 mm diameter water are recommended to be replaced by underground
main in the northern verge of Stockdill Drive and HV lines. It is proposed to have a shared trench
Drake Brockman Drive. The proposed water main is containing 4 conduits (2 x HV and 2 x spare),
to be adjacent to and on the southern side of the streetlight conduit, and a telecommunications pit. It
existing stormwater main with varying offsets is proposed that the shared trench is to be located
approximately 8 – 10 m from the northern edge of underneath the future cycle path on the southern
the proposed on-road cycle lane. The levels of the verge of the road project. The shared trench detail is
proposed water main are to suit future levels for the illustrated in Figure 27.
area. This is subject for confirmation with Calibre
Consulting.
Figure 27 Shared Trench Detail (Electricity, Streetlight and Telecommunications)
26-Aug-2016
 450 mm diameter pipe at Ch. 1220, draining

9.3 Gas through Block 9, Section 24, Holt (No.150
Drake Brockman Drive). It appears this pipe
The existing 100 mm gas main in the southern
carries through to Cazaly Close. This pipe is a
verge of Stockdill Drive is proposed to be relocated
relief pipe in the Drake Brockman Drive system
on the northern verge of Stockdill Drive, behind the
and is not located at a lowpoint.
retaining wall of the proposed pedestrian / cycle
path. The gas main is proposed to be located 2 m  450 mm diameter pipe at Ch. 1820, at the
behind the retaining wall. The exact location of this lowpoint draining through Block 24, Section 6,
gas main is to be determined by Calibre Consulting. Higgins (No.23 Ashburner Street)
Macnaughton Street and Cussen Street. It
9.4 Telecommunications appears this pipe carries through to Ashburner
Street. The walkway in Block 25, Section 6
A shared trench consisting of electricity, streetlight Higgins would act as a floodway for any gap
and telecommunication conduits are proposed to be flows
instated in the southern verge of the road project
where required, as shown in Figure 27. This will  450 mm diameter pipe at Ch. 2160, draining
require the relocation of Telstra conduits into the through Block 7, Section 50, Higgins (No.14
proposed shared trench within a Davidson Street) between Cussen Street and
telecommunications pit of approximate size Kinsella Street. It appears this pipe carries
650 mm x 450 mm. through to Davidson Street. This pipe is a
relief pipe in the Drake Brockman Drive system
and is not located at a lowpoint.
9.5 Stormwater
 525 mm diameter pipe at Ch. 2360, draining
The existing stormwater system on Stockdill Drive through Block 4, Section 44, Higgins (No.30
consists of a 450 mm diameter culvert at Ch. 450 Davidson Street) between Cussen Street and
with a sump in the table drain on the uphill side of Kinsella Street. It appears this pipe carries
the road draining the lowpoint between Britten- through to Davidson Street. This pipe is a
Jones Drive and Spofforth Street. This culvert relief pipe in the Drake Brockman Drive system
discharges towards the Pine Ridge Equestrian and is not located at a lowpoint.
Centre.
Given the issues of small diameter pipes and
Between Spofforth Street and Kingsford Smith discharges through existing residential blocks with
Drive, the existing stormwater system consists of in most cases no overland paths for gap flows the
sumps along the northern and southern kerb lines proposed new drainage system not connect to the
connected by small diameter pipes discharging to existing system and will drain to the south. The
the north through residential blocks. The existing proposed stormwater management, combined with
discharge points and pipe diameters are: WSUD measures is as follows for the Stage 3 of the
 600 mm diameter pipe at Ch. 800, the lowpoint work with some of system implemented in Stage 2.
between Spofforth Street and Trickett Street,  A longitudinal pipe system located under the
draining through Block 41, Section 34, Holt southern grass lined swale drain with
(No.176 Drake Brockman Drive). It appears discharge points to the south at:
this pipe carries through to Bardsley Place. No
 Ch. 420
formed overland flow paths are visible for any
gap flows from this lowpoint.  Ch. 720
 Ch. 1440
 300 mm diameter pipe at Trickett Street
flowing northward along this street It is proposed that this pipe system have collection
sumps with upstream bio-filtration at regular
 300 mm diameter pipe at Ch. 1100, draining intervals along the swale drain. Also the swale
through Block 15, Section 24, Holt (No.150 drain will assist in meeting WSUD requirements for
Drake Brockman Drive) between Trickett the project as no kerbing is proposed on the road,
Street and Macnaughton Street. It appears except at intersections, as noted in this report.
this pipe carries through to Mockridge
Crescent. This pipe is a relief pipe in the The depressed median will have sumps similar to
Drake Brockman Drive system and is not the swale and connect to the swale longitudinal
located at a lowpoint. collector pipe system. The median will also
contribute to meeting WSUD requirements as the
road edges are not kerbed, except at intersections,
as noted in this report and the new westbound
carriageway is crowned to shed runoff towards the
depressed median and southern swale.
26-Aug-2016
10.0 Utilities Relocation
10.1.3 Pegasus Riding for the Disabled

The proposed relocation of existing A water service tie currently provides water service
utilities for the upgrade of Stockdill to Pegasus. This service tie is connected to the
Drive and Drake Brockman Drive will existing 600 mm diameter water distribution main in
require the relocation of utility the northern verge of Drake Brockman Drive. The
connections to rural and land’s end service tie may require extension which is
dependent on the alignment of the batter proposed
lease properties. in the Stage 3 road design.
A reticulation main with a blank flange is connected
10.1 Water Supply to the 375 mm diameter water distribution main in
the southern verge of Drake Brockman Drive. The
Water supply connections to rural and land’s end reticulation main exists south of the Drake
properties will require new water service ties in the Brockman Drive / Macnaughton Street intersection.
areas described below. Assuming that the reticulation main is to be retained
10.1.1 Pine Ridge for future development, the proposed realignment
and upgrade of the distribution main will require the
Pine Ridge currently has a water service tie removal of the reticulation main and a new
connected to the existing 225 mm diameter water reticulation 375 mm diameter main to be installed
distribution main on the southern verge of Stockdill and connected to the proposed 600 mm diameter
Drive. The proposed realignment and upgrade of distribution main.
this distribution main will require a new road
crossing water service connection into Pine Ridge.
10.1.4 Molonglo Brigade
With the alteration to the rural property boundaries, A water service tie connects to the existing 225 mm
this will also require the removal of the existing diameter reticulation main on the northern verge of
stopcock valve and water meter. These items will be Drake Brockman Drive. This service tie extends
re-installed as required for the water service across Drake Brockman Drive and connects into the
connection to Pine Ridge. Molonglo Fire Brigade providing service to the
10.1.2 Kamberra Vineyards (Block 1599) property. This service tie may be rearranged to
comply with the Icon Water Standards in the Stage
A 150 mm diameter reticulation main with a blank 3 road design.
flange exists on the southern verge of the existing
Drake Brockman Drive. This reticulation main is
10.1.5 Icon Water Reservoir
connected directly to the existing 375 mm diameter A 900 mm diameter water trunk main is currently
distribution main currently extending along the connected to the Icon Water Reservoir (the
southern verge of Drake Brockman Drive. The Reservoir). This trunk main is a major water main
proposed realignment and upgrade of this which extends across Drake Brockman Drive and
distribution main will require removal of the provides water supply to various water mains
reticulation main. The blank flange on the including the 600 mm diameter trunk main on the
reticulation main suggests that it may exist for future northern verge of Drake Brockman Drive. Impacts
connections and thus under the assumption that this of the road upgrade are to be determined and
reticulation main is to be used for future water relocation options assessed.
services, it is proposed to install a 150 mm
reticulation main with a blank flange from the A 675 mm diameter bulk supply main is also
proposed 600 mm diameter water main to the Block connected to the Reservoir. This bulk supply main
1599 property boundary. extends north crossing Drake Brockman Drive and
into the median of Kingsford Smith Drive. Impacts to
this bulk supply main by the road upgrade are to be
determined and relocation options assessed.
26-Aug-2016
10.1.6 Land’s End Properties (Block 10.3 Electricity and Street

1592)
Lighting
Two reticulation mains extend into Block 1592 from
a 100 mm diameter reticulation main on the east 10.3.1 Pine Ridge
side of William Hovell Drive (Hawker). The two Pine Ridge is currently serviced by an overhead HV
reticulation mains extend across William Hovell line from Pole #16270. In the Stage 3 design, it is
Drive and one connects into a stopcock valve and proposed to convert the overhead HV line extending
water meter, and the other has an endcap. The along the southern side of Stockdill Drive and Drake
proposed upgrade to William Hovell Drive in the Brockman Drive to underground HV lines, which will
Stage 3 design suggests that the two reticulation ultimately align in the southern verge of the road. It
mains may need to be extended to accommodate is thus required to connect a service line from the
the left turn lane on the William Hovell Drive proposed underground HV line to the Pine Ridge
approach to the roundabout from the south. Impacts service point.
to the reticulation mains in the Stage 3 road design
are to be determined and assessed. 10.3.2 Pegasus
Pegasus is currently serviced by an underground
10.2 Gas service line connected from an overhead HV line on
Pole #84508. This overhead HV line extends over
10.2.1 Pine Ridge
the proposed road and will require the overhead HV
The existing 100 mm steel gas main in the southern line to be converted into an underground line to
verge of Stockdill Drive provides gas services to extend underneath the proposed road upgrade. The
Pine Ridge. The proposed relocation of this gas proposed underground HV line will only extend from
main to the northern verge of Stockdill Drive will Pole #3052 to Pole #84509.
require the removal of the existing gas tie and the 10.3.3 Molonglo Brigade
installation of a road crossing to the 100 mm
diameter gas main. The Molonglo Brigade is currently serviced by an
underground service line connected from an
overhead LV line on Pole #84507. The overhead LV
line and poles will require removal where an
underground LV line will need to be reinstated from
Pole #84505 to Pole #84507, assuming that Pole
#84505 will be clear of the proposed cycle path on
the northern verge.
10.3.4 Icon Water Reservoir and Block
1531
The Reservoir is currently serviced by an
underground service line connected to an overhead
LV line on Pole #84504. Block 1531 is serviced by
an underground service line connected an overhead
LV Pole #84501. This overhead LV line extends
across Drake Brockman Drive and connects to Pole
#30487 on the northern verge of Drake Brockman
Drive. This overhead LV line and Pole #30488 will
require removal and an underground LV line will
need to be instated from Pole #30487 to Pole
#84500 extending underneath Drake Brockman
Drive.
26-Aug-2016
11.0 Noise Assessment
The scope of this noise assessment covers:

11.1 Introduction
 Attended and unattended noise measurements
This project was previously assessed in a undertaken to determine existing road traffic
preliminary assessment in 2014 by SLR Consulting noise levels;
Australia Pty Ltd (SLR). Additional noise modelling
 Establishment of operational road traffic noise
has been undertaken to include a more detailed
criteria;
assessment of the impact of road traffic noise on
sensitive receivers adjacent to Drake Brockman  Methodology to assess operational road noise;
Drive as part of the refined design of the proposed
road.  Identification of sensitive receivers potentially
affected by road traffic noise from the
It includes an assessment using the latest traffic proposed redeveloped road; and
forecasts and design. The road noise assessment
has been conducted using the criteria in the ACT’s  Predictions of road traffic noise levels and
Noise Management Guidelines (Draft, March 1996). discussion on mitigation options where
While the guidelines have been superseded by necessary.
various Codes under the Territory Plan, the criteria A glossary of acoustic terminology is provided in
are still applied to major road projects as a matter of Appendix E.
planning practice in ACT.
11.2 Existing Noise
Environment
11.2.1 Site location
Figure 28 shows the location of the proposed works
and other nearby major roads.
Figure 28 Project area for noise assessment
26-Aug-2016
11.2.2 Overview 11.2.3 Receivers

The study area comprises predominantly residential Residential receivers are located north of Drake
buildings, in addition to a golf course and a small Brockman Drive. The first row of receivers
number of commercial buildings. Generally the represents those worst affected receivers by traffic
existing noise environment throughout the project noise from Drake Brockman Drive. Compliance at
area is dominated by road traffic noise from arterial these receivers is considered to demonstrate
roads; however there is also some noise compliance since traffic noise will decrease as
contribution from local roads. The existing noise distance from the alignment increases.
environment within the study area is generally
Approximately half of residences east of
dependent on the proximity to existing roads.
Macnaugton Street comprise single story houses
located about 30 metres from the road, with the rear
of the residences facing the road. Receivers
between Spofforth street and Macnaughton Street
are generally single story and front-facing.
A list of the residential assessment locations is
presented in Appendix H.
Three commercial receivers are located near the
road project and could be impacted by traffic noise
from the project, as indicated in Table 25.
Table 25 Non-residential receivers
Receiver Address
Pegasus riding for the disabled 119 Drake Brockman Dr, Holt
Magpies Belconnen Golf Club Cnr of Stockdill Drive & Spofforth St, Holt
Pine Ridge Horse Agistment Stockdill Drive, Holt
There are existing fences which

provide some mitigation effects and the
locations of these fences are
highlighted in the design drawings in
Volume II of this report.
26-Aug-2016
Noise logging locations were to represent typical

