SUMMARY OF M4 Widening WESTCONNEX EIS for GRANVILLE
Prepared by Inara Molinari on behalf of the Granville Residents’ Action Network 2014. The intention of this document is to provide a snapshot of issues pertaining to Granville found in the EIS. It is not intended to supplant, modify or provide subjective commentary on the EIS. Any information found here should be verified by perusing the full EIS found at http://www.westconnex.com.au/explore_the_route/stage_1/m4_widening_resources.htm Stakeholder issues raised relating to Granville:
Cycleways
* Requested that the shared path remain open throughout construction for commuter cyclists, recreational cyclists and organised club rides • Recommended proactive consultation and more effective signage for detours. • Requested upgrade of uncontrolled road crossings • Suggested improved lighting under the viaduct • Raised issue of increasing numbers of recreational and lifestyle cyclists using cycle networks in the region • Club activity includes group training rides on the M4 Motorway shoulder • If shoulder access is removed, concerned that viable cycleway is provided along similar route * Requested upgraded uncontrolled road crossings at Granville
Traffic and transport: • Concerned about traffic congestion and road closures during construction. • Concerned about impacts to the cycle path during construction. • Concerned about increased congestion on local roads caused by increase in traffic numbers and traffic trying to avoid tolls. • Concerned about existing safety of the M4 Motorway due to dangerous driving and the need for this to be improved by the M4 Widening project. • Concerned at the level of current congestion on the M4 Motorway and arterial road intersections which is seen as unsafe, costs time and money. • Requested improved capacity at access and exit ramps. • Suggested that a toll should not be re-introduced or not be introduced until after completion of the M4 Widening and M4 East projects • Suggested that the tolls be used to complete the project more quickly. • Suggested that discounted toll structures should be offered.
*Project inclusions and enhancements
• Would like to see improvement to shared path considered
!
!"#$%&'() Summary of consultation with the public, community groups, adjoining and affected landowners
*+",%-.$/%0& 1223%2&0"42%/& 5//0%22%/&46&71*&2%8+4.6& Residents in surrounding Options and alternatives: Chapter 3 suburbs of the M4 Concerned that the proposed Westmead connection at Bridge Road would make local road Motorway, including, congestion worse. Parramatta, Holroyd, Preference for more capacity to the M4 Motorway and congested intersections at Church St, Granville, Auburn, Woodville Road, James Ruse Drive, Hill Road, Centenary Drive and Homebush Bay Drive. Newington, Lidcombe, Wentworth Point, and Support for the M4 Widening project, the proposed G-loop on-ramp at Homebush Bay Drive and Sydney Olympic Park the benefit to north/south bound traffic. Traffic and transport: Section 8.1 and Appendix D Concerned about traffic congestion and road closures during construction. Concerned about impacts to the cycle path during construction. Concerned about increased congestion on local roads caused by increase in traffic numbers and traffic trying to avoid tolls. Concerned about existing safety of the M4 Motorway due to dangerous driving and the need for this to be improved by the M4 Widening project. Concerned at the level of current congestion on the M4 Motorway and arterial road intersections which is seen as unsafe, costs time and money. Requested improved capacity at access and exit ramps. Suggested that a toll should not be re-introduced or not be introduced until after completion of the M4 Widening and M4 East projects Suggested that the tolls be used to complete the project more quickly. Suggested that discounted toll structures should be offered. Project funding and economic cost/benefit: Chapter 3 and Chapter 4 Concerned about the source of funding for the project. Concerned about potential delays to the project due to economic conditions. Concerned about the future of later stages if the earlier stages do not attract users as forecast. Question whether the same level of economic benefits would be possible from other modes of transport.
M4 Widening Environmental Impact Statement 7±11 WestConnex Delivery Authority
How will theKEY M4 DESIGN Widening, FEATURES as part of WestConnex, contribute to greater The M4 Widening includes the following key features: reliability and road safety? • Construction of a new two-lane viaduct for Once completed, WestConnex will provide immediate westbound traffic, on the southern side of the operational benefits in relieving congestion along the existing viaduct structure between Church Street, M4 Motorway between Church Street and Homebush Parramatta and Wentworth Street, Granville Bay Drive, including reductions in travel times and improvements in the level of road safety. • Reconfiguration of the traffic lanes on the existing viaduct structure to four lanes eastbound and two In particular the M4 Widening will provide travel time lanes westbound savings of: • Construction of a new bridge/viaduct over Duck • Fourteen minutes on a morning peak time journey River at Auburn on the M4 Motorway eastbound from Church Street • Widening of the existing motorway to the south of to Homebush Bay Drive, cutting travel times from the westbound carriageway between Wentworth 19 minutes to only five minutes Street, Granville and Duck River, Auburn • Six minutes in the evening peak westbound between • Widening of the at-surface carriageway of the Homebush Bay Drive and Church Street, cutting travel motorway predominantly within the existing times from 15 minutes to only nine minutes. motorway corridor (utilising both the existing Access to and from the M4 Motorway will also be improved median and verge areas), between Junction Street, at Homebush Bay Drive and Hill Road, particularly in the Auburn and Homebush Bay Drive, Homebush to evening peak period. The investment in the M4 Widening provide four traffic lanes westbound and four traffic and subsequent WestConnex stages will facilitate a lanes eastbound fundamental change in network performance, enabling • Construction of a new westbound direct onramp delivery of major city shaping improvements and delivering to the M4 from Homebush Bay Drive for economic growth. southbound traffic While the M4 Widening will provide improvements to • Construction of a new eastbound on-ramp to the Sydney’s road network, the greatest benefits will occur M4 Motorway from Hill Road, Lidcombe when the entire 33 kilometre WestConnex Motorway is • Provision of Intelligent Transport Systems completed, which will provide a seamless journey from infrastructure for motorway operations Parramatta to the CBD, Sydney Airport, the Port Botany • Widening and/or lengthening of existing ramps at precinct and south-westTHOSE Sydney FEATURES free of traffic signals. Church Street, James Ruse Drive, Silverwater Road, Hill Road and Homebush Bay Drive IMPACTING GRANVILLE • Provision of tolling infrastructure such as gantries and control systems (Below) • Provision of new and modified noise barriers • Provision of new asphalt wearing surface to the !"#$%&'() existing M4 Motorway 01 (*+&!,-".+&'/" for the M4 Widening Refer to design map over page
