9.2 Construction and transport impacts

An assessment of the transport and traffic impacts associated with the construction of the project has been undertaken and is presented below. This assessment constitutes a summary of Technical Paper 1 – Transport and Traffic (Volume 2).

Director-General’s Requirements Where addressed

General construction impacts – the environmental assessment must consider the Chapter 7, Chapter 9, potential impacts associated with the construction of the project, and present a Appendix F management framework for construction works to ensure that impacts are mitigated, monitored and managed. The environmental assessment must include consideration of, and a management framework for: x Construction traffic including a considered approach to route identification and Section 9.2, scheduling of transport movements, the number, frequency and size of construction Technical Paper 1 related vehicles (both passenger, commercial and heavy vehicles), the nature of existing traffic on construction access routes (with consideration of peak traffic times and sensitive users, including emergency vehicles and buses), and the need to close, divert or otherwise reconfigure elements of the road network associated with construction of the project. The environmental assessment must also present a strategy for managing traffic impacts, with a particular focus placed on those activities identified as having the greatest potential for adverse traffic flow, capacity or safety implications, and a broader, more generic approach developed for day-to- day traffic management.

9.2.1 Existing environment

Existing M2 Motorway conditions

Currently there are two general traffic provided in the eastbound direction with a sign posted speed of 100 kilometres per hour on the M2 Motorway. In the westbound direction, there are three general traffic lanes provided between Cove Road and Beecroft Road with an 80 kilometres per hour speed limit (70 kilometres per hour in the vicinity of Norfolk ) and two lanes beyond Beecroft Road with a 100 kilometres per hour speed limit. Between Windsor Road and Beecroft Road, two way bus only lanes are provided along the median. The M2 Motorway west of Windsor Road is signposted at 90 kilometres per hour.

Existing local road conditions

Information regarding the usage and performance of the local in the vicinity of the M2 Motorway is provided in Table 24 (Section 9.1). The peak capacities of the local roads in the vicinity of the M2 Motorway range from 1,000 vehicles per hour for collector roads through to 1,800 vehicles per hour for the major arterial roads. The information provided in Table 24 indicates that whilst some of the local roads show levels of usages approaching 80 percent capacity, in general the local roads have excess capacity during both the peak AM and PM periods.

Outside of peak periods, the performance of the local road network in the vicinity of the M2 Motorway would be expected to improve and excess capacity increase as overall traffic volumes decrease. As residential are expected to support local traffic only, which is travelling towards larger capacity roads, the performance of these roads is expected to be well below their respective capacities.

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Work site locations

The upgrade of the M2 Motorway is proposed to be divided into five separate work zones. Each work zone would be independent of each other to allow uninterrupted works. The sections for each work zone are detailed in Section 6.2. Also shown in Table 47 are the main worksites within each zones and the proposed method for access.

Table 47 Work zones and work sites

Work zone Work site Compound name Proposed access 1 – Abbott Road Windsor Road Windsor Road North Entry / Exit off Torrs , straight to Windsor Road Ramps including onto Windsor Road Windsor Road Windsor Road South Entry / Exit off Windsor Road

