Parramatta Construction Traffic and Transport Impact Assessment Report Final Report

Client // Transport for NSW

Office // NSW Reference // N102531

Date // 14/08/2017

Parramatta Light Rail

Construction Traffic and Transport Impact Assessment Report

Final Report

Issue: A 14/08/2017

Client: Transport for NSW Reference: N102531 GTA Consultants Office: NSW

Quality Record Issue Date Description Prepared By Checked By Approved By Signed

N Vukic A 14/08/2017 Final report C Wilson S Enticott J Devney

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Table of Contents

Executive Summary i

Glossary and abbreviations v

1. Introduction 1 1.1 Purpose 1 1.2 Proposal overview 2 1.3 Scope 3 1.4 Report structure 3

2. Project description 4 2.1 Overview 4 2.2 Key construction activities 4 2.3 Proposed construction program 8 2.4 Construction hours and duration 8 2.5 Construction vehicles and volumes 8 2.6 Construction site access 9 2.7 Haulage routes during construction 10

3. Construction management principles 11 3.1 Worksites 11 3.2 Intersection work 11 3.3 Midblock work 12 3.4 Interagency and community engagement 12 3.5 Road safety audits 13 3.6 Approvals 14

4. Transport network performance and construction management principles 16 4.1 Principles 16 4.2 Network impact 16 4.3 Intersection operations 30 4.4 Indicative planned traffic management measures 33 4.5 Pedestrian and cyclist access management 34 4.6 Property access management 35 4.7 On-street parking 35 4.8 Emergency services access 36 4.9 Incident management 37

5. Precinct access and construction management 38 5.1 Objectives 38 5.2 Westmead precinct 40 5.3 Parramatta North precinct 46

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5.4 Parramatta CBD precinct 52 5.5 Rosehill and Camellia precinct 62 5.6 Carlingford precinct 66

6. Mitigation measures 77 6.1 During detailed design 77 6.2 During construction 77

Figures Figure 1.1: The project network and study area 3 Figure 2.1: Overview of the project construction program 8 Figure 4.1: Summary of on-street parking impacts along the project by precinct 36 Figure 5.1: Potential approach haulage routes for the Westmead precinct 41 Figure 5.2: Potential departure haulage routes for the Westmead precinct 42 Figure 5.3: Westmead precinct bus operations during the project construction activity 45 Figure 5.4: Potential approach haulage routes for the Parramatta North and Parramatta CBD precincts 47 Figure 5.5: Potential departure haulage routes for the Parramatta North and Parramatta CBD precincts 48 Figure 5.6: Parramatta CBD priority traffic routes 53 Figure 5.7: Loading zone parking utilisation 56 Figure 5.8: Utilisation of non-loading parking bays by loading vehicles 56 Figure 5.9: Construction zone impacts on the Route 900 Free Shuttle Bus 58 Figure 5.10: Indicative pedestrian routes during construction Stage 1 in the Parramatta CBD precinct 60 Figure 5.11: Indicative pedestrian routes during construction Stage 2 in the Parramatta CBD precinct 60 Figure 5.12: Indicative pedestrian routes during construction Stage 3 in the Parramatta CBD precinct 61 Figure 5.13: Indicative pedestrian routes during construction Stage 4 in the Parramatta CBD precinct 61 Figure 5.14: Potential approach haulage routes for the Rosehill and Camellia precinct 63 Figure 5.15: Potential departure haulage routes for the Rosehill and Camellia precinct 63 Figure 5.16: Potential approach haulage routes for the Carlingford precinct 67 Figure 5.17: Potential departure haulage routes for the Carlingford precinct 68 Figure 5.18: Comparison of travel times from the T6 Carlingford Line stations to Wynyard Station 70 Figure 5.19: Recommended Option 2 shuttle bus route from Carlingford to Parramatta Interchange 73

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Tables Table 1.1: Key traffic and transport issues in the SEARs and where addressed 1 Table 2.1: Precinct heavy vehicle movement estimates 9 Table 4.1: Assumed surrounding developments and timing for cumulative traffic impact18 Table 4.2: AM peak network performance for the construction scenarios 25 Table 4.3: PM peak network performance for the construction scenarios 25 Table 4.4: Travel times and average speeds in the AM peak 28 Table 4.5: Travel times and average speeds in the PM peak 29 Table 4.6: AM peak intersection assessments based on the AIMSUN traffic modelling 31 Table 4.7: PM peak intersection assessments based on the AIMSUN traffic modelling 32 Table 5.1: Westmead precinct construction staging modelling results for the AM peak period 42 Table 5.2: Westmead precinct construction staging modelling results for the PM peak period 42 Table 5.3: Parramatta North precinct construction staging modelling results for the AM peak period 48 Table 5.4: Parramatta North precinct construction staging modelling results for the PM peak period 48 Table 5.5: Parramatta CBD road function of priority traffic routes 54 Table 5.6: Parramatta CBD precinct construction staging modelling results, AM peak 54 Table 5.7: Parramatta CBD precinct construction staging modelling results, PM peak 55 Table 5.8: Rosehill and Camellia precinct construction staging modelling results in the AM peak 64 Table 5.9: Rosehill and Camellia precinct construction staging modelling results in the PM peak 64 Table 5.10: Travel time comparisons between the Carlingford Line Stations and Wynyard Station 70

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Executive Summary

This Construction Traffic and Transport Impact Assessment Report (CTTIAR) addresses key traffic and transport issues relating to the construction activities for the delivery of the Parramatta Light Rail Stage 1 (the Project), and responds to the Secretary’s Environmental Assessment Requirements (SEARs).

A separate report, the Parramatta Light Rail Operations Traffic and Transport Technical Assessment Report (OTTTAR) report sets out an assessment of the anticipated traffic and transport implications of the operation of the project.

The objectives of the CTTIAR are to:

 Assess the traffic and transport impacts, including pedestrians, cyclists, public transport and parking and conditions for the existing corridor and connections along the project corridor  Develop mitigation and management measures to minimise the impacts identified, providing the overarching principles and procedures for implementing traffic and transport management controls.

The structure of the report first addresses the prevailing transport conditions throughout the project and provides a framework for procedures and protocols for mitigating and managing impacts on the transport network. These include:

 Providing safe and accessible facilities for pedestrians and cyclists during construction for all worksites  Maintaining public transport services past the worksites (where required), minimising delays on existing bus services through the implementation of appropriate detours and general traffic measures  Managing general traffic through and around the worksites, with consideration of local and regional traffic  Implementing appropriate haulage routes for construction traffic  Minimising the impact of construction on residents and businesses.

