South Road Upgrade (Torrens Road to ) Project Report

Introduction

What is this report?

This document has been prepared to provide an overview of the findings of the South Road Planning Study to upgrade the section from Torrens Road to the River Torrens. The planning study has investigated a broad range of possible options. It has developed and assessed a concept design for the preferred option for this project as the next step in delivering ’s non‐stop north‐south corridor.

This document is intended to inform residents, property owners and businesses, along with the general public, of the State Government’s plans for this significant piece of transport infrastructure.

If you have further questions after reading this document, please contact the South Road Planning Study Team via the contact details provided on the last page of this booklet.

Why does Adelaide need a North‐South Corridor?

Through its Seven Strategic Priorities the South Australian Government has detailed its economic, social and environmental goals. They include creating a vibrant city, safe communities and healthy neighbourhoods, affordable places to live and growing advanced manufacturing. The transport system plays a critical role in achieving these goals.

Adelaide’s transport system is, however, facing major challenges over the next 30 years, the most critical of these being the provision of safe and efficient transport options for Adelaide’s residents and businesses.

Due to the projected growth of ’s North‐South Corridor economy and population, additional demands will be placed on infrastructure, especially transport infrastructure.

South Road is part of the National Land Transport Network through urban Adelaide and is the major north‐south traffic and freight route through Adelaide’s west. Its upgrading is a major element of the strategy to address these anticipated future needs.

South Road is a four‐lane, two‐way arterial road with 28 sets of traffic signals over a length of approximately 23 kilometres. In its current configuration, South Road does not adequately Existing South Road provide for the volume of traffic, nor does it provide for the size of vehicles required to use this route, While it is important to create a more compact city both now and into the future. Average travel speeds and to reduce car reliance (both key features of the on almost all sections of South Road are well below 30‐Year Plan for Greater Adelaide) it will also be the posted speed limit (60km/h) throughout the day. critical to develop important transport corridors to better connect people across Adelaide. Such Travel speed variability, which is a measure of how corridors will also strengthen local businesses much speeds change from one trip to the next, is also making them more internationally competitive with relatively high in comparison to benchmarked efficient freight transport for their products to national performance indicators. Drivers travelling on access markets. South Road during business hours are experiencing above average delays and in some cases very long Contained within the 30‐Year Plan for Greater delays. Adelaide is a set of targets and outcomes for each of the eight regions covered. The section of South Road Traffic congestion and unreliable travel times for that is subject of this study is primarily contained traffic using South Road impacts on business costs, within the area designated in the 30‐Year Plan as productivity and output. Traffic congestion is not “Western Adelaide”. For Western Adelaide, key limited to South Road, but is also experienced on growth targets are 42,560 net additional dwellings, parallel routes such as Marion and Goodwood Roads. 83,000 net additional population and 40,500 net additional jobs.

Key elements of this plan include the proposed transport oriented development (TOD) at Bowden, significant areas for regeneration within inner western Adelaide, retention of key industry areas including Regency Park, Devon/Dudley Parks, Mile End/Mile End South and Thebarton, and a specialist centre at Thebarton focussed on bioscience and emerging technologies.

An improved north‐south corridor will assist in Existing South Road delivering the State's land use goals by serving the growth of commercial and residential lands to the north and giving residents to the south of Adelaide better access to jobs and services.

East‐west travel in western Adelaide is also The bus network is also being improved with impacted by South Road as it often takes dedicated bus lanes into and through the city. considerable time to cross at intersections. This makes the provision of fast and reliable public Cycling and walking also have roles to play in transport services on east‐west arterial roads more reducing pressure on the road network and the State difficult. Government, in some cases in partnership with Local Government, has progressed with development of Periodic maintenance and repair of water mains, off‐road shared paths (known as Greenways) and sewers, storm water drains, electricity, gas and improvements to on‐road cycling lanes to provide telecommunications services has a significant better connectivity for cyclists. impact on South Road traffic. These activities can contribute to unexpected congestion, delays and But even with high levels of public transport use and the increased probability of associated incidents. increased cycling and walking, the road network will still continue to be in high demand for freight traffic South Road provides road frontage and accessibility and longer distance personal travel. Without to adjacent residential, commercial and industrial improvement to the current road transport of goods areas along its length. This, along with the provision and services will be more costly and ease of access to of many right turn exit points and insufficient opportunities across Adelaide will be limited. protected right turn bays, create traffic conflict points that increase the risk of crashes. This is why, in partnership with the Australian Government, the State Government continues its The section of South Road from Torrens Road to the planning of a non‐stop north‐south transport River Torrens has a crash rate 1.5 to 2 times higher corridor. than other arterial roads in western Adelaide. The Torrens Road / South Road intersection had the highest rate of casualty crashes of any intersection in South Australia over the five year period ending December 2012. The Intersections at South Road / Port Road and South Road / Grange Road had the 15th and 16th highest rate over that period.

