Pacific Highway

F3 to Raymond Terrace

Length: 12km

Status: IN PLANNING

A preferred route for the link between the F3 at Leneghans Drive and the southern end of the Raymond Terrace Bypass at Heatherbrae has been selected. The route will skirts Hexham Swamp and crosses the New England Hwy and Hunter River just upstream from the existing bridge. After following the existing highway, it deviates to the east of Heatherbrae before joining the completed Raymond Terrace Bypass north of the Masonite Rd roundabout. The contract for investigating and developing route options was awarded to Maunsell.

Raymond Terrace Bypass

Length: 7.6km (23.4km-30.8km north of Newcastle)

Status: COMPLETED 1998

The Raymond Terrace Bypass starts just south of Masonite Rd at Heatherbrae before heading north through the eastern side of Raymond Terrace before joining the existing Pacific Highway near Rangers Rd. Construction commenced on the bypass in November, 1993. A large 66m-radius roundabout forms the southern interchange and a full grade separated interchange was constructed at Richardson Rd. The future link to the F3 may include the upgrade and full grade separation of the Masonite Rd intersection. There are four twin bridge locations along the bypass at Windeyers Creek (30m), Grahamstown Canal (216m), Mount Hall Rd (28m) and Richardson Rd (70m). At the northern end of the bypass special measures were taken to protect the quality of the Grahamstown Reservoir water storage facility. Over 7km of "floppy top" wildlife fencing was installed near Masonite Rd to prevent native fauna from gaining access to the roadway. The bypass opened to traffic on 17 December, 1998 and cost $78M.

Raymond Terrace-Karuah

Length: 18km (30.8km-49.1km north of Newcastle)

Status: COMPLETED 2000

Construction on the duplication of the previously single carriageway Pacific Highway to dual carriageway from near Rangers Rd (northern end of the Raymond Terrace Bypass) to 1.5km south of the entrance to the Karuah Golf Club commenced in August, 1996. The new carriageway was constructed west of the existing highway forming the new northbound lanes. The existing highway was reconstructed to form the southbound carriageway. The reconstruction of this section of the Pacific Highway also included new rest areas, a heavy vehicle checking station, and "seagull" style intersections at Six Mile Rd, Italia Rd, Medowie Rd, Bucketts Way and Swan Bay Rd. Eight fauna underpasses were included in the project and 7km of floppy top fencing to guide animals to the underpasses and away from the roadside. The project seamlessly joins the Raymond Terrace and Karuah Bypasses with continuous dual carriageway. The project opened to traffic in December, 2000 at a cost of $86M.

Karuah Bypass

Length: 9.8km (49.1km-55.9km north of Newcastle)

Status: COMPLETED 2004

The Karuah Bypass commences at Swan Bay Road about 4km south of the village of Karuah, and ends at The Branch Lane. It will include a 200m long bridge over wetlands near Horse Island and 612m long twin bridges over the Karuah River with a 10m navigation span. Interchanges are located at each end of the bypass, allowing access to and from the former highway and Karuah. An Environmental Impact Statement was displayed commencing in December 1999. The project was approved in May 2001 and construction commenced in June 2002. The project was opened to traffic on 22 September 2004 with a total cost $123M.

Karuah-Bulahdelah

Length: 34.2km (55.9km - 94.6km north of Newcastle)

Status: SECTION 1: UNDER CONSTR, SECTIONS 2 & 3: PLANNING

This project consists of duplication of existing highway to dual carriageways with 2 lanes in each direction. It will be constructed as 3 sections and will be mostly on new carriageways following closely the existing highway route. At the southern end (between Karuah and Myall Way (Tea Gardens Rd)) the existing highway will be retained as a service road for local businesses and properties. Minor deviations and realignments will take place at various locations. The contract for Section 1 has been awarded and construction commenced in early 2005 with anticipated completion in 2006. The segment comprising sections 2 and 3 between Tea Gardens (Myall Way) and Bulahdelah (Booral Rd) became part of one of the biggest deviations forming the current route Pacific Highway, bypassing the former route that followed what is today Bucketts Way and Booral Rd. Most of this section was allocated a wide reservation allowing for future duplication works. The route roughly followed what was formerly the Bulahdelah-Tea Gardens Rd.

Bulahdelah Bypass

Length: 6.3km (94.6km-99.5km north of Newcastle)

Status: IN PLANNING

Five possible routes were considered as a result of studies undertaken over the project area. One route passes to the immediate east of town, another includes upgrading the existing highway through town, and others pass several kilometres to the west of Bulahdelah. In accordance with other Pacific Highway upgrade projects, the Bulahdelah Upgrade will be fully dual carriageway designed for 110km/h speed limits with 2 lanes in each direction and full interchanges for access to and from Bulahdelah. The selected preferred route for the upgrade will pass to the immediate east of Bulahdelah, was met with considerable opposition during the route selection process. An EIS has been presented for this proposal and is waiting final approval.

Bulahdelah-Coolongolook Deviation

Length: 23km (99.5km-121.7km north of Newcastle)

Status: COMPLETED 1999

On 24 October, 1999 the first fully dual carriageway, freeway standard section of the RTA's ambitious Pacific Highway upgrade opened between Bulahdelah and Coolongolook. This section was also one of the first planned. It bypasses the steep and winding path of the old highway through the mountains and forests north of Buladelah. This notorious stretch of highway was known to many as the Bulahdelah Bends or O'Sullivans Gap. Truckies often referred to it as "the set of stairs". The new route, crossing to the east of the range was originally planned to be part of a tollway. The route also features a new link to the Lakes Way, bypassing a narrow and winding section of that road to the east of Bulahdelah. Also bypassed were the two worst black spots on the Pacific Highway at the time: O'Sullivans Gap and Wootton Bends. In total the project bypassed 60 bends. There are six road and 2 river crossings. Overpasses were constructed at Squires Hill Rd, Stoney Creek Rd and Newmans Rd. Underpasses were constructed at Ferny Creek Rd and Wattley Hill Rd. Horvals Rd was realigned to pass under the new highway where it crosses the Coolongolook River. Also included are two cattle and machinery underpasses. An additional feature of this project are two fully equipped rest areas.