WestConnex M4 Widening Environmental Overview | 15
16 | WestConnex M4 Widening Environmental Overview GREAT WESTERN HIGHWAY HARRIS ROSEHILL CHURCH
STREET PARRAMATTA PARK ! New viaduct New bridge over WENTWORTH Duck River Silverwater Road connections POINT
JAMES RUSE DRIVE ! ALFRED STREET EK ABECKET TS CRE
DU CK C ! R DUCK RIVER HOLROYD E ST E
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ROAD WENTWORTH
WOODVILLE PITT STREET
James Ruse Drive connections DUCK RIVER M4 MOTORWAY D SILVERWATER ! A O
D GRANVILLE R A GRANVILLE R Homebush improved access westbound O E
R ST T
A E JUNCTION
L W L ! HASLAMS CREEK I R NEWINGTON V P E D A V L R I O R A S O M A W T TA ! R O 7.2 A’BECKETT CREEK TO DUCK RIVER AD R A W S O N AUBURN AMS S SL C T A K R H E HILL SYDNEY E ROAD T New Olympic Park ST HILLIERSconnection ROAD eastbound ! OLYMPIC PARK LAKE BELVERDERE
! LIDCOMBE HOMEBUSH STRATEGIC DESIGN BAY DRIVE Widening within ! motorway corridor !"#$%"&'()$"*"+"),&-
(../$&01220$0.$%234256$&012207$8.905$.:$32;$<4=/9>0- SOUTH #$%&%'()$*()+,-+(,$.)/012%'%$%-3)/,(/')4-,)+&/3$%35)$-)6%'2/&&.)7%$%5/$()3(8)6%/920$:)/&&-8%35)4-,)-+(3) GRANVILLE +/,;)'+/0(')$-)+,-6%9()+/''%6(),(0,(/$%-3)4-,)0-7723%$.< RAWSON ROAD AUBURN SOUTH DRIVE CENTENARY =-,;')$-)3-$)%7+(9()42$2,()+-$(3$%/&)2'(')239(,)$*()6%/920$>)4-,)(?/7+&(:)7/,;($)'$/&&':),(0,(/$%-3@) 02&$2,/&@/,$)4('$%6%$%(')($0<) KEY Project location and key features Figure 1.2 A&/3$%35)%3)B($8((3)(?%'$%35)/39)3(8)6%/920$)'$,20$2,(':)('+(0%/&&.)%3)6%0%3%$.)-4)C/7%&$-3)D$,(($)$-) +,-6%9()6%'2/&)7%$%5/$%-3)/39)%7+,-6(9)B%-9%6(,'%$.)$-)$*%')/,(/<)C(,()$*()3(8)6%/920$)'%$')*%5*(,)$*/3) New/upgraded surface road
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Road Km %9>?$@4<21$=12=$0.$%234256$&01220-$ Rail line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“Although the general character of the area would not fundamentally change, the motorway corridor D$,(($'0/+()(3*/30(7(3$)-+$%-3')4-,)H/,$*/)D$,(($:)$-)'-4$(3)*%5*)%7+/0$')$-)$*()'$,(($'0/+()%3)$*%') would have a stronger presence, reinforcing the urban character of the area. This is underpinned by the &-0/$%-3)I92()$-)&-'')-4)9(3'()$,(()'0,((3)B('%9()(?%'$%35)7-$-,8/.J<))K--;)4-,)-++-,$23%$%(')$-)3/,,-8) dominant height of the proposed viaduct structure in the vicinity of Arthur Street. ,-/9)+/6(7(3$:)8%$*)+/,;%35)/,,/35(7(3$)0*/35(')$-)7/?%7%'()$,(()+&/3$%35')%3)'$,(($:)/39),(&-0/$%-3) Overall a moderate magnitude of impact is considered appropriate in this case as the sense of place -4)0.0&()8/.)$-)7/?%7%'()'0,((3%35)-++-,$23%$%('< and character would only be partially affected. The assessment has resulted in a moderate to high landscape character impact.” F(6%(8)-4)4(30%35),(12%,(7(3$')-4)E20;)F%6(,)0-,,%9-,)$-)-+(3)2+)6%(8')/39)%7+,-6(9)'+/$%/&) (?+(,%(30()4-,)0.0&%'$'@)+(9('$,%/3'< Volume 3 – Appendix F Urban Design
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!"#$%&'()*,'H-9(&)6%(8)&--;%35)(/'$)/&-35)E20;)G,((;)$-8/,9)$*()7-$-,8/.)/39)P/7(')F2'()E,%6(<)
!" !"#$%&''"()*+,*!-."'-'/)***0122*#234425*0633676226*28*9874:;<=*>6?*.31@45*9874:;<= A3:6B*C4<1DB*E8BE4F25*G6BC SECTION - CH 1600 7.2 A’BECKETT CREEK TO DUCK RIVER WCest onnex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’BECKETT CREEK TO DUCK RIVER WCest onnex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he adjacent shadow diagram illustrates the expected shadow impacts to the areas south of the viaduct, in the vicinity of Arthur Street. This location is where the viaduct is likely to have the highest overshadowing due to the height of the structure. Whilst the largest overshadowing would occur during the winter months early in the morning, minimal impact would occur in the afternoon. During the summer solstice, as the overall overshadowing is fairly contained, impacts are limited. Note, the illustrated shadows are at ground plane and do not take into consideration built form elements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roperty Acquisition: 6.1.2 The project would require the total acquisition of about three residential properties and one commercial property at Granville as well as one industrial property at Auburn. Residents and businesses of these properties would need to relocate prior to commencement of construction. Two commercial properties at Junction Street, Granville, to allow construction of the viaduct. These properties are currently used for a car wash café and a car yard. The car wash café, car yard and motorcycle rider training centre would need to relocate prior to the start of construction. These businesses generally cater for broader customer catchments and have specific location and siting requirements, which may cause difficulties in finding alternative premises locally. If suitable alternative premises are not able to be found, these businesses may need to cease operations. Road Closures: The!"#$%&'()*+' projectA'7'/H'9()!(*(+,--./ would require the temporary closure of some roads for construction works associated with the viaduct, bridge structures and road widening. This includes the temporary full or partial closure of roads that provide important regional access for business and industry as well as local roads that provide access !"# !"#$%&''"()*+,*!-."'-'/)****0122*#234425*0633676226*28*9874:;<=*>6?