2 – Windsor Windsor Road to Darling Mills Creek Entry / Exit ( Construction Traffic Road to Pennant Barclay Road Only) off existing Windsor Road Ramps Hills Road Barclay Road to (in same direction as traffic flow) Pennant Hills Road Barclay Road Entry / Exit off Perry Street, opposite Golf Club Yale Close (Royal Entry / Exit off Baden Powell Place and Institute for Deaf and Barclay Road Blind – Private Land) 3 – Pennant Hills Pennant Hills Road Devlins Creek Entry / Exit (Bridge Construction Traffic Road to Beecroft East Bound Off Ramp Only) off Allerton Road Road Pennant Hills Road to Beecroft Road 4 – Norfolk Norfolk Tunnel Barombah Road Entry / Exit off Barombah Road Tunnel to Terrys Portal Areas Creek Norfolk Tunnel Sutherland Road (Tunnel Left in / Left out off eastbound Norfolk Tunnel to Compound) of M2, through existing Terrys Creek Noise Wall, alternative access off Sutherland Road Terrys Creek / Somerset Entry / Exit off (bridge construction Street traffic only) off Somerset Street 5 – Terrys Creek Terrys Creek to Vimiera Road Left in / Left out off westbound to Lane Cove Busaco Road carriageway of M2, with suitable ramps Tunnel Western approach to constructed, alternative access off the toll plaza Vimiera Road Eastern approach to Busaco Road Entry / Exit off (bridge construction the toll plaza traffic only) Talavera Road Herring Road to Toll Plaza Entry 50 metres from eastbound Toll Lane Cove Road Plaza. Exit onto eastbound carriageway Talavera Road (off M2 Motorway) Christie Road Entry / Exit off Talavera Road Compound Macquarie Park Site Left in / Left out (only) onto E/B carriageway of M2 TIDC Compound Left in / left out off Delhi Road W/B on- Ramp, as well as Entry / Exit off Wicks Road North Ryde Station Access from traffic lights on Delhi Road Compound

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Construction timing

The project is expected to be undertaken within 24 months of commencement with the first three work zones forecast to be completed within 15 months whereas construction activities at work zones 4 and 5 would be undertaken throughout most of the 24 month period.

During the construction phase, temporary amendments of the existing traffic configurations would be required at each of the work zones. These may include lane occupancies, including shoulders, road closures, speed reductions and contra flow configurations along both the M2 and the surrounding road network. To maintain the existing capacity of the M2 Motorway during peak hours, most of the network changes would be applicable during off-peak periods.

To minimise the impact on the local road network, where possible, the worksites are proposed to be accessed directly via the M2 carriageways, as detailed in Table 47. The access arrangements at these worksites would be detailed in the Traffic Management Plan. Where the worksites are located adjacent to the traffic lanes, these sites would require safety measures to separate it from the traffic movements and to provide appropriate access arrangements for construction vehicle movements. Vehicle storage facilities would not generally be provided at motorway sites.

The access arrangements to worksite types are summarised in Table 48.

Table 48 Worksite access arrangements

Worksite Access arrangement Motorway sites Left in/left out directly from the M2 Motorway with some local road access if necessary

Compounds As detailed in Chapter 6.

Laydown areas Left in/left out directly from the M2 Motorway with some local road access if necessary

Local road worksites Local road access (Predominantly bridge sites) Truck call-up areas Left in/left out directly from the M2 Motorway

Potential surrounding roads accessed during construction are listed in Table 49.

Table 49 Local road accessed during construction

Work zone Non Motorway roads used for access Work zone1 – Abbott Road to Windsor Junction Road, Torrs Street, Craig , Watkins Road, Windsor Road Road Work zone 2 – Windsor Road to Pennant Windsor Road, Cook Street, Petrina Crescent, Russell Street, Hills Road Dremeday Street, Renown Road, Perry Street, Barclay Road, North Rocks Road, Baden Powell Place, Carlton Road, Morton Avenue, Carmen Drive, Oakes Road, Coral Tree Drive, Pennant Hills Road Work zone 3– Pennant Hills Road to Pennant Hills Road, Lamora Avenue, Orchard Road, Allerton Road, Beecroft Road Kirkham Street, Kirkham Street, Meadow Close, Midson Road, Ray Road, Kent Street, Kandy Avenue, Barombah Road, Beecroft Road, Cheltenham Road, Sutherland Road Work zone 4 – Norfolk Tunnel (including Somerset Street, Norfolk Road, Grayson Road, Devon Street, approaches) to Terrys Creek Pembroke Street Work zone 5 – Terrys Creek to Lane Cove Somerset Street, Crimea Road, Vimiera Road, Busaco Road, Talavera Tunnel Road, Culloden Road, Christie Road, Alma Road, Khartoum Road, Lane Cove Road, Wicks Road, Epping Road, Delhi Road

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9.2.2 Impact assessment

Working hours

The standard work hours for the sites would be between 7.00 am to 6.00 pm, Monday to Friday, and 8.00 am to 1.00 pm on Saturdays. For construction activities proposed to be undertaken along the M2 Motorway or accessed via the M2 Motorway, work may be undertaken outside of the standard hours to reduce the overall construction period, providing that the impact on the M2 Motorway capacity does not result in increased traffic on alternate routes. Proposed works such as the Norfolk Tunnel widening would generally extend outside standard hours.