11.3 Existing Noise residential façade and rear yard noise impacts. A
Measurements noise logger measures the noise level over the
sample period and then determines LA1, LA10, LA90,
LAmax and LAeq levels of the noise environment. The
Ambient noise monitoring was LA1, LA10 and LA90 levels are the levels exceeded for
undertaken at two locations in the one per cent, 10 per cent and 90 per cent of the
study area in May 2016. This included sample period respectively. The LA1 is indicative of
typical maximum noise levels. The LA90 is taken as
both unattended long term monitoring
the background noise level. The LAeq is the energy
and short-term attended averaged noise level over a defined period. The
measurements. LA10(18hour) is the noise level exceeded 10% of the
time between 6 am and 12 am, which is the noise
11.3.1 Instrumentation index used in the ACT.
A summary of noise logging results is presented in
The noise loggers used for long term monitoring and
Table 27. A full set of logging results is presented
their locations are presented in Table 26. The sound
Appendix F.
level meter used to conduct attended surveys was a
Bruel & Kjaer 2270 (Serial Number 3000860). The measurement results in Table 27 suggest that
receivers do not currently exceed the maximum
All the acoustic instrumentation employed during the traffic noise criterion. It is likely that worst affected
noise measurements comply with the requirements receivers located along the extent of the project
of “AS IEC 61672.1-2004 Electroacoustics – Sound have similar noise levels, as the distance from and
level meters – Specifications” and were calibrated exposures to Drake Brockman Drive are similar to
prior to and after the monitoring session with a drift the logger location.
in calibration not exceeding ± 0.5 dB.
The noise logger located at 38 Davidson Street was
All instruments used were within their current located in the backyard of a property with the rear
National Association of Testing Authorities, Australia facing David Brockman Drive. The logger was
(NATA) certified in-calibration period (i.e. calibrated placed behind a corrugated iron fence, nearest to
in the last 2 years). David Brockman Drive to represent typical noise
11.3.2 Unattended measurements levels in rear yards.
Road traffic noise monitoring was undertaken at two 11.3.3 Attended noise monitoring
locations to determine existing noise levels from Attended monitoring was conducted at the two
Drake Brockman Drive within a private open space unattended monitoring locations on 19 May 2016.
area and also at a residential building facade. Noise Each measurement was conducted over a 15
logging was undertaken over a period of seven minute period. Weather conditions were fine on the
days. day of monitoring. The results of this monitoring is
summarised in Table 28.
Table 26 Noise monitoring details
Logger Location Model Serial number

NL1 130 Drake Brockman Drive Rion NL-21 765699
NL2 38 Davidson Street Svan 957 27540
Table 27 Drake Brockman Drive noise logging results summary
Sound Pressure Level,
Measurement location Location on property
LA10(18hour) dB(A)
130 Drake Brockman Drive Front Façade 62
38 Davidson Street Backyard 52
Table 28 Attended noise monitoring results
Attended measurement
Monitoring results, dB(A)
Date Time Description
Location Lmax, L10, Leq, L90,
15min 15min 15min 15min
130 Drake 19.05.16 11:34  Intermittent traffic (light vehicles and

Brockman trucks) on 80 km/h road 75 64 60 48
Drive  Some wind noise through trees
38 Davidson 19.05.16 12:22  Wind noise through trees dominates
Street background noise 70 54 52 47
 Intermittent traffic flow also audible
26-Aug-2016
11.4 Operational Noise

Criteria
Table 29 Maximum traffic noise levels, expressed as
The operational road noise LA10 (18 hour) dB(A) (From the ACT’s Noise
Management Guidelines (Draft), March
assessment criteria for road 1996, Table 3.2)
development were established within Maximum traffic noise level
the ACT’s Noise Management Type of usage L10 (18 hour), at 1m in front of
Guidelines (Draft, March 1996). The the building facade
1
criteria apply to building facades and Residential buildings 63

also for the private open spaces. The Private open space
2
58
applicable criteria for the affected
Notes:
sensitive receivers adjacent to a new 1. The acceptable traffic noise levels incorporate
road carriageway are provided in Table an allowance for reflection from the façade of the
building under investigation. Measurements
29 should be taken at one metre forward of the
building façade. In cases where the building is
not yet built, measurements should be taken at a
It is appreciated that many residential dwellings on distance of one metre in front of the proposed
Drake Brockman Drive are positioned such that the building façade, and 2.5 dB(A) added to the
façade of a house is the first point of exposure to measurement to allow for future façade
road traffic noise. As provided in Table 29,the Noise reflection. Measurements should be taken at a
height of 1.2 – 1.5 metres above ground level.
Management Guidelines (Draft), 1996 recognises
2. This criterion is also applied to useable private
backyards, courtyards and similar areas as private
outdoor space of attached houses or
open spaces for which an additional criterion of a apartments. Where the outdoor is divided in to
maximum of 58 dB(A) L10, 18 hour, measured one metre two or more separate areas, at least one of
inside the nearest boundary, must be met. This these areas should meet this criterion.
Measurements should be taken at a point one
criterion is applicable to the following three
metre from the nearest boundary of the area of
scenarios: identified private open space at a height of 1.2 –
1.5 metres above ground level.
 new development on existing road (in which
case any acoustic requirements are the
responsibility of the lessee);
 development of new road in new areas; and
 development of new road in existing areas.
26-Aug-2016
The road traffic levels have been calculated based

11.5 Road Noise on traffic counts in Table 30. The surveys indicated
Assessment that the current percentage of heavy vehicles on
Drake Brockman Drive is typically in the range of 6
11.5.1 Road Traffic Scenarios to 7% of all vehicles. Most of these vehicles are 2-
Two noise models were created as part of the road axle small vans or mini-buses (5 to 6% of all
noise assessment; the existing traffic noise vehicles).
assessment (2016) and the design noise Future traffic volumes in Stage 3 are forecasts from
assessment (Stage 3). AECOM’s Commuter model. Heavy vehicles have
11.5.2 Traffic volumes been assumed to constitute 7% of the total traffic
per day and are considered to be conservative
Road traffic counting was conducted by Trans assumptions as it will most likely decrease in later
Traffic Survey at two locations from 19 May 2016 to years. The modelled traffic volumes used in the
27 May 2016. Traffic counts are summarised in model are detailed in Table 31.
Table 30.
Table 30 Traffic count volumes
Year 2016 veh/day

Location Direction
Light Heavy
Drake Brockman Drive adjacent to 156 Drake Eastbound 2315 192
Brockman Drive, Holt – West of Macnaughton
Westbound
Street 2311 109
Drake Brockman Drive adjacent to 24 Davidson Eastbound 4202 340
Street, Holt – East of Macnaughton Street
Westbound 4065 290
Table 31 Forecast Drake Brockman Drive traffic flows

1
Year 2041 veh/day
Section Direction
Light Heavy
Westbound 20,392 1,427
Stockdill Drive to Britten-Jones Drive
Eastbound 6,704 469
Britten-Jones Drive to Spofforth Street
Eastbound 7,296 511
Spofforth Street to Trickett Street
Eastbound 7,296 511
Trickett Street to Macnaughton Street
Eastbound 7,488 524
Macnaughton Street to Cussen Street
Eastbound 8,192 573
Cussen Street to Kinsella Street
Eastbound 6,800 476
Kinsella Street to Kingsford Smith / William Westbound 23,784 1,665

Hovell Drive Eastbound 6,456 452
Note:
1. 24 hour traffic volumes assumed a conversion factor of 8 times peak hour volumes, where PM peak hour volumes
were higher than AM peak hour volumes.
26-Aug-2016
11.5.3 Modelling
Road traffic noise levels were calculated using Generally assuming no change in the traffic mix or
SoundPLAN software, which implements the average speed, a doubling of the traffic volume is
Calculation of Road Traffic Noise (CoRTN) required to produce a 3 dB(A) increase in the
algorithm. The UK Department of Transport devised resultant noise.
the CoRTN algorithm and with suitable corrections,
Modelling parameters used in the model are
this method has been shown to give accurate
presented in Table 32.
predictions of road traffic noise under Australian
conditions.
Table 32 Modelling noise parameters
Parameter Comment
Road design The modelled road alignment file 60501930-REF-00-0000-CA-ULTIMATE_PLAN_option
1 (AECOM, June 2016) was used for the alignment design.
Traffic volumes As outlined in Section 11.5.1.

and mix
Traffic speeds Modelled traffic speeds along the project extent were based on posted speed limits.
These were 60 km/h west of Cussen Street and 80 km/h east of Cussen Street, for
existing calibration; 60 km/h west of Spofforth Street and 70 km/h east of Spofforth
Street for Stage 3 design.
Traffic noise The noise modelling has incorporated a single source height 0.5 m above the ground (in
source heights accordance with the CoRTN algorithm).
Roadway gradient Road traffic noise levels vary dependent on the gradient of the roadway compared with a
flat roadway. CoRTN calculates this variation, however it does not take into account
noise from heavy vehicle engine braking.
The modelled road alignment file 60501930-REF-00-0000-CA-ULTIMATE_PLAN_option
1 (AECOM, June 2016) included 3D geometry and this information was captured in the
noise model. This is consistent with the road alignment in the final design drawings in
Volume II.
Road surface Road surfaces would determine the level of road / tyre interfacial noise created. Dense
graded asphalt (DGA) is accepted as the standard road surface with other road surfaces
such as stone mastic asphalt (SMA) being considered ‘low noise’ surfaces.
Corrections were applied to the road traffic noise model to account for the existing road
surfaces in accordance with the detailed design models, in line with Environmental Noise
Management Manual (ENMM).
The following road surface corrections were applied, consistent with the corrections
presented in the ENMM.
Surface Traffic noise correction, dB

Dense graded asphaltic concrete 0
Stone mastic asphalt -2.5
The existing road surface modelled along Drake Brockman Drive was assumed to be
DGA, however the use of SMA was considered as a noise mitigation option, discussed in
Section 11.6.1.
Ground Road traffic noise levels reduce with increasing distance from the noise source along the
absorption ground. The noise validation model verified that a ground absorption factor of 0.6 used
throughout the project area, which, in AECOM’s experience, has provided a good
representation of generally grassed areas, such as in the project area.
26-Aug-2016
Parameter Comment
Terrain Natural topographical features such as hills and valleys can shield sensitive receivers
from road traffic noise. These effects are taken account of in the model which
incorporates one metre terrain contours.
Buildings The height of receiver buildings in the study area affects the road traffic noise exposure.
It can also affect the amount of acoustic shielding provided to other nearby buildings.
The heights of all buildings within the study area were provided by SLR Consultants.
Fencing Existing property fences to the rear of residences located along Drake Brockman Drive
shield both private open spaces and building facades of properties east of McNaughton
Street. Fencing has been modelled with 1dB reflection loss.
Existing fencing was modelled 1.8m above natural ground level based on observations
on site. Increasing the height of property fencing has been considered as a mitigation
measure, discussed in Section 11.6.3
Noise barriers No noise barriers were included.
façade A correction of 2.5 dB(A) was added to road traffic noise levels, where appropriate, to
take account of façade reflection effects.
Noise levels have been calculated and assessed at each façade of each sensitive
receiver location. Only the most affected façade for each receiver is presented in this
report.
Road network For this project noise levels at sensitive receiver locations are predominantly controlled
by Drake Brockman Drive. This was verified by attended noise measurements
throughout the study extents of the project.
Standard CoRTN provides LA10 road traffic noise levels. A -1.7 dB correction for Australian
corrections conditions has been applied to all results. From the Australian Road Research Board
(ARRB) Transport Research (Saunders et al 1983) and referred to in Austroads
Research Report (ARR), “An Approach to the Validation of Road Traffic Noise Models”
(2002).
Calibration factor No calibration factor was implemented as modelled predictions from the existing noise
model showed good correlation with monitored levels.
26-Aug-2016
11.5.4 Noise modelling results

Existing noise model validation Design year noise model
The existing traffic flows (2016) from Table 31 were From the increase in traffic alone, noise levels are
incorporated in the noise model to facilitate predicted to increase by approximately 10 dB by
validation of the model with road traffic noise 2041. Considering the alignment would be moving
measurements. This model is referred to as the away from the worst affected residences to the
‘Existing road traffic noise model’. north of Drake Brockman Drive, these receivers will
benefit slightly from distance loss associated with
As discussed in Table 32, the CoRTN algorithm was
the noise propagation.
utilised to calculate road traffic noise. For a project
corridor of 600 metres either side of the road, this The prediction of traffic noise at a design year of
algorithm has a well-documented accuracy of 2041, 25 years in the future, does not account for
±2 dB. If the differences between measured and potential advances in technology which may reduce
predicted road traffic noise levels fall within this traffic noise emissions. Forecasting changes in
factor, then the model is considered to have a vehicle noise is difficult and outside the scope of this
suitable level of accuracy for that location. assessment, however it is likely noise levels in
reality will below predicted noise results.
Table 27 presents noise monitoring results of two
logging locations suitable for model validation. Results from the assessment to both criteria
Provided below in Table 33 is a summary of the presented in Table 29 are presented below.
road traffic noise model calibration results at these
Façade assessment
locations. It can be seen that the predicted road
traffic noise levels were inside the ±2 dB allowance. Noise logging on Drake Brockman Drive identified
that existing sound levels are compliant with the
façade noise criteria of 63 dB(A). Noise logging
measured existing noise levels of 62 dB(A). Noise
modelling was carried out to predict sound levels at
building façades in the year 2041. Results assuming
a road surface of DGA and incorporating a surface
of SMA (conservatively modelled to achieve a 2.5
dB reduction in overall noise emissions) are
summarised in Table 34. More details are included
in Appendix H.
Table 33 Drake Brockman Drive noise logging results summary
Monitored Modelled
Measurement location Location on property Difference
level level
LA10(18hour) dB(A)
130 Drake Brockman Drive Front Façade 62 63.2 1.2
38 Davidson Street Backyard 52 52.1 0.1
Table 34 Receivers predicted to exceed façade criteria
Predicted noise impact