*.31@45*9874:;<= A3:6B*C4<1DB*E8BE4F25*G6BC • M4 Motorway including on and off-ramps (partial closure only). • Church Street at Parramatta. • James Ruse Drive at Granville, including James Ruse Drive westbound on-ramp. • Local roads, including A’Beckett, Alfred and MarthaChapter streets 8: Construction at Granville impacts and Wentworth Street and Deniehy Road at Clyde. CommunityMonitoring of theImpact: motorway and work sites would be undertaken using CCTV and mobile patrols to assist management of incidents. “During construction, changes in local access and increases in construction traffic, including8.4.2 Impacts heavy on vehicles, local roads may affect access to social infrastructure located near to construction compounds and work areas. This includes both regional and local level communityRoad users mayservices choose and to facilities,take an alternative such as: route (diversion) due to the reduced benefit •on the motorwayChildcare as ce antres result at of Goodreduced Street speed and limits Alfred and lane Street closures. at Granville. Diversion is expected predominantly in the off-peak periods and particularly at night when the most severe lane Constructionoccupancies would works occur. associated At times, with the the motorway viaduct wouldat Granville need tomay be affect closed. the Table amenity 8-6 of TwinkleStaroutlines the proposedChildcare temporary Centre located road closures. on Good During Street these and periods,Alfred Street alternative Childcare routes Centrewould have located sufficient on Alfred spare capacityStreet. Into accommodateaddition to noise, additional parking traffic and that generalhas diverted traffic from impacts,the motorway the andincrease therefore in constructionlimited impact trafficis anticipated using forthese local roads, roads. if unmanaged, may present a safety risk for children accessing these centres. This is likely to be of particular8.4.3 Emergency concern servicesfor parents during drop-off and pick-up times (ie 7.30 am to 9.30 amThe andM4 Motorway4.00 pm isto used6.00 bypm emergency weekdays). service vehicles for travel to and from incidents. WhileTherefore, the distance the emergency between services the child could care potentially centres be and delayed the nearest in general work traffic areas when is likely toresponding minimise to impactsincidents. associated In off-peak periodswith dust travel from time construction delays would activities, be related earlyto the speed consultationlimit reduction notedand therefore that any the increaseimpact on in emergency dust from services construction would be may minimal. be a concern for children who suffer asthma and other similar conditions. The potential removal of road shoulders would restrict access to incidents on the motorway Residentialby emergency areas service that may vehicles. experience Management changes plans to local for incident amenity response as a result would of be constructiondeveloped in consultation activities include: with the emergency services •Emergency High Street services at wouldParramatta, be regularly located informed near the on proposed the staging construction and progress compound of works at Junctionthrough briefings Street, from and the which construction may be team. impacted by works at the construction compound as well as night- time works associated with the construction of the viaduct over Church8.5 Impact Street. on other road users •8.5.1 Good Pedestrians Street, and A’Beckett cyclists Street, Alfred Street, and Onslow Street at Granville, fromSpecific the pedestrian construction and cyclist of the facilities viaduct that structure would be and impacted night -bytime construction works associated activities are with thedetailed reconfiguration in Table 8-7 . ofWhere existing there motorway is possible lanes. interaction between construction traffic and pedestrians (eg at work site/compound access points) traffic controllers would be employed to ensure that adequate protection is given. Measures to reduce the impact on pedestrians would be addressed in the TMPs that are developed for the planning and staging of works. Table 8-7: Construction impact on pedestrians and cyclists Location Facility type Description of impact The shared path would require relocation to ensure it can continue to operate during the construction works. Where it Between Church cannot be relocated, a suitable alternative route would be Street and Junction Shared path provided. Street, Granville The shared path would be crossed occasionally by construction vehicles which would be facilitated by a traffic controller. Between Arthur Street and Martha Street, Shared path Shared path would require relocation – further Granville The shared path would be crossed occasionally by Duck River Shared path construction vehicles which would be facilitated by a traffic controller. WestConnex M4 Widening 207 Traffic and transport working paper The proposed works could potentially involve vibration impacts to the heritage listed residences at the following addresses: 14 Meehan Street, Granville. 20 A’Beckett Street, Granville. 22 and 24 A’Beckett Street, Granville. 20 and 22 Albert Street, Granville. 24 and 26 Albert Street, Granville. Table 2-1 Construction compounds and sites -$$*"./#01,( !"#$"%&'( )*"$"+,'(%+,( 3 )*"$"+,'(055,++(6(,7*,++( -*,0(2# 4 1 Church Street Construction 6,800 Access for construction plant Compound compound and materials from Church Street (southbound), egress for trucks onto Junction Street Access and egress from WestConnex ± M4 Widening project: Non-Indigenous Heritage Assessment Victoria Street /Duke Street, x x x Prince Street /Harris Street and/or Good Street 5.6.3 2 Statement$¶%HFNHWW6WUHHW of heritageConstruction impact 15,500 Access and egress from Compound compound $¶%HFNHWW6WUHHWYLD*RRG µ/DWDOGD¶LVORFDWHGDURXQGPHWUHVQRUWKRIWKHVWXG\DUHD Figure 13),Street and theor Alfred M4 Motorway Street is elevated3 aboveAlfred Streetthe level of theConstruction property. The proposed13,700 design would notAccess involve from any Alfred significant Street, changes Compound compound egress onto Alfred Street or to the northern side of the M4 Motorway LQWKHYLFLQLW\RIµ/DWDOGD¶DQGZRXOGKDYHQRLPSDFWRQArthur Street the views4 andJames setting Ruse of the Drive item. AlthoughConstruction there and would be 10,000no direct physicalAccess impacts and to egress the item, from it is possible that vibrationCentre impacts Compound may resultstorage from facilityconstruction on the southern side Jamesof the RuseM4 Motorway. Drive (northbound) Two compound/site5 James Ruse access Drive areasConstruction are proposed and to the 45east0 and west of theAccess heritage and egress item. Therefrom is no visual connectionEast Access betw een thesestorage items. facility James Ruse Drive eastbound on-ramp 6a Martha Street West Construction and 15,600 (west) Access from Wentworth Compound and storage facility 4,500 (centre) Street, egress onto Martha 6b Martha Street Street Centre Compound 7 Deniehy Street Construction and 19,800 Access and egress from Compound storage facility Martha Street 8 Junction Street Construction site 5,200 Access and egress from Compound Junction Street 9 Adderley Street Construction site 1,600 Access and egress from West Compound Adderley Street West 10 Adderley Street Construction 11,460 Access and egress from Main Compound compound Adderley Street West 11 Adderley Street Construction 2,700 Access from Adderley Street East Compound 1 compound 1,200 East, egress onto Day Street and 2 South 12a Hill Road G-loop Construction 3,570 Access and egress from Hill compound and compound 10,200 Road 12b Hill Rd North Compound 13 Homebush Bay Main project site office 21,400 Access and egress from M4 Drive East Motorway westbound off- ramp to Homebush Bay Drive and Flemington Road Figure 13 µ/DWDOGD¶ , DQGFRQMRLQHGUHVLGHQFHV , LQUHODWLRQWRWKHVWXG\DUHD WestConnex M4 Widening 6 5.6.4Hydrology Mitigation and Flooding measures Working Paper Measures to limit the potential for cosmetic or structural damage to buildings as detailed within the Noise and Vibration Assessment undertaken for the EIS should be implemented. 