Network changes and scheduling

During the construction phase, temporary amendments of the existing traffic configurations would be required at each of the work zones. These may include lane occupancies, including shoulders, road closures, speed reductions and contra flow configurations along both the M2 Motorway and the surrounding road network. To maintain the existing capacity of the M2 Motorway during peak hours, most of the network changes would be undertaken during off-peak periods.

An initial schedule of motorway and local road lane occupancies has been developed and is generally as described in Table 50. These hours of lane occupancies would vary depending on the direction relative to peak flow volume, and would also occur on weekends. The hours would be determined by M2 MCR or RTA Transport Management Centre (TMC) and are based on historical and/or live data and also take into consideration special events, holiday periods and late night shopping.

Table 50 Motorway and local lane occupancies

Motorway Lane Proposed volume restriction Lane Occupancy period Occupancies (indicative) 1 of 2 1400 vehicles per hour Night time Saturday afternoon – Sunday 2 of 3 1400 vehicles per hour Night time 1 of 3 2800 vehicles per hour Off peak day time Local Road Lane Lane Occupancy period (indicative) Local Road Lane Occupancies Occupancies 1 of 2 Off peak day time 1 of 3 Night time Saturday afternoon – Sunday 2 of 3 Night time

With vehicles turning in and out of work zones along the M2 Motorway, the speed limit is proposed to be reduced to 80 kilometres per hour. Some areas would be further reduced to 60 kilometres per hour, to maintain safety along the M2 corridor. The temporary speed reductions would be enforced by NSW Police as per normal operation.

A critical component of the M2 Upgrade project would be the widening of Norfolk Tunnel. Work at this site would generally be limited to evening off peak periods to ensure capacity is maintained during the peak hours.

Road widening work within the tunnel is proposed to be undertaken during the evening hours by allowing contra flow movements in one of the whilst work is undertaken in the other tunnel. During daytime inter-peak periods, the third lane in the westbound tunnel is proposed to be occupied as

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a work zone. However, during the afternoon peak period, all three westbound lanes would remain open to traffic. The eastbound and westbound shoulders would be closed by a wall from tunnel floor to roof to allow tunnel works to continue 24 hours a day. reversal would be used to optimise traffic flow. A summary of works is provided in Table 51.

Table 51 Norfolk Tunnel lane utilisation

Proposed Lane Utilisation

Stage Works Duration Eastbound Westbound

1 Eastbound Tunnel 6 Months Daytime Daytime Surveys, 2 lanes 2 lanes with 3 lanes Installation of Traffic Management, Night time in pm peak Adjustment of portal transition areas Closure and Night time Service relocation contraflow in other Contraflow tunnel tube Installing rockbolts in tunnel Installation of new service trench Installation of barrier within tunnel and at each portal. 2 Eastbound Tunnel 4 Months Daytime Daytime Widening of the tunnel using roadheader 2 lanes 2 lanes with 3 lanes Drainage and pavement construction. Night time in pm peak Westbound Tunnel Contraflow Night time Service relocation Closure and contraflow in other Installing rockbolts in tunnel tunnel tube Installation of new service trench 3 Eastbound Tunnel 3 Months Daytime Daytime Drainage and pavement construction. 2 lanes 2 lanes with 3 lanes Services reinstallation Night time in pm peak Closure and Night time contraflow in other Contraflow tunnel tube 4 Westbound Tunnel 5 Months Daytime Daytime Service relocation 2 lanes 2 lanes with 3 lanes Installing rockbolts in tunnel Night time in pm peak Installation of new service trench Contraflow Night time Installation of barrier within tunnel and at each portal. Closure and contraflow in other tunnel tube 5 Westbound Tunnel 4 Months Daytime Daytime Widening of the tunnel using roadheader 2 lanes 2 lanes with 3 lanes Drainage and pavement construction Night time in pm peak 2 lanes Night time 2 lanes 6 Westbound Tunnel 2 Months Daytime Daytime Drainage and pavement construction. 2 lanes 2 lanes with 3 lanes Services reinstallation Night time in pm peak Contraflow Night time Closure and contraflow in other tunnel tube