The project corridor was divided up into five precincts to facilitate the application of the protocols listed above in more detail. The precincts are described as follows:

Precinct name Precinct extent Between the Westmead terminus north of and the Parramatta Westmead River crossing west of the Cumberland Hospital site west of Parramatta Park. Between the crossing west of the Cumberland Hospital site, Church Parramatta North Street at Board Street and south to (north of ). East of Parramatta Park and south of Victoria Road and east to Purchase Street/ Noller Parramatta CBD Parade, inclusive of the Robin Thomas Reserve. Between Purchase Street, Parramatta in the west and east to the stabling and Rosehill and Camellia maintenance facility in Rosehill and north to the Parramatta River north of Camellia. The existing heavy rail line north of the Parramatta River in Rydalmere to and including Carlingford Carlingford Railway Station.

Testing the impacts of construction Extensive traffic modelling has been used to test the potential impacts of construction traffic on the road network and to investigate the benefits of candidate mitigation measures. A mesoscopic traffic model of the area was used to investigate the broader network impacts. The

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modelling analysed and compared the 2016 base year traffic conditions with each of the proposed construction phases (enabling works, plus two construction phase scenarios) for the following time periods:

 AM peak: 7 am to 9 am  PM peak: 4 pm to 6 pm.

The traffic modelling data was supplemented with extensive parking surveys, public transport network data and walking and cycling information to enable an assessment of the entire, integrated transport system. Construction activities The overall process for constructing the project would be as follows:

 Detailed field investigations (including geotechnical, heritage, contamination and utilities identification) would be carried out to inform design development, reduce uncertainty in the design process and minimise or mitigate risk to the construction of the project  The early works would focus on the remediation of the proposed Stabling and Maintenance Facility site. Other early works may be identified in the design development  Enabling works would facilitate the early public operation of the project between Carlingford Railway Station and the Parramatta CBD. The enabling works would include:

 Road network modification off-alignment in the Parramatta North and Parramatta CBD precincts  Off-alignment stormwater drainage modifications  Demolition for site compounds  Heritage investigations in the Westmead and Parramatta CBD precincts  Demolition at 13a Grand Avenue, removal of disused Sandown Line rail assets and remediation  Replacement or relocation of health accommodation buildings on the corner of Hainsworth Street and Bridge Street  Relocation of 132 kV cables in the Parramatta CBD precinct along the eastern section of Macquarie Street.

Construction hours and duration Construction would be carried out Monday to Saturday as day time work, with the following exceptions:

 Work on any road would be carried out outside of the AM and PM peak periods and during night work  Intersection work involving full closure would be carried out, indicatively from Saturday 1 am to Monday 3 am.  Possession work on Trains rail corridor would be carried out as required.

Normal construction hours are:

 Monday to Friday (excluding public holidays): 7 am to 6 pm.  Saturday: 8 am to 1 pm.

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The work hours are proposed to be extended until 10 pm on weeknights in the Parramatta CBD precinct to minimise disruption to the existing transport network and reduce the duration of the construction program. Intersection improvements Temporary and permanent works include the reconstruction and modification of existing signalised intersections and introduction of new signalised intersections.

Intersection works would be planned and staged to minimise disruption to the network and require approval from Roads and Maritime Services and from the Transport Management Centre (TMC). The following principles are recommended for any intersection works that are required:

 Partial or full closures would not be carried out during peak periods, limiting work to weekends or nights  Closures would be staged in consultation with Roads and Maritime Services and would aim to minimise the impact on the road network  Coordination of major closures would be programmed during periods of reduced traffic such as during school holidays  All intersection works would require approval from the TMC  The community and stakeholders would be informed of intersection works in advance of closures and appropriate alternative routes would be identified and advertised prior to closures  Pedestrian crossings would be managed appropriately maintaining sufficient crossing opportunities at all stages of the works.

The construction program would consider the lead times required for approvals for works on the signalised intersections. The contractor works would work collaboratively with Roads and Maritime Services in the Traffic Control Signal (TCS) design process to streamline and facilitate timely approvals of proposed changes. The contractor is responsible for the preparation of TCS plans and obtaining approvals. Traffic signal contractors who are accredited Roads and Maritime Services are required to carry out the works.

Construction at key intersections would be considered under weekend occupations from 10 pm on Friday to 5 am on Monday. Long weekend and low traffic volume periods such as from 26 December to 31 December would also be considered for high impact intersection work.

Midblock work Midblock work would be staged to maintain access for local land uses, such as residential, employment, educational and retail.

Traffic lanes next to construction worksites would be managed in accordance with requirements of Roads and Maritime Services. Traffic guidance schemes (TGS) would be prepared detailing appropriate set out locations for safety barriers and delineation in accordance with the Australian Standards and Road and Maritime Services requirements. The TGS would be included as support documentation for the site-specific Traffic Management Plans (TMPs). Construction workers, vehicles and volumes A peak construction workforce of 500 personnel plus management is estimated to be required.

The number of truck movements has been estimated based on the quantities of the total materials estimated to be excavated, removed or imported to each of the precincts. For this

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construction traffic assessment, these traffic movements were included in the Rosehill and Camellia precinct.

The construction process for the project would have implications for bus and traffic operations, property access arrangements, parking, walking and cycling. However, a package of remedial measures is provided in this report to mitigate any adverse construction impacts. Construction of the main route would be preceded by the implementation of a package of ‘enabling works’ that would facilitate the rerouting of transport users that is necessary to free-up the various locations to facilitate construction. Every effort would be made to ensure minimal disruption with the following actions:

 The road layouts and lane markings would be reconfigured, and signalised intersections (including some new ones), would be reprogrammed to serve the new traffic, pedestrian and cyclist demands.  Access to driveways and for deliveries, would be maintained though the routes taken to and from them would change in some instances.  On-street car parking would be removed permanently or relocated to alternative side street locations in the Westmead, Parramatta North, Parramatta CBD and Rosehill and Camellia. A total of 500 spaces in these four precincts would be impacted with 365 displaced spaces and 135 relocated spaces to adjacent streets with a change of use in the kerbside lane.  Bus services would be rerouted to best serve the travellers and avoid congesting the network. In particular, bus routes from the and Pennant Hills Road corridors (Route M54, M60, 549, 600, 601. 603, 604, 606, 609, 625 and 706) and Routes 546 and 552 from Grose Street would continue to operate via Church Street and Victoria Road into Parramatta CBD as much as possible with effective traffic management through the construction zone in Church Street or alternatively if required be diverted to O’Connell Street to Victoria Road after the enabling works to address the intersection constraints at O’Connell Street and Victoria Road.  The bus routes that service The Children’s Hospital at Westmead in Hawkesbury Road would be modified to use a one-way loop via Hainsworth Street, Park Avenue and Caroline Street with sections of Hainsworth Street and Park Avenue converted for one- way traffic. A bus layover area would be provided for the terminating bus services in Hainsworth Street. The other bus routes that use the Darcy Road Hospital T-way station would not be affected, but would be managed through the construction zone in the southern part of Hawkesbury Road.  Route 900 Free shuttle bus would be discontinued as it operates 1.21 kilometres in the construction zone which is 33 per cent of the route length and with five of the 11 bus stops are in the construction zone. Bus services to the bus stops in O’Connell Street south of Grose Street would be provided by the Windsor Road and Pennant Hills Road bus routes would be diverted via Victoria Road to O’Connell Street. This would provide frequent bus services between Parramatta Interchange and O’Connell Street (south of Grose Street).  For the T6 Carlingford Line closure, a rail replacement shuttle bus would be operated between Carlingford and Parramatta with stops at Telopea in Adderton Road, Dundas in Calder Road, Rydalmere off of Victoria Road, and for Rosehill and Camellia in Hassall Street west of . The terminus stops would be in Lloyds Avenue at Carlingford and on the southside of Parramatta Interchange in Valentine Avenue.  Alternative pedestrian and cycle routes would be made available whenever the existing facilities are closed for construction activities.