Narrow road widths through some sections of South Road increases the risk of larger vehicles colliding with oncoming vehicles or roadside objects (such as high voltage power poles).

One way to reduce pressure on the road network is Gallipoli Underpass to have more people using the public transport system and, to this extent, the State Government is continuing with the largest ever investment in public transport in South Australia.

By electrifying the rail system, converting to a new ticketing system, upgrading stations and increasing the frequency of rail services, the State Government will be providing a more modern and reliable rail system for the public to utilise and enjoy.

The South Road Superway project was next, based on a high level of delay at the intersections of South Road with , Cormack Road and the interstate freight rail line.

That project was considered a high priority due to the high volumes of freight relying on South Road for access to the commercial/industrial area of Regency Park.

This is where the proportion of commercial vehicles using South Road is the highest, accounting for 16%

Glenelg Tram Overpass of all traffic. These vehicles include the largest combination truck trailers, including B‐doubles and Why Torrens Road to River Torrens is the next double Road Trains mixing with all other traffic. priority Everyone’s experience of driving along or trying to cross South Road is different depending on their direction of travel the time of day, the type of vehicle they are in and the reason for their journey.

Since first announcing the intention to create a non‐ stop South Road, the State Government has been progressively determining the best way in which this can be achieved, what needs to be done when and how long it will take. South Road Superway under construction

The priority setting for projects to upgrade South Road has continually been based on traffic analysis, using detailed transport models to develop robust business cases for assessment by funding bodies (i.e. State or Commonwealth Governments).

The priorities for constructing projects along South Road have, to date, been guided by the location of the most significant bottlenecks that cause the greatest delays to north‐south and intersecting traffic . South Road Superway under construction

Based on this approach, the Gallipoli Underpass at Planning efforts were then directed towards Anzac Highway and the Glenelg Tram Overpass Darlington where long delays were being recorded at were the first components of the non‐stop South Sturt Road. This work formed the basis of the Road to be constructed. Darlington Transport Study which also proposed

significant public transport infrastructure to help ease

commuter traffic demand.

The business case developed and submitted to the Australian Government was strong, showing a good economic benefit (Benefit to Cost Ratio of 2.4) and a cost to construct this project (2014‐15 to 2018‐19) of $896 million.

Planning study process

The South Road Planning Study team has followed a Artist impression of Darlington Transport Study structured process to determine the way in which a non‐stop road could be developed through a highly In February 2011, Australian Government funding urbanised sector of Adelaide’s west, with the intention made possible a major planning study of alignment of retaining the unique character of the area and not options for the non‐stop South Road. being detrimental to the commercial activities along the existing South Road. This study identified the highest priority based on traffic delay and road safety was from Torrens Road The study has consisted of two phases; preliminary to the River Torrens. This would address traffic concept planning of the whole 9 kilometre length congestion caused by the Outer Harbor Rail Line between Regency Park and Anzac Highway and the level crossing and the Port Road and Grange Road more detailed concept planning of what was intersections. determined to be the highest priority section.

Artist impression Torrens Road to River Torrens

Preliminary concept planning Analysis of traffic delays, both to north‐south and east‐west traffic, along with road crash analysis This phase of the planning study included confirmed the section between Torrens Road and the investigating all possible options.. River Torrens should be the next priority for upgrading. It included studies that looked at various tunnels, road widening, lowered road options and elevated Not surprisingly, this was consistent with the initial roads like the South Road Superway. These options feedback received from the public following the were designed to a level of detail that enabled high announcement of the study and through the early level cost estimates to be developed for each engagement with businesses and communities along option and a multi‐criteria assessment to be South Road. undertaken that looked at the social and environmental impacts. With a focus on the 4.5 kilometre (approximate) section between Regency Road and the River An economic evaluation was also undertaken to Torrens, the planning study then proceeded to the ensure the scale of the projects that were being concept planning phase. The remainder of the considered could be justified on a benefit to cost original 9 kilometre study section of South Road, basis. This would be essential for any project to between the River Torrens and Anzac Highway will successfully attract funding. progress into the more detailed concept planning phase at a later date as future funding becomes This phase of the study included a community available. engagement process. The planning study team held 8 Community Information Days where residents, businesses and land owners met with the study team and advised them of their experiences with living on and using South Road.

A survey of the local community was also conducted to get an indication of preferences for engineering options which might be considered. This information was then used by the study team to further develop the many options investigated.

This process resulted in the selection of a preferred option for the 9 kilometre section of South Road. The preliminary concept planning phase also enabled the planning study team to investigate which section of the 9 kilometres should be upgraded as the next priority project for South Road ‐ following the completion of the South Road Superway and when funding became available.