5.6.5 Summary Table 11 summarises the significance of the item, the potential impacts of the proposal, recommendations, and necessary actions. !"#$%!&#'($#'!)** !"#$%&'* Volume 2 - Traffic & Transport 3.2.3: Granville, which is designated as a ‘Town Centre’ ((NSW) Department of Planning and Environment 2013a), is located to the south of the M4 Motorway and is accessed via Church Street/Parramatta Road/Bold Street (in the eastbound direction) and James Ruse Drive/Parramatta Road/Bold Street (in the westbound direction). The town centre is located south of the railway station and is dominated by retail land uses with some low and medium- density housing. 4.3.1 Granville. The following intersections in Granville were assessed in determining existing interchange and intersection performance: Chapter 4: Existing road network performance Chapter 4: Existing road network performance Only localised congestion is reflected in the existing models (so that models can be used for future assessment of localised congestion), these models have been established with no account for downstream blocking-back effects. This means that modelled queue lengths and delays are not impacted by these downstream congestion effects and will result in an apparent under-reporting of queue lengths and delays at affected locations when compared to on the ground observations. The assessment of interchange and intersection performance is based on criteria outlined in Table 4-4, as defined by Guide to Traffic Generating Developments (Roads and Traffic AuthorityFigure 4-13: 2002). Intersections The average that have delay been assessed assessed in Granville for signalised intersections is for all movements,Source: AUSIMAGE, and 2011 is expressed in seconds per vehicle. It is generally accepted that in the long term (15 years plus), when future conditions have been taken into account, LoS should beTable D or better.4-5 shows In the the short results term, of theintersections interchange should and intersection be operating analysis. at LoS The C or analysis better. was based on traffic volumes obtained from a combination of intersection turning volume surveys Tableand 4-4:counts Level obtained of service from criteria detectors for at intersections traffic signals. Average delay per Roundabout, ‘Give Way’ LevelThe of Parramatta service Road/Good Street intersectionTraffic signals operates satisfactorily in the morning peak and both the Parramattavehicle (seconds)Road/Bold Street and Parramatta Road/Goodand Street‘Stop’ intersectionssigns A operate satisfactorilyLess than in the 15 evening Good peak. operation The longest queue duringGood theoperation morning and evening peaks occurs on the southern Woodville Road approach to the Church Good with acceptable Acceptable delays and B Street/Parramatta15 Road/Woodville to 28 Road/M4 Motorway westbound on-ramp intersection. delays and spare capacity spare capacity Table 4-5: Existing interchange and intersection operation, 2013 Satisfactory, but accident C 29 to 42 Satisfactory Morning peak hour Eveningstudy required peak hour Near capacity and accident D 43 to 56 Operating near Averagecapacity Average Intersection Level of delay per Levelstudy of required delay per service vehicle service vehicle At capacity. At signals, At capacity, requires other E 57 to 70 (seconds) (seconds) incidents will cause delays control mode Church Street/M4 Motorway eastbound D 43 D 51 off-ramp Demand exceeds capacity. Extreme delay, traffic signal F Greater than 70 Unstable traffic flow. Extra or other major treatment Church Street/Parramatta capacity required required Road/Woodville Road/M4 Motorway D 43 E 63 Source:westbound Roads and on-ramp Traffic Authority, Guide to Traffic Generating Developments, 2002 4.3.1Parramatta Granville Road/Bold Street D 56 C 38 Parramatta Road/Good Street C 31 C 42 The following intersections in Granville were assessed in determining existing interchange and intersection performance: • Church Street/M4 Motorway eastbound off-ramp. • Church Street/Parramatta Road/Woodville Road/M4 Motorway westbound on-ramp. • Parramatta Road/Bold Street. WestConnex M4 Widening 84 • Traffic Parramatta and transport Road/Good working Street.paper These intersections are shown in Figure 4-13. WestConnex M4 Widening 83 Traffic and transport working paper Chapter 4: Existing road network performance Figure 4-13: Intersections that have been assessed in Granville Source: AUSIMAGE, 2011 Table 4-5 shows the results of the interchange and intersection analysis. The analysis was based on traffic volumes obtained from a combination of intersection turning volume surveys and counts obtained from detectors at traffic signals. The Parramatta Road/Good Street intersection operates satisfactorily in the morning peak and both the Parramatta Road/Bold Street and Parramatta Road/Good Street intersections operate satisfactorily in the evening peak. The longest queue during the morning and evening peaks occurs on the southern Woodville Road approach to the Church Street/Parramatta Road/Woodville Road/M4 Motorway westbound on-ramp intersection. Table 4-5: Existing interchange and intersection operation, 2013 Morning peak hour Evening peak hour Average Average Intersection Level of delay per Level of delay per service vehicle service vehicle (seconds) (seconds) Church Street/M4 Motorway eastbound D 43 D 51 off-ramp Church Street/Parramatta Road/Woodville Road/M4 Motorway D 43 E 63 westbound on-ramp Parramatta Road/Bold Street D 56 C 38 Parramatta Road/Good Street C 31 C 42 Chapter 6: Future base case traffic conditions Predicting future traffic scenarios for Granville In the morning peak of the Base ‘do minimum’ scenario, the projected results show that the intersectionThe modelled of Parramatta scenarios Road/Church are: Street operates beyond theoretical capacity, with an averageWestConnex delay M4 of Widening approximately 67 seconds approaching a LoS F. The intersections84 of