Coolongolook-Wang Wauk

Length: 11.7km (121.7km - 133.7km north of Newcastle)

Status: COMPLETED 2001

This project, which opened to traffic on 29 July, 2001 is generally a duplication of the existing highway with a parallel carriagway for southbound traffic constructed along the route of the existing highway. The existing highway became the northbound carriageway. The project also included duplication of the Wang Wauk River and Curreeki Creek bridges. A heavy vehicle inspection station was added adjacent to the southbound carriageway near Kennedys Gap, a fauna underpass installed near Brushy Creek and a minor realignment near Wang Wauk. Through the Coolongolook village intersections are provided at King St, Midge St and Park St. The existing 80km/h speed limit has been retained through the village.

Wang Wauk-Bundacree Creek

Length: 4.8km (133.7km - 138.5km north of Newcastle)

Status: COMPLETED 1998

The existing highway was duplicated providing dual carriageways for the entire project length. Intersection improvements were made at Wang Wauk Rd and with U-turn and parking facilities. Areas disturbed by the construction of this project have been revegetated using seeds harvested from the immediate vicinity. Provision was also made for wildlife safety with a fauna underpass constructed with a divided central habitat. Koala fencing surrounds the area, preventing wildlife from crossing the road and chanelling it to the underpass. Construction commenced in August 1997 and was completed and open to traffic on 10 December 1998 at a cost of $16 million.

Bundacree Creek-Possum Brush

Length: 9.7km (137.5km - 147.2km north of Newcastle)

Status: UNDER CONSTRUCTION

The approved plan for Bundacree Creek to Failford Rd, Possum Brush consists of upgrading and duplicating the existing highway with a grade separated interchange at Nabiac. Most of the project work will occur within the existing road reserve. The major intersections that will be upgraded along this route include Glen Ora Rd, Clarkson St N, Pipe Clay Creek Rd and Failford Rd. Access to Minimbah Rd will be retained via a service road accessed from the Glen Ora Rd intersection. A fully grade separated interchange will be provided at Nabiac for access to that village. A new overpass and link road will be constructed as an extension of Candoormakh Creek Rd. Northbound access to Nabiac will be via ramps to the new overpass that will link Clarkson St (on the east side) to Wallanbah Rd (on the west side). Southbound access will be via ramps joining Clarkson St N and Nabiac St. The existing Wallamba River Bridge will be upgraded and will be part of the northbound carriageway. A new bridge will be constructed adjacent to the existing bridge for the southbound carriageway and will include a combined footway and cycleway. New twin bridges will be built at Pipeclay Creek replacing the existing structure. Ecological impact minimisation on this project will see a westerly deviation from the highway's existing route between Minimbah Rd and Glen Ora Rd. Between Brushgrove Park Rd and Pipe Clay Creek the highway will be split and the new carriageway moved west. In the Nabiac village several improvements will be made. Two new pedestrian underpasses will be part of the project: one at the southern end of Clarkson St and the other near the caravan park at Hardy Rd linking Hoskins St (which will have access to the highway closed). A new truck parking area will be located at the southern end of Clarkson St. Northbound access to the parking area will be via the new overpass. Southbound access will be via an auxiliary lane linking to Clarkson St S. Nabiac stands to benefit economically with the impact of the highway upgrade to be a positive one, with the potential of becoming a highway service town. The existing Ampol Service Station will be retained and will benefit from easier and safer access. Easier access to the village's amenities combined with improved parking and an enhanced atmosphere will lead to an increase in local business. A contract for the design, construction and maintenance for this project was awarded in April 2004 to Baulderstone Hornibrook. Construction commenced in October, 2004 and is anticipated to be completed by the end of 2006.

Failford Road to Tritons Road

Length: 3km

Status: IN PLANNING

This project involves the reconstruction and realignment of the northbound carriageway between Failford Road and Tritons Road. Duplication of this section took place earlier, opening in May 1993 with a new southbound carriageway constructed and the existing highway converted to carry northbound traffic only.

Lakes Way Interchange

Length: < 1km

Status: COMPLETED 2005

A grade-separated interchange was constructed at the Lakes Way intersection allowing northbound traffic from The Lakes Way to merge onto the highway via a streamlined and gently curving overpass and ramp system. The interchange also allows for an exit ramp for northbound highway traffic turning onto The Lakes Way. Southbound highway traffic will also be provided a new extended exit ramp to The Lakes Way. The interchange was completed in July 2005.

Possum Brush Deviation

Length: N/A

Status: COMPLETED 1991

One of the earliest dual carriageway upgrade projects, the Possum Brush Deviation opened to traffic in August, 1991.

Taree Bypass

Length: 14.5km (165.5km-175.5km north of Newcastle)

Status: COMPLETED 2000

Construction completed and the first stage opened to traffic in 1997. Later stages, including duplication of the bridge over the Manning River, were completed in April 2000.

Taree-Coopernook

Length: 7.5km (13.9km - 21.4km north of Taree)

Status: COMPLETED 2005

This upgrade follows the existing highway route, eliminating a number of dips and curves. The current alignment was selected because it will have the lowest impact on surrounding dairy farms. This project included two new bridges over Ghinni Ghinni Creek just west of the existing bridge. It also included two cattle underpasses and several culverts with floodgates. Abigroup undertook works simultaneously with the construction of the Coopernook Bypass. The project was completed on 5 August 2005.

Coopernook Bypass

Length: 4.2km (21.4 - 25.9km north of Taree)

Status: COMPLETED 2006

The Coopernook bypass forms a short deviation to the east of existing highway and the village of Coopernook and included the new bridge over the Lansdowne River. This project was constructed in conjunction with the Taree-Coopernook section. It was completed on 22 March 2006.

Coopernook-Moorland

Length: 10.3km (25.9 - 36.2km north of Taree)

Status: IN PLANNING

The Coopernook-Moorland project will duplicate and create dual carriageways generally following the existing highway route. A westerly deviation will occur from just south of the Main Northern Railway overpass to Forest Rd, bypassing the central Moorland village area. Planning approval has been granted for this project but no construction schedule has yet been allocated.