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Long term contraflow arrangements would be considered as part of the traffic management schemes where appropriate and where it would benefit the road users and construction planning. Contraflow traffic management allows a carriageway to be fully closed by running traffic in both directions on the other carriageway. This, in conjunction with tidal flow or other innovations, would be reviewed by the Traffic and Transport Liaison Group (TTLG).

Construction vehicles

The M2 Upgrade project would involve cut and fill operations. Spoil haulage by heavy vehicles would need to occur in various sections of the M2 Motorway. The landscape setting of the M2 Motorway means that sandstone and spoil would need to be excavated to facilitate the road widening. The project proposes processing of excavated sandstone and spoil to be used as fill or sub-grade for retaining walls. However, approximately 70,000 cubic metres of excess material is expected to be generated by the project. It is estimated that that approximately 160 to 200 daily truck movements would be required to transport the excess spoil to a reclamation site located outside of the M2 Motorway.

Other non-earth moving activities such as , paving materials, construction equipment and civil material deliveries would generate heavy vehicle trips. In total, the project is forecast to generate approximately 405 daily heavy vehicle and 2,840 light vehicle movements.

The daily traffic volumes generated by each of the compounds are summarised in Table 52.

Table 52 Forecast traffic generated by compound

Work Compound Average daily Average daily zone heavy vehicle light vehicle movements movements 1 Windsor Road North 20 90

1 Windsor Road South 20 90

2 Darling Mills Creek (on/off M2 Motorway) 25 40

2 Barclay Road (Not intended to be in constant use) 25 30

2 Yale Close 25 40

3 Devlins Creek (Allerton Road) (Not intended to be in constant 25 40 use) 4 Barombah Road 30 40

4 Sutherland Road Tunnel Compound 25 50

4 Terrys Creek (Somerset Street) 30 40

5 Vimiera Road (Not intended to be in constant use) 40 60

5 Busaco Road (Not intended to be in constant use) 25 70

5 Toll Plaza (on/off M2 Motorway) 25 40

5 Christie Road (Talavera Road) 20 50

5 Macquarie Park Site (on/off M2 Motorway) 65 125

5 TIDC Compound 190 800

5 North Ryde Station Compound 30 580

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As indicated in Table 52, construction traffic levels on the local road network is generally quite low and would be unlikely to adversely affect local traffic movements. For those compounds likely to generate larger volumes of construction traffic, these compounds are generally accessed by more heavily utilised roads that already carry substantial levels of traffic.

The main compounds located at the eastern end of the corridor would have the largest volume of vehicle movements associated with them. These are located in the commercial and industrial areas of North Ryde with immediate access to the M2 Motorway and major arterial roads. Due to the early start times associated with construction work, the contribution of construction traffic to these roads (Wicks Road and Delhi Road) is unlikely to substantially affect traffic volumes or flow in the peak periods.

Special loads

The M2 Upgrade project may require oversize material deliveries throughout the construction phase. These deliveries may require slow moving and/or police escorts, stop/slow procedures as well as road occupancies. These procedures would be undertaken in consultation with RTA’s Traffic Management Centre (TMC) as detailed in the TMPs.

For example, beam installation works at Christie Road and Khartoum Road and lengthening of Kirkham Street and Barclay Road would require temporary road closures with suitable detours. At Khartoum Road traffic flows would be directed using stop/slow bats during work hours only. At Kirkham Street and Barclay Road during construction periods, portable signals operating 24 hours a day would be used to direct traffic flows.