Planning study process

Commencement of South Road Planning February 2011

Early stakeholder engagement, including: March 2011 . briefings and workshops Highway

PLANNING

Early community engagement, including:

Anzac August 2011

to . Community Information Days

. community movement survey September 2011 CONCEPT

Park

. freight movement survey . business interviews Regency PRELIMINARY March 2012

Torrens

PLANNING

River Funding submission to Australian Government August 2012

to

CONCEPT Road

Announcement of joint funding commitment Regency from State and Australian Governments May 2013

Formal community and stakeholder engagement, June 2013 including: Torrens

. Community Open Days . street corner meetings River

ENGAGEMENT . direct engagement with impacted property to owners Road

COMMUNITY

Torrens Completion of concept planning and design December 2013

Concept planning The concept planning phase for the section of South Road between Torrens Road and the River Torrens The purpose of this phase was to focus planning will be complete following feedback from efforts on the section of road for which the State community consultation which will run to Government could build a business case to put to December 2013. the Australian Government. Feedback received during this consultation will This required detailed planning of the 4.5 kilometre contribute to the concept design before the project section from Regency Road to the River Torrens proceeds to its implementation phase. based on the preliminary concept plan for the preferred option. As a result of this detailed The section of road between Regency Road to planning project cost estimates and the multi‐ Torrens Road is still subject to further concept criteria assessment were updated to reflect the planning work and will be considered in more detail changes made to the project. This phase also at a later date as part of future funding included more detailed traffic analysis to investigate negotiations. the impacts of the scheme on the arterial and local road networks, a more detailed study of stormwater and drainage impacts, and further analysis of the Business case for funding potential effect on residential and business access. The decision to fund the South Road Upgrade This phase included a significant urban and Project (Torrens Road to River Torrens) was based landscape design effort to design the pedestrian and on scrutiny of an in‐depth businesses case by the cycling facilities that would also form part of the State and Australian Governments. project. Based on the business case submission, the It also included identification of a staging approach Australian Government considers the South Road to implement the project. As part of this Upgrade project to meet the requirements of the investigation three stages were identified for the Nation Building Program and has agreed to section between Regency Road and the River contribute 50% of the project’s capital cost. Torrens: The State Government has now allocated the . the grade separation of the Outer Harbor Rail remaining 50% of the capital cost towards the Line (Stage 1) project in its budget forward estimates. . Torrens Road to River Torrens (Stage 2) . Regency Road to Torrens Road (Stage 3)

Refer to figure 1 on next page.

The combination of the Outer Harbor Rail Overpass and the Torrens Road to River Torrens road upgrade was determined to be the optimal project scope for funding based on the criteria for removing traffic delays and improving road safety.

Figure 1

Project scope

The project will include the following components:

. A new lowered road under the railway line, Port Road and Grange Road. This will have three lanes in each direction and will provide a non‐stop route for through traffic and reduce delays to east‐west traffic on Port Road and Grange Road. It will be constructed mostly on the western side of the existing South Road.

. A parallel surface road along the length of the lowered road to connect the majority of local roads and arterial roads to South Road as they do now. It will have on‐road cycle lanes and improved footpaths

. A rail overpass of South Road for the Outer Harbor line to ensure train services do not interrupt traffic along the new route.

. A dedicated off‐road shared path (Greenway) for cyclists and pedestrians that connects to other local cycling and walking paths.

The design allows for connection to other parts of the non‐stop north‐south Corridor when the adjoining South Road sections are upgraded in the future.

What is a lowered road? The rail overpass shown on the concept plan for community and stakeholder engagement also The preferred scheme takes the approach of grade separates the existing Queen St/Elizabeth St providing the non‐stop road (3 lanes in each level crossing while Croydon railway station is direction) lowered approximately eight metres relocated onto the overpass structure. below the current road level. By doing this all local road crossings and pedestrian / cycling path Without such a structure level crossings on the crossings can be provided at ground level South Road surface road would cause delays for eliminating the need for long approach ramps or traffic accessing the city via Port Road. elevators. The arterial road system remains unchanged. The preferred scheme has the lowered In addition, any future increases in train service road to be constructed on the western side of the frequencies would further exacerbate delays with existing South Road. the boom gates down to close the level crossing for a greater proportion of the day.

Where rail level crossings exist there is always a road and rail safety risk. This project seeks to remove two level crossings and improve safety for users of South Road and the local community of Croydon.

Elevating the rail line will “activate” the space underneath the structure, increase connectivity between the Day Terrace and Euston Terrace Artist impression of Torrens Road to River Torrens communities and provide opportunities for the local community. There have been many suggestions already for how the land under the structure can be used.

The successful implementation of the Glenelg Tram Overpass is an example of how such a structure will fit within the urban environment.

The project team will work with nearby residents to design the overpass to minimise its impact on the local amenity and environment. Artist impression of Torrens Road to River Torrens

Outer Harbor rail overpass

Whilst the majority of the current South Road traffic will be in the lowered road when the project is completed a grade separation of the Outer Harbor rail line is also required. The solution is a rail overpass.