ParramattaTraffic• Existingand transport Road/Bold caseworking Street (2012) paper and Parramatta: Current Road/Good road network Street withexperience no new minor projects increases inor trafficupgrades. along the[Table corridor, 4-5 andabove] modelling outputs indicates similar performance at both intersections in comparison to the existing scenario. • Base ‘do minimum’ (2021) [Table 6-2]: In the evening peak of the Base ‘do minimum’ scenario, the projected results show that the The Base ‘do minimum’ case assumes that the M4 Widening and the intersection of Parramatta Road/Church Street operates beyond theoretical capacity and operatesremainder at a ofLoS the F. WestConnexModelling outputs projects for Parramatta are not Road/Good built. It isStreet called indicates ‘do similar performanceminimum’ inrather comparison than to‘do the nothing’ existing scenario. as it assumes However, that the intersectionon-going of Parramatta Road/Boldimprovements Street will operates be made with trafficto the volumes broader exceeding transport capacity network and, including consequently, operatessome new at LoS infrastructure F. This deterioration and intersection in performance impro can bevements attributed to to improvean increase in the trafficcapacity volumes and oncater the threefor traffic critical growth opposing but movements does not at include the intersection, the M4 namely the westbound through movement on Parramatta Road, eastbound right turn from Parramatta Road to Bold Street and the northbound movement out of Bold Street. Table 6-2: Future interchange and intersection operation, Base ‘do minimum’ scenario (2021) Morning peak hour Evening peak hour Average Average delay Intersection Level of delay per Level of per vehicle service vehicle service (seconds) (seconds) Church Street/M4 Motorway eastbound D 49 C 35 off-ramp Church Street/Parramatta Road/Woodville Road/M4 Motorway E 67 F >140 westbound on-ramp Parramatta Road/Bold Street D 50 F 73 Parramatta Road/Good Street C 32 D 51 As shown in Table 6-3, further degradation of performance is experienced in the Future ‘do minimum’ scenario with the increased traffic forecast at the intersection of Parramatta Road/Church Street which operates beyond its theoretical capacity at LoS F. The projected Future ‘do minimum’ scenario shows an increase of approximately 900 passenger car units (PCUs) along the corridor when compared to the Base ‘do minimum’ scenario. Consequently, the intersection of Parramatta Road/Bold Street exceeds its theoretical capacity, operating at LoS F. The Parramatta Road/Good Street intersection has also deteriorated in performance and is approaching capacity, operating at LoS D in the morning peak. In the evening peak of the Future ‘do minimum’ scenario there is an increase of approximately 700 PCUs along the corridor when compared to the Base ‘do minimum’ scenario. Consequently, the intersection of Parramatta Road/Good Street now exceeds its theoretical capacity, and operates at LoS F. The Parramatta Road/Bold Street intersection shows further deteriorated performance in comparison to the Base ‘do minimum’ scenario, operating at LoS F. WestConnex M4 Widening 125 Traffic and transport working paper Chapter 7: Effects of the M4 Widening project distribution may differ from actual counts, within the tolerances allowed within the model, resulting in variations in operational performance from those obtained for the existing network assessment. The assessment of interchange and intersection performance using forecast future traffic volumes without the project (refer to section 6.7) is undertaken to provide a base case against which to evaluate the impact of the project under the same forecast future traffic conditions. 7.4.1 Granville The interchanges and intersections assessed within this locality correspond to those assessed under existing conditions in section 4.3.1 and are shown in Figure 4-13. Table 7-7 and Table 7-8 below show the results of the interchange and intersection analysis for the Base ‘do minimum’ and M4 Widening scenarios. The tables in this section show the results of the interchange and intersection analysis. The analysis was based on traffic volumes obtained from the WRTM for the Base ‘do minimum’ and Future ‘do minimum’ scenarios with the M4 Widening project and the full WestConnex scheme, respectively, built. The Base ‘do minimum’ results for the morning peak show that the critical intersection of Parramatta Road/ Church Street operates beyond theoretical capacity with an average delay of approximately 67 seconds and is approaching LoS F. Under the projected morning peak demands associated with the M4 Widening scenario, modelling outputs indicate deteriorating performance at the Parramatta Road intersections due to increased traffic volumes. This can be explained by road users seeking to use Parramatta Road as an alternative to the tolled M4 Motorway. Similarly in the evening peak the forecast demand indicates an increase in traffic along Parramatta Road, with an additional approximately 700 PCUs (passenger car units) at the intersection of Parramatta Road/Good Street, and approximately 500 PCU at of Parramatta Road/Bold Street. Modelling of these intersections indicates improved performance at the • ParramattaM4 Wide Road/Boldning (2021) Street intersection: A widened offset M4 by Motorway the deteriorating but without performance any other at the WestConnexneighbouring Parramattaprojects. Road/Good Street intersection. Table 7-7: Interchange and intersection performance, Base ‘do minimum’ and M4 Widening scenarios (2021), morning peak Level of service Vehicle delay (seconds) Base ‘do M4 Base ‘do M4 minimum’ Widening minimum’ Widening Intersection (2021) (2021) (2021) (2021) Church Street/M4 Motorway D D 49 47 eastbound off-ramp Church Street/Parramatta Road/Woodville Road/M4 Motorway E F 67 >140 westbound on-ramp Parramatta Road/Bold Street D ChapterF 7: Effects of the50 M4 Widening>140 project Parramatta Road/Good Street C E 32 67 Table 7-8: Interchange and intersection performance, Base ‘do minimum’ and M4 Widening scenarios (2021), evening peak Level of service Vehicle delay (seconds) Base ‘do M4 Base ‘do M4 WestConnex M4 Widening 155 minimum’ Widening minimum’ Widening Traffic and transport working paper Intersection (2021) (2021) (2021) (2021) Church Street/M4 Motorway C C 35 39 eastbound off-ramp Church Street/Parramatta Road/Woodville Road/M4 Motorway F F >140 >140 westbound on-ramp Parramatta Road/Bold Street F D 73 53 Parramatta Road/Good Street D F 51 >140 Further degradation of performance is experienced in the morning peak of the Future ‘do 7.4.1minimum’ Granville scenario with the