Criteria, Exceedance, dB
Receiver Address LA10, dB(A)
dB(A)
DGA SMA DGA SMA
5 Macnaughton Street 63 66 64 3 1
122 Drake Brockman Drive 63 67 64 4 1
1 Macnaughton Street 63 67 65 4 2
26-Aug-2016
Predicted noise impact

Criteria, Exceedance, dB
Receiver Address LA10, dB(A)
dB(A)
DGA SMA DGA SMA

4 Trickett Street 63 65 62 2 0
6A Trickett Street 63 65 63 2 0
3 Trickett Street 63 66 63 3 0
Total number of exceedances 29 17
Private open space assessment

Results show 29 receivers are Noise contours are presented in Appendix G to
predicted to exceed residential façade illustrate the operational noise emissions of Stockdill
noise criteria when a DGA road Drive and Drake Brockman Drive in 2041 in
surface is modelled, with exceedances residential private open spaces. The noise contours
of up to 4 dB predicted. Where an SMA show that the predicted private open space noise
levels will comply with criteria presented in Table 29
road surface has been modelled 17 (ie., 58 dB(A)), except for some minor exceedances
receivers are predicted to exceed in the rear yard of 57 O’Sullivan Street, Higgins.
criteria, with a maximum predicted
Residences west of Macnaughton Street have rear
exceedance of 2 dB. yards located on the opposite side of their houses to
Drake Brockman Drive, and these yards are shown
It should be noted that a 2 dB exceedance of criteria to comply with the private open space criteria of 58
is considered ‘minor’, where a 2 dB change in noise dB(A).
levels is considered barely perceptible to the
The minor encroachment of the 58 dB(A) noise
average person.
contour into the rear yard of 57 O’Sullivan Street is
Although the guidelines only require that the noise expected to represent a 1 dB exceedance of private
level at these residential receivers remain equal to open space criteria for a small section of the yard.
or less than existing noise levels, where reasonable
and feasible it is preferred to reduce noise levels to Noise mitigation options are discussed in
meet the applicable overall criteria (LAeq(18hour) Section 11.6
63 dB(A)). Therefore options for architectural
treatment to receivers exceeding criteria and
installation of a median barrier have been
considered and are discussed in Section 11.6.2.
26-Aug-2016
11.6.4 Median Noise Wall

11.6 Mitigation Options
A median noise wall (a noise wall between the
A total of 29 receivers west of Macnaughton Street eastbound and westbound carriageways), may
are identified to exceed the noise criteria. These reduce noise from the westbound carriageway
receivers’ driveways currently directly access Drake reaching residences north of Drake Brockman
Brockman Drive and will do so in the future with the Drive. Since a large proportion of traffic is forecast
current design. It is imperative that access to these to travel along the westbound carriageway relative
properties is maintained, and as such it is not to the eastbound, as shown in Table 31, the benefit
feasible to build a noise wall to reduce airborne of a median noise wall will be higher than a road
noise for these receivers. A noise barrier would also with even traffic in either direction. The need for a
adversely impact the visual amenity of receivers to noise wall, however, is low, considering the minor
the north of Drake Brockman Drive, who currently exceedances of 2 dB after the incorporation of a
have an uninterrupted view of scenery towards the SMA road surface. The noise barrier benefit would
south. also be offset by additional reflections from the near
carriageway caused by the barrier. A maximum
For these reasons, recommended noise mitigation
reduction of approximately 2 dB would be expected
options have been presented below in order of
from a median noise wall. Typically a minimum
preference, based on efficacy and feasibility.
noise reduction of 5 dB is required before a noise
11.6.1 Road surface treatment wall is considered reasonable.
Existing noise levels measured near the façade of On the basis that a median noise wall would provide
LAeq(18hour) of 62 dB(A) are compliant with façade an indiscernible reduction in noise, combined with
criteria of 63 dB(A). Modelled predictions show an other factors such as cost and landscaping, it is not
exceedance of up to 4 dB at 29 receivers when considered justifiable to provide a median noise wall
DGA road surface is used, and an exceedance of in this location.
up to 2 dB is predicted at 17 receivers when SMA
road surface is used along the length of Drake 11.7 Conclusion
Brockman Drive.
General findings are:
The treatment of the road surface would benefit all
receivers affected by road traffic noise on Drake  29 receivers are predicted to exceed façade
Brockman Drive, as opposed to shielding which has noise criteria by up to 4 dB for the Year 2041,
localised benefits. with the proposed geometric design and DGA
pavement.
11.6.2 Architectural treatment
 17 receivers are predicted to exceed façade
Due to the minor nature of exceedances (2 dB or
noise criteria by up to 2 dB for the Year 2041,
less), and the cost of retrofitting treatment to
with the proposed geometric design and SMA
existing residences, namely inspection of existing
pavement.
constructions, cost of materials and installation,
architectural treatment is not considered  The private open spaces along Drake
reasonable. Brockman Drive generally comply the private
open space criteria of
11.6.3 Higher property boundary fence
58 dB(A) 1 m within the property boundaries
Residential boundary fences to the rear of where the criteria applies. Noise levels exceed
residences on Drake Brockman Drive, east of criteria by approximately 1 dB at 57 O’Sullivan
Macnaughton Street have been modelled based on Street, Higgins. However the contours also
a 1.8 metres high timber fence consistent with the show that the property does have a location
ACT Planning and Land Authority’s ‘Residential further back from the boundary that is
Boundary Fences General Codes’ (March 2008). compliant with the applicable criteria.
One minor exceedance of private open space Noise mitigation measures have been discussed in
criterion has been identified at 57 O’Sullivan Street Section 11.6. In consideration of access
Higgins. Considering the modelling accuracy of requirements, visual amenity, cost and benefit, the
noise predictions is ±2 dB, the minor nature of the SMA road surface treatment is recommended. It
exceedance, the small area of non-compliance and should be noted that a 2 dB exceedance of criteria
the likely cost of noise mitigation to eliminate this is considered ‘minor’, where a 2 dB change in noise
exceedance, such as erecting a higher fence, levels is considered barely perceptible to the
further noise mitigation is not considered justifiable. average person.
The extent of the exceedance, if any, will need to be
monitored in future. Changes in vehicle technology
and mode use may mean that no mitigation will be
necessary, beyond the SMA road surface treatment.
26-Aug-2016
12.0 Environmental Studies
If a proposed action is likely to have a significant