It is also proposed that Hurtle Street be connected to South Road to form a four‐way signalised intersection with South Road and Hawker Street to provide safe, controlled access to Croydon.

The proposed changes aim to address some of the current safety issues along this section of South Road.

Existing level crossing

The rail overpass also incorporates a shared use path ensuring the Outer Harbor rail line Greenway is uninterrupted.

Hawker Street junction

Artist impression of new Hawker Street Artist impression of new rail overpass intersection

Local road changes Initial planning is designed to find a balance between road safety and community access and The major local road changes relate to right turn was based on feedback from the earlier Community access to and from Croydon and Ridleyton ‐ Information Days. between Torrens Road and Port Road. Access to and from most of the roads on this section is The current traffic conditions along South Road are uncontrolled, with drivers able to turn left and right, problematic for right turns, both into and out of both in and out of these local roads. Croydon. Right turning traffic presents a safety issue

and causes delays to through traffic and removing As part of this project most of these roads will be them will improve safety and reduce delays. restricted to left‐in and left‐out movements; some will be closed and/or considered for left‐in and left‐ out access.

The provision of a signalised intersection at Hurtle Due to congestion at the intersection of South Street will provide safe right turns both into and out Road, Grange Road and Manton Street, the right of the Croydon area. turn for northbound motorists into Manton Street is currently banned during the morning and afternoon Of the streets on the western side of South Road peaks. This turn may instead be made further south and north of Port Road only Princes Street, William at Adam Street. Street, Cedar Avenue, Scotia Street and Lamont Street are proposed to be closed to South Road. With South Road lowered under Grange Road the performance of the Grange Road/South Road These streets would otherwise connect in unsafe surface road intersection will greatly improve with locations where traffic on South Road will be right turns to occur here at all times. As a result the merging and moving between lanes over short road space the right turn lane into Adam Street distances. To allow access points at these locations currently occupies will be converted into a third presents significant safety risks. Even with the southbound through lane where the southbound lowered road proposed, additional conflict points lowered road merges with the surface road. As a caused by entering and exiting traffic at these result local traffic currently accessing Hindmarsh via locations would still present an unacceptable road Adam Street will need to be redirected. safety risk. Cycling and walking infrastructure To improve safety further Harriet Street, Bedford Street, Dartmouth Street and Tait Street could be All modes of transport will be catered for in the closed to South Road. However, they could be project. Facilities for pedestrians and cyclists will be considered safe for left‐in and left‐out access to improved considerably. A shared path (Greenway) Croydon. This will be decided based on feedback will be provided along the length of the project and from future community engagement where the will link into existing bike and pedestrian networks balance between community inconvenience and including the River Torrens Linear Park and the road safety can be considered. Outer Harbor rail line Greenway (currently under construction). Crossing points for vehicles, cyclists The South Road Planning Study team has used both and pedestrians are located along the route in its own traffic counts and those of the City of strategic locations, resulting in improved safety. Charles Sturt in order to determine local traffic patterns. Based on these, it is proposed that a roundabout be constructed at the intersection of Ellen Street and Hurtle Street. This is consistent with other local road intersections in Croydon. Other changes to traffic volumes on the local roads in Croydon are considered to be minor but further traffic counts will be undertaken to verify current data before designs are finalised.

The other major change is at Adam Street, south of Grange Road, which will be restricted to left‐out only. River Torrens Linear Park

Utility services alterations Forecast daily traffic volumes (2031) for a non‐stop South Road between Regency Road and the River The existing SA Power Networks substation on the Torrens are estimated at an average 113 000 corner of South Road and Port Road is impacted by vehicles per day. the project and will be relocated nearby. The arterial road system remains unchanged in All power, water, gas and other services have been terms of what and where it connects to the rest of considered and addressed as part of the project. the road network. The operation of a non‐stop The high voltage stobie poles close to South Road in South Road will however change traffic patterns in this section will be removed. Adelaide’s western suburbs decreasing traffic volumes on parallel arterial roads and increasing Project impact summary traffic volumes on those arterial roads that connect to the non‐stop road (e.g. Port Road). Property Impact It is expected that crash rates will be reduced significantly as intersections with traffic signals are A total of 140 properties need to be demolished for replaced by a freeway standard non‐stop road. the upgrade, of which 80 still need to be acquired. Those already acquired have been purchased on an owner‐approach basis since 2005. The acquisition Social process is explained in further detail on page 29. The planning study undertook an extensive analysis Traffic of socio‐economic impacts and this knowledge South Road between Regency Road and the River contributed to the evaluation of options and the Torrens, carries on average approximately 33 000 to selection of the preferred solution. Australian 45 000 vehicles per day. Commercial vehicle traffic Bureau of Statistics (ABS) data was collected and accounts for up to 13.5% of the total traffic volumes. community services, facilities and groups were listed and mapped. Ultimately a non‐stop South Road will be a more efficient and safer route for traffic travelling north‐ Each business and community facility on or close to south across metropolitan Adelaide. It will attract the South Road corridor was individually traffic from other parts of the surrounding road interviewed and residents and road users were network predominantly from parallel north‐south invited to attend a number of Community roads spanning from in the east to Information Days held in various locations along the in the west. corridor.