Moorland to Herons Creek Upgrade

Length: 22.5km (36.2km-58.7km north of Taree)

Status: IN PLANNING

The Pacific Highway upgrade between Moorland and Herons Creek will include dual carriageways along the entire existing route of the highway with minor deviations bypassing Johns River to the west and Kew to the east. Two options have been investigated for interchange access to Kew and Ocean Dr. The EIS for this project has been exhibited and is waiting ministerial approval.

Herons Creek to Stills Road

Length: 3.3km

Status: IN PLANNING

This project involves the reconstruction and realignment of the sub-standard northbound carriageway between Herons Creek and Stills Road. During construction of the Herons Creek Deviation, a new southbound carriageway was constructed parallel to the existing highway, with the existing highway converted to carry northbound traffic only.

Herons Creek Deviation

Length: 13.3km (58.7km - 72.0km north of Taree)

Status: COMPLETED 1998

The first two stages of the Herons Creek Deviation were part dual carriageway and part single carriageway with provision for later duplication. This project bypassed a winding section of highway through Burrawan State Forest. The northern section (Ryans Rd - Oxley Hwy) was opened in December 1990 and the southern section opened in November 1993. Duplication works added the second carriageway between Stills Rd and Houston Mitchell Dr and the other between near Ryans Rd and Innes Dr. Completed dual carriageways were open to traffic on 3 July 1998. Works that coincided with the duplication include various intersection improvements such as the conversion of the Houston Mitchell Dr intersection from a cross road to a "T". Access to the old Pacific Hwy and Burrawan Forest Dr was provided through a new "T" intersection north of Ryans Rd. The intersections with Innes Dr and Aintree Cl were also upgraded. Duplicate 3 span bridges were built at Sapling Creek which also included facilities for a fauna underpass.

Oxley Highway Interchange

Length: 1km

Status: COMPLETED 1990

The Oxley Highway Interchange project was part of the former National Arterial Program. This project included a deviation of the Oxley Highway and a short dual carriageway section for the Pacific Hwy. One of Australia's first elevated roundabout interchanges featured as part of this project. It was open to traffic in December 1990.

Oxley Highway to Kempsey

Length: 38.8km

Status: IN PLANNING

A preferred route has been selected for this project. GHD Pty Ltd was awarded the contract for the development of route options and concept design for this project. It will connects the existing dual carriageways at the Oxley Highway Interchange with existing dual carriageways at Maria River. Much of this route was significantly upgraded and realigned by earlier projects in the early to mid-1980s in sections through Ballengarra and Maria River State Forests and around Kundabung and Telegraph Point. The preferred route consists of generally upgrading the existing highway route with deviations at the Hastings River and Telegraph Point. A new crossing of the Hastings River will be constructed 400m upstream from the existing Dennis Bridge. The township of Telegraph Point will be bypassed to the east between Blackmans Point Rd and Haydons Wharf Rd. The existing highway will be retained for local access through Telegraph Point. North of Haydons Wharf Rd the existing carriageway will be retained and a new southbound carriageway constructed to the east.

Kempsey to Eungai Deviation

Length: 40.6km

Status: IN PLANNING

A preferred route for the Kempsey-Eungai Deviation has been chosen. This project connects the existing dual carriageways between Maria River and Eungai Rail, bypassing Kempsey and Frederickton with a new crossing of the Macleay River. The preferred eastern option will commence at the northern end of the existing Maria River Dual Carriageways just south of Kempsey. It will then cross the North Coast Railway, and skirt the eastern edge of South Kempsey before crossing the Macleay River just northeast of Frederickton. It will then curve around the western edge of the Doughboy Swamp and follow a path along the edge of the Tamban State Forest before joining the existing Pacific Highway south of Stuarts Point Rd. From there it will follows the current highway route to join the existing dual carriageways at Eungai. The total length of the eastern option is 40.6km. It will include twin bridges over the Macleay River, twelve major bridges over local waterways, four major overpasses and underpasses, a rail overpass and eleven crossings over or under local roads. Proposed access points are planned at South Kempsey, Frederickton and south of Stuarts Point Rd. It is possible that this section could be constructed in two stages: the first from south of Kempsey to the existing highway at Frederickton, and the second north of Frederickton to Eungai. The project is still in the early development stage, with EIS preparation scheduled to commence.

Eungai Deviation

Length: 4.2km (34km-38.3km north of Kempsey)

Status: COMPLETED 1999

The Eungai Deviation was originally completed in the mid 1980s as a single carriageway upgrade between Eungai Rail and Allgomera Road and bypassed the village of Eungai Rail. In 1998, duplication of the Deviation commenced. The project included the duplication of bridges at Eungai and Allgomera Creeks. The new carriageway, which forms the southbound section, was surfaced entirely with concrete. The existing carriageway carrying northbound traffic was resurfaced with asphalt. Dual carriageways opened to traffic on 17 December, 1998 with works completed by March 1999.

Allgomera Creek Deviation

Length: 4.5km (38.3km-42.9km north of Kempsey)

Status: COMPLETE

One of the ambitious forerunner projects of the Pacific Highway Upgrade in the days before the 1996-2006 programme. The Allgomera Creek Deviation bypassed a notoriously narrow and winding section through the state forests south of Macksville.

Warrell Creek Deviation

Length: 4.9km (42.9km - 47.8km north of Kempsey)

Status: IN PLANNING/ON HOLD

The Warrell Creek Upgrade, based on initial proposals, consists of dual carriageway and minor deviation improvements to the existing highway route. The project will also include a minor deviation of the North Coast Railway where it runs parallel to the highway. Along this stretch the highway is sandwiched parallel to the railway and Warrell Creek. The Warrell Creek Upgrade project will join the Allgomera Creek Deviation in the south and includes duplication of part of an earlier deviation completed in the late 1980s bypassing the village of Donnellyville. Design and construction of this project is currently on hold, pending the development of the Macksville-Urunga project. It is likely this earlier proposal will be refined and incorporated into the Macksville-Urunga project.