increased traffic expected at the intersection of Parramatta TableRoad/Church 7-7 and Street, Table refer7-8 below to Table show 7-9, the resulting results of in the LoS interchange F. The results and intersection of the Full analysisWestConnex for the scenario Base ‘do in theminimum’ morning and peak, M4 indicatesWidening further scenarios. deterioration of intersection Theperformance analysis duewas to based further on growth traffic in volumes traffic. obtained from the WRTM for the Base ‘do minimum’ and Future ‘do minimum’ scenarios with the M4 Widening project and the full WestConnexIn the evening scheme, peak of therespectively, Full WestConnex built. scenario, refer to Table 7-10, the intersection of Parramatta Road/Church Street is expected to operate at LoS F, with long queues on the Thesouthern Base leg‘do ofminimum’ Woodville results Road for and the eastern morning leg peak of Parramatta show that Road. the critical The results intersection of the of Parramattaevening peak Road/ full WestConnex Church Street scenario operates show beyond that both theoretical the Parramatta capacity Road/Church with an average Street delayand Church of approximately Street/M4 Motorway 67 seconds eastbound and is approaching off-ramp intersections LoS F. operate over capacity during the evening peak. This further decrease in intersection performance can be attributed Underto the additionalthe projected demand morning in the peak network demands when comparedassociated to with the Basethe M4 ‘do Widening minimum scenario, and M4 modellingWidening scenarios. outputs indicate deteriorating performance at the Parramatta Road intersections due to increased traffic volumes. This can be explained by road users seekingBoth the tomorning use Parramatta and evening Road peak as periods an alternative of the Full to WestConnex the tolled M4 scenario Motorway. show that both Parramatta Road/Good Street and Parramatta Road/Bold Street operate in excess of their Similarlytheoretical in capacity. the evening This peakfurther the decrease forecast in demand intersection indicates performance an increase can be in attributedtraffic along to Parramattathe additional Road, demand with inan the additional network approximately when compared 700 to PCUs the Base (passenger ‘do minimum car units) and M4at the intersectionWidening scenarios. of Parramatta Road/Good Street, and approximately 500 PCU at of Pa rramatta Road/Bold Street. Modelling of these intersections indicates improved performanceTable 7-9: Interchange at the Parramatta and intersection Road/Bold performance, Street intersection Future offset ‘do minimum’by the deteriorating and Full performanceWestConnex scenarios at the neighbouring (2031), morning Parramatta peak Road/Good Street intersection. Level of service Vehicle delay (seconds) Future ‘do Full Future ‘do Full minimum’ WestConnex minimum’ WestConnex Intersection (2031) (2031) (2031) (2031) Church Street/M4 Motorway D D 52 51 eastbound off-ramp Church Street/Parramatta Road/Woodville Road/M4 Motorway F F >140 >140 westbound on-ramp Parramatta Road/Bold Street F F >140 >140 Parramatta Road/Good Street D F 55 124 WestConnex M4 Widening 156 Traffic and transport working paper Chapter 7: Effects of the M4 Widening project Table 7-8: Interchange and intersection performance, Base ‘do minimum’ and M4 Widening scenarios (2021), evening peak Level of service Vehicle delay (seconds) Base ‘do M4 Base ‘do M4 minimum’ Widening minimum’ Widening Intersection (2021) (2021) (2021) (2021) Church Street/M4 Motorway C C 35 39 eastbound off-ramp Church Street/Parramatta Road/Woodville Road/M4 Motorway F F >140 >140 westbound on-ramp Parramatta Road/Bold Street F D 73 53 Parramatta Road/Good Street D F 51 >140 Further degradation of performance is experienced in the morning peak of the Future ‘do minimum’ scenario with the increased traffic expected at the intersection of Parramatta Road/Church Street, refer to Table 7-9, resulting in LoS F. The results of the Full • WestConnexFuture scenario‘do minimum’ in the morning (2031) peak,: A indicates future networkfurther deterioration including of some intersection performance due to further growth in traffic. upgrades to the broader transport network over time to improve capacity and caterIn the forevening traffic peak growth of the Fullbut WestConnex does not include scenario, the refer M4 to TableWidening 7-10, theor intersectionother of WestConnexParramatta Road/Church projects. StreetThe Future is expected ‘do minimum’to operate at c aseLoS F,is withat a longtime queues ten years on the latersouthern than leg the of Base Woodville ‘do minimum’ Road and eastern case. leg of Parramatta Road. The results of the evening peak full WestConnex scenario show that both the Parramatta Road/Church Street and Church Street/M4 Motorway eastbound off-ramp intersections operate over capacity during the evening peak. This further decrease in intersection performance can be attributed to the additional demand in the network when compared to the Base ‘do minimum and M4 • Full WestConnex (2031): With all WestConnex projects completed Widening scenarios. (Note: The NSW Government has committed to achieving completion of all WestConnexBoth the morning projects and evening by 2023). peak periods of the Full WestConnex scenario show that both Parramatta Road/Good Street and Parramatta Road/Bold Street operate in excess of their theoretical capacity. This further decrease in intersection performance can be attributed to the additional demand in the network when compared to the Base ‘do minimum and M4 Widening scenarios. Table 7-9: Interchange and intersection performance, Future ‘do minimum’ and Full WestConnex scenarios (2031), morning peak Level of service Vehicle delay (seconds) Future ‘do Full Future ‘do Full minimum’ WestConnex minimum’ WestConnex Intersection (2031) (2031) (2031) (2031) Church Street/M4 Motorway D D 52 51 eastbound off-ramp Church Street/Parramatta Road/Woodville Road/M4 Motorway F F >140 >140 westbound on-ramp Parramatta Road/Bold Street F F >140 >140 Parramatta Road/Good Street D F 55 124 Chapter 7: Effects of the M4 Widening project WestConnex M4 Widening 156 Traffic and transport working paper Table 7-10: Interchange and intersection performance, Future ‘do minimum’ and Full WestConnex scenarios (2031), evening peak Level of service Vehicle delay (seconds) Future ‘do Full Future ‘do Full minimum’ WestConnex minimum’ WestConnex Intersection (2031) (2031) (2031) (2031) Church Street/M4 Motorway C D 38 49 eastbound off-ramp Church Street/Parramatta Road/Woodville Road/M4 Motorway F F >140 >140 westbound on-ramp Parramatta Road/Bold Street F F 91 94 Parramatta