Construction staff vehicles

The project is forecast to employ up to 500 staff over the duration of the construction period. To minimise the impact of staff vehicles on the M2 Motorway and the surrounding road network, sufficient private vehicle parking would be provided within the compounds and work sites.

For the worksites that are located adjacent to public transport services, such as the bus stops located along the M2 Motorway and the Macquarie University, staff are likely to utilise the existing bus and rail public transport services.

For staff working at areas outside of the public transport catchment area, off-site parking areas would be explored with the possibility of shuttle services between the off-site parking areas and the worksites to facilitate the movement of staff.

Impacts to emergency vehicle access

Emergency service providers would be regularly informed on the staging, progress of works and the access arrangements instigated by the project, through Traffic and Transport Liaison Group (TTLG) meetings.

The road is also the emergency lane during normal circumstances and this would be removed during construction. Emergency services would have access to the tidal flow bus lane, and when required, through construction sites. Management Plans for incidents would be developed in consultation with the emergency services for each of the construction stages.

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Adjacent road network

Activities undertaken within the adjacent road network are listed in Table 53.

Table 53 Works at adjacent road network

Location Scope of works Windsor Road Widening of road south of M2 Motorway to near Woodlands Street. Tie- in works for the new ramps plus traffic signal adjustment at the . Barclay Road Lengthening of bridge spans over M2 Motorway. Kirkham Street/Kirkham Street Lengthening of bridge spans over M2 Motorway. Somerset Street (east of Norfolk Realignment of kerbline and drainage near Gloucester Road. tunnel) Christie Road Widening between Talavera Road and the M2 Motorway ramps including lengthening and widening of bridge spans over M2 Motorway, new traffic control signals at the northern ramps and traffic signals adjustment at the Talavera Road intersection. Talavera Road Widening carriageway between Macquarie School of Management access and Alma Road and traffic signal adjustments at Christie and Herring Roads.

Some of the activities listed in Table 53 would require road occupancies with suitable detours or stop/slow procedures. Furthermore, work at Windsor Road, Somerset Street and Talavera Road may impact the property driveways. However, Construction Traffic Management Plans for each worksite would put measures in place to maintain access for residents and business. Furthermore, to minimise impact on the transport network, where possible, work would be scheduled outside of peak hours. The estimated construction traffic volumes (Table 52) are within the capacity of the road network during off- peak periods. It is considered that construction traffic would have a negligible impact on traffic network performance.

Pedestrians

Construction activities in the vicinity of the bus stops on the M2 Motorway may require temporary diversion of pedestrians. However, access to the bus stops would be maintained at all times. Potential construction activities that may impact pedestrians are summarised in Table 54.

Table 54 Potential pedestrian access impacts

Location Facility type M2 Upgrade project impacts Windsor Road Bridge During construction of the new ramps on the west side it is likely that all pedestrians would be diverted to the east . Barclay Road Bridge (and During construction there would be one of two closed pedestrian ramp to for the lengthening works at the northern end. Temporary road M2 bus stop) crossing may be used to facilitate access. Devlins Creek (from Bridge During construction some local detours for pedestrians would be Allerton Road to Welham required to avoid working areas. Access under the M2 Motorway Street and Austral Avenue) from north to south would be restricted. Kirkham Street/Kirkham Bridge During construction there would be one of two footpaths closed Street for the lengthening works at the each end. Temporary road crossing may be used to facilitate access. Beecroft Road Bridge During construction the footpath on the west side may be altered for the modifications to the central pier. Temporary road crossing may be used to facilitate access.