Macksville-Urunga Upgrade

Length: 37km (48km-85km north of Kempsey)

Status: IN PLANNING

A preferred route has been chosen for this project. When constructed it will link the proposed Warrell Creek Deviation and the completed Raleigh Deviation, bypassing Macksville, Nambucca Heads/Bellwood and Urunga. The preferred route leaves the existing highway near the lower Warrell Creek crossing and bypasses Macksville to the east. It will include a new crossing of the Nambucca River just downstream from Newee Creek. The route then follows the ridgeline near Old Coast Road before rejoining the existing highway near the railway overpass north of Nambucca Heads. This will become a second bypass of the Nambucca Heads/Bellwood area, with the original inner bypass of the town centre opening in December, 1980. North of Nambucca Heads the upgrade will follow the western side of the existing highway before deviating inland from near Mines Rd to form a bypass of Urunga. A new crossing of the Kalang River will be constructed near South Arm Rd. The route will then rejoin the existing highway on the Raleigh Deviation. Once the route selection process is finalized and refined, the EIS preparation will begin.

Raleigh Deviation

Length: 8km (85km-93km north of Kempsey)

Status: COMPLETED 1998

The Raleigh Deviation was one of the first and is one of the flagship projects of the $1.6 Billion Pacific Highway Upgrade programme launched in 1996. It features dual carriageways on a mostly new route bypassing the village of Raleigh and including a new twin crossing (265m) of the Bellinger River. It also bypassed the bottleneck of the old Raleigh Bridge, a narrow steel truss bridge with narrow hairpin bends on each approach. The project commences just north of the Kalang River near Urunga and ends at the southern edge of Pine Creek State Forest where it joins the Bonville Deviation project. The Raleigh Deviation also features new bridges at Boggy Creek, Man Arm Creek (125m), Waterfall Way (54m), North Bank Rd (20m) and Valery Rd (50m). There is a fully grade separated interchange at Waterfall Way. Work commenced on the project in January 1995. The contractors for the project were: Snowy Mountains Engineering Corporation (surveying, design and construction supervision), Baulderstone Hornibrook Engineering Pty Ltd (southbound Bellinger bridge and approach earthworks) and Abigroup Pty Ltd (dual carriageway pavement, bridges and earthworks). Initially the project opened with one carriageway, while work continued on the second. Other features of the project include a fauna underpass at Pine Creek State Forest linking koala habitats on each side of the new highway. Rocks and tree trunks were placed on the floor of the underpass to give it a more natural feel and create a refuge for small animals. Because most of the route of the Raleigh Deviation crosses marshy coastal flood plain, extra attention to settlement was required. The settlement of the roads and particularly bridge approaches will be monitored for five years with bridge approaches adjusted with asphalt for correction as required. The project was opened to traffic on 17 September 1998 and cost $72M.

Bonville Deviation

Length: 9.8km (93.3km-101.5km north of Kempsey)

Status: UNDER CONSTRUCTION

The Bonville Deviation consists of a dual carriageway bypass and deviation mostly on a new route to the east of the existing highway. The project includes four fauna underpasses (most of the route passes through heavily forested areas), and one twin tunnel fauna overpass. Full interchanges will be included at Mailmans Track and Archville Station Rd. Originally a rest area was to be constructed on the eastern side of the highway at Mailmans Track, but was later rejected in favour of adding direction signage to the existing Sid Burke Rest Area from the Archville Station Rd Interchange. The project features twin bridges over Pine, Reedy and Bonville Creeks and roadway overpasses at East Bonville Rd, Bonville Station Rd and Williams Rd. In September 2002, a Review of Environmental Factors for Modifications to the Approved Project (2000) was released. It calls for the relocation of the approved route slightly to the east near the southern end of the project and the removal of the proposed rest area in order to reduce the impact on koala habitats. A construction contract was awarded in May 2006 and the project is estimated for completion in 2008.

Lyons Road to Englands Road Upgrade

Length: 5.3km (101.5km-106.8km north of Kempsey)

Status: COMPLETED 2001

The Lyons Road to Englands Road Upgrade project saw much-needed improvements on the heavily trafficked southern approach to Coffs Harbour. The upgrade follows the route of the existing highway, duplicating and reconstructing it to a full dual carriageway thoroughfare. Construction commenced in October 1997. Features of this project include full interchanges at Lyons Rd and Sawtell Rd. A large radius roundabout is featured at Englands Rd. At grade intersections are provided at Deans Rd, South Boambee Rd and Bruce Kerr Dr. One interesting feature of this project was the retention and redevelopment of an existing Mobil service station at the Lyons Rd interchange. A future bypass of Coffs Harbour will likely commence from a point on this section south of the Englands Rd roundabout. The project was opened to traffic in May 2001 and final cost was $73M.

Coffs Harbour Bypass

Length: TBD

Status: IN PLANNING

The route of the Pacific Highway through Coffs Harbour has a number of constraints that make major upgrading a difficult task. One of the major impediments is the topography of the area with steep escarpments and east-west ridges hampering possible new routes. Planning for upgrading through the Coffs Harbour area has been in the pipeline for many years. In the early days of the planning the Coffs Harbour City Council had reserved and zoned a corridor through the southern Council area for a highway deviation. This reserve has now been largely abandoned though it is still clearly visible on property maps. Much of the Bonville Deviation follows this original reservation. North of Lyons Rd, the reservation curved to the west of the existing highway. Then approaching the urban area of Coffs Harbour the reservation crossed to the east near Isles Dr then cut through the centre of the Coffs Harbour urban area over Coffs Harbour Creek and Park Beach Road before curving back east to rejoin the existing highway near Korora. This route has been referred to in the past as the "Coffs Harbour Eastern Distributor". One reason why this route was abandoned is due to its crossing environmentally sensitive areas as well as passing by and through heavily built up areas thus generating widespread opposition. The northern part of this reservation is now built over in the Diggers Beach area by Driftwood Ct and Seamist Pl. Part of this original reservation is now being utilised by Coffs Harbour City Council for the construction of a new urban distributor road, now known as the Hogbin Drive extension. It will see Hogbin Drive extended north from its current end at High St to join an eastern extension of Arthur St. From Local Environmental Plan projections, this route is ultimately part of a ring road circling central Coffs Harbour. The current preferred route for bypassing Coffs Harbour commences on the existing highway near Englands Rd and follows the western edge of the central urban area before rejoining the existing highway at Korora. Investigations have been undertaken concurrently with the Sapphire-Woolgoolga project.