Vehicles that remain on the surrounding road A hard copy and online survey was undertaken with network will also experience increased travel all stakeholders invited to contribute. Other speeds and reduced travel times as a result of lower stakeholders, including councils and local members levels of congestion on these roads. of parliament, were also interviewed in order for the project team to gain further awareness about Future population and employment estimates to demographics and needs of the local communities. 2031 have been used to forecast traffic volumes and thus determine the capacity of the new road infrastructure (i.e. the number of lanes required at midblock sections and intersections).

Information obtained throughout the business Direct influences include: interviews and community survey process included: . avoiding areas with acute sensitivity to Business interviews change . ensuring the scheme caters for . employee numbers pedestrians and the mobility impaired . interaction with South Road . avoiding historic and high community . access requirements value sites . daily vehicle movements . avoiding large employers . views on current north‐south corridor . identification of vulnerable businesses . future plans. and workforce localities that need careful consideration, and making allowances for Community Survey these (such as installing a pedestrian activated crossing and/or additional one‐ . method of travel on‐one meetings to discuss mitigation . key destinations and crossing points options) . community views on engineering options. . ensuring businesses have adequate access . the engineering options preferred by the As part of the community survey respondents were surrounding community asked to rank engineering option they preferred . Considering the impact on the new from a choice of a viaduct, a lowered road, a neighbours of South Road and its widened road or a tunnel. The most popular mitigation (i.e. good urban design preference was the tunnel option with the lowered solutions). road option second.

Information gained through ABS data, interviews and surveys was critical in understanding the needs of the community and ensuring the scheme was designed to provide both an appropriate engineering outcome and one which was socially acceptable.

The engagement process directly influenced and informed the analysis of scheme options. The feedback findings collated through analysis of the Queen Street precinct engagement process were utilised by the planning and socio‐economic assessment teams in preparing A tunnel was the most popular engineering option their analysis through the options refinement and an initial assessment suggested that a tunnel process. would reduce the total number of properties required as well as reduce community severance The analysis included the assessment of schemes impacts. However the tunnel option requires large based on their potential to avoid, mitigate or ventilation stacks that would have a significant visual adversely impact on key sites, connections or impact on the adjacent residential areas. facilities that were identified in the feedback process.

However, a tunnel project cannot be staged which . management and mitigation measures makes financing very difficult. Although a tunnel has during the planning, construction and some significant benefits it is very costly to build and operation phases maintain and was found to be difficult to justify on a . subsequent investigation that may be cost beneficial and value to taxpayers basis. required prior to construction commencing. The lowered road option does require more property acquisition than a tunnel but offers A summary for each discipline is provided below. opportunities for improved cycling and walking connections through safer dedicated east‐west Flora and Fauna crossing points. This option also minimises the visual impact of the major non‐stop corridor and provides The project has potential to alter the flora adjacent the ability to stage construction making for a strong to the South Road corridor. business case. As the existing corridor is within a highly urban and commercial area of metropolitan Adelaide, significant changes to the native vegetation and animal habitat have occurred over time. It is currently a highly modified environment with mostly exotic, non‐native vegetation with low diversity, with little or no understory, which provides limited habitat for native species.

Artist impression of Port Road intersection

Public Transport

No changes to public transport routes are proposed as part of the project.

Environmental

The Torrens Road to River Torrens project has been River Torrens vegetation subjected to a range of preliminary assessments for a range of environmental disciplines. These include A preliminary vegetation assessment identified identifying and documenting: exotic non‐native vegetation along side streets and roads intersecting South Road in public open spaces . an assessment approach and applicable and in private property. There is limited amenity legislation, policy, procedure or standard planting on South Road itself. Where the project . the existing conditions footprint extends beyond South Road some . potential impacts (positive and negative) of the vegetation removals including some larger trees will project on the existing conditions during be required. planning, construction and operation phases

As there is an absence of native vegetation and Preliminary noise modelling has been carried out to limited planted amenity vegetation within the anticipate the future noise level and identify noise project area, limited habitat for native fauna species treatment measures. Further modelling will be is evident. undertaken during detailed design.