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Location Facility type M2 Upgrade project impacts Christie Road Bridge During construction the footpath on the east side may be altered for the widening/lengthening works. Temporary road crossing may be used to facilitate access. Access to the council car park may be closed for some periods. An alternative car park at Talavera Road may be provided with pedestrian access across the bridge allowed. Herring Road /Talavera Road At Grade During construction the footpath on the east side may be altered for the widening/lengthening works. Temporary road crossing may be used to facilitate access. Khartoum Road Underpass During construction there would be one of two footpaths closed for the widening works at the each end. Temporary road crossing may be used to facilitate access

Cyclists

The construction activities would occupy the breakdown lane currently utilised by cyclists. At present there are approximately 250 daily bicycle trips along the M2 Motorway. To facilitate the cycling demand, an alternative route is proposed. The alternative cycle route would be implemented as a preconstruction ancillary activity prior to construction of the M2 Upgrade project commencing.

A preferred route has been determined with specialist input from GTA consultants and in consultation with appropriate stakeholders including Bicycle Interest Groups, Council and RTA. The preferred route is located primarily along local streets and other non-motorway roads between Abbott Road, Baulkham Hills and Delhi Road, North Ryde. The process of evaluating and selecting this preferred route is detailed in the M2 Upgrade Alternative Cycle Route – Preferred Route Analysis Report (GTA Consultants 2010).

The preferred alternative cycle route is illustrated in Figure 27, however this is subject to refinement and the final alignment may change as the detailed design progresses. The final alignment of the alternative cycle route on non-motorway roads would form part of the M2 Upgrade project construction footprint and extent of works.

Bus operations

During construction, the existing two-way bus lanes are proposed to be reduced to one lane. This would entail buses travelling in the direction of peak movements to continue to travelling in a dedicated bus lane and the contra-peak direction buses to use the general traffic lanes. This would ensure that the existing bus routes remain unaffected during the construction phase.

The tidal bus flow arrangement would be applicable from Windsor Road to Pennant Hills Road and from Pennant Hills Road to a suitable merge point near the Kirkham Street bridge. This would allow buses travelling in the peak direction to travel as normal with access to the bus stops at Barclay Road and Oakes Road maintained. The contra-peak direction buses would use the general traffic lanes which are not congested. This arrangement would allow the existing bus routes to continue unaffected during the construction phase.

Throughout the construction phase, the existing bus stops along the M2 Motorway would remain open to all bus services. However, due to the tidal flow bus arrangements, express buses would no longer be able to by-pass the Barclay Road bus stop.

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Bus stops located on the adjacent road network, such as Windsor Road and Talavera Road, may require temporary relocation or closures during the construction phase. Changes to the existing bus stops would be detailed in the TMPs.

The bus tidal flow would operate: x Eastbound from 4.00 am to 12.00 pm. x Westbound from 12.00 pm to 4.00 am.

As indicated earlier the removal of the two way bus ramp near Beecroft Road early in the construction period would require the re-routing of two bus routes which would be re-routed via Christie Road, Talavera Road and Herring Road.

9.2.3 Mitigation measures

The following presents a management framework for construction works to mitigate the impacts of the construction activities on the transport network surrounding the M2 Upgrade project worksites. A Construction Environmental Management Framework is provided in Appendix F. Based on this framework, detailed assessments would be undertaken as part of the development of the Traffic Management Plan, which would identify site specific measures to be implemented for each of the worksites.

Construction access

To minimise the impact on the local road network, where possible, the worksites that are located adjacent to the M2 carriageways would be accessed directly via the M2 Motorway, as detailed in Table 47. Traffic Management Plan for individual work zones would detail the temporary access arrangements for each of the work zones to allow vehicle access to the worksite whilst minimising traffic impact on the M2 carriageway. Potential measures include introducing temporary work zone speed limits adjacent to the worksites as well as limiting construction activities outside of the peak traffic times.

Local traffic access

Throughout the construction period, access to residential and commercial developments would be maintained. Furthermore, a TMP for each worksite would put measures in place to manage residents and business access arrangements and where possible, work would be scheduled outside of peak hours.

In selecting the travel route of construction vehicles, the following would be considered to reduce the impact on the local road environment: x Preference for the motorway network, arterial roads and other higher order roads. x Restrictions on size and load of vehicles. x Sensitive communities especially schools, hospitals, places of worship, businesses. x Hours of operation of the sensitive communities. x Access needs for residents, pedestrians, emergency services and buses. x Out of hours impact on residential areas. x Consultation with the TTLG, residents and sensitive communities. x Guidance from relevant documents and standards, such as Guide to Traffic Control at Worksites (RTA).