Bray Street to Arthur Street Upgrade

Length: 1km

Status: COMPLETE

This short project included improvements to the urban arterial road that carries the current Pacific Highway through Coffs Harbour. The highway passes through the heavily commercialized strip past Park Beach Plaza. The project included widening the existing highway with the construction of a new bridge to carry the North Coast Railway across the highway. The project also included a large radius roundabout at Arthur Street with the highway lanes passing over. New traffic signals were installed at Park Beach Road.

Korora Hill Upgrade

Length: 1.5km (4.3km to 6.7km north of Coffs Harbour)

Status: COMPLETE

Work on upgrading this section of the highway to four lanes, with a landscaped median, commenced in January 1997. The construction contractor was Cut & Fill Pty Ltd. All work was complete and open to traffic on 15 December 1997. Elements of this project included the erection of concrete noise walls along the eastern side of the highway near Korora Public School and residential areas. Koala exclusion fencing lines the western side of the highway adjacent to the Kororo* Nature Reserve in an attempt to discourage the movement of these animals across the highway. Additional improvements included in this project were pedestrian and bus facilities, a new school bus interchange separated from the highway by concrete barriers and a new bus shelter on the western side of the highway. Adjacent to the Korora Public School, a new 48m long steel bow string arch footbridge was constructed. An older structure was removed (14 May 1997) to allow for the widened highway. The new structure was lifted into place on 4 June 1997 between midnight and 4am. It was manufactured locally by Pearce Engineering and was assembled on-site on temporary abutments. The bridge was officially named Luke Bowen Footbridge in a private ceremony on 6 August 1998 after a local school student who was tragically killed in an accident on the day before the bridge opened.

*Note re Korora vs. Kororo: The correct official spelling for the Nature Reserve is Kororo, according to the NSW Geographical Names Board. The name Kororo was assigned on 3 January 1975 and spelled contrary to the original Korora for the reason that the Postmaster General at the time objected to the spelling due to its similarity to a place name in Queensland. Ironically, the official correct spelling for the other geographic features in the area (suburb, reserve, bay, school) is Korora, which was officially assigned to these features in 1999.

Sapphire-Woolgoolga Upgrade

Length: 25km (5km-30km north of Coffs Harbour)

Status: IN PLANNING

A preferred route for the upgrade of the Pacific Highway through Coffs Harbour and Woolgoolga was announced on 7 December 2004. The preferred option consists of a route comprising the “Inner South 1” and “Inner North 2” options to the immediate west of the Coffs Harbour urban core, an upgrade of the existing highway from Korora (end of current dual carriageway) and south Woolgoogla and the Option E route to bypass Woolgoolga. The Inner South 1 route was chosen over other options because of lower engineering risks and greater flexibility, eliminating the need for a tunnel through Roberts Hill Ridge. Inner South 1 is projected to cost $65M less than Inner South 2. The Inner North 2 route is preferred because it will have less impact on existing and proposed urban development. Though $45M more expensive than the alternate Inner North 1 option, this route will make use of natural ridgelines and result in a reduced noise and visual impact. The concept plan for the Inner South 1/Inner North 2 route option will now be further refined to reduce impacts and to identify and set aside a future road reserve. The proposed route leaves the existing highway just south of the Englands Rd roundabout before skirting the western edge of the central Coffs Harbour urban area before rejoining the existing highway at Korora. Possible interchanges may be incorporated at each end as well as at Coramba Road. Planning action will take place to reserve the desired corridor and re-assess future North Boambee Valley development. Because this part of the upgrade is a longer-term commitment, the RTA will work with Coffs Harbour City Council to prepare a package of works to maintain and manage the existing highway through the city until the preferred bypass option can be constructed. The section between Korora and south of Woolgoolga is part of a forward planning “motorway” upgrade that took place in the 1970s providing a limited access road reserve and provision of space for future duplication. This route will be upgraded to dual-carriageway status with the retention/addition of service roads to facilitate local access. Proposed interchanges will be provided at Split Solitary Rd/Gaudrons Rd, Moonee Beach Rd and Graham Rd North. From Bucca Rd to Graham Rd South, seagull intersections will be provided for access with future provision for grade separation as the need arises. Extensive fine-tuning of earlier options has resulted in a preferred Option E route to bypass central Woolgoolga. Option E will cost $15M more than the alternative Option C1 but will result in less community severance and provide better safety and noise benefits for Mullaway and Safety Beach. The route will leave the existing highway near Graham Rd North and pass to the west of Woolgoolga before rejoining the existing highway just south of Arrawarra Creek. A concept design for Option E will now be developed, following survey and geotechnical investigations. An environmental impact assessment will be undertaken and displayed for approval to begin construction of this part of the project.

Woolgoolga to Wells Crossing Upgrade

Length: 27.8km

Status: IN PLANNING

A contract for the development of route options and concept design was awarded to GHD for this project, which will provide for the construction of dual carriageways from just north of Woolgoolga at Arrawarra Creek (the northern end of the Sapphire to Woolgoolga project) to approximately 1.8km north of the Parker Rd intersection, just south of Wells Crossing. The upgrade will incorporate the already completed Halfway Creek Upgrade. A preferred route has been selected which follows the existing highway, deviating to bypass Corindi village. North of Corindi will the highway will be duplicated (on the western side) of the Dirty Creek Range Deviation that was completed in 1986. Beyond Dirty Creek the upgrade incorporates the already completed Halfway Creek section and duplicates the existing highway between there and Wells Crossing.

Halfway Creek Upgrade

Length: 25km (5km-30km north of Coffs Harbour)

Status: COMPLETED 2003

The Halfway Creek dual carriageway upgrade has straightened a short section of the highway and has created a safer stopping area at the popular Halfway Creek roadhouse. The project included truck-stopping bays on both sides near the roadhouse. Previously, the former 2-lane highway became lined with trucks stopped at the roadhouse during peak times. The project also included new intersections at Lemon Tree Rd and Grays Rd. It opened to traffic in 2003.