12.1 Environmental Impact impact on one or more MNES, the project is usually
Assessment and determined as a ‘controlled action’ by the
Commonwealth Department of the Environment and
Planning Approvals requires formal assessment and approval under the
Context EPBC Act before it can proceed. As such, in July
2014, the Commonwealth Government entered into
The Stockdill Drive / Drake Brockman Drive road an agreement with Riverview Projects (ACT) Pty Ltd
upgrade Project has been considered within the (Riverview) to undertake a Strategic Assessment
broader planning and approvals strategy for the (SA) of the West Belconnen development under
West Belconnen development. The West Belconnen Part 10 of the EPBC Act, to assess the potential
development comprises two major components: impacts from the West Belconnen development on
 Development of urban areas and the MNES and agree on holistic mitigation and offset
associated provision of services and measures. The area covered by the SA includes an
infrastructure. This includes an extension of indicative width along Drake Brockman / Stockdill
Ginninderra Drive, installation of a sewer Drive for the purposes of including the Project within
pipeline, and the upgrade of Drake Brockman the West Belconnen SA.
Drive / Stockdill Drive (this Project), and other Strategic Assessment allows the holistic
road upgrade works. assessment of proposed actions at a large scale
 Creation of the West Belconnen over a longer timeframe than traditional project-by-
Conservation Corridor (WBCC) along the project assessments. The SA process will ensure
riparian areas of the Murrumbidgee River that direct, indirect and cumulative impacts are well
and Ginninderra Creek. This component will understood and that avoidance, mitigation and
provide biodiversity protection and offset strategies can be clearly described and
enhancement, bushfire protection, recreational addressed at a landscape scale.
facilities, and contribute to urban amenity for The SA requires the preparation of a Program
the community of West Belconnen. Report and Assessment Report, both of which are
The West Belconnen development spans across currently in draft form and were recently on public
both the ACT and NSW. The Drake Brockman Drive exhibition from 14 May 2016 to 10 June 2016:
/ Stockdill Drive upgrade is located entirely within  Program Report (A T Adams Consulting,
the ACT, on Territory land. prepared for Riverview, April 2016): sets out
12.1.1 Commonwealth planning the program of works, actions, management
approval and funding arrangements, and commitments
for the protection of MNES. The program is to
be presented to the Commonwealth Minister
In early planning phases it was for the Environment for endorsement and
determined that the West Belconnen consideration of an approval for a class of
development has the potential to have actions for urban development under Part 10
a significant impact on a number of of the EPBC Act.
Matters of National Environmental  Assessment Report (Umwelt Pty Ltd,
Significance (MNES) protected under prepared for Riverview, April 2016): presents
the Environment Protection an assessment of the impacts of the program
on MNES and the extent to which those
Biodiversity Conservation Act 1999 impacts will be avoided, mitigated or offset by
(EPBC Act). actions proposed as part of the program.
26-Aug-2016
Following the exhibition period and receipt of development application being considered. However
submissions, Riverview is addressing any issues the opportunity exists for the West Belconnen
raised to finalise the Program Report and development to be exempted from the requirement
Assessment Report. The Commonwealth Minister for an EIS, under section 211 of the PD Act.
for the Environment may then consider Endorsing
A section 211 exemption can be granted if the ACT
the Program under section 149 of the EPBC Act and
Minister for the Environment is satisfied that
approving a class of actions for urban development
previous studies have adequately characterised the
under Part 10 of the EPBC Act.
existing conditions and potential impacts of the
12.1.2 ACT planning approval proposal. The suite of investigations supporting the
SA together with a number of studies completed for
the draft Territory Plan Variation 351 (discussed
Whilst the SA enables approval for the further below), are considered by Knight Frank as
West Belconnen development under adequate to support an exemption application for
the EPBC Act, development approval the entire West Belconnen development. As such
is also required under the applicable Riverview intend to submit an application for a
State / Territory legislation before section 211 exemption for the entire West
Belconnen development. If granted, a development
development can commence. application pertaining to the West Belconnen
Therefore the component of the West development, including this Project, can be lodged
Belconnen development within the in the impact track without an EIS.
ACT requires approval by the ACT Since the Project will be constructed in a number a
Environment and Planning Directorate stages, there will be a number of development
(EPD) under the Planning and applications for the Project. All development
Development Act 2007 (PD Act). applications for the Project, regardless of what
works the development application is seeking
approval for, will need to be lodged after a section
In accordance with the PD Act, a development in 211 EIS exemption is granted. This is because the
the ACT is assessed in one of three possible tracks trigger for an assessment under the impact track,
depending on a number of factors including its and requirement for an EIS, occurs at the project
location, size and the possible impact on the level (in this case the West Belconnen development,
surrounding area: including the Drake Brockman Drive / Stockdill Drive
- Code track: code track applies to simple upgrade), not the development application level.
developments that meet all the relevant rules Before a section 211 EIS exemption is granted the
in the Territory Plan. With the increase in SA will need to be endorsed by the Commonwealth
development types that can now be Minister for the Environment. This is to provide
considered exempt, there are few certainty to the EPD that the impacts to MNES
developments that are currently considered in including box gum woodland have been adequately
this track. assessed and offset.
- Merit track: most developments fall into this For a development application to be approved by
track including applications to vary a lease. the EPD, it must be compliant with the relevant
Multi-unit and commercial developments are development criteria of the applicable land use
usually considered under the merit track, as zone/s under the Territory Plan. The Drake
are single houses when they do not meet all Brockman Drive / Stockdill Drive upgrade is located
the relevant rules of the Territory Plan. within the following land use zones under the
- Impact track: for developments that have a Territory Plan:
major impact on the environment of the ACT.  NUZ3: Non-Urban Zone - Hills, Ridges and
This track has the highest level of scrutiny and Buffer Areas.
notification.
 NUZ1: Non-Urban Zone – Broadacre.
Schedule 4 of the PD ACT stipulates triggers for
developments which must be assessed in the The Territory Plan is being varied to facilitate the
impact track due to the nature of the proposal. One West Belconnen development; however this
or more of these triggers apply to the West variation (TPV 351) does not include the land
Belconnen development, due to the presence of affected by the Drake Brockman Drive / Stockdill
threatened species and ecological communities in Drive upgrade. Therefore a development application
the development footprint. As such, the West for the Drake Brockman Drive / Stockdill Drive
Belconnen development would be assessed in the upgrade project will need to meet the relevant
impact track. Developments assessed in the impact criteria of the Non-Urban Zones Development Code
track typically require the preparation of an pertaining to the NUZ3 and NUZ1 land use zones.
Environmental Impact Statement (EIS) prior to a
26-Aug-2016
The Non-Urban Zones Development Code includes Based on existing mapping published on ACTmapi,
the requirement for the development application to in conjunction with field validation undertaken during
be accompanied by an Assessment of the ecological inspection in December 2015, the SA
Environmental Effects Report addressing, but not identified the occurrence of the threatened
limited to, the following: ecological community, box gum woodland, within
the Drake Brockman Drive / Stockdill Drive area
a. the amount of traffic likely to be generated and
(shown in Table 31). This community is listed as a
the likely impacts on the road system;
Critically Endangered Ecological Community
b. impacts on the amenity of surrounding land (CEEC) under the EPBC Act (referred to as white
uses; box – yellow box – Blakely’s red gum grassy
woodland and derived native grassland). The
c. impacts on the role and character of the hills
patches in the corridor are low quality remnants that
and ridges as a visual backdrop;
occur along the roadside and generally only meet
d. impacts on rural character; the definition of the EPBC listed community as a
result of being contiguous with larger occurrences of
e. provision of landscaping; the community that extend into the adjoining private
f. impacts on water supply catchments; and properties to the south. The quality of the vegetation
along the road alignment meeting the box gum
g. impacts of earthworks or rehabilitation works woodland definition is generally poor and typified by
on soil stability and quality. low native grass diversity and few non-grass
Any development application for the Drake species. As noted by Umwelt, the areas of mapped
Brockman Drive / Stockdill Drive upgrade will also box gum woodland in Table 31 are considered
need to be compliant with the endorsed SA accurate only for an area extending to 20 m south of
Program, to meet the requirements of the EPBC the existing fence line. Beyond this distance to the
Act. south, the mapped extent has been extrapolated
from aerial photography interpretation and from
mapping published on ACTmapi. Notwithstanding
12.2 Environmental Impacts the limitations of the methodology applied, Umwelt
12.2.1 Biodiversity consider that additional field survey is unlikely to
result in a different determination in the extent of
Although the exact impact footprint of the Drake apparent quality of the woodland.
Brockman Drive / Stockdill Drive upgrade was not
known at the time of the preparation of the draft Box gum woodland is also listed under the ACT’s
1 Nature Conservation Act 2014 (NC Act) (referred to
SA , the SA considered an indicative width of the
works along the corridor for the purposes of the as Yellow box/ red gum grassy woodland), however
assessment, and notionally included all land the definition under the NC Act differs from the
adjoining the existing road corridor to a distance of definition of white box – yellow box – Blakely’s red
up to 20 metres south of the existing fence line. This gum grassy woodland and derived native grassland
provided the basis for estimated impacts to listed under the EPBC Act. Umwelt have noted that
biodiversity values within the road corridor and at the majority of the box gum woodland identified
the time of the draft preparation was considered by within the Project corridor does not meet the
Umwelt to be an over-estimation of the impact definition under the NC Act due to being consistent
footprint in order to consider a worst-case scenario with the Action Plan 27 (ACT Government, 2004)
for the Project. This area was subject to an description of ‘highly modified’ woodland. The
ecological inspection by Umwelt in December 2015. exception to this is an area of ‘modified’ woodland
2
There was no physical inspection of the areas south comprising approximately 7,800 m extending for
2 275 m towards the Kingsford Smith Drive / William
of the fence line due to access limitations, and
therefore the findings of the ecological inspection Hovell Drive intersection from the eastern side of
south of the fence line were based on visual the entry to ‘Pegasus’ opposite the intersection of
assessment from the fence. Cussen Street with Drake Brockman Drive. This
woodland in accordance with the NC Act is
restricted to within the road reserve however as
previously noted, direct inspection of the paddocks
south of the fence line was not undertaken. Umwelt
have noted that this and the potential effect of
seasonal variation may result in a different finding
1
The design of the Project commenced after the draft SA should a more detailed survey be undertaken at
had been prepared by Knight Frank and Umwelt. optimal times for the identification of diagnostic
2
At the time of the ecological inspection, the fence line
was assumed to represent the road reserve boundary species. Mapping has not been provided by Umwelt
(Umwelt, pers. comm.). However it was later determined for the area of NC Act listed box gum woodland,
that the fence line does not follow the road reserve therefore it is not delineated in Table 31.
boundary and in some places, encroached adjoining
blocks to the south. This however does not affect the
findings of the ecological inspection and its implications.
26-Aug-2016
Figure 29 The extent of EPBC Act listed box gum woodland in the Project area (shown in pink)
Source: Mapped by Umwelt, following the ecological inspection in December 2015.
The extent of EPBC Act listed box gum woodland parrot (Polytelis swainsonii), regent honeyeater
identified in the Project area (Figure 29) informed (Xanthomyza Phrygia), and swift parrot (Lathamus
the characterisation of impacts to threatened discolor), albeit marginal. These bird species are all
ecological communities in the draft SA. The draft SA listed under the EPBC Act and NC Act. The removal
reported that up to 3.8 hectares of the EPBC Act of this potential habitat is not considered within the
listed box gum woodland in the Drake Brockman draft SA to have a significant impact on these
Drive / Stockdill Drive upgrade area would be species. The justification for this is detailed in the
directly impacted by the Project, through clearing. draft SA.
This quantum of impact is considered within the
The estimated clearing of up to 3.8 ha of EPBC Act
draft SA as not significant. The draft SA explains
listed box gum woodland as a result of the Project
that while superficially the clearing of 3.8 ha of box
was calculated for the draft SA based on the
gum woodland indicates a potentially significant
footprint considered at the time to be an over-
impact, it is not when the context for the impact is
estimation of the actual footprint, and as such, a
understood. The justification is detailed in the draft
worst case scenario. Early designs of the Project,
SA.
which have been developed after the draft SA was
Despite the impact to EPBC Act listed box gum prepared, exceeded 3.8 ha of clearing (based on
woodland not being considered significant in the the box gum woodland area mapped by Umwelt,
draft SA, a component of the offset package for the Figure 29). As such, the design has been amended
wider West Belconnen program has been to ensure the amount of box gum woodland
developed to address the small scale impact to box requiring clearing does not exceed 3.8 ha,
gum woodland to address cumulative impacts. consistent with the SA. An alternative option to
amending the design was to revise the SA to
Of the 3.8 ha of EPBC Act listed box gum woodland
increase the impacts to box gum woodland,
that was estimated to be cleared as a result of the
however this option was considered by Knight Frank
Project in the draft SA, 0.7 ha of this is also
considered to be potential habitat for the superb
26-Aug-2016
and Umwelt to be unfeasible due to the fact that the 12.2.2 Heritage
draft SA had already been on public exhibition.
Although impacts to heritage as a result of the West
The amended design results in 3.56 hectares of Belconnen development have been considered with
EPBC Act listed box gum woodland requiring the SA, the ACT Land Cultural Heritage
clearing, which does not exceed the quantum of Assessment used to inform the SA (Biosis, 2015)
clearing reported within the SA, and therefore will be did not include the Drake Brockman Drive / Stockdill
within the approved impacts to the community when Drive upgrade corridor. As such, a desktop review
the SA is endorsed by the Minister for the of heritage constraints and initial consultation with
Environment. Again, this quantum of impact has ACT Heritage has been undertaken to inform the
been calculated based on the box gum woodland potential heritage constraints associated with the
area mapped by Umwelt (Figure 29). As previously Project. The outcomes of these tasks are described
discussed, this mapping is considered accurate only in the following sections.
for an area extending to 20 m south of the fence
12.2.2.1 Desktop review
line. As such, a further field survey could be
undertaken to validate the mapping beyond this Any known or Aboriginal or non-Aboriginal heritage
extent, however it is considered by Umwelt unlikely items which potentially occur within 1 km of the
that further survey would result in a different upgrade corridor were identified through the
determination in the extent of the woodland. following heritage registers:
Furthermore, most of the project impact footprint National Heritage List
does not extend beyond 20 m south of the fence Australia’s list of natural, historic and
line; therefore should the area of box gum woodland Indigenous places of outstanding significance
be modified through field validation, this would have to the nation. Listings within 1 km of the
a minimal if not negligible impact on the quantum of Proposal site were searched through the
impact to the community. Australian Heritage Database, accessed from
The amount of NC Act listed box gum woodland <http://www.environment.gov.au/cgi-
requiring clearing has not been determined because bin/ahdb/search.pl>.
no mapping has been provided by Umwelt which Commonwealth Heritage List
delineates the area of box gum woodland which
meets the community definition under the NC Act. A list of natural, Indigenous an historic heritage
As previously discussed, Umwelt have noted that places owned or controlled by the Australian
the extent of NC Act listed box gum woodland may Government. Listings within 1 km of the
change following a detailed survey of the areas Proposal site searched through the EPBC Act
south of the fence line which could not be accessed Protected Matters Search Tool, administered
during the ecological inspection. A survey of these by the Commonwealth Department of
areas is unlikely to change the quantum of NC Act Environment and accessed from
listed box gum woodland to be cleared because the <http://www.environment.gov.au/epbc/pmst/ind
project impact footprint does not extend beyond the ex.html>.
fence line in the area where NC Act listed box gum ACT Heritage Register
woodland has already been identified.
A list of natural, Indigenous and historic
heritage places throughout the ACT. These
The project impact footprint assessed include places of particular importance to the
includes consideration of site people of the ACT and those that are legally
compounds and areas required for protected under the Heritage Act 2004.
construction vehicle/plant movement. Listings within 1 km of the Proposal site were
searched for using ACTMAPi interactive
The project impact footprint excludes
mapping service, maintained by ACT EPD,
the Bicentennial trail. The Bicentennial accessed from
trail has been excluded from the area <http://www.actmapi.act.gov.au/html5.html>.
considered to be the project impact
footprint because no construction
works including vegetation disturbance
are required for its establishment, and
the use of the trail by horses is not
expected to have notable impacts on
vegetation including box gum
woodland.
26-Aug-2016
The following items were identified as potentially  Block 1368 Belconnen: Aboriginal Places
occurring within 1 km of the upgrade corridor: along Urban and Rural Bushfire Containment
Lines (Heritage ID: 1162).
Non-Aboriginal Heritage
 Block 1370 CLB21 (B21) (Heritage ID 1162).
Commonwealth Heritage List:  Block 9 and 10, Section 26 Hawker (CLB21
 No items identified within 1 km of the upgrade (B21) (Heritage ID 1162).
corridor. 12.2.2.2 Consultation
National Heritage List: In July 2016, AECOM undertook initial consultation
 No items identified within 1 km of the upgrade with ACT Heritage (Meaghan Russell), in order to
corridor. further understand the exact locations of the listed
heritage sites in the area identified through the
ACT Heritage Register: desktop searches, and to gain early advice on likely
 Block 1257 Belconnen: Weetangera Cemetery heritage assessment requirements. ACT Heritage
(Heritage ID 259) – Significant for its age, subsequently disclosed the locations of the heritage
location, composition of its burials, and intact sites which indicate that the Proposal would not
nature. The cemetery is one of the oldest in impact any listed heritage sites. Notwithstanding,
the ACT and its burials include early pioneers ACT Heritage advised that a Cultural Heritage
of the Canberra district. Assessment (CHA) would be required for the project
as the land adjacent to Drake Brockman Drive /
Aboriginal Heritage Stockdill Drive has potential to contain Aboriginal
places and objects, and areas of low disturbance
Commonwealth Heritage List: within the existing road corridors may also have
potential for Aboriginal places to occur.
 No items identified within 1 km of the upgrade
corridor.
National Heritage List:
The CHA would need to be prepared in
accordance with ACT Heritage Council
- No items identified within 1 km of the upgrade policy requirements and in consultation
corridor.
with Representative Aboriginal
ACT Heritage Register: Organisations, and also include an
- Various Aboriginal items are located in the archaeological survey of the proposed
following blocks (exact locations not available Project impact footprint, including any
through online resources): associated work areas (site
 Block 1593 Belconnen: WB2 (Heritage ID compounds etc.). ACT Heritage further
1172). noted that a potential archaeological
 Block 1372 Belconnen: CLB19 (B19). deposit (PAD) occurs within the project
 Block 1591 Belconnen: If15 (Heritage ID
area and the potential effects to this
1172). area should also be addressed within
the CHA.
 Block 1599: WBIF1 (Heritage ID 1172).
 Block 1598: Aboriginal Places in Canberra A CHA would determine the potential impact of the
Nature Park Fire Trails (Heritage ID 1247). Project on heritage places and objects, recommend
 Block 1660 Belconnen: WBIF1 (Heritage ID appropriate management strategies and enable the
1172). preparation of a Statement of Heritage Effect (SHE).
The CHA and SHE would inform the ACT Heritage
 Block 1382 Belconnen: If15 (Heritage ID Council’s evaluation of a section 211 EIS exemption
1172). with regard to the Project. The CHA and SHE would
 Block 1601 Belconnen: MOL A9 (Heritage ID need to be submitted either with or prior to the
1172). submission of the section 211 EIS exemption
application. ACT Heritage recommended that the
 Block 1605: CLSN2 (Heritage ID 1162). CHA and SHE is submitted as soon as possible,
 Block 1632 Belconnen: CLSN1 (Heritage ID prior to the section 211 EIS application to facilitate
1162). an efficient assessment of the section 211 EIS
application.
 Block 1607 Belconnen: CLSN4 (Heritage ID
1162).
26-Aug-2016
12.2.3 Contamination It is likely that an assessment of contamination