Road/Good Street F F >140 >140 7.4.2 Clyde and Rosehill The interchanges and intersections assessed within this locality correspond to those assessed under existing conditions in section 4.3.2 and are shown in Figure 4-14. The tables in this section show the results of the interchange and intersection analysis. The analysis was based on traffic volumes obtained from the WRTM for the Base ‘do minimum’ and Future ‘do minimum’ scenarios with the M4 Widening project and the full WestConnex scheme, respectively, built. Under the projected demands in the morning peak associated with the M4 Widening scenario, refer Table 7-11, it can be seen that two of the four modelled intersections operate under capacity with no significant performance issues when compared with the Base ‘do minimum’ flows. However the intersection of James Ruse Drive and Prospect Street is at capacity. This shift in intersection performance can be attributed to the increases in the traffic movements from the south and west over the projected flows in the Base ‘do minimum’ scenario. The results for the M4 Widening scenario evening peak, refer Table 7-12, show that the intersections of James Ruse Drive with Parramatta Road and Prospect Street are operating over capacity with the other intersections operating under capacity. The over capacity operation of the James Ruse Drive/Parramatta Road intersection can be attributed to an increase in demand at this intersection of 1,700 vehicles over the Base ‘do minimum’ scenario. This increase in traffic demand is likely to be due to those vehicles choosing to avoid the toll on the M4 Motorway. WestConnex M4 Widening 157 Traffic and transport working paper Further degradation of performance is experienced in the morning peak of the Future ‘do minimum’ scenario with the increased traffic expected at the intersection of Parramatta Road/Church Street, refer to Table 7-9, resulting in LoS F. The results of the Full WestConnex scenario in the morning peak, indicates further deterioration of intersection performance due to further growth in traffic. In the evening peak of the Full WestConnex scenario, refer to Table 7-10, the intersection of Parramatta Road/Church Street is expected to operate at LoS F, with long queues on the southern leg of Woodville Road and eastern leg of Parramatta Road. The results of the evening peak full WestConnex scenario show that both the Parramatta Road/Church Street and Church Street/M4 Motorway eastbound off-ramp intersections operate over capacity during the evening peak. This further decrease in intersection performance can be attributed to the additional demand in the network when compared to the Base ‘do minimum and M4 Widening scenarios. Both the morning and evening peak periods of the Full WestConnex scenario show that both Parramatta Road/Good Street and Parramatta Road/Bold Street operate in excess of their theoretical capacity. This further decrease in intersection performance can be attributed to the additional demand in the network when compared to the Base ‘do minimum and M4 Widening scenarios. 8.31 Impacts on bus services Tolling of the widened M4 Motorway is expected to lead to traffic volume increases on Parramatta Road between Granville and North Strathfield and also on Victoria Road. Bus services travelling along, or crossing, Parramatta Road between Granville and North Strathfield would experience delays due to the additional congestion caused by the additional traffic flow. 7.8.1 (pge 179) During the commuter peak periods there are currently 10 buses per hour on Church Street, Parramatta between Great Western Highway and Granville. There are limited bus priority measures currently provided on this road, but it does operate with peak period clearway conditions. The traffic flow is likely to increase with the M4 Motorway Widening in place and this is expected to affect traffic speeds and therefore service reliability for the four bus routes involved (M91, 810, 811 and 907). The forecast traffic numbers for the ‘build’ scenarios indicates an increase in vehicles along sections of Parramatta Road (predominantly between Church Street, Granville and Silverwater Road, Auburn). For receivers immediately adjacent to these sections of Parramatta Road, the change in vehicle numbers and composition (ie percentage of heavy vehicles) generally results in increases in predicted noise levels of more than 2 dB to the total road traffic noise. 7.8.1 Bus services The impact on bus services depends upon the extent to which any proposed bus priority facilities and bus network enhancements are implemented at the time of the M4 Widening. In particular, as discussed above, tolling of the M4 Widening would lead to traffic volume increases on Parramatta Road between Granville and North Strathfield and also on Victoria Road. Bus services travelling along, or crossing, Parramatta Road between Granville and North Strathfield would experience delays due to the additional congestion caused by the additional traffic flow. If bus priority measures are introduced on this section of road, bus service speeds and reliability would be improved while general traffic would be more constrained. 9.1.4 In the future the WestConnex scheme would create opportunities to improve the public transport network, however, no public transport network enhancements are proposed as part of the M4 Widening project. 7.9 Tolling implications This section presents the implications of the proposed toll on the widened M4 Motorway. The tolling assumptions for cars and light commercial vehicles adopted for this assessment has two components: a $1.00 flag-fall plus an additional charge of $0.37 per kilometre travelled; heavy commercial vehicles are to be tolled at three times this rate. Based on this tolling strategy the total amount payable by cars and light commercial vehicles travelling the full length of the M4 Widening would be $3.90 ($2013). It is expected that motorists choosing to avoid paying the toll on the M4 Widening would increase traffic on alternative routes (see Table 7-2). For example, the model predicts that the project would increase traffic during the day and the evening on Parramatta Road at Auburn and on Victoria Road at Rydalmere. Decisions relating to toll road use change also depend on the time of day. During uncongested periods many motorists choose to avoid toll roads as the time savings are reduced while the toll remains the same. This effect is demonstrated in Figure 7-24 and Figure 7-25 where the proportion of traffic using Parramatta Road instead of the M4 Motorway increases in the Inter peak period. Table 8: Tolling principles Principle Rationale Minimum and • A minimum toll