Wells Crossing to Harwood

Length: 78.2km

Status: IN PLANNING

This section of the Pacific Highway upgrade is divided into two separate projects: Wells Crossing to Harwood and Harwood to Iluka Road. Planning and investigation into the selection of a preferred route has commenced. The contract for development of route options, technical investigations, concept design and preparation of an Environmental Impact Assessment (EIA) has been awarded to Sinclair Knight Merz (SKM). Three Community Liaison Groups (CLGs) have been formed to assist with the investigations and are meeting on a regular basis in Maclean, Grafton and Tucabia. This project is expected to be a considerable deviation from the existing highway and will follow a path generally to the east of the coastal ranges but west of the Clarence River floodplain. South of Harwood Bridge, the highway is to be constructed as a Type M freeway (access via interchanges only). North of the river, construction will be Type A Freeway (major intersections directly access, with provision for future grade separation). The project will include a duplication/upgrade of the bridge over the Clarence River. Route options have been exhibited with a preferred route announcement expected soon.

Swan Creek Deviation

Length: 2km

Status: COMPLETED 1990

A short concrete surfaced deviation featuring 4 lanes with a New Jersey barrier down the centre. This project eliminated a sharp 90-degree curve on the highway about 5km north of Grafton. It opened to traffic in 1990.

Ulmarra Bypass

Length: 3.1km (11.3km-14.2km north of Grafton)

Status: ON HOLD (pending results of Wells Crossing-Iluka Rd route selection)

The proposal for a single carriageway Ulmarra Bypass has been approved and in planning for a number of years. At this stage the project is on hold pending the results of route selection for the Wells Crossing-Iluka Road project. The Ulmarra Bypass may be rendered obsolete if a completely new route for the highway is selected. If the bypass is constructed based on current approved planning, the it will be to the east of the village, bypassing a stretch of historic but rough concrete surfaced roadway. Interim improvements to the highway through Ulmarra included widening between River St and Hoades Lane as well as resurfacing and intersection improvements in the area.

Cowper Bypass

Length: N/A

Status: COMPLETED 1991

The peaceful little village of Cowper was unfortunately the site of one of the Pacific Highway's infamous and tragic bus accidents that took place just outside this riverside village on 20 October 1989. This accident fast-tracked construction of the dual carriageway Cowper Bypass, which straightened a narrow and curving section of the old highway through Cowper. It opened to traffic in 1991.

Tyndale Upgrade

Length: 1km (26km-27km north of Grafton)

Status: COMPLETE

This short project straightened a curve in the highway at the village of Tyndale. The single carriageway deviation creates a short service road that was once the highway with a roundabout at the old highway and Sheehys Ln. The project was complete and open to traffic in June 2000.

Byrons Lane to Shark Creek Deviation

Length: 4km (32.7km-36.7km north of Grafton)

Status: COMPLETE

This deviation runs just east of the original highway route, removing sharp curves and narrow carriageways. Adjacent to this project is the historic concrete arch bridge over Shark Creek. This bridge once carried the highway before being replaced in the 1980s with a wider modern structure. The old arch bridge has been retained and is visible from the new route.

Harwood to Iluka Rd

Length: N/A

Status: PLANNING

For this section, the existing highway route will be duplicated, much of which was part of the earlier completed Chatsworth Island Deviation. Parts of this are already dual carriageway. The old Mororo Bridge, currently carrying one lane of northbound traffic will likely be replaced.

Mororo Deviation

Length: 1km

Status: COMPLETE

This project included a second bridge east of the narrow Mororo Bridge crossing the north channel of the Clarence River. The old steel truss Mororo bridge now carries a single lane of northbound traffic. The new concrete bridge carries 2 lanes of southbound traffic. The deviation continues approximately 1km north of the bridge on a 4-lane dual carriageway alignment with new and safer intersection for Iluka Rd.

Iluka Road to Woodburn Upgrade

Length: 35km

Status: IN PLANNING

Connell Wagner was commissioned by the RTA to investigate route options and develop a concept design for this project following community consultation. The preferred concept design was announced in March 2006. Improvements will be made mostly along the existing alignment to upgrade this section to 4-lane dual carriageway, including several minor deviations and a duplication of the previously completed Gap Road Deviation. The concept design is will now be incorporated into an EIS for ministerial approval.

Gap Road Deviation

Length: 4km (88km-92km north of Grafton)

Status: COMPLETE

This deviation features a realigned highway from Gap Rd to Tuckombil Canal as a single carriageway with southbound overtaking lane. A number of sharp crests and bends were eliminated and provision was made for the future addition of a second carriageway. The project was fully funded by the State government and cost $ 9.5 million. Construction commenced in May 1997 and the completed project was open to traffic on 15 May 1998.

Woodburn to Ballina Upgrade

Length: 32.3km

Status: IN PLANNING

Hyder Consulting was awarded the contract for the development of route options and drafting of concept designs for this project. The preferred route includes a bypass to the east of Woodburn and Langs Hill, follows the existing highway through Broadwater National Park and bypasses the village of Broadwater to the east. A new crossing of the Richmond River is incorporated into the project, crossing just north of Broadwater. The route then follows the foot of the Blackwall Range west of Wardell before rejoining the existing highway near Coolgardie Rd where it follows the existing highway to connect with the Ballina Bypass. The Wardell-Ballina section was constructed as a deviation in the 1960s in conjunction with the opening of the Wardell Bridge. Prior to the opening of the Wardell Bridge, the highway followed the east bank of the Richmond River, crossing it by ferry at Burns Point. The deviation north of Wardell was designated as “motorway” and has limited access status all the way to Teven Rd (West Ballina). It provides space within the existing road reserve for duplication.