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Glossary and abbreviations

Abbreviations used within this document are defined as follows.

Term Definition “Advanced Interactive Microscopic Simulator for Urban and Non-Urban Networks”. AIMSUN is a computer-based transport simulation software package developed by AIMSUN Transport Simulation Systems (TSS) Inc., and is used for travel demand and traffic data analysis, planning and traffic simulation. ATC Australian Turf Club BRT Bus Rapid Transit CASB Central Acute Services Building, the new hospital building proposed at Westmead CBD Central Business District Council Council CTTIAR Construction Traffic and Transport Impact Assessment Report (this report) DA Development Application DCP Development Control Plan Degree of Saturation (used in traffic engineering as a measure of how much DoS demand a road is experiencing compared to its total capacity) DPE – Department of Planning and Environment EIS Environmental Impact Statement John J Fruin, who pioneered studies on pedestrian flows and crowding levels. Fruin Fruin defined six levels of crowding for queueing areas, walkways and stairways, and given in terms of Levels of Service (LOS). Greater Parramatta to the Olympic Peninsula as defined by the Greater Sydney GPOP Commission HPAA High Pedestrian Activity Area JTW Journey to Work Intersections to be assessed as part of this Traffic and Transport Assessment that are Key intersections expected to be most impacted by the project and the associated road strategy km/h kilometres per hour LEP Local Environmental Plan LGA Local Government Area Level of Service: A qualitative measure of traffic flow and crowding, with LOS A characterised by free flow and LOS F by forced flow or breakdowns. LOS It is a qualitative measure of flow and crowding, with LOS A as the ‘most pleasant’ and F the ‘least pleasant’ in terms of pedestrian flow and crowding. Refers to a coarser level of detail in transport and traffic simulation modelling Mesoscopic compared with microsimulation (refer below) that analyse transport elements in small modelling groups, but easier to apply, calibrate and validate compared to microsimulation models. Mesoscopic models are typically used for larger study areas. Refers to the ‘microscopic’ level of traffic modelling and simulation, in which individual elements of the traffic stream, such as vehicles and/or pedestrians, is Microsimulation represented and analysed. It provides the greatest detail on individual movements, and are best applied to small areas, as microsimulation of large areas require significant inputs to calibrate and validate the model. NRL National Rugby League Opal Opal is the Transport for NSW public transport ticketing system OTTTAR Parramatta Light Rail Operations Traffic and Transport Technical Assessment Report OWH Overhead wiring

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Term Definition RailCorp Rail Corporation New South Wales (now ) Rapid bus route as defined in Sydney’s Bus Future as a Tier 1 high frequency bus Rapid bus service along a designated arterial road corridor ROL Road Occupancy Licence SCO Sydney Coordination Office SEARs Secretary’s Environmental Assessment Requirements TCS Traffic control signal TGS Traffic Guidance Scheme The project Parramatta Light Rail Stage 1 (Westmead to Carlingford) TIA Transport Impact Assessment TMC Transport Management Centre TPA Transport Performance and Analytics (a division of Transport for NSW) Transitway (rapid bus) as defined in NSW for the North-West T-way and Liverpool- T-way Parramatta T-way as a dedicated bus corridor with bus only roads or bus only lanes VHT Vehicle hours travelled VKT Vehicle kilometres travelled Western Sydney University with campuses at Westmead, Parramatta CBD and WSU Rydalmere

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1. Introduction

1 1.1 Purpose

Stage 1 of the Parramatta Light Rail project (the ‘Project’) extends between Westmead and Carlingford via , Parramatta CBD and Camellia. This Construction Traffic and Transport Impact Assessment Report (CTTIAR) addresses key traffic and transport issues relating to the project’s construction activities, and responds to the Secretary’s Environmental Assessment Requirements (SEARs).

The Operational Traffic and Transport Technical Assessment Report (OTTTAR) sets out an assessment of the anticipated traffic and transport implications of the operation of the project. These key traffic and transport issues included in the SEARs, and indicates where each has been addressed in these reports are given in Table 1.1.

Table 1.1: Key traffic and transport issues in the SEARs and where addressed

Key traffic / Secretary’s Environmental Assessment Requirement Relevant transport report section issue

Construction Stage Traffic and Transport Impacts

The Proponent must assess construction transport and traffic (vehicle, . pedestrian and cyclists) impacts, including, but not necessarily limited to:

 a considered approach to route identification and scheduling of transport movements Contents

 the number, frequency and size of construction related vehicles

(passenger, commercial and heavy vehicles, including spoil of Table management movements) the the Construction  construction worker parking transport and  the nature of existing traffic (types and number of movements) on traffic impacts construction access routes (including consideration of peak traffic times and sensitive road users and parking arrangements) Please refer to to refer Please  access constraints and impacts on existing or planned public and community transport and drop off zones, pedestrians and cyclists

 the need to close, divert or otherwise reconfigure elements of the road and active transport network associated with construction of the project, including impacts on existing precinct operations and access to health precincts for emergency vehicles.

Alternative The Proponent must prepare a framework for alternative public transport public arrangements for the period of time between the cessation of operations on transport the Carlingford heavy rail line and the commencement of light rail services. arrangements

The Proponent must demonstrate how access to and from the Westmead Westmead Hospital precinct would be maintained during construction of the project. Hospital Particular consideration should be given to access and egress arrangements precinct for emergency service vehicles. basis. precinct by precinct a on Addressed

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GTA Consultants (GTA) was commissioned by Transport for NSW to prepare a construction traffic and transport impact assessment to support the Environmental Impact Statement (EIS) and meet the Transport for NSW obligations under the Environmental Planning and Assessment Act 1979. The objectives of this report include:

 Assessing the traffic and transport impacts of the project, including pedestrians, cyclists, public transport and parking, and conditions for the existing corridor and connections along the project corridor.  Developing mitigation and management measures to minimise the impacts identified, providing the overarching principles and procedures for implementing traffic and transport management controls.