A search has been conducted using the Noise criteria, as defined in DPTI’s Road Traffic Commonwealth Environment Protection and Noise Guidelines (road), have been set and a range Biodiversity Conservation Act 1999 Protected of treatment measures have been considered Matters Search Tool. As it is unlikely any native flora during the planning and design to reduce traffic or fauna species of conservation significance will be noise for this project once operational. These impacted by the project no referral will be include: undertaken. . minimising the noise generated from Removal of vegetation will be minimised. Where design (i.e. a lowered road) removals are unavoidable planting within and . treatment of noise at the source (e.g. adjacent to the upgraded road will be undertaken acoustic barriers, including noise to offset the removals. walls) . treatment of residual noise from the Noise and vibration project if required (e.g. house treatments). The project has the potential to change the existing noise levels along the corridor by altering the It will be DPTI’s preference to focus on minimising existing road configuration, influencing traffic flows noise through design and treating noise at the and speeds and exposing some properties to new source. Additional consideration to minimise noise noise sources. impacts will be undertaken during the detailed design. Noise monitoring has been undertaken within the Potential changes in noise associated with the study area to understand the existing noise levels proposed rail overpass for the Outer Harbor rail line and to calibrate a noise model. at Croydon have been considered and plans for

mitigation are in accordance with the Environment Protection Authority’s (EPA) Guidelines for the Assessment of Noise from Rail Infrastructure.

A preliminary noise assessment has been undertaken for the rail corridor and has considered both diesel and electric powered trains. There is currently no noise attenuation and the project offers an opportunity to address this.

The overpass can minimise the noise generated by trains by incorporating noise attenuation in the Noise wall along South Road structure in addition to removing the need for level crossing warning devices sounding on South Road.

Noise generated during construction will be Preliminary assessment and modelling has been managed in accordance with DPTI’s Management of undertaken to better understand the existing levels Noise and Vibration: Construction and Maintenance of particulate matter, carbon monoxide and Activities Operational Instruction which will include nitrogen dioxide adjacent to South Road. Results preparation and implementation of a project Noise indicate that transport emissions would meet the and Vibration Management Plan. National Environment Protection Measure Ambient Air Quality guidelines within the project area. Air quality Air quality will be managed during construction by The project has the potential to influence air quality measures outlined in a Construction Environment along the corridor by changing the flow rates of Management Plan. The main impact during traffic within the corridor and across the adjacent construction will likely be dust and this will be road network. It is anticipated an efficient road managed by the use of dust suppressants, speed design that increases vehicle speeds with fewer restrictions for construction vehicles and minimising stop‐start movements will reduce the amount of material stockpiles. vehicle based emissions. Water By providing shared use paths and cycling lanes (both north‐south adjacent to the road and east‐ The potential water impacts from the project can be west along the rail corridor) and providing upgraded broadly categorised into three main areas: public transport infrastructure in the Croydon area, hydrological (impacts on the volume and timing of additional air quality benefits could result as flows), physical (impacts on the landforms and commuters seek alternatives to using private drainage pathways) and water quality. vehicles.

To understand these better investigations have Groundwater conditions along the alignment are been undertaken for the surface water and highly variable, with the shallowest groundwater groundwater quantity and quality. levels (less than 10 metres deep) expected north of Torrens Road. This information has influenced the For surface water assessment of both the minor maximum depth of the lowered road. As the drainage (stormwater networks) and the major lowered road section is to be constructed above the drainage (catchments) have been undertaken to groundwater table, the project will not have a understand the existing flows in and across the significant impact on levels or flows. project area. Both water quality and water within the project will The project area is relatively flat. South of Torrens be managed during construction by measures Road the dominant drainage direction is from east outlined in the Construction Environment to west, while north of Torrens Road the drainage Management Plan. This document will include a Soil direction is typically to the north and the east. The Erosion and Drainage Management Plan. proposed alignment intersects a number of existing stormwater systems and the River Torrens is at the Contamination southern end of the project area. As the project area passes through a mix of The design maintains connection of the existing residential, commercial and industrial land uses piped systems either via realignment or attaching there is potential for soil and groundwater the pipe to the underside of structures crossing the contamination to be present. The risk of lowered road and inclusion of detention storage in contamination may be from previous or current the lowered road section. Consideration of major land uses and is an important consideration for flows has been included in the design. planning, design and construction phases.

Opportunities have been undertaken to minimise A preliminary analysis has been undertaken of adverse impacts to water quality runoff from the properties adjacent to the corridor. This analysis project. Incorporation of water sensitive urban has considered the site characteristics and former design is being investigated for the project. and current uses that may have included potentially contaminating activities. Provisions for the The assessments undertaken indicate that when a management of contamination resulting from range of measures are incorporated into the design demolition of residential and commercial properties the project will not have a significant impact on have also been included. water volumes, drainage and water quality. Additional investigations to confirm the preliminary The project is within the ’s analysis will be undertaken during the detailed Waterproofing the West Strategy. design phase. Results from these on‐site investigations will assist in preparation of a Part of the strategy is the stormwater management Construction Environment Management Plan which works within the Port Road median. The project will document environmental controls and site is at the eastern end of these works. measures required to manage contamination risks during construction and reuse opportunities for Preliminary investigations to determine the depth surplus materials in accordance with the of groundwater have also been undertaken. Environment Protection Authority’s guidelines.