Ballina Bypass

Length: 12.4km

Status: IN PLANNING

Preliminary construction work has commenced on the Ballina Bypass in the SEPP 14 wetlands areas at the southern end of the project (near Bruxner Highway junction). The Ballina Bypass will be a 4-lane dual carriageway project commencing at Pimlico Rd and ending north of Ross Lane, Tintenbar. Seagull intersections will be provided at Pimlico Rd and Bruxner Hwy with a slip lane and merging facilities for eastbound Bruxner Hwy traffic. Provision for later grade separation and an overpass for westbound Bruxner Hwy traffic will be provided. The existing Duck Creek and Emigrant Creek bridges will be upgraded and will carry southbound highway traffic, with new northbound bridges constructed adjacent. The existing highway will be upgraded to dual carriageway using the wide road reserve between Pimlico Rd and Teven Rd. At Teven Rd, the bypass will turn north and parallel Teven Rd then crossing Emigrant Creek twice before meeting the existing highway at Cumbalum. North facing ramps will be provided at the existing highway at Cumbalum. North of Cumbalum the bypass will follow a path just to the east of the existing highway before ending just north of Ross Lane. An at grade intersection will be provided at Sandy Flat Rd and a grade separated interchange will be constructed connecting Ross Lane and the existing highway to the bypass at Tintenbar. Recent expansion of the study area for the Tintenbar to Ewingsdale project and pending route selections for that project may affect the northern end of the approved Ballina Bypass route.

Tintenbar to Ewingsdale

Length: 17km

Status: IN PLANNING

Planning for the development of route options and concept plans has commenced for the Pacific Highway upgrade between Tintenbar and Ewingsdale. This project will connect the northern end of the Ballina Bypass with the existing dual carriageways at Ewingsdale. This is likely to supersede the previously planned Bangalow to St Helena Upgrade, rendering it obsolete. Initially, the study area for the route of this upgrade generally followed the existing highway route, with a wider area at the northern end east of Bangalow. In late 2004 the RTA expanded the route investigation area following community consultation, and the study area now extends further to the east allowing for potential route options along the foothills at the edge of the coastal plain. This option could call for a tunnel under the St Helena escarpment. The route development process is currently underway.

Bangalow Bypass

Length: 3km (23.2-26.2km north of Ballina)

Status: COMPLETED 1997

The Bangalow Bypass was divided into two stages. The first stage consisted of the first carriageway of they bypass and was opened to traffic in December 1994. It included bridges over Byron Bay Rd and North Coast Railway, and also included the overpass at the northern end for exiting southbound traffic. All major earthworks were undertaken in the first stage. The second stage, which consisted of the duplication of stage 1 bridges and the construction of the second carriageway. Stage 2 opened to traffic on 10 December 1997.

Bangalow-St Helena Upgrade

Length: 5.2km (26.2-31.4km north of Ballina)

Status: ON HOLD/PENDING OUTCOME OF TINTENBAR-EWINGSDALE

This project has been planned to generally duplicate the existing route of the highway with a few minor deviations. It will feature full interchanges at Possum Creek Rd and Fowlers Ln/Coolamon Scenic Dr. At St Helena Rd access will be southbound left in-left out only. The northbound carriageway will be on a viaduct near the bend at the base of St Helena hill. The project connects with the Bangalow Bypass in the south and the Ewingsdale Interchange upgrade in the north. Planning for this project has been put on hold pending the results of route selection for the Tintenbar-Ewingsdale project, which could see a completely new route that would eliminate the need for the Bangalow-St Helena upgrade.

Ewingsdale Interchange

Length: 1.9km (31.4km-32.6km north of Ballina)

Status: COMPLETED 2000

The Ewingsdale Interchange project includes almost 2km of dual carriageways that commence at the base of St Helena Hill and join the previously completed Ewingsdale-Tyagarah project. The new route deviates to the west of the old highway and includes a full grade separated interchange at Ewingsdale/Myocum Rd. The new alignment ensures that an avenue of fig trees and the Ewingsdale Hall and church were not affected. Construction commenced in January 1999 by contractor Ridge Consolidated Pty Ltd with completion and opening to traffic on 20 December 2000.

Ewingsdale-Tyagarah Upgrade

Length: 4.3km (33.1km-37.4km north of Ballina)

Status: COMPLETED 1998

This project provided complete dual carriageway conditions from just north of Byron Bay Rd to north of the Tyagarah railway bridge. The project included twin bridges over Tyagarah Creek and duplicated existing bridges over the Casino-Murwillumbah Railway and Tyagarah Swamp. The last 1km of the project, which includes already constructed bridges, will be opened to traffic in conjunction with the adjoining Tandys Lane Deviation to the north. Construction was undertaken by contractor Cooks Constructions and was completed and open to traffic on 16 October 1998. Features of the project include service roads that utilise sections of the old highway from Ewingsdale to Kennedys Lane, realignment of the Kennedys Lane intersection, intersections at Myocum Road and Grays Lane, and a new cycleway from Kennedys Lane to Tyagarah Road.

Tandys Lane Deviation

Length: 5.5km (36.5-42.1km north of Ballina)

Status: COMPLETED 2001

The Tandys Lane Deviation bypassed a narrow and winding stretch of the highway in the area around Andersons Ridge and the Mullumbimby Road. The Deviation passes to the east of the previous highway and joins with the southern end of the Brunswick Heads Bypass. The project includes full interchanges at each end for connections to the former highway. Construction commenced in March 2000 and the project was open to traffic 19 December 2001. Total cost was $60 million.

Brunswick Heads Bypass

Length: 3.4km (42.1km-45.5km north of Ballina)

Status: COMPLETE (STAGE 1 - SINGLE CARRIAGEWAY)

The bypass of Brunswick Heads passes to the west of the town and Stage 1 which commenced on 12 September 1996 consisted of a single carriageway bypass including two bridges and fauna underpasses. The original contractor, Civilcon Pty Ltd, commenced the project, with Seovic Civil Engineering Pty Ltd completing the project after August 1997 when the original contractor went into voluntary administration. The first carriageway opened on 5 June 1998. Construction of the second carriageway is being incorporated with the Brunswick Heads-Yelgun project which is currently under construction. The existing carriageway will carry the southbound lanes when the Stage 2 northbound carriageway is constructed. Stage 1 features a roundabout at the northern end providing access to the old highway and the nearby caravan park. The roundabout will be incorporated into a half-diamond grade separated interchange just as part of the Brunswick Heads-Yelgun project.