This plan provides a framework for procedures and protocols for mitigating and managing impacts on the transport network, including:

 Providing safe and accessible facilities for pedestrians and cyclists during construction for all worksites.  Maintaining public transport services past the worksites (where required), minimising delays on existing bus services through the implementation of appropriate detours and general traffic measures.  Managing general traffic through and around the worksites, with consideration of local and regional traffic.  Implementing appropriate haulage routes for construction traffic.  Minimising the impact of construction on residents and businesses.

1.2 Proposal overview

The project is a NSW Government commitment to support the sustainable urban growth in the Greater Parramatta to the Olympic Peninsula (GPOP) priority growth area and to make the City of Parramatta the focal point for Western Sydney. The project would significantly improve local accessibility and be a catalyst for urban regeneration along the proposed 12-kilometre light rail corridor. It would provide excellent integration with land use and other transport modes around the 16 light rail stops. The project would be a catalyst for urban renewal, focused on the Parramatta North Urban Transformation development area, Parramatta CBD, Camellia and Rydalmere.

1.2.1 Site location

The project comprises a trunk light rail line between Westmead, Parramatta North, Parramatta CBD and Rosehill and also northwards to Carlingford via Camellia, Rydalmere and Telopea. It would integrate with the rail and bus network at Westmead and Parramatta.

The project would also service the Rydalmere campus of Western Sydney University (WSU), with an interchange with the Victoria Road Bus Rapid Transit (BRT) (route M52), and at Carlingford with a future BRT (existing route M54) to Epping.

The study area for the project is shown in Figure 1.1.

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Figure 1.1: The project network and study area

Source: http://www.parramattalightrail.nsw.gov.au/route-map, 17 February 2017.

1.3 Scope

This construction traffic and transport management plan report has been prepared for the EIS process. For the project, this report documents:

 The overview of the construction methodology  Construction management principles  Network performance and construction management  Precinct access and construction management.

1.4 Report structure

The remainder of this report is structured as follows:

 Section 2 summarises the proposed construction methodology, sequencing and estimated construction traffic volumes generated by the project.  Section 3 provides the construction management principles required for managing traffic and transport during the construction phase of the project.  Section 4 analyses the network performance during construction, providing construction management measures required to mitigate the impact identified.  Section 5 presents the construction management and access arrangements for each precinct.  Section 6 outlines the key mitigation measures.

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2. Project description

2 2.1 Overview

The project corridor includes Westmead to Camellia and Carlingford via Parramatta North and Parramatta CBD and would include the following:

 Approximately 12 kilometres of light rail track including:

 Approximately 4.8 kilometres within the road corridor  Remainder within a dedicated light rail alignment utilising the existing Carlingford Line heavy rail corridor

 16 stops with either two side platforms of three metres width each, or centre platforms 4.5 metres wide with an approximate length of 45 metres  Interchanges with the existing bus and heavy rail network at Parramatta Interchange in Parramatta CBD and at Westmead and with buses at Carlingford and Rydalmere  An integrated maintenance and stabling facility with a rail turnback at Camellia with sufficient capacity for expansion.

2.2 Key construction activities

The overall construction activities for the construction of the project are:

 Field investigations  Early works  Enabling works  Site establishment by the main works contractor  Construction of track and systems  Commissioning track and systems.

The following subsections provide more detailed descriptions of the activities that would be carried out in these stages.

2.2.1 Field investigations

Detailed field investigations would be conducted to inform the design development, reduce the uncertainty in the design process and minimise or mitigate risk to the construction of the project.

2.2.2 Early works

The early works would focus on the remediation of the proposed Stabling and Maintenance Facility site. Other early works may be identified in the design development.

An early works contractor would be contracted to remediate the contaminated land at the proposed Stabling and Maintenance facility site.

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2.2.3 Enabling works

The proposed enabling works would facilitate the early public operation of the project between Carlingford Railway Station and the Parramatta CBD. Potential enabling works would include:

 Road network modification off-alignment in the Parramatta North and Parramatta CBD precincts  Off-alignment stormwater drainage modifications  Demolition for site compounds  Heritage investigations in the Westmead and Parramatta CBD precincts  Demolition at 13a Grand Avenue, removal of disused Sandown Line rail assets and remediation  Replacement or relocation of health accommodation buildings on the corner of Hainsworth Street and Bridge Street.  Relocation of 132 kV cables in the Parramatta CBD precinct along the eastern section of Macquarie Street.

The Parramatta North and Parramatta CBD precincts are linked by Church Street and O’Connell Street. Therefore, a coordinated delivery approach to road network modifications is required to minimise impact on the operation of the road network. All off-alignment works would be carried out in these sections prior to significant on-alignment works, to minimise impact on local traffic and facilitate traffic diversions required to reduce the traffic demand on key on-alignment corridors.

Approach to road network modifications The introduction of the project within the existing road corridor causes capacity constraints resulting from the width required to accommodate light rail. The general requirements for the light rail corridor are:

 Minimum corridor width (including centre poles) is 7.4 metres, which has localised widening for horizontal curves and light rail stops  Centre platforms at proposed stop locations require 11.9 metres width  Side platforms at proposed stop locations require 13.8 metres width.

The typical road corridor width within the project area is 12.8 metres for a four-lane road, which leaves a maximum road width of 5.4 metres for general traffic, which is insufficient for a two-lane, two-way road configuration. Therefore, the approach to road network modifications includes three options:

 Widen the existing road space  Divert non-essential traffic from the on-alignment road network, maintaining access for local traffic and service vehicles only  Move the light rail alignment off-road.

Further details are discussed in the precinct assessments in Section 5 of this report.

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2.2.4 Site establishment

Site establishment for the project would include:

 Utilities and drainage advanced works  Construction of site compounds  The permanent closure of the T6 Carlingford Line.

The Westmead, Parramatta North and Parramatta CBD precincts would have site compounds located at the proposed substation sites and bridge construction sites, as well as additional sites for plant, materials and vehicle parking as required. These sites would require demolition of existing buildings.

The property at 6a Grand Avenue has been acquired for the project and would be the site of the proposed stabling and maintenance facility in the Rosehill and Camellia precinct.

The existing rail corridors within the Rosehill and Camellia and Carlingford precincts are in NSW Government ownership and would be transferred to the project following planning approvals and formal agreement with Sydney Trains.

Site compounds would be established along the alignment based on the appropriate logistics as agreed between the project and main contractor. At this stage, up to 20 indicative compounds are proposed. Details of these potential sites are provided in the precinct assessments.