will mitigate underpricing of short distance/high maximum tolling value trips • Tolling on the 33 km WestConnex will be capped after motorists have travelled about 16 km, to ensure equity for people travelling longer distances each day, with a Reference Scheme cap of $7.35 ($2013). This is consistent with the M7 Distance based • Distance-based approach already operates on the M7 • Longer trips provide greater benefits Cars pay less than • Cars will pay one third of the heavy truck toll, reflecting the greater wear and tear heavy trucks trucks have on the motorway • This is consistent with the M2 and M5 Based on the tolling principles described above, a reference tolling scenario has been created balancing the WestConnex commercial proposition with the needs of the road network and wider transport planning goals. These are indicative tolls only. Table 9: Reference tolling scenario NOISE IMPACT – Volume 2 Appendix E Indicative Indicative Stage average toll min/max toll “Due to the forecast reduction in traffic volumes, the total road traffic noise($2013 at receivers incl GST) adjacent($2013 to theincl M4 GST) Motorway is generally predicted to reduce as a result of the project. Exceptions to this are adjacent to the new viaductM4 Widening and in (Churchcertain partsStreet ofto ParramattaHomebush Bay Road. Drive) $3.00 Min: $1.50 Max: $3.90 The decrease in M4 traffic volumes between the No Build and Build scenarios is understood to be due to the reintroductionM4 East (Homebush of the Baytoll onDrive the Haberfield) M4 Motorway as part of the project. $2.40 Min: $2.00 Max: $3.60 NotwithstandingStage 2 – M5 (Beverly the general Hills to decreaseSt Peters) in noise level at receivers adjacent$2.70 to the motorway, predictedMin: $1.70 noise levels for the Build scenarios are typically above the RNP noise goals at the majority of immediatelyMax: $4.80 adjacent receivers. Stage 3 – M4-M5 Link $3.00 Min: $1.80 Max: $4.10 The forecast traffic numbers for the Build scenarios also indicates a significant increase in vehicles along sectionsWestConnex of Parramatta average toll road (predominantly between Church Street, Granville$4.50 and SilverwaterMin: Road, $1.50 Auburn). For receivers immediately adjacent to these sections of Parramatta road, the change in vehicleMax: numbers $7.35 (cap) and composition (ie percentage of heavy vehicles) results in increases in predicted noise levels of more than 2dB to the total road traffic noise.” WestConnex M4 Widening Environmental Overview |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For more defintive noise attenuation information, Historical title deed searches were limited to land to be acquired or likely to be acquired for modified noise wall the project at the time of the searches. LandExisting acquisitions precast are limited toconcrete the section between wall - refer to the project Draft WestConnex M4 Widening Pitt St Parramatta to Precast panels with artisticChurchQRLVHZDOOV Street and Deniehy Street. These are listed in Table 2-1 together with the respective Homebush Bay Drive, Homebush Construction and Operational Road motifs legalEXISTING descriptions NOISE of theWALLS various RETAINED parcels of heightland. PROPOSED increased NOISE WALLS Traffic Noise and Vibration Impact Assessment (SLR 2014). NOTE: Table 2-1 PropertyPrecast descriptions concrete panel for acquisition sites CFC or Acrylic panel Existing precast concrete wall Legal description to be replaced The information on the proposed noise wall locations and heights is 2 Junction Street,Transparent Granville panel on viaduct Precast concrete panel 6.5m Proposed heights of new or indicative only, subject to change, and is produced only for the purposes of visual assessment. For more defintive noise attenuation information, 65, 67 and 71 A’Beckett Street, Granville modified noise wall !"#$%&'()*+'#$%&'()*++(,+*-(.(/0''1(2 Existing precast concrete wall - refer to the project Draft WestConnex M4 Widening Pitt St Parramatta to 49 Onslow Street,Precast Granville panels with artistic Homebush Bay Drive, Homebush Construction and Operational Road Lots 1 and 2, DPmotifs 1056064 height increased Traffic Noise and Vibration Impact Assessment (SLR 2014). Both lots have been subject to previous consolidations and a detailed summary of these is provided in the !" Phase 1 report (GHD 2013). Lot 9, DP 1018522; Lot 60, DP 632569; Lot 50, DP 632565 respectively !"#$%&'()*+'#$%&'()*++(,+*-(.(/0''1(2 Lot 20, DP 632496 !" Table 2-2 Historical land use information for acquisition sites 2 Junction Street, Granville Lot 1 has been used for a variety of commercial land uses including the motor trade (assuming car sales), as well as RMS (and its predecessors). Lot 2 has been used for a variety of commercial land uses including car sales and mechanics, as well as RMS (and its predecessors). 67 A’Beckett Street, Granville. This site has been used for residential purposes since 1911 and is currently privately owned. 71 A’Beckett Street, Granville. This site has been used for residential purposes since 1915 and is currently privately owned. 49 Onslow Street, Granville. This site has been used for residential purposes since 1908 and is currently privately owned. Volume 3 – Appendix g Soils, Water, Waste 6.6.2 Potential impacts during operation In the longer term, the project would provide opportunities to improve the urban amenity of some local centres within the study area, through the reduction of traffic, including on Parramatta Road. However, impacts may be experienced for some areas due to increased traffic noise and changes to the visual environment. In particular, the residential area of Granville located close to the new viaduct structure may experience changes in amenity due to the removal of existing established vegetation within the existing motorway corridor. The removal of existing vegetation would change the visual environment for residents near the new viaduct structure, particularly from residential properties in Harris Street, Albert Street, Prince Street, Good Street and A’Beckett Street. The construction of a new viaduct would also change the visual environment for residents of properties in Alfred Street, Gray Street, Onslow Street and Hamilton Street. In particular, without additional planting/ screening, the visibility of the motorway structure and vehicles travelling on the motorway from properties in these streets would increase. Not only would this potentially impact on the visual amenity of the area and resident’s potential use and enjoyment of these properties, but would also increase the awareness of the motorway for local residents and people’s perceptions of increased traffic noise.