would be required for the section 211 EIS
There are no known contamination investigations
exemption application which covers the Project
that have been undertaken for the upgrade corridor.
impact footprint. Without this, when the section 211
A review of land uses and potential contamination
exemption application is referred to the EPA, there
sources indicates potential for contamination to be
is the possibility that the EPA may impose
present as a result of agricultural activities such as
conditions on the section 211 exemption which
the use of chemicals (pesticides and sheep dips
relate to the need for assessment of contamination.
etc).
If no assessment is required, there remains the risk
Further, fill material of unknown origin may have of contamination being discovered during
been imported to the site which would require construction. This could result in construction
environmental classification prior to excavation and ceasing and extended delays while the
subsequent offsite disposal or beneficial re-use. contamination is managed in consultation with the
EPA.
In consideration of the potential

contamination within the Project area, 12.3 Recommendations
a Preliminary Site Investigation (PSI) is The following sections summarise the
recommended to avoid unexpected recommendations and requirements for further
environmental investigations, consultation, and
finds during construction and
approvals for the Project.
subsequent delays in construction.
12.3.1 Biodiversity
The objective of undertaking a PSI as defined by the The Project has been included within the West
National Environment Protection (Assessment of Belconnen SA. As such, the formal assessment of
Site Contamination) Measure (ASC NEPM) is to the Project’s impacts to MNES including EPBC-
identify: listed box gum woodland is included within the West
Belconnen SA. No additional biodiversity
 Potential sources of contamination and
assessments are required to satisfy the
associated contaminants of concern.;
requirements of the EPBC Act. However,
 Areas of potential contamination, commonly
referred to as areas of environmental concern;
it is critical that this Project does not
and
exceed 3.8 ha of removal of EPBC Act
 Potentially affected media (soil, sediment, listed box-gum woodland which is
groundwater, surface water, indoor and
ambient air).
allowed for in the SA3.
Key items incorporated in the PSI include:
Therefore should there be further refinements to the
 A review of site history and any existing design post-feasibility stage, the area of impact
contamination records held by the ACT needs to be re-calculated to ensure the quantum of
Environment Protection Authority (EPA); EPBC Act listed box gum woodland to be cleared
does not exceed 3.8 ha.
 Assessment of the site’s environmental setting,
including local geology and hydrogeology; and As discussed in Section 12.2.1, a further box gum
woodland survey beyond 20 m south of the fence
 A site inspection.
line could (although unlikely) lead to the adjustment
The outcome of the PSI is a conceptual site model of the areas mapped as EPBC Act listed box gum
(CSM), which identifies linkages, or pathways, woodland and hence the quantum of impacts,
between potential sources of contamination and however any adjustments would unlikely have a
possible sensitive receptors, based on the site’s notable impact on the quantum of impact to the
current or proposed land use. The risk of harm to community because most of the project impact
those receptors can then be qualitatively assessed, footprint does not extend beyond 20 m south of the
based on the nature and completeness of the fence line. As such, a further survey is not
pathway. considered necessary; however this should be
confirmed by Riverview with Umwelt.
Where complete pathways are identified, these
scenarios are used to guide the development of
further investigations (a detailed site investigation
involving sampling) for the quantitative risk of harm
to the receptors to be established and the
requirements for remediation or on-going 3
This assumes the impacts and offsets reported within the
management can be determined. draft SA will be carried over to the final SA and these are
endorsed by the Minister for the Environment.
26-Aug-2016
The SA is currently in draft, and it is strongly

recommended that Riverview make the following A tree survey is also recommended to
minor amendments to the SA before it is finalised: be undertaken when the project impact
 Amend the description of the Project Area to footprint has been finalised. This will
reflect the actual project impact footprint inform the Conservator of Flora and
determined by the Project’s design, rather than Fauna’s evaluation of a development
the current description, “all land adjoining the
application for any works involving tree
existing road corridor to a distance of up to 20
m south of the existing cadastral boundary”. removal, with consideration of the Tree
The project impact footprint extends beyond Protection Act 2005.
this distance, and it should be noted that the
existing fence line does not represent the 12.3.2 Heritage
cadastral boundary. Further the project
footprint extends to areas adjoining the As discussed in Section 12.2.2.2, initial consultation
intersection with the existing Kingsford Smith with ACT Heritage identified the requirement for a
Drive and William Hovell Drive corridor. It is CHA to be undertaken as the land adjacent to Drake
additionally strongly recommended that the Brockman Drive / Stockdill Drive has potential to
figures in the SA reflect this corrected Project contain Aboriginal places and objects, and areas of
Area. This will avoid any risk of EPD disputing low disturbance within the existing road corridors
that the Project is covered by the SA. may also have potential for Aboriginal places to
occur.
 Amend the figures showing box gum woodland
to reflect the mapping provided by Umwelt
following the ecological inspection in A CHA would determine the potential
December 2015. The mapped areas provided impact of the Project on heritage
Umwelt supersede the mapping published by places and objects, recommend
ACTmapi which is currently what is shown in
appropriate management strategies
the SA. The figure should also show the area
of woodland that meets the definition for box and enable the preparation of a
gum woodland under the NC Act. Statement of Heritage Effect (SHE).
In terms of biodiversity values protected under the
NC Act, there is one area of box gum woodland The CHA and SHE would inform the ACT Heritage
identified within the road reserve corridor which Council’s evaluation of a section 211 EIS exemption
meets the criteria for the listing under the NC Act. with regard to the Project. The CHA and SHE would
The quantum of impacts to this area has not been need to be submitted either with or prior to the
determined because mapping of this NC Act listed submission of the section 211 EIS exemption
area has not been provided by Umwelt. Umwelt application. ACT Heritage recommended that the
have noted that the extent of this NC Act listed CHA and SHE is submitted as soon as possible,
patch could change following a detailed survey prior to the section 211 EIS application to facilitate
south of the fence line undertaken at optimal times an efficient assessment of the section 211 EIS
for the identification of diagnostic species. However application.
such a survey may not be considered necessary 12.3.3 Contamination
because the project impact footprint does not
extend beyond the fence line in the area where NC As discussed previously, it is likely that an
Act listed box gum woodland has already been assessment of contamination would be required for
identified. As such any changes to the extent of NC the section 211 EIS exemption application which
Act listed box gum woodland beyond the fence line covers the Project impact footprint. Without this,
would unlikely change the quantum of impacts NC when the section 211 exemption applications is
Act listed box gum woodland. Notwithstanding it is referred to the EPA, there is the possibility that the
recommended that the need for further survey EPA may impose conditions on the section 211
should be confirmed by Riverview with Umwelt. It is exemption which relate to the need for assessment
further recommended that mapping of the box gum of contamination. As such it is recommended that
woodland areas which meet the criteria for listing Riverview commission a PSI as soon as possible to
under the NC Act is provided by Umwelt to AECOM avoid potential delays, particularly if a PSI identifies
for the determination of the quantum of impacts the requirement for further investigations. If a
under the NC Act when the project impact footprint contamination assessment is not undertaken and
has been finalised. This information should also be not requested by the EPA in conditions of a section
documented to support the application for a section 211 EIS exemption, there remains the risk of
211 EIS exemption and satisfy the requirements contamination being discovered during construction.
under the PD Act with respect to consideration of This could result in construction ceasing and
the NC Act (refer Section 12.1.2). extended delays while the contamination is
managed in consultation with the EPA.
26-Aug-2016
12.3.4 Planning approvals program

This Project involves a number of planning
ACT Heritage have also advised that a
approvals and as such, the consideration of their section 211 exemption would not be
timing is critical. granted without a CHA and a SHE
The endorsement of the SA by the Commonwealth
submitted prior to or with the section
Minister of the Environment will provide Project 211 exemption application. A CHA and
approval under the Commonwealth EPBC Act (refer SHE could take between three and
Section 12.1.1). Endorsement is anticipated to occur eight months to prepare, depending on
around January 2017. whether the need for further
AECOM understands that Riverview intend to seek investigation is identified in the first
a section 211 EIS exemption under the ACT PD Act phases of assessment.
which covers the whole of the West Belconnen
development including the Drake Brockman Drive /
Stockdill Drive upgrade. A section 211 EIS ACT Heritage recommended that the CHA and SHE
exemption will enable a development application for is submitted to ACT Heritage to as soon as
the Project to be lodged without an EIS (refer possible, prior to the section 211 EIS application to
Section 12.1.2). The section 211 EIS exemption facilitate an efficient assessment of the section 211
would need to be granted prior to lodging any EIS application by the ACT Heritage Council. As
development application the Project, regardless of such it is recommended that a heritage assessment
the nature of works the development application is is commissioned as soon as possible. The project
seeking approval for. This is because the trigger for impact footprint will need to be finalised before the
an assessment under the impact track, and finalisation of a CHA and SHE.
requirement for an EIS, occurs at the project level ACT Heritage also advised that if a significant
(in this case the West Belconnen development, amount of time passes between the ACT Heritage
including the Drake Brockman Drive / Stockdill Drive Council endorsing the CHA and SHE (and hence
upgrade), not the development application level. the section 211 EIS exemption), and the lodgement
Once granted, a section 211 exemption would be of a development application for any works involving
valid for the duration of the development of West ground disturbance, then the CHA and SHE may
Belconnen (in accordance with Section 211I(b) of need to be refreshed. The extent of the refreshment
the PD Act), and thus will cover all stages of the will be set by the ACT Heritage Council and will
Project. depend on the circumstances of the Project at the
The PD Act does not stipulate any statutory time.
timeframes for the assessment of a section 211 EIS It is likely that the EPA would want to see a
exemption application. However it is estimated the contamination investigation, which covers the
process could take 3 to 4 months from preparation Project impact footprint, with the section 211 EIS
of the application to an exemption being granted. exemption application. A PSI would take
There are also a number of tasks that would need to approximately 1 to 2 months to prepare; however
be completed prior to the submission of a section the assessment of contamination may take longer if
EIS exemption application. A section 211 EIS a PSI identifies the requirement for further
exemption relies on the ACT Minister for the investigations. It is recommended that a PSI is
Environment being satisfied that previous studies commissioned as soon as possible.
have adequately identified the potential impacts of
the proposal, and measures to mitigate the impacts In summary, the following items
have been identified. As such, the ACT Minister for need to be completed prior to the
the Environment would require the SA to be
endorsed by the Commonwealth Minister for the
submission of the section 211
Environment prior to granting a section 211 EIS exemption.
exemption. This would be to ensure the impacts to
MNES including box gum woodland have been  SA endorsement by the Commonwealth
adequately assessed and mitigated/offset. Minister for the Environment.
 CHA and SHE (can be submitted for
endorsement with the section 211 EIS
exemption application).
 An assessment of contamination (a PSI is the
first stage for this).
The section 211 EIS exemption needs to be granted
before any development application for the Project
can be lodged.
26-Aug-2016
13.0 Urban Design and Landscape
13.1 Introduction 13.2 Existing Site Context

Drake Brockman Drive runs east-west between
The duplication of Drake Brockman Kingsford Smith Drive and Spofforth Street, then
Drive will facilitate the future urban Stockdill Drive from Spofforth Street to just west of
Britten-Jones Drive. The north side of the road
development proposed for West
comprises the residential suburbs of Higgins and
Belconnen. It will change the existing Holt, with the south side of the road alignment
landscape character and site context. predominantly open space, including broadacre,
These changes will need to be recreational reserve and commercial uses.
considered and addressed as part of Drake Brockman Drive is currently single-lane in
an integrated urban design process each direction servicing the residents of Higgins and
including the proposed staging of Holt. The intersection with Cussens Street provides
works. access to key amenities in Higgins including playing
fields, former Higgins Primary School, Baptist
Church and Higgins Neighbourhood Shopping
The West Belconnen Strategic Assessment (SA), Centre.
prepared by AT Adams Consulting (2016) detailed
the key environmental considerations that would be Macnaughton Street services key community
impacted by the development, including surrounding amenities in Holt including the Kippax Group
context. These include: Shopping Centre, Kingsford Smith School, Kippax
playing fields and a number of community facilities
 Threatened Ecological Communities; and services. Additional intersections at Kinsella
 Threatened Flora and Fauna; and Street, Trickett Street and Spofforth Street service
the residential communities of Higgins and Holt.
 Visual and operational noise impacts. Stockdill Street and Spofforth Street also interface
Some of these environmental considerations extend with the Belconnen Golf Club to the west, and
into the Drake Brockman Drive road corridor and will includes an associated residential community.
be impacted as part of the duplication. In addition to
the environmental considerations, other elements
that require consideration in developing a
coordinated urban design and landscape proposal
include:
- Traffic and transport demands;
- Pedestrian, cyclist and recreational
connectivity;
- Existing and proposed adjacent land use;
- Elements of significant heritage; and
- Addressing various impacts to the local
community.
Establishing a clear urban design framework, with
guiding design objectives and principles, will ensure
the Stage 3 road duplication is carefully considered
together with the surrounding context, is
coordinated with key design disciplines and will
provide an integrated built outcome.
26-Aug-2016
13.2.1 Existing Land Use and 13.2.2 Transport and Connectivity