Site compounds would comprise prefabricated buildings about 10 metres by 4.5 metres. These buildings would be delivered by oversized vehicles and installed on the site, connected with services with minor site works, such as fencing, barriers and gates to be installed.

No on-site parking would be provided for the construction workers or project staff.

2.2.5 T6 Carlingford Line

The existing T6 Carlingford Line would be closed to passenger services between Clyde and Carlingford railway stations. Sydney Trains would be responsible for the removal of its assets. The main contractor would then take possession of the corridor and dispose of the remaining assets as required. All existing ballast would be removed from the T6 Carlingford Line and hauled to Camellia for sorting/ cleaning. About 50 per cent of the old ballast is assumed to be reused. New ballast would be delivered to replace the lost 50 per cent with additional ballast required for the track duplication. An estimated 16,000 tonnes (1.6 cubic metres per tonne) of ballast would be removed with 8,000 tonnes returned for reuse with an additional 18,000 tonnes of new imported ballast.

2.2.6 Construction of track and systems

The sequence of on-corridor works would require further development in the next phase of the design. At this stage, substantial on-corridor works would likely not proceed until wider off-corridor road network modifications are completed and the proposed general traffic arrangements are implemented.

The track and systems construction would likely be undertaken in the following sequence: 1. Stabling and Maintenance Facility 2. Rosehill and Camellia precinct 3. Carlingford precinct 4. Parramatta CBD precinct 5. Parramatta North precinct 6. Westmead precinct.

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The proposed sequence of construction of the light rail along roads is generally as follows: 1. Identify presence of underground services and utilities and overhead services where track slab and overhead wiring (OHW) mast structures are required. Relocate, divert or protect services and utilities as required 2. Mill wearing course and recycle or break up and crush milled concrete 3. Excavate to formation level, for the width of the footprint of the track slab, plus 0.5 metres on each side (about nine metres total width) 4. To accommodate temporary safety barriers a work zone of about 12 metres would be required. Therefore, works along narrow streets may need to be carried out in halves (first the up track then the down track) 5. Place blinding concrete layer where setting the rail in slab or place subbase compacted layer then first layer ballast/ sleepers, rail and weld 6. Incorporate drainage, ducts for bonding cables and stray current collection into slab 7. Install loops for traffic signals 8. Build road layers, install stormwater drainage and surface road drainage 9. Install footings (piles, 0.6-metre diameter about four metres depth or strip footings) for OHW masts either to the side or in the centre of the tracks 10. Erect masts, install cantilever arms and string contact wire.

All excavated material would be hauled to Camellia by medium-sized trucks for sorting and washing and distributed as required using truck and dog. About eight cubic metres of spoil per metre of track are estimated to be replaced by about one cubic metre of aggregate in the blinding layer and about seven cubic metres of concrete.

Tracks are delivered in 12-metre lengths and weight about 50 kilograms per metre of track. It is assumed that there would be up to 20 lengths of track per truck load (depending on load limits on proposed routes), which are delivered directly to the laying location without the need to stockpile near the site.

The peak workforce is estimated at about 500 construction personnel plus management.

2.2.7 Commission track and systems

The Carlingford precinct would be used for the initial testing of the light rail vehicle fleet. The Carlingford and Rosehill and Camellia precincts have the lowest safety risk associated with interaction between light rail and general travelling public, providing a suitable site for testing operating systems and procedures for the project. This testing would be completed prior to rolling out the project to the Parramatta CBD precinct, which is comparably more complex with numerous stops within a relatively short length of track and multiple at-grade crossings at signalised intersections.

The sequence of commissioning the track and systems is as follows: 1. Establish the stabling and maintenance facility at the Stabling and Maintenance Facility and complete commission of the light rail vehicles within the stabling and maintenance areas. 2. Commission track and systems infrastructure in the Rosehill and Camellia precinct, with connection to the Carlingford precinct and the full alignment to Carlingford. 3. Progressively extend commissioning into the Parramatta CBD precinct, extending into Parramatta North precinct and into the Westmead precinct, with the Parramatta North and Westmead precincts planned to be available concurrently.

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Light rail vehicles would be delivered in one piece (45 metres long) via the heavy rail network from Wollongong.

2.3 Proposed construction program

Construction of the project would commence in mid-2018 (subject to planning approval). The project would commence operations in 2023. An overview of the proposed construction program is provided in Figure 2.1. The program is based on the current design and construction staging. The final sequencing and staging of the construction activities would be determined by the appointed contractor(s).

Figure 2.1: Overview of the project construction program

2.4 Construction hours and duration Construction would be carried out Monday to Saturday as day time work, with the following exceptions:  Work on any road would be carried out outside of the AM and PM peak periods and during night work.  Intersection work involving full closure would be carried out, indicatively from Saturday 1 am to Monday 3 am.  Possession work on Sydney Trains rail corridor would be carried out as required.

Lane closures and road closures would be subject to Road Occupancy Licences (ROLs) approval by Transport Management Centre (TMC) and/or the City of Parramatta Council. Normal construction hours are:  Monday to Friday (excluding public holidays): 7 am to 6 pm  Saturday: 8 am to 1 pm.

The work hours in the Parramatta CBD precinct are proposed to be extended until 10 pm on weeknights to minimise disruption to the existing transport network and reduce the duration of the construction program.

Subject to the appropriate approvals, construction at key intersections could be considered under weekend occupations from 10 pm on Friday to 5 am on Monday. Low traffic volume periods would be considered for high impact intersection work and would be coordinated with the Sydney Coordination Office (SCO).

For work outside these normal construction periods, approval must be obtained by the Transport for NSW Planning and Environment representative and would be subject to suitable controls being implemented. 2.5 Construction vehicles and volumes The number of truck movements is estimated based on the quantities of the total materials estimated to be excavated, removed or imported to each of the precincts. The estimated heavy vehicle movements for each precinct are provided in Table 2.1. Separate estimates were provided

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for the Stabling and Maintenance Facility. For the construction traffic assessment, these traffic movements were included in the Rosehill and Camellia precinct.

The required peak construction workforce was estimated at 500 personnel plus management. The proposed site compound located on Church Street, between Fennell Street and Harold Street would be used as a light vehicle parking area, offices and amenities for construction personnel. Assuming a vehicle occupancy rate of three people per vehicle for construction personnel, this equates to about 167 vehicles arriving to the site at the start of the shift and 167 vehicles leaving the site at the end of the shift.