Aboriginal heritage

Today South Road is part of a highly built‐up urban environment with very little evidence of the original topography, vegetation or geology. Both the eastern and western verges of South Road have been extensively modified and are heavily built up with industrial, commercial and residential buildings.

Prior to this the project area was significantly different and home to the Kaurna Aboriginal Hindmarsh Cemetery people. Their close connection to country and to the area continues today. There are two Historic Conservation areas within the City of Charles Sturt that front the existing A search of records from the Aboriginal Affairs and South Road at Croydon and West Hindmarsh. To Reconciliation Division, Department of the Premier accommodate the project, acquisition on the and Cabinet, and previous heritage assessments western side of South Road is required and indicate no registered sites, objects or remains have therefore demolition of properties in these heritage been recorded in the project area. conservation areas is required.

Although no sites have been recorded measures will be included to minimise impacts to Aboriginal heritage should it be encountered during construction, in compliance with the Aboriginal Heritage Act 1988.

Non Aboriginal heritage

An assessment has been made of the project’s potential to impact on National, State and Local non‐aboriginal heritage items during both the design and construction phases. Grange Road (originally Job Hallett’s house)

There are no National heritage places within the Where construction is directly adjacent heritage project area however two State Heritage places are items vibration will be managed in accordance with adjacent to the alignment. Neither the Hindmarsh DPTI’s Management of Noise and Vibration: Cemetery nor the dwelling at 9 Grange Road Construction and Maintenance Activities (originally Job Hallett’s house) will be impacted by Operational Instruction including preparation and the project. implementation of a project Noise and Vibration Management Plan to minimise the risk of vibration.

Sustainability and Green House Gases (GHG) A range of opportunities to enhance existing conditions can be incorporated through good urban The project will identify opportunities to integrate design. sustainability objectives during the detailed design. Sustainability objectives that consider the health, Establishing evaluation criteria, undertaking design diversity and productivity of the biological, social assessment workshops and making and built environment will be important to ensure recommendations to enhance the aesthetic and environmental impacts are minimised in planning social elements of the project have been the project, during construction and after incorporated during the concept design process. completion. Evaluation and assessment criteria were used based During the detailed design phase, a Sustainability on the Infrastructure Australia urban design Management Plan will be prepared. The measures protocol criteria of comfortable, vibrant, safe, outlined in the plan will be incorporated into the diverse, enduring and enhancing. design and reflected in an implementation plan for construction. An assessment of greenhouse gas These criteria will continue to be incorporated emissions associated with the construction of the during detailed design. project will be undertaken during the detailed design phase. Consumption of fuel for transport, Environmental management during construction embodied energy in construction materials such as concrete and steel, use of electricity for The Construction Environment Management Plan construction and the extent of recycling will be will detail the environment protection requirements included in the assessment. the contractor must implement to minimise and mitigate environmental impacts during An assessment of the likely greenhouse gas construction. emissions post completion will also be undertaken during the detailed design phase. The plan ensures environmental requirements and commitments adhere to the DPTI Code of Practice On‐site measures to minimise greenhouse gas for Construction and incorporate any approval emissions during construction will be identified specific environmental requirements. prior to construction and be documented in the Construction Environment Management Plan. Environmental inspections and audits during construction will confirm whether environmental Landscape and urban design requirements are being met. Both inspections and audits will confirm whether compliance is being A preliminary assessment has been undertaken of undertaken with relevant legislation, the existing and future landscape and urban design Construction Environment Management Plan and values for both South Road and the adjoining area other documentation associated with the between Torrens Road and the River Torrens. construction contract.

Landscape and urban design has been an integral part of the development of the concept design and it has been important to recognise not only those using the road network but also those who live adjacent to it.

Impacts during construction . Survey, Geotechnical and Environmental Investigations – from mid 2013 (as land The major works are likely to commence in the becomes available) 2014‐15 financial year although some early works . Early Works – commencing 2013 will commence in the 2013‐14 financial year. (demolition of buildings and some intersection upgrades) More information will be released as detailed . Major Utility Service Relocations – from design progresses and work packages are mid 2014 determined. . Procurement – 2014 . Major Road & Rail Construction – 2015 to The next phase of the project is to undertake 2018. significant community engagement. This will help finalise the design. Some early land acquisition, Community engagement and property acquisition demolition and service relocation can begin to activities are being planned and the project team occur during this period. has commenced organising other pre‐construction activities required for the project (e.g. detailed Construction timeframes will be dependent on the engineering survey, geotechnical and final design of the project. Construction environmental investigations). programming will be aimed at minimising closure times to the Outer Harbor rail line and minimising As properties acquired for the project become the disruption to traffic. Information regarding vacant buildings and other structures will be project delivery will be released as the project demolished to clear the “Right of Way” for the progresses to its construction phase. project.