Landscape Character
Drake Brockman Drive and Stockdill Drive are
The existing adjacent land use along Drake arterial roads that will be the primary traffic feeder
Brockman Drive is predominantly low density for the future West Belconnen urban development.
residential with community facilities to the central With the proposed urban development of West
core of each suburb. Medium density residential and Belconnen, the demand for Drake Brockman Drive
aged-care facilities have increasingly been built as a public transport route will increase. With the
around the central core. The predominant Stage 3 design of the arterial road to be 2 lanes in
landscape character for the suburbs of Higgins and each direction, the integration of bus stop locations
Holt is native. This is carried through along both along the alignment will be critical to ensure that
sides of Drake Brockman Drive, especially along the they effectively service the local residential
southern side where it interfaces with threatened communities, are legible within the wider public
ecological community of Box Gum Woodland. The transport network and do not impede traffic flow
residential (north) side of Drake Brockman Drive along the road corridor.
consists of street tree planting consistent of typical
An existing pedestrian footpath runs along the full
native street tree planting of suburban Canberra.
length on the residential (north) side of Drake
Between Kingsford Smith Drive and Macnaughton Brockman Drive, connecting to the broader
Street (Higgins interface) there are no residential Belconnen Town Centre cycleway and pedestrian
frontages along Drake Brockman Drive, only rear network. The southern side of the road contains an
property fences with native tree planting providing a equestrian trail connecting the open space and
vegetated buffer along Drake Brockman Drive. nature reserve activities. Reinforcing and enhancing
These residences are serviced from access roads these connections will be a key component of the
behind. Between Macnaughton Street and Spofforth duplication, as well as to ensure integration with
Street the residents front directly onto Drake surrounding and future cyclist, recreation and
Brockman Drive with structured street tree planting pedestrian links.
along this side of the street. Residents value the
views to the immediate open space of vineyards, 13.3 Environmental
nature reserve and the distant Brindabella mountain
ranges. Considerations
The open space on the south side of Drake In addition to the civil infrastructure requirements,
Brockman Drive contains the threatened ecological the duplication of Drake Brockman Drive will need to
community of Box Gum Woodland that will be consider impacts on the following environmental
subject to disturbance to accommodate the aspects of the design:
duplication. The existing trees range in height and  Threatened ecological communities – in
maturity, however provide a distinctive landscape particular flora, but also fauna habitat;
interface along Drake Brockman Drive. Further
native tree planting has been undertaken to  Visual impacts of duplication; and
reinforce this existing character. An electricity
 Noise attenuation impacts from increased
easement also runs along this frontage which will
traffic.
impact on the duplication of the road.
Stockdill Drive is a rural road in nature. It has a golf
The West Belconnen SA identified
course on the northern side between Spofforth
Street and Britten-Jones Drive and is skirted by pine patches of Box Gum Woodland in the
trees separating the tenth fairway from the road. adjacent open space and broadacre
Some of these trees will be removed as part of an areas on the southern side of Drake
approved new pathway to connect Spofforth Street Brockman Drive road corridor. The
to the Woodhaven Estate, located west of the golf
proposed Stage 3 duplication will
course.
encroach on these patches, as well as
West of Britten-Jones Drive there is some open potential fauna habitat this Woodland
space and a nearby golf course car park on the
northern side. A Development Application has been
provides.
approved for residential development adjacent to
here (Woodhaven Estate). Further west of here will While the SA did not identify heritage items of
be the future West Belconnen urban development, significance, a desktop review of the heritage
which will be residential uses north of the road. overlay should be undertaken to identify heritage
elements of significant Aboriginal and European
There is open space associated with rural uses on
significance. Elements identified as significant will
the southern side of Stockdill Drive. This is not
be protected and if possible, incorporated as part of
expected to change in the foreseeable future.
an integrated interpretation strategy.
26-Aug-2016
The expectations of the existing community will also 13.4.1 Urban design and landscape
need to be considered, especially residents who will tasks
be directly impacted by the duplication, fronting onto
To develop a coordinated urban design and
Drake Brockman Drive. The key environmental
landscape the following tasks will need to be
considerations that will impact these residents
delivered:
include accessibility, visual and noise, as well as a
potential loss of amenity.  Undertake a contextual analysis;
The visual impact of the Stage 3 duplication will  Establish the urban design objectives and
require an extensive visual impact and landscape principles
character assessment to be undertaken. This will
 Undertake landscape character and visual
accurately determine the existing landscape value
impact assessment; and
and visual impact of the duplication on the most
sensitive receivers. The visual impact and  Prepare urban and landscape design concept
landscape character assessment will also design proposal (PSP)
recommend measures to mitigate these impacts.
13.4.2 Contextual analysis
Accessibility will also require consideration and
integration as part of the urban design, including The contextual analysis will provide an overarching
appraisal of the surrounding environmental and
access to residences fronting onto Drake Brockman
cultural context that will inform the urban design
Drive, connectivity to public transport, as well as
principles and objectives. The contextual analysis
coordination and upgrading of pedestrian, cyclist
and recreational paths. will involve:
Integration of civil elements including services,  Review and critically assess relevant reports,
utilities and lighting will all be considered as part of studies and background documents for the
road corridor; and
the coordinated urban design response.
 Site visit to undertake a thorough contextual
13.4 Urban Design and analysis.
Landscape Proposal 13.4.3 Establish urban design

objectives and principles
A coordinated approach to the The establishment of key urban design objectives

and principles at the beginning of the design
duplication of Drake Brockman Drive
process will provide a series of design ‘rules’ to
will ensure all of the above issues and govern the key urban design elements. These will
constraints will be considered and be developed in accordance with the following:
resolved as part of an integrated
 In collaboration with the project team, advise
design approach. and assist in the development of project-wide
design objectives and principles; and
Establishment of key design objectives and  Facilitate workshop at inception of PSP Stage
principles that consider and provide parameters for to develop design ideas and establish design
the design and context will provide a structure for
principles for the road corridor.
the development of a strong urban design and
landscape outcome. The purpose of the framework 13.4.4 Landscape character and visual
will be to ensure the key design elements for the impact assessment
road corridor are coordinated and provide the
The landscape character and visual impact
opportunity to develop a strong and recognisable
assessment will identify the key components that
character for the road.
make up the landscape character of the surrounding
The aim is to develop a structure identifying the key area, including an assessment of the natural,
components of the road corridor and develop a cultural and heritage landscape elements. The
coordinated and integrated urban design response visual impact assessment will highlight locations /
that provides a structured design outcome. receptors of low, medium and high impact and
provide outcomes on how to address these impacts.
Acknowledging the design and construction for It will incorporate:
Drake Brockman Drive will be undertaken in stages,
the urban design will need to consider the 1. Site visit in order to gain an understanding of
progression for each stage and ensure a the concept design, measured against the
progressive structure is built upon to develop the site’s constraints and opportunities, in order to
Stage 3 duplication. undertake a landscape character and visual
impact assessment;
26-Aug-2016
2. Undertake a landscape character and visual

impact assessment of the proposed concept
design, similar to RMS’ Environmental Impact
Assessment Practice Note: Guidelines for
landscape character and visual impact
assessment.
13.4.5 Concept design development
(PSP)
The preparation of an urban design and landscape
concept design will ensure the proposed road
duplication is integrated within the existing
surrounding context, and outline a methodology to
treat adjacent areas impacted by the works. The
concept design will also demonstrate how the
proposed works will respond to the surrounding
environmental, ecological and heritage
requirements. It will incorporate:
 Liaision with whole of design team conveying
opportunities and considerations for improved
urban design outcomes based on findings of
landscape character and visual impact
assessment;
 Review and drive interdisciplinary cross
checks of design – ensuring a whole of project
outcome for roadworks, earthworks, drainage,
lighting, road furniture and fixings and local
road interfaces; and
 Provide feedback and assist the project design
team’s development of the measures to avoid
or minimise any likely adverse impacts
identified during the landscape character and
visual impact assessment.
26-Aug-2016
14.0 Opinion of Probable Costs
An opinion of probable costs for Stage 1, Stage 2

and Stage 3 design are listed in Table 35. The
following assumptions have been made for all
stages in the opinion of probable costs:
 Rates are exclusive of GST
 Existing pavement is retained where possible
and no rehabilitation of existing pavement is
allowed
 Land acquisition costs are excluded
 Road furniture such as barriers, and noise
walls excluded
 All approvals including tree removals, etc. are
excluded
The below cost assessments include the following
 New utilities required to service West allowances:
Belconnen development are excluded
 Preliminaries (15%)
 Stage 1 is to commence during 2017, Stage 2
 Contingency (40%)
is to commence during 2021, and Stage 3 is to
commence during 2031  Escalation (1% per year)
Table 35 Opinion of Probable Costs
Opinion of
Stage Description of works
Probable Cost
1 Minor civil works including line marking and minor widening works. $370,000
2 Full construction of Stockdill Drive / Drake Brockman Drive west of Macnaughton
Street earthworks formation with single westbound traffic lane except at
$29,000,000
Macnaughton Street where the full intersection is built. Provision of service road
for local access.
3 Duplication of the remainder of Drake Brockman Drive/Stockdill Drive. Upgrades
to Cussen Street, Kinsella Street and Kingsford Smith Drive/William Hovell Drive $26,000,000
intersection. Signalisation of Spofforth, Trickett and Kinsella intersections.
TOTAL $56M (excl. GST)
DISCLAIMER
AECOM Australia Pty Ltd has no control over the cost of labour, materials, equipment or services furnished by
others, neither has it control over contractors methods for determining prices, competitive bidding or market
conditions. The assessment of probable construction cost produced by AECOM is made on the basis of our best
judgement as an experienced and qualified engineering consultant, familiar with the construction industry.
AECOM cannot and will not guarantee that any tenders or actual construction costs will not vary from this
assessment of probable construction cost.
26-Aug-2016
15.0 Cost Benefit Analysis
The economic evaluation was conducted on the

15.1 Introduction following three design options against the base case
do-nothing scenario:
A cost benefit analysis (CBA) was undertaken to
assess the net benefit of key design options.  Stage 1: Minor line marking works to introduce
turn pockets and reduce lane widths.
Introduction of pedestrian refuge islands.
A CBA is a method of economic
(Optional reduction to 70km/h on Drake
appraisal that considers the merit of a Brockman Drive east of Macnaughton Street)
project from a base-case which, under
 Stage 2: A new 2-way road with one lane in
this study, is the continuation of the each direction and service road between
status quo (do-nothing scenario). Of Spofforth Street and Macnaughton Street,
interest are the differences between including reconstruction of intersections along
the base case and the defined this section of road and traffic signals at the
option(s): those factors that are Macnaughton Street intersection
common between options have no  Stage 3: Duplication of the full extent of Drake
bearing on choosing the most Brockman Drive and Stockdill Drive including
new traffic signals at Spofforth Street, Trickett
worthwhile option (Transport for NSW
Street and Kinsella Street. This includes Stage
2013). 2 works above.
The CBA undertaken for this study follows 15.2 Key Assumptions
guidelines set out by Australian Transport Council’s
National Guidelines for Transport System Key assumptions of the CBA which were applicable
Management (2015), the ACT Cost Benefit Analysis to Options 1, 2, and 3 have been summarised in
Assumption Guide (2009) as well as assumptions Table 36. The full list of assumptions with sources
sourced from the Transport for NSW Principles and and explanations is provided in Table 45 of
Guidelines for Economic Appraisal of Transport Appendix J.
Investment and Initiatives (2013).
Table 36 Key CBA assumptions
Assumption Value
General parameters
Price year 2016
Real discount rate 7%
Evaluation period 30 years
st
Benefit realisation start date and duration 1 January 2018, 28 years
Timing
st
Construction start date and duration – Stage 1 1 January 2017; 1 year
st
st
st
Road maintenance start date – Stage 1 1 January 2028
26-Aug-2016
Assumption Value
st
st
Traffic parameters
Peak hour traffic volume annual expansion factor 1,225
Mean vehicle occupancy – cars 1.2
Cumulative annual growth rate (CAGR) of traffic volume 5.5%
Construction costs
Stage 1 $370,000
Stage 2 $28,000,000
Stage 3 (full build out including stage 2) $53,000,000
Construction cost contingency 40%
Maintenance costs
See Appendix A
Crash reductions
Estimated number of crashes avoided as a result of design Stage 1: +4.4
changes (per year) Stage 2: -1.4
Stage 3: -4.8
Source AECOM, 2016
26-Aug-2016
crash savings of this option totalled over $1.1 million