Table 2.1: Precinct heavy vehicle movement estimates

Precinct Daily average[1] Peak daily average[2] Peak hour[3] Westmead 27 137 12 Parramatta North 31 269 24 Parramatta CBD 29 77 7 Rosehill and Camellia 20 227 21 Carlingford 39 136 12 Stabling and Maintenance Facility 96 103 9 [1] Average daily vehicle movements represent the total inbound and outbound truck movements (two-way) for the precinct (excluding testing phase). [2] Peak average daily vehicle movements include the total inbound and outbound truck movements (two-way) for the precinct (including asphalt delivery, civil and drainage materials, concrete trucks, flatbeds for steel and rail, rigid tippers, truck and dogs and water carts). [3] Peak hour vehicle movements assume the peak average daily volumes are evenly distributed over weekday construction hours (7 am to 6 pm).

2.6 Construction site access

Site specific Traffic Management Plans (TMPs) would be prepared by qualified road safety auditors and traffic engineers for the contractor to identify site boundaries that are within the EIS precincts and to show the pedestrian, cyclist and general vehicular traffic controls.

Access to worksites and site compounds would consider:

 Safety of public  Safety of construction personnel and equipment  Safe access for emergency vehicles  Security outside of construction work hours.

All access arrangements would have adequate geometry for construction traffic to enter and exit the site in a forward direction with sufficient safe turning areas within the site.

Installation of hoarding, fencing and anti-gawk screens would ensure that safe sight lines to roads and oncoming traffic, signposts and traffic signals are maintained.

Hoarding design is important to worksites and compounds, particularly in high pedestrian areas. In addition to hoarding, fencing, barriers, gates and anti-gawk screens are required to prevent unauthorised access into sites. All site boundary treatments should have appropriate project signage, including safety, communication protocols and contact details. All hoarding would be compliant with Transport for NSW requirements and should:

 Comply with all relevant standards and be installed correctly  Have bright surfaces  Have smooth surfaces, particularly next to footpaths to reduce the risk of snagging  The bases should be free of trip hazards  Have clean surfaces at all times and have graffiti and billposters cleared frequently. through rigorous maintenance and inspection schedule

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 Areas surrounding the worksites and compounds should be well-lit.

2.7 Haulage routes during construction

Haulage routes during construction are determined using the following principles:

 Heavy vehicles generally access the worksites via the shortest route possible to arterial road network  The construction corridor should be used as much as possible for haulage to minimise impact on surrounding road network.

Haulage routes would be refined in consultation with relevant stakeholders and as site-specific TMPs are developed. Any additional haulage routes required during the construction phase need approval from Transport for NSW and the relevant road authority prior to use. All haulage routes and protocols would be communicated in detail to construction personnel during the project induction, specifying travel times during various periods throughout the day.

Layover areas would be selected for storing vehicles arriving at spoil removal sites to manage the arrival and departure rates at worksites. Heavy vehicles would not likely be stored in Parramatta CBD in order to minimise the risk of conflict between construction vehicles and pedestrians in the high pedestrian areas.

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3. Construction management principles

3 3.1 Worksites

Site specific TMPs would be developed identifying the worksite boundaries, site access arrangements, traffic, pedestrian and cyclist controls surrounding the worksite.

3.2 Intersection work

Temporary and permanent works include the reconstruction and modification of existing signalised intersections and introduction of new signalised intersections. All changes to signalised intersections require approval from Roads and Maritime Services through the development of traffic control signal (TCS) plans in accordance with Traffic Signal Design (Roads and Maritime Services) and Specification SI/TCS/8 Installation and Reconstruction of Traffic Light Signals. Approval from TMC is required to determine appropriate times for works.

The construction program should consider the lead times required for approvals for works on signalised intersections. Furthermore, the contractor needs to work in close collaboration with Roads and Maritime Services in the TCS design process to streamline and facilitate timely approvals of proposed changes. The contractor would be responsible for the preparation of TCS plans and obtaining approvals. Traffic signal contractors who are accredited by Roads and Maritime Services are required to undertake the works.

Changes to existing signalised intersection are likely to include:

 Phase modifications  Temporary phasing to facilitate construction staging  Kerb adjustments  Geometry changes  Turn bans  Detector relocations.

Intersection works would be planned and staged to minimise disruption to the network. The following principles are recommended for any intersection works that are required:

 Partial or full closures would not be carried out during peak periods, limiting work to weekends or nights  Closures would be staged in consultation with Roads and Maritime Services and would aim to minimise the impact on the road network  Coordination of major closures would be programmed during periods of reduced traffic such as during school holidays  All intersection works would require approval from TMC  The community and stakeholders would be informed of intersection works in advance of closures and appropriate alternative routes would be identified and advertised prior to closures  Pedestrian crossings would be managed appropriately maintaining safe and sufficient crossing opportunities at all stages of the works.

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3.3 Midblock work

Midblock work would be staged to maintain access for local land uses, such as residential, employment, educational and retail.

Traffic lanes next to construction worksites would be managed in accordance with the Roads and Maritime Services Traffic Control at Worksites Manual (version 4, June 2010) and Roads and Maritime Services G10 Traffic Management. Traffic guidance schemes (TGSs) would be prepared detailing appropriate set out locations for safety barriers and delineation in accordance with AS1742 Manual of Uniform Traffic Control Devices and Roads and Maritime Services Traffic Control at Worksites Manual (version 4, June 2010) and supplements. The TGS would be included as support documentation for the site specific TMPs.

3.4 Interagency and community engagement

It is critical that stakeholders affected by construction activities are well informed at all stages of construction. Interagency and community engagement in the construction planning process assists in the development of appropriate and well considered TMPs, TGSs and ROLs. Inclusion of approval authorities in development of key documents and getting in principle approval prior to formal approval may assist in streamlining the approval process.

Effective interagency and community engagement contributes to:

 Improving and maintaining communication between the wider project program and the project team and all other stakeholders  Planning and reviewing traffic management arrangements for construction activities and approvals  Mitigating overall impact of the project on the surrounding transport network  Coordinating work and schemes in the area  Developing measures that provide the best solutions for construction activities and maintain amenity for all road users and community  Facilitating achieving the project program.

The appropriate stakeholder liaison groups should be established to ensure effective communication and ongoing interaction for the project duration. This would facilitate the management of stakeholder and community expectation during the construction phase and address the requirements of key stakeholders in the preparation of site specific TMPs and approvals processes.

The groups to consider in the interagency engagement process include:

 Transport for NSW  Roads and Maritime Services  Sydney Coordination Office (SCO)  Transport Management Centre (TMC)  City of Parramatta Council  Adjoining Councils as required  NSW Police  NSW Ambulance  State Emergency Services  (Sydney Buses), CDC , Transit Systems and who are the relevant bus operators in the project area.  Contractor.

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The approval authorities for the project include:

 Transport for NSW  Sydney Coordination Office  Transport Management Centre  Relevant road authority.