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Staff parking

To minimise the impact of staff vehicles parking on residential streets, off-site parking areas, located a strategic locations, would be explored with shuttle services transporting staff between the car parks and the worksites. Opportunities for such services would be explored for work sites that are not serviced by public transport.

Light vehicle works buses (approximately 15 – 20 seat vehicles) are proposed to ferry the workforce from the main compound area to the various work sites. As part of staff induction, all construction staff would be advised on suitable parking and transport arrangements.

Traffic management plans

TMPs would be prepared for aspects of construction activities and staged opening that require temporary changes to the traffic environment to the motorway and non-motorway road layout.

The TMPs would provide descriptions of the overall staging (construction and opening) a detail traffic management and relevant sub plans. The content of the TMPs would include: x Traffic Control Plans showing the detail of signs and devices required for each configuration. x Vehicle Management Plans showing access to worksites, direction of travel and the like as well as management of staged opening. x Pedestrian Control Plans. x Management strategy for vehicles, for example, public transport, temporary bus stop relocation, tidal bus lane operation and staged opening.

Furthermore, the Project Traffic Manager would minimise the road user delays as well as maintain access for road users. The objectives for managing the impact of the project construction activities on traffic are: x Safety of all road users and pedestrians. x Minimise disruption to road users and pedestrians. x Maintain the M2 Motorway and surrounding road network functionality. x Limit impacts on public transport (buses). x Minimise changes to traffic operation. x Minimise access disruptions to adjoining properties. x Minimise construction activities on non-motorway roads and residential areas wherever possible. x Avoid heavy vehicle movements in peak traffic and out of hours.

These objectives are proposed to be achieved through the planning and consultation phases and implementation during the construction phase considering the following strategies: x Identifying potential road user delays during the planning and consultation phases. x Developing construction/opening staging and temporary works during the design phase to avoid conflicts with the existing road network whilst maximising separation between work areas and travel lanes. x Maintaining existing road network capacities. x Maintaining existing road characteristics and environment especially residential streets, schools, business operations, clearways, parking, places of worship and the like. x Isolating work areas from general traffic using temporary safety barriers. x Providing remote parking facilities for workforce with shuttle services to work areas.

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x Developing alternative work methods to minimise impacts (for example, utilise more efficient plant / equipment, apply different design solution). x Provisioning of CCTV coverage to observe traffic flow and incidents. x Providing mechanism for the community to report incidents and delays, for example, an 1800 phone number. x Planning of lane occupancies with the aim to: minimise the actual work area, limit obstructions and restrictions, maximise the roads capacity, and avoid peak traffic flow periods. x Analysing traffic volume data to: identify the capacity requirements of the road and assess the potential impact on traffic flows, and identify the best time to minimise the inconvenience to road users. x Developing clear and concise guidance and support amongst key stakeholders involved in the TTLG and its working groups. x Developing traffic management solutions including long term contra flow arrangements.

M2 Upgrade Environmental Assessment NSW Roads and Traffic Authority 194 ROGANS HILL N

THORNLEIGH TURRAMURRA CASTLE HILL PENNANT HILLS FOX VALLEY

BELLA VISTA R oa d s ll T i PYMBLE a H Pennant Hills y t l n HORNSBY SOUTH TURRAMURRA o a Park M r n 7 n M CRESTWOOD S e o t P BEECROFT KU-RING-GAI t r o e r w e B a t y WEST PENNANT HILLS e BAULKHAM HILLS ec

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Figure 27 – Preferred temporary bicycle route

M2 Motorway Hornsby Preferred temporary cycle route Penrith Abbott Road M2 Motorway entrance Manly North Sydney Parramatta Sydney CBD Bankstown

Sutherland

Source: GTA Consultants, 2010; MapData, 2010