15.3 Parameters / Inputs / over the life of the analysis.
Outputs Table 37 CBA results (incremental to the base case)
The cost/benefit modelling parameters used in this Option NPV ($‘000) NPVI BCR
assessment were obtained from outputs from the
Drake Brockman Drive SIDRA model. The key Stage 1 -$405 -1.03 0.52
outputs are: (excl speed
reduction)
 Vehicle Operating Cost (VOC): VOC per
Stage 1 -$4,693 -15.22 -6.14
kilometre has been used as a key output from
(incl speed
the SIDRA model which is determined through
reduction)
a number of factors including the current
average fuel price, the ratio of running cost to Stage 2 -$26,031 -0.99 0.03
fuel and vehicle fuel consumption. Stage 3 (full $172,136 4.13 5.05
 Travel Time: Travel time is determined though build out
SIDRA as the number of vehicle hours that including
occur in the network in the peak hour period stage 2)
(veh-h/h). Travel time is used as a key Source: AECOM
Note: NPV – net present value
indicator of the overall operation of the NPVI – net present value index
network, showing what the overall network BCR – benefit cost ratio
travel time change is, dependent on changes
in the network. The high BCR values are the result of a combination
of relatively low capital expenditure and the length
The other key consideration, which is not an output
of the period for which it is assumed that the project
from the SIDRA model, for the economic model is
provides benefits. A 30-year benefits period has
the accident cost savings.
been used in the analysis; however, to the extent
 Accident Cost: The Accident costs have been that the benefits period is less than this, the BCR
determined using the Austroads Guide to Road values will be lower. The high level of benefits in the
Safety: Part 8. This guide outlines the impacts early years following the improvements indicates
on intersection crash types as a result of the that the project provides high value for money even
introduction of changes to an intersection in the short term (after the first year or two of
arrangement. This includes the percentage negative impacts).
reductions or increases in accident types for
each of the key crash types.
15.5 Sensitivity testing
15.4 Results The sensitivity test cases shown in
The results from the CBA modelling incremental to
Table 38 were applied to assess changes in the
the base case are presented in Table 37 below. The
economic indicators that may arise as a result of
benefit cost ratio (BCR) is highest in Stage 3, this is
uncertainty.
due to the full duplication of Drake Brockman Drive.
The minor works and safety improvements
proposed for Stage 1 indicate a negative BCR
primarily due to the increased travel time costs of
reducing the speed limit. The benefits related to the
Table 38 Assumptions in sensitivity test cases
Assumption Base Case Case 1 Case 2 Case 3

Discount rate Discount rate Construction
Description Base Case
down up cost up
Real discount rate 7% 4% 10% 7%
Construction cost contingency 40% 40% 40% 80%

Realisation of traffic volume 100% 100% 100% 100%
forecast
Source AECOM
26-Aug-2016
The economic indicators under each sensitivity test

case are summarised in Table 39.
Table 39 Results from Sensitivity Tests
Economics indicator Base Case Case 1 Case 2 Case 3

Stage 1 (excl speed reduction)
NPV ($’000) -$4,693 -$7,288 -$3,232 -$4,791
NPVI -15.22 -21.91 -11.28 -12.08
BCR -6.14 -6.68 -5.56 -5.42
Stage 1 (incl speed reduction)
NPV ($’000) -$405 -$476 -$359 -$503
NPVI -1.03 -1.22 -0.93 -1.02
BCR 0.52 0.57 0.46 0.46
Stage 2
NPV ($’000) -$26,031 -$41,028 -$20,701 -$33,508
NPVI -0.99 -1.56 -0.77 -0.99
BCR 0.03 -0.52 0.24 0.02
Stage 3
NPV ($’000) $172,136 $378,571 $71,897 $157,984
NPVI 4.13 8.12 2.02 2.99
BCR 5.05 8.87 2.99 3.94
Source AECOM
15.6 Conclusion
The cost benefit appraisal comparing

the net benefit of Stage 1, Stage 2,
Stage 3 against the do-nothing
scenario found that Option 3 has a
higher NPV and BCR and will provide
the most benefits relative to costs.
26-Aug-2016
16.0 Staging
These can be combined into fewer stages, or

16.1 Introduction disaggregated into more stages by separately
undertaking component works of each stage.
Three stages of construction have been proposed,
as follows: The trigger for the stages of work is dependent upon
when certain traffic volumes are achieved. This
1. Stage 1: line-marking, pedestrian refuge
increase in traffic volumes can be attributed to a
islands and minor widening for an exit lane;
variety of sources such as the Riverview
2. Stage 2: upgrade Stockdill Drive with a full Development, Woodhaven Estate, or other
earthworks formation, single lanes in each proposed developments that occur along the
direction, turn pockets, and construct new corridor.
Therefore, changes in traffic volumes should be
Macnaughton Street with a new signal at
reassessed over time as new developments may
Macnaughton Street;
occur along the corridor.
3. Stage 3: duplicate Drake Brockman Drive
Some comments on the content and timing of the
between William Hovell Drive and
above stages of work are as follows. The costs of
Macnaughton Street, including the upgrade of
the component works are summarised in Chapter
intersections affected by the duplication; and
14.
new signals at Trickett Street and Spofforth
Street.
Table 40 Triggers for Future Road Upgrades
Work Triggers Comment

Stage 1: Safety Audit, community complaints, new Will cater for future traffic growth, increased
Safety development, construction works. traffic access and reduce crash risks.
improvements
Stage 2: Safe access/egress to local properties. Will greatly improve access to local
Service road Desirable for volumes exceeding 500 veh/h properties to alleviate increased traffic and
adjacent to driveways. longer delays accessing Drake Brockman
Drive.
Highly desirable for traffic volumes
exceeding 900 veh/h. Will improve intersection performance
A number of other 2-way 2-lane roads with

driveway access in ACT currently carry
higher traffic volumes than 900 veh/h.
Stage 3: Traffic congestion, dependent on Intersections are the main constraint and
Duplication intersection delays. resolution of intersection issues can delay
the need for duplication, well beyond
Typically becomes an issue for traffic 15,000 veh/day. The intersection at William
volumes exceeding 15,000 veh/day. Hovell is the main constraint and this has
ample capacity to carry higher volumes of
traffic.
26-Aug-2016
16.2 Stage 1 16.3 Stage 2
These works may be able proceed This involves building a new road
without the need to go through a formation and service road between
Development Application (DA) process Spofforth Street and Macnaughton
and thus avoid having to wait for the Street and the upgrade of Stockdill
211 EIS exemption. It would mean that Drive. It will include the signalisation of
the works could commence early in Macnaughton Street intersection in its
2017, rather than mid-2017. Stage 3 arrangement, as illustrated in
the 2031 SIDRA diagram in Table 14.
There is a risk that such works as minor road This will enable safe movement of
widening to provide improved access to Pegasus pedestrians to / from nearby bus stops
may trigger the need for a DA, delaying work by to be built as part of this upgrade.
about 6 months. However, this is subject to early
discussions with EPD in a pre-app meeting. The
earlier these discussions the better in relation to The new road will be built on the Stage 3 road
defining the Stage 1 PSP design. alignment, with one through lane each way and turn
lanes at intersections. The kerbside lanes of the
In Stage 1 no provision is made for on-road cycling, Stage 3 design will form the through lanes at this
other than the use of the proposed eastbound stage of construction.
parking lane between Spofforth Street and
Macnaughton Street. The road would need to be The intersection works will include provision for bus
widened to make provision, but it is not warranted stops, future on-road cycling and improved
given the likely low number of cyclists initially and pedestrian connections in their Stage 3 form. These
the costs associated with abortive works. The focus works will be local to the intersection improvement.
of the Stage 1 works is improving safety for right The works in Stage 2 will involve significant
turns at intersections and into driveways, as well as changes to both the horizontal and vertical
pedestrian safety. alignment of the road on approach to Spofforth
A new shared pathway will be built between the Street, especially on the Stockdill Drive approach.
Woodhaven Estate and Spofforth Street on the At this time, Stockdill Drive will also be
northern side of Stockdill Drive, as part of the reconstructed in a similar form to Drake Brockman
Woodhaven off-site works. No other new paths are Drive, so as to provide a similar continuous road
proposed in Stage 1. environment through to West Belconnen Avenue the
The Stage 1 works will provide refuge for main access road into the new West Belconnen
pedestrians to stage their crossing of Drake urban development.
Brockman Drive. This will include five concrete The posted speed along this whole section of road
pedestrian refuges at bus stop locations. should remain at 60 km/h until the Stage 3 design is
Access to the Woodhaven Estate will be restricted completed. This will assist safe traffic operations for
to left-in / left-out with the Stage 1 works. The timing pedestrian movements at other intersections and
of this should coincide with the new access to bus stop locations to the west of Macnaughton
Woodhaven form the Stage 1 EDP site. Street. Increases to the posted speed west of
Cussens Street are not warranted until the section
To aid in the process of introducing the new line of road between Macnaughton Street and Cussens
marking scheme and reduced speed environments Street is upgraded, in the Stage 3 construction.
predicted for the Stage 2 and 3, it is proposed to
reduce the 80 km/h speed environment east of The works will include the provision for on-road
Cussen Street to 70 km/h and retain a 60 km/h cycling along the length of the new Stage 2 works
speed limit west of Cussen Street. west of Drake Brockman Drive and including
Stockdill Drive. The interface between Stockdill
Drive and West Belconnen Avenue is to be include
slip ramps to allow cyclists to merge to the off road
shared paths of the Stage 1 EDP.
The Ultimate form of off-road shared paths will be
built on the northern verge between Spofforth Street
and Macnaughton Street; this will connect with the
shared path to be built west of Spofforth Street as
part of the Woodhaven off-site works.
26-Aug-2016
These works are likely to need to be implemented 16.4 Stage 3

within 4 to 5 years, due to loss of amenity and
safety for adjoining residents between Spofforth
Drive and Macnaughton Street and the need to This involves the first stage of
4
make provision for on-road cycling . This should be duplication works where traffic volumes
assessed with in the future as development are higher – east of Macnaughton
progresses to understand the triggers for the
updgrade.
Street. This will include the
reconstruction of the Kingsford Smith
Drive roundabout in its Ultimate layout,
as illustrated in the Ultimate SIDRA
diagram in Table 8.
This is the final stage, with full duplication of the

remaining western part of the road project. It will
include new traffic signals at the Spofforth Street
and Trickett Street intersections
The Ultimate form of off-road shared paths will be
built on the northern verge between Macnaughton
Street and Kingsford Smith Drive; this will connect
the 2.5 m shared path along the whole length of the
road project.
Duplication of Drake Brockman Drive is likely to be
required within 10 to 15 years based on expected
traffic growth and changes to traffic congestion
along this road.
4
Within 4 years, traffic volumes on Stockdill Street west of
Spofforth Street will grow to about 6,700 veh/day and on
Drake Brockman Drive west of Macnaughton Street will
grow to about 10,000 veh/day. In the AM peak hour, the
eastbound flow on Drake Brockman Drive will be about
930 veh/hr, which is close to the capacity of a single lane
in an urban environment. It equates to about one vehicle
every 4 s on average, which is difficult for traffic to access
in a forwards direction from adjoining driveways;
impossible in a reverse direction.
26-Aug-2016
Appendix A
Stakeholder
Consultation Notes
26-Aug-2016
A
Appendix A Stakeholder Consultation Notes
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A-1
Appendix B
Safety Audit of
Existing Road
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B
Appendix B Safety Audit of Existing Road
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B-1
Appendix C
Crashes
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C
Appendix C Crashes
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C-1
Appendix D
SIDRA Results
26-Aug-2016
D
Appendix D SIDRA Results
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D-1
Appendix E
Road Design
Criteria
26-Aug-2016
E
Appendix E Road Design Criteria
26-Aug-2016
E-1
Appendix F
Acoustic
Terminology
26-Aug-2016
F
Appendix F Acoustic Terminology

The following is a brief description of acoustic terminology used in this report.
Sound power level The total sound emitted by a source
Sound pressure level The amount of sound at a specified point
Decibel [dB] The measurement unit of sound
A Weighted decibels [dB(A]) The A weighting is a frequency filter applied to measured noise levels to
represent how humans hear sounds. The A-weighting filter emphasises
frequencies in the speech range (between 1kHz and 4 kHz) which the
human ear is most sensitive to, and places less emphasis on low
frequencies at which the human ear is not so sensitive. When an overall
sound level is A-weighted it is expressed in units of dB(A).
Decibel scale The decibel scale is logarithmic in order to produce a better representation
of the response of the human ear. A 3 dB increase in the sound pressure
level corresponds to a doubling in the sound energy. A 10 dB increase in
the sound pressure level corresponds to a perceived doubling in volume.
Examples of decibel levels of common sounds are as follows:
0dB(A) Threshold of human hearing

30dB(A) A quiet country park
40dB(A) Whisper in a library
50dB(A) Open office space
60 dB(A) Conversation at 1 m
70dB(A) Inside a car on a freeway
80dB(A) Outboard motor
90dB(A) Heavy truck pass-by
100dB(A) Jackhammer/Subway train
110 dB(A) Rock Concert
115dB(A) Limit of sound permitted in industry
120dB(A) 747 take off at 250 metres
Frequency [f] The repetition rate of the cycle measured in Hertz (Hz). The frequency
corresponds to the pitch of the sound. A high frequency corresponds to a
high pitched sound and a low frequency to a low pitched sound.
Equivalent continuous sound The constant sound level which, when occurring over the same period of
level [Leq] time, would result in the receiver experiencing the same amount of sound
energy.
Lmax The maximum sound pressure level measured over the measurement
period
Lmin The minimum sound pressure level measured over the measurement
period
L10 The sound pressure level exceeded for 10% of the measurement period.
For 10% of the measurement period it was louder than the L10.
L90 The sound pressure level exceeded for 90% of the measurement period.
For 90% of the measurement period it was louder than the L90.
Ambient noise The all-encompassing noise at a point composed of sound from all sources
near and far.
26-Aug-2016
F-1
Background noise The underlying level of noise present in the ambient noise when
extraneous noise (such as transient traffic and dogs barking) is removed.
The L90 sound pressure level is used to quantify background noise.
Traffic noise The total noise resulting from road traffic. The Leq sound pressure level is
used to quantify traffic noise.
Day The period from 0700 to 1800 h Monday to Saturday and 0800 to 1800 h
Sundays and Public Holidays.
Evening The period from 1800 to 2200 h Monday to Sunday and Public Holidays.
Night The period from 2200 to 0700 h Monday to Saturday and 2200 to 0800 h
Sundays and Public Holidays.
Assessment background level The overall background level for each day, evening and night period for
[ABL] each day of the noise monitoring.
Rating background level The overall background level for each day, evening and night period for the
[RBL] entire length of noise monitoring.
*Definitions of a number of terms have been adapted from Australian Standard AS1633:1985 “Acoustics –
Glossary of terms and related symbols”, the EPA’s NSW Industrial Noise Policy and the EPA’s Road Noise Policy.
26-Aug-2016
F-2
Appendix G
Acoustics
Logging
Results
26-Aug-2016
G
Appendix G Acoustics Logging Results