Other stakeholders for may include, but are not limited to:

 NSW Police  Roads and Maritime Services  State Emergency Service  City of Parramatta Council  Parramatta Park Trust  Sydney Trains  Westmead Hospital and The Children’s Hospital at Westmead  WSU with campuses at Westmead, Parramatta CBD and Rydalmere  Australian Turf Club who are the owner and manager of Rosehill Gardens Racecourse  Infrastructure NSW.

3.5 Road safety audits

Road safety auditing is a formalised procedure, which can be applied to all phases of a road project or to an existing road. The auditor and audit team must be independent of the designer, so that the design is viewed with ‘fresh eyes’. The purpose of the audit is not to rate the design, but rather identify any road safety concerns from the perspective of road users.

The objectives of a road safety audit are to:

 Review the operational site, design and background information and form conclusions about the safety performance and crash potential for the road  Evaluate the operational site in terms of interaction with its surrounds and nearby roads and to visualise potential impediments and conflicts for road users  Identify and report on aspects of the design that may result in unnecessary or unreasonable hazards for all road users.

Road Safety Audits are structured around standard checklists provided in the Austroads Part 6: Road Safety Audit and Roads and Maritime Service’s Guide to Road Safety Audit Practices 2011.

For the project, Road Safety Audits would be undertaken at the following stages:

 Detailed design: This audit stage involves the review of the detailed design drawings, reports and supporting information and an inspection of the site, its approaches and connections. Standard issues such as sight distance, speed zones, safety barriers, alignment, delineation pedestrian facilities and signage (amongst others) are assessed with respect to safety  Temporary work arrangements: The contractor is required to undertake regular inspections of the temporary traffic arrangements. Part of this maintenance and monitoring process involves Road Safety Audits to ensure temporary controls and arrangements are safely installed and are appropriate for maintaining safety for all road users and construction personnel. This Road Safety Audit involves carrying out a site inspection during both day and night time periods  Pre-opening: Prior to the opening of the completed work a Road Safety Audit is carried out during both day and night time periods to ensure that the work has been constructed

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to consider all previous Road Safety Audit findings, addresses site constraints appropriately and provides safe facilities for all road users.

3.6 Approvals

3.6.1 Traffic management plan approvals process

Site specific TMPs are required in accordance with the Roads and Maritime Services’ Traffic Control at Worksites Manual (version 4, June 2010) detailing TGSs, ROLs, temporary TCS plans. The TMPs would be submitted for approval by relevant road authority.

Individual TMPs shall be prepared for each individual construction site in consultation with SCO, Roads and Maritime Services, TMC, City of Parramatta Council and other affected agencies, prior to the commencement of substantial construction on each site. The TMPs would be forwarded to Roads and Maritime Services/ SCO for review and approval. Where City of Parramatta Council is the Roads Authority, approval of the TMP shall be sought from Council, in consultation with Roads and Maritime Services/ SCO.

3.6.2 Road occupancy license approvals process

An ROL must be obtained from the TMC for any activity likely to impact on the operational efficiency of the road network, including the project corridor. The ROL allows the applicant to use a specified road space at approved times, provided certain conditions are met. Proponents must allow a minimum of 10 working days for processing from date of receipt. TGSs are to accompany each ROL application.

The contractor is responsible for ROL applications, including supporting TGSs and speed zone authorisations. It is recommended that Transport for NSW oversees and coordinates all submissions for ROLs with consideration of cumulative construction impact within the construction corridor. The cumulative impact of multiple ROLs operating concurrently needs to be considered and maintaining appropriate travel times on the network during all stages of construction is required. The relevant road authority would assess each application on this basis prior to granting approval.

In situations where the travel time or network are substantially impacted by ROLs communication protocols and strategies would be established in accordance with the project community consultation procedures, to inform road users of extended delays.

The contractor is responsible for ensuring all work is carried out in accordance with the approved ROL safely, in compliance with legislation, regulation, Australian Standards and Roads and Maritime Services’ specifications and procedures. All changes to traffic arrangements would be communicated to construction personnel prior to implementation in the form of a site toolbox talk.

3.6.3 Speed zone authorisation

Changes to existing posted speed limits may be required to facilitate the construction of the project, such as to control traffic through work sites or mitigate the risk associated with the proximity of construction personnel to traffic in accordance with the requirements from the Roads and Maritime Services. Application for proposed modified speed zones (short term, temporary, long term or permanent) would be submitted to the relevant road authority via Transport for NSW. This application is submitted online on the Roads and Maritime Services’ website and is sent to the TMC’s Planned Incident Unit through Transport for NSW. No changes to speed limits would be implemented until authorisation is granted. Applications would be supported by site specific TMPs and TGSs.

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3.6.4 Special events

Traffic management requirements of special events may result in changes to haulage routes and delivery for construction activities. This may result in ROLs requiring modification. The contractor is required to incorporate all known special events into the construction program and detail measures required in the site specific TMPs in consultation with key stakeholders. ROLs are likely to be prohibited or restricted during special events.

All special events approvals would be assessed by Roads and Maritime Services and TMC in consultation with the Department of Premier and Cabinet. Event organisers are required to consider the event’s interaction with the project corridor and construction activities and coordinate traffic management measures accordingly to address cumulative impact of the road network and, in particular, travel times.

All potential extended delays would need to be communicated to the community and stakeholders prior to the proposed event.

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4. Transport network performance and construction management principles

4 4.1 Principles

The construction activities associated with the project require an assessment of the road network performance resulting from the reduced road capacity along the project corridor, in particular in Hawkesbury Road in Westmead, Church Street in North Parramatta and Macquarie Street in Parramatta CBD. Furthermore, the diversion of traffic onto alternative routes and increased heavy vehicle movements would impact the efficiency of the road network in the project area. These findings would be used to inform the development of appropriate traffic control measures. Traffic assessments are identified for each precinct with the appropriate mitigation and management measures in Section 5 of this report.

The general principles for construction traffic management include:

 Implement demand management measures to reduce traffic on key corridors affected by the construction activities for the project, diverting traffic to other appropriate roads.  Minimise impact on active travel modes, maintaining access during all stages of construction.  Minimise impact on local and property access.  Maintain access for emergency vehicles at all times.  Implement safe traffic management measures to offset the impact on the road network.

4.2 Network impact

4.2.1 Modelling methodology

Traffic modelling was completed by the broader project team with the following objectives:

 Identify the project corridor with consideration for reducing impacts on the surrounding road network.  Assess the impact of an indicative traffic management strategy on the surrounding road network.  Assess the impact of the project on the surrounding road network, both mid-block and at intersections.  Identify and test suitable mitigation measures including intersection improvements and other opportunities at key locations along the preferred alignment and at key off-corridor locations.