Brunswick Heads-Yelgun Upgrade

Length: 8.7km (45.5km-54.2km north of Ballina)

Status: UNDER CONSTRUCTION

Environmental approval for this project was initially given in August 1999 with approval of “Route A2”. Environmental revision and minor reassessment was independently undertaken in 2001 following local public pressure and a revised Route VA2 was created. Significant changes were made, particularly to the original proposed interchanges along the route. It was found that Route A2 was more cost efficient and environmentally friendly. The RTA undertook a thorough design review in response to local concerns and revised the project design to include the following:

A 180m balanced cantilever bridge over the Brunswick River with 8 traffic lanes (4 highway lanes and 2 for local traffic) and a simplified interchange just south of the river.
Provision for direct highway access at Billinudgel for northbound traffic and the relocation of the Billinudgel-Ocean Shores link to an underpass 300m south of Wilfred St, including pedestrian and bicycle facilities.
A simplified interchange at Yelgun.

The revised design and other environmental impact statements were subsequently approved and construction commenced in April 2005.
This dual carriageway upgrade will see a mostly new route parallel to the west of the existing highway through Ocean Shores and Billinudgel before joining with the southern end of the Yelgun-Chinderah project. The project will also include duplication of the Brunswick Heads bypass. Interchanges will be provided at Yelgun and Brunswick Heads. Access will also be possible from the new route at Billinudgel. The existing Pacific Highway will be retained along the full length of this project as a service road. This project also includes a new 6-lane bridge over the Brunswick River that will provide 4 lanes for the new highway and 2 for the service road. The existing Brunswick Heads Bypass, opened in 1998, will be duplicated as part of this project.

Yelgun-Chinderah Deviation

Length: 28.6km (54km-82km north of Ballina)

Status: COMPLETED 2002

At the time of construction, the Yelgun-Chinderah freeway project was the largest highway construction project to be undertaken in Australia outside a major metropolitan area. Abigroup was awarded the contract to design, construct and maintain the freeway for 10 years, with major works commencing in May 2000. The project included full grade separated interchanges at Cudgera Creek Road, Clothiers Creek Road and Oak Avenue. Twin tunnels were constructed where the freeway passes under the ridge traversed by Cudgen Road. Bridges were constructed at Dirty Flat Road, Old Pacific Highway, Wooyung Road, Hulls Road, Sleepy Hollow Road (underpass), Cudgera Creek, Kanes Road, Round Mountain Road, Clothiers Creek and Environ Road. The project also included rest areas on both sides of the freeway near Sleepy Hollow Road. The project was open to traffic in July 2002 and an official opening ceremony was held on 4 August 2002. Following the opening of the new freeway, the former Pacific Highway route across the Burringbar Range and through Murwillumbah was renamed Tweed Valley Way. Total cost for Yelgun-Chinderah was $ 348 million.

Chinderah Bypass

Length: 5.8km (95.7-101.5km north of Ballina)

Status: COMPLETED 1997

The Chinderah Bypass is a 4 lane dual carriageway bypass with 6 lanes north of Wommin Bay Road. The project also included a major new crossing of the Tweed River at Barneys Point. The old steel truss bridge at Barneys Point was removed after construction was completed, retaining part of the southern approach span as a fishing pier. There were 4 main contractors on the project:

Fernandes Construction Pty Ltd (3 minor bridges)
Transfield Construction Ltd (Tweed River bridge)
Cooks Construction (earthworks and drainage)
Barclay Mowlem (pavement and finishing work)

The Tweed River Bridge, costing $10.2 million, was completed early in the project while surrounding environmental issues were being resolved. On 21 October 1996 the southbound carriageway opened and the northbound carriageway opened on 27 November 1996. All major contract work was completed by January 1997. A roundabout interchange is located at Chinderah Road and all way ramps are located at Banora Point and Fingal Road/Waugh Street. Following the opening of the bypass, the old Pacific Highway route was renamed Chinderah Bay Drive and the traffic signals at Wommin Bay Road were removed.

Banora Point Deviation

Length: 1.3km (101.5km-102.8km north of Ballina)

Status: IN PLANNING

Two route options have been selected for the upgrade of the short but busy section of the Pacific Highway between the northern end of the Chinderah Bypass and the southern end of the Tweed Heads Bypass through the Banora Point urban area. The route crosses the steep ridge spur known as Sextons Hill. Each route will cross the small valley to the northeast of the existing highway on a viaduct. The two options vary in relation to the crossing of Sextons Hill and how they link into the Tweed Heads Bypass and the local road network. In both options, the existing highway is retained as a local service and access road with modified connections to the new highway at each end of the project.

Tweed Heads Bypass

Length: N/A

Status: COMPLETED 1992

The Tweed Heads Bypass was completed in 2 stages. The first stage north of Kennedy Drive was in conjunction with associated work on the Queensland side was completed in 1986. Stage 2 included the section from Sextons Hill to Kennedy Drive and the crossing over Terranora Broadwater. This stage was completed and open to traffic in November 1992.

Tugun Bypass

Planning and initial construction for the controversial Tugun Bypass has commenced, in spite of setbacks in recent years. In the early days of the project, it appeared as though planning was progressing smoothly between the two states across whose borders the project straddles. On 4th November 2003, in a sudden turn of events, the NSW Transport Minister, Carl Scully, formally announced that the NSW Government had chosen to abandon the proposed western route on environmental grounds. The original proposed route was to link the southern end of the Pacific Motorway near Stewart Road, Currumbin Waters to the Tweed Heads Bypass, following a route to the west of Coolangatta Airport. The Queensland government was forced to reassess the entire situation. Desperate to get the bypass built, plans were hastily drafted that would have seen a new route entirely within Queensland, shoehorned between residential areas and the Coolangatta Airport. It would have seen much of Adina Avenue and dozens of residential, commercial and industrial properties obliterated. In recent events, New South Wales has returned to the planning table and will now cooperate with Queensland on a route similar to the initial proposal. The project is being constructed by contractors under the supervision of the Queensland government, even though a large portion of the route is in New South Wales. The bypass will commence at the existing Pacific Motorway and Stewart Road intersection, where an interchange is currently under construction. It will then follow a route south into New South Wales and pass along the western edge of the Coolangatta Airport before connecting to the Tweed Heads Bypass just north of Kennedy Drive. Interchanges will provide access at Stewart Road, Boyd Street and at the Tweed Heads Bypass. The route will also provide space for the future extension of the Gold Coast Railway from Robina to Coolangatta Airport.

Information last updated 21 Sep 2006

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