LA10(18 hour), dB(A)
Measurement date
06:00 – 00:00
130 Drake Brockman Drive
Thursday 19 May 2016 *
Friday 20 May 2016 53
Saturday 21 May 2016 52
Sunday 22 May 2016 51
Monday 23 May 2016 51
Tuesday 24 May 2016 52
Wednesday 25 May 2016 52
Thursday 26 May 2016 *
Friday 27 May 2016 *
LA10(18 hour) 52
38 Davidson Street
Thursday 19 May 2016 63
Saturday 21 May 2016 61
Sunday 22 May 2016 60
Monday 23 May 2016 62
Tuesday 24 May 2016 61
Wednesday 25 May 2016 61
Thursday 26 May 2016 63
LA10(18 hour) 62
26-Aug-2016
G-1
26-Aug-2016
G-2
26-Aug-2016
G-3
26-Aug-2016
G-4
26-Aug-2016
G-5
26-Aug-2016
G-6
26-Aug-2016
G-7
26-Aug-2016
G-8
Appendix H
Noise Contour
Maps
26-Aug-2016
H
Appendix H Noise Contour Maps
26-Aug-2016
H-1
Appendix I
Predicted Noise
Levels - Facade
26-Aug-2016
I
Appendix I Predicted Noise Levels - Facade

Table 41 Drake Brockman Drive Predicted Noise Levels
Exceedances,
Receiver Criteria, Predicted level, L10, dB(A)
Receiver address dB(A)
number dB(A)
DGA SMA DGA SMA
1 43 O'Sullivan Street 63 58 56 0 0
4 47B O'Sullivan Street 63 59 57 0 0
5 49A O'Sullivan Street 63 60 58 0 0
11 12 Nicholas Street 63 61 58 0 0
17 5 Kinsella Street 63 63 60 0 0
20 46 Davidson Street 63 57 55 0 0
26-Aug-2016
I-1
Exceedances,
number dB(A)
DGA SMA DGA SMA
45 3 Cussen Street 63 63 60 0 0
46 1 Cussen Street 63 56 53 0 0
47 7 Ashburner Street 63 55 53 0 0
65 6 Macnaughton Street 63 54 52 0 0
70 122 Drake Brockman Drive 63 67 64 4 1
26-Aug-2016
I-2
Exceedances,
number dB(A)
DGA SMA DGA SMA

89 4 Trickett Street 63 65 62 2 0
92 6A Trickett Street 63 65 63 2 0
105 2 Spofforth Street 63 56 54 0 0
26-Aug-2016
I-3
Exceedances,
number dB(A)
DGA SMA DGA SMA

117 23/131 Britten-Jones Drive 63 61 59 0 0
118 19-31 Le Fevre Court 63 61 58 0 0
119 22-36 Le Fevre Court 63 61 59 0 0
120 12 Le Fevre Court 63 54 51 0 0
121 111-1 Britten-Jones Drive 63 51 48 0 0
122 2-10 Le Fevre Court 63 59 57 0 0
Total exceedances 28 16
Notes:
- Exceedances are highlighted in RED, refer to Section 11.6 of this report for mitigation options.
26-Aug-2016
I-4
Appendix J
Feasibility
Design Costs
26-Aug-2016
J
Appendix J Feasibility Design Costs

Table 42 Stage 1 Feasibility Design Costs

Item Description $
1 Drake Brockman Drive/Stockdill Drive
1.1 Minor Civil Works - line marking and minor widening $ 219,479
Work Cost Subtotal $ 219,479
Preliminaries 15% $ 33,000
Contingency 40% $ 101,000
Escalation (1% per year) 2% $ 8,000
Total Cost (Stage 1) $ 361,479
Table 43 Stage 2 Feasibility Design Costs

Item Description $
0 General
Earthwork $ 4,937,000
Retaining Walls (Ch.440 – 1680) $ 791,700
1 Drake Brockman Drive/Stockdill Drive
1.1 Intersections
1.1.1 Britten-Jones Drive – modify layout for right turn pocket $ 1,383,764
Spofforth St (Posted Speed - 60 km/h) - modify intersection to ultimate arrangement
1.1.2
(includes service road) $ 1,986,275
Trickett St (Posted Speed - 60 km/h) - modify intersection to ultimate arrangement
1.1.3
(includes service road) $ 1,819,643
Macnaughton Street (Posted Speed - 60 km/h) - modify intersection to ultimate
1.1.4
arrangement (includes service road and signalisation) $ 2,522,133
1.2 Mid-block
1.2.1 West Britten-Jones Drive – modify for new road $ 348,681
1.2.2 Britten-Jones Drive to Spofforth - modify for new road $ 499,070
1.2.3 Spofforth to Trickett - modify for new road $ 365,951
1.2.4 Trickett to Macnaughton - modify for new road $ 1,862,857
1.2.5 Macnaughton to Cussen - modify for new road $ 564,430
Work Cost Subtotal $ 17,074,504
Preliminaries 15% $ 2,562,000
Contingency 40% $ 7,855,000
Escalation (1% per year) 5% $ 1,375,000
Total Cost (Stage 2) $ 28,866,504
26-Aug-2016
J-1
Table 44 Ultimate Stage Feasibility Design Costs

Item Description $
0 General
Earthwork $ 1,620,000
Retaining Walls (Ch 1840 – 3060) $ 1,121,500
1 Drake Brockman Drive
1.1 Intersections
1.1.1 Britten-Jones Drive – modify layout for duplication $ 209,818
1.1.2 Spofforth St (Posted Speed - 60 km/h) - modify layout for duplication and signalise $ 590,877
1.1.3 Trickett St (Posted Speed - 60 km/h) - modify layout for duplication and signalise $ 578,647
1.1.4 Macnaughton Street (Posted Speed - 60 km/h) - modify layout for duplication $ 292,063
1.1.5 Cussen Street (Posted Speed - 60 km/h) - modify layout for duplication $ 2,392,683
1.1.6 Kinsella St (Posted Speed - 60 km/h) - modify layout for duplication $ 2,237,392
Kingsford Smith Drive/William Hovell Drive (Posted Speed - 80 km/h) - modify layout
1.1.7
for duplication and build turn lanes $ 2,759,483
1.2 Mid block
1.2.1 West of Britten-Jones Drive – modify layout for duplication $ 51,482
1.2.2 Britten-Jones Drive to Spofforth – modify layout for duplication $ 113,891
1.2.3 Spofforth to Trickett – modify layout for duplication $ 48,635
1.2.4 Trickett to Macnaughton – modify layout for duplication $ 352,668
1.2.5 Macnaughton to Cussen – modify layout for duplication $ 101,175
1.2.6 Cussen to Kinsella – modify layout for duplication $ 1,659,084
1.2.7 Kinsella to Kingsford Smith – modify layout for duplication and right turn at median $ 1,064,338
Work Cost Subtotal $ 13,573,736
Preliminaries 15% $ 2,037,000
Contingency 40% $ 6,245,000
Escalation (1% per year) 15% $ 3,279,000
Total Cost (Ultimate Design Stage) $ 25,134,736
26-Aug-2016
J-2
Appendix K
CBA Parameter
Assumptions
26-Aug-2016
K
Appendix K CBA Parameter Assumptions
Table 45 List of CBA assumptions and description
Assumption Value Source

General parameters
Price year 2016
Real discount rate 7% - ACT Treasury (2009)
Evaluation period 30 years - The proposed developments in the West

Belconnen area will be undertaken over the
next 30 years.
st
Benefit realisation start date and 1 January - The benefits realisation is assumed to begin
duration 2018 from the point at which construction of design
changes is completed.
Timing
st
Construction start date and duration – 1 January - Provided by AECOM design team
Option 2a 2017;
1 years
st
Option 2b 2017;
1 year
st
Option 3 2017;
1 year
st
Maintenance start date – Option 2a 1 January - Provided by AECOM design team
2028
st
Maintenance start date – Option 2b 1 January - Provided by AECOM design team
2028
st
Maintenance start date – Option 3 1 January - Provided by AECOM design team
2028
Traffic parameters
Peak hour traffic volume annual 1,225 - This factor expands the traffic counts
expansion factor undertaken during the AM and PM peak hours
to the annual volume of traffic benefiting from
the improvement. It was assumed that traffic in
peak shoulder, business peak and off-peak
hours would benefit proportionately less than
traffic in peak hours (0.4, 0.2 and 0.05 times
respectively).
Mean vehicle occupancy – cars 1.2 per vehicle - Vehicle occupancy for cars was calculated
based on SIDRA modelling defaults.
Cumulative annual growth rate (CAGR) 5.5% - Provided by AECOM transport modelling team
of traffic volume – Option 1, all vehicle
types
Construction costs
Option 2a (inc. GST) $28,000,000 - Provided by AECOM design team
Option 2b (inc. GST) $43,000,000 - Provided by AECOM design team
Option 3 (inc. GST) $53,000,000 - Provided by AECOM design team
Construction cost contingency 40% - Provided by AECOM design team
26-Aug-2016
Prepared for – Riverview Projects (ACT) Pty Limited – ABN: 33 165 870 539 K-1
Assumption Value Source

Maintenance costs
Options 2a Approximately - Maintenance cost related to maintenance of
$1,800,000 asphalt.
over 30 years - Length of additional and maintenance unit cost
provided by AECOM design team
Options 2b Approximately - Maintenance cost related to maintenance of
$2,910,000 asphalt.
Options 3 Approximately - Maintenance cost related to maintenance of
$3,510,000 asphalt.
Crash costs
Estimated number of crashes avoided Option 2A: -1.4 - Provided by AECOM transport planning team
as a result of design changes (per year) Option 2B: -1.4 - Reduction assumed to be realised from the
Option 3: -4.8 point of project completion onwards
Source AECOM, 2016
26-Aug-2016
Prepared for – Riverview Projects (ACT) Pty Limited – ABN: 33 165 870 539 K-2

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Feasibility Study for

West Belconnen Road

Drake Brockman Drive and Stockdill Drive Upgrade

Prepared for Riverview Projects (ACT) Pty Ltd

Feasibility Study for West Belconnen Road

Prepared by AECOM Design Team Reviewed by Neil Graham

Revision Revision date Details Name/Position Signature

6.8 Box Gum Woodland Impacts 48

with rock retaining walls (124 to 142 Drake Equestrian Facilities

Speed Environment Road Design

Work Triggers Comment

A number of other 2-way 2-lane roads with

Key Issues to be resolved

The Preliminary Sketch Plan (PSP) stage will follow.

1.1 Background The project covers Drake Brockman / Stockdill Drive

Figure 1 Project site

 A Strategic Assessment of the West 1.4 Issues to be Resolved

2.0 Site Characteristics

Figure 2 Road hierarchy

Source: TAMS 2013

The local context is how the road project serves the

Figure 3 Local context

2.2 Adjoining Properties

Table 2 Leaseholder access points to the Road corridor

Stakeholder consultation was held during May and

5 Private leaseholder Nil

6 Molonglo Fire Brigade To be consulted

2.3 Existing Topography

Figure 5 Existing Topography of West Belconnen Road

Source: ACTMapi (2016)

3.0 Active Travel

3.1 Pedestrian and Cyclist

Figure 6 Existing Pedestrian and Cyclist Access Plan

3.1.2 Current Demand

Figure 7 Pedestrian and Cyclist Survey Results (May 2016)

3.1.3 Future Demand

Figure 8 Future Pedestrian and Cyclist Demand

3.1.4 Future Facilities

Figure 9 Future Pedestrian and Cyclist Facilities

3.2 Equestrian Facilities Along William Hovell Drive south of Drake

to the ground to create a formal track. Hence the

users of the Trail will make their own “tracks”

through the 10 m wide reserve controlled by fencing

along the westbound carriageway batters / retaining

Figure 10 Existing and Proposed Bicentennial National Trail

4.0 Public Transport

AM Peak AM Peak PM Peak PM Peak

Figure 11 Existing Bus Services

Figure 12 Existing Public Transport Accessibility Level

Table 5 Future Bus Services

Services Buses in Buses in

Existing City-bound Services 10 6

Existing Local Coverage Routes 5 9

Future City-bound Services 8 8

Future Local Coverage Routes 8 8

Figure 13 Proposed Bus Stop Locations

Weaknesses in the existing public transport 4.2.3 Operations

Figure 14 Ultimate Public Transport Accessibility Level