Project timeframes This will enable engineering survey and geotechnical testing and investigations to be The project’s delivery is driven by three key undertaken at each location for the detailed constraints: design of the project’s extensive bridges, roads, acoustic walls and retaining walls. The clearing of . the need to acquire properties to enable the the “Right of Way” will also then allow utility upgrade to proceed service relocation works to occur. . the need to relocate major utility services (including the SA Power Networks Croydon Major utility services will need to be relocated to sub‐station) prior to construction works facilitate the project including relocation of the commencing on South Road Croydon sub‐station and other high and low . minimising impact on public transport users voltage power lines, Telstra communications on the Outer Harbor rail line during cables, gas mains (APA) and water and sewer construction of the rail overpass. mains. Discussions have commenced with service authorities for the design of these relocations. Given these issues the preliminary project schedule is as follows: The project will seek to minimise the overall impact from construction of the rail overpass on . Community Engagement – ongoing from mid Outer Harbor Line train commuters to a single 2013 closure of the line. The duration and extent of the . Property Acquisition – mid 2013 to end of closure is to be finalised once the detailed design 2014 has been completed.

Community engagement process . meetings with utility service providers . one‐on‐one meetings with property The community has an important role to play in the owners (as requested). decision making process for such a large infrastructure project. Community open days

The planning study team have collected a significant Community Open Days are planned for early July amount of information from many residents, 2013 where the general public will be able to see property owners, businesses and service authorities more details about the project and to discuss the over the past two years and all of this has been proposed changes with members of the project useful in developing the concept plan for the team directly. project to date. Open days will be held at the project site office at A range of information and engagement methods 196 Torrens Road (corner of South Road) on: have been used since February 2011 to engage with the community and interested stakeholders. These . Sunday 7 July 11am – 2pm included: . Tuesday 9 July 4pm – 7pm . Thursday 11 July 4pm – 7pm . promotion of a study telephone information . Saturday 13 July 11am – 2pm line 1300 794 899 . promotion of a study email In addition Community Liaison Groups will be ([email protected]) and website established to engage directly with the community (www.infrastructure.sa.gov.au) to work through community issues prior to . distribution of letters to all tenants, property finalising the design. and business owners on the corridor . distribution of postcards to the wider study Community Liaison Groups area . meetings with business owners on the The role of the Community Liaison Groups will be corridor to look at which aspects of the project need to be . community information days modified to minimise the impact of such a large . feedback forms and complex project. . development of an online community survey . presentations to State and Federal Members It is anticipated that these groups will target of Parliament community stakeholders impacted by the grade . workshops with state government agency separation of the Outer Harbor rail line and by the representatives South Road corridor in general. . presentations to local government council Mayors and elected members On‐going engagement with the project team . briefings and workshops with local government council officers Throughout the forthcoming design and . briefings with emergency service authorities construction phases DPTI will make every effort to . briefings and presentations to RAA, SA Road keep those who will be impacted informed Transport Association, SA Freight Council and through a dedicated website and phone line. the SA Heavy Vehicle Industry Forum . development of an online survey for the heavy freight industry

If you are not immediately impacted by the project Business Properties but would like to be notified of updates please register on the project website by completing the The process for the purchase of businesses is registration form. more complex. The preference is to negotiate a relocation of a business with DPTI compensating Property acquisition process the business for the costs of the relocation.

For such a large upgrade, more space is required If a business decides that it would prefer to be than the existing road corridor. The road will be bought outright rather than relocate a valuation is widened on the western side of South Road, where required that looks at the value of the business. DPTI already owns approximately 40% of the properties required for the project. This is a Businesses being acquired are required to make combination of residential and business properties. available trading figures for at least the previous three years as well as any other documents that Residential properties support their compensation claim such that the Valuer can gain an understanding of the business, The process for the purchase of residential its operation and its profitability. properties is focused towards reaching a negotiated settlement price and, hence, avoiding the need to DPTI may also engage experienced accountants, initiate compulsory property acquisition processes. specialist business brokers or other industry qualified personnel to help gain an understanding A DPTI Property Valuer will make an initial of the business and its worth. appointment to meet with the property owner, inspect the property and then complete a valuation Project team contact details (inclusive of appropriate compensations). This valuation forms the basis of the initial offer to the The project team thanks you for your involvement property owner. If the owner is not satisfied with in the development of this project. the offer further negotiations are undertaken and if requested an independent valuation may be For more information or to provide your thoughts undertaken (by Valuer registered with the you can: Australian Property Institute). DPTI covers the cost of this third party valuation. Call: 1300 794 899 Email: [email protected] Further negotiations are undertaken and if an Visit: infrastructure.sa.gov.au/south_road_upgrade agreement is not reached, then a second third party valuation may be undertaken. Visit the project site office at 196 Torrens Road, on the corner of South Road (open Monday to If the property purchase cannot be obtained by Friday during business hours). negotiation DPTI will commence compulsory acquisition of the property.