A calibrated and validated base year traffic model was developed for 2016, providing a platform to assess the overall network performance, travel times on the corridor, travel times of the public transport facilities and other more detailed measures. The Parramatta Light Rail Calibration and Validation report was prepared by Jacobs as part of the project team and provided the traffic volumes for the road network performance analysis.

The following two peak periods have been assessed and based on the traffic surveys:

 AM peak: 7 am to 9 am  PM peak: 4 pm to 6 pm.

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The construction staging modelling framework was adopted as follows:

 Analyse and assess the existing traffic performance of the existing road network near the project corridor and at key intersections along the corridor.  Identify existing road network deficiencies.  Evaluate the impact of the project construction staging, associated road network schemes and identify further improvements if required, by evaluating the traffic performance under traffic staging scenarios.

The modelling tools and techniques adopted for the project construction staging arrangements included:

 Mesoscopic – AIMSUN (completed by others in the project team) to assess the impact of the project on the broader transport network.  Strategic – EMME including Sydney Strategic Transport Model (STM) and Public Transport Project Model (PTPM) (completed by others in the project team) to develop the forecast travel demand increases associated with land use changes and the project.

The core of the construction staging modelling task is the mesoscopic modelling, which provides an appropriate traffic assessment to evaluate the traffic demands in a dynamic environment to provide an analytic tool to evaluate the performance of the proposed road network for various construction stages.

4.2.2 Cumulative impact of surrounding developments

The selection of projects assessed as part of this cumulative impact assessment was based on the following criteria:

 The project location: Developments near the project corridor where there is potential for shared use of roads for construction access.  The project timeframe and planning approval: Projects likely to be built concurrently or sequentially with the project. This included relevant projects currently under construction and/ or projects that have already received planning approval.  The project size: Typically, large-scale developments that would involve one or more of the following criteria:

 Substantial temporary changes to existing traffic conditions, including traffic generation and changes to traffic flows, large truck movements and disruptions to key access routes  Substantial temporary changes to the existing noise environment  Impacts on numerous and/ or significant heritage items  Substantial changes to the existing land use  Substantial changes to the existing urban landscape.

The cumulative assessment was predominantly qualitative based on the current/ publicly available information available for each project.

The contractor would be responsible for ROL applications relating to the project. Transport for NSW would oversee and coordinate all submissions for ROLs with consideration of cumulative construction impact within the construction corridor, including the impact of surrounding developments’ construction activities. The cumulative impact of multiple ROLs operating concurrently needs to be considered and maintaining appropriate travel times on the network during all stages of construction is required.

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The relevant proposed developments which have been assessed as part of the cumulative traffic assessment for the project are described and an indicative timeframe summarised in Table 4.1.

Table 4.1: Assumed surrounding developments and timing for cumulative traffic impact Precinct Project Project details Status and indicative timing impacted Two developments currently in planning WSU residential development on the WSU site, Westmead, Subject to planning approval, the developments including: first project is estimated to be (158-164  Two residential buildings comprising Westmead completed by early 2019 and the Hawkesbury about 556 apartments, 4 levels of second project is estimated to be Road, basement car parking completed beyond 2021. Westmead)  One residential building containing 355 units with basement car parking. Mixed-use A mixed-use development is currently in development the planning stage of development and is Subject to planning approval, the (24-26 Railway Westmead proposed to include an up to 15 storey project is currently estimated to be Parade tower; surrounded by a three storey completed by late 2021. Westmead) podium rising up to four stories. The Westmead Health and Medical Research precinct is currently undergoing a major renewal through the implementation of a number of projects including refurbishment of existing facilities, provision of additional car parking, a new emergency department, and development of other new buildings. Current approved works includes:  Construction of the Westmead Central Acute Services Building consisting of:  A building up to 13 storeys to accommodate acute inpatient The works currently in planning Westmead care services, emergency phase or being delivered are Hospital departments, operating theatres, generally expected to be redevelopment Westmead surgical wards, intensive care completed between 2018 and 2020 (Hawkesbury services, various clinical and (depending on the proposed Road, medical support services and a component of the wider precinct Westmead) University of Sydney Innovation development works). Centre  A forecourt area with two levels of underground car parking, drop- off/ pick-up areas and landscaping  Overhead pedestrian links to other hospital buildings and other ancillary facilities.  Car parks within the precinct  A new four-storey family accommodation building containing 60 self-contained units (Ronald McDonald House).

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Precinct Project Project details Status and indicative timing impacted A rezoning application for the site was approved in November 2015 The Parramatta North urban development is allowing for a mix of residential, proposed to provide a new residential and retail, commercial, recreation and commercial centre north of the Parramatta community uses. Additionally, CBD, within the Former Cumberland Hospital UrbanGrowth NSW has submitted Parramatta site. The project would pass through the the first development application North urban Westmead development site in an east west direction, (as of January 2017) to the City of development and between Bridge Road, Westmead and Parramatta Council for the first (former Parramatta Factory Street, Parramatta North. The stage of early works on the site Cumberland North proposed development includes: including construction of internal Hospital site) roads, landscaping, rehabilitation of  About 3,000 new residential properties the foreshore, subdivision, removal  A village centre of providing a mix of of some vegetation and demolition retail and commercial space of some buildings. Beyond 2017, the  Open space and community facilities. site would be progressively subdivided for release for future development. Residential development The proposed development includes (528 Church consolidation of two existing lots, and Subject to planning approval, the Parramatta Street and 18 construction of a three-storey residential project is currently estimated to be North Factory Street, building comprising 12 units with basement completed by early 2021. Parramatta car parking. North) Infrastructure NSW is proposing to redevelop the existing along O’Connell Street, Parramatta North. The new stadium would provide for a new 30,000 seat stadium, Stage 1 (concept and Stage 1 comprising: demolition) of the project was Western Sydney given development approval in  Demolition of the existing Parramatta Stadium December 2016. It is understood Parramatta Pool and related buildings and (O’Connell that a separate application for the North structures Street, detailed design and subsequent Parramatta)  Construction of a new stadium construction and operation of the including provision for future ancillary Western Sydney Stadium is currently facilities on O’Connell Street being prepared.  About 500 car parking spaces on site, including retention and re-location of existing at grade car-parking for the stadium. Stage 1 of the proposed development is currently at the The stages of development proposed are: planning stage with car park work currently under assessment by the  Stage 1: Construction of a new multi- Parramatta City of Parramatta Council. Leagues Club Parramatta level car park Stages 2 and 3 are currently in the (1 Eels Place, North  Stage 2: Development of a new design phase of development. Parramatta) entertainment and fitness centre Subject to planning approval, it is  Stage 3: Development of a new hotel. anticipated that the proposed works would be finalised in early 2021. A mixed-use development is currently in the planning stage of development. The Mixed use Parramatta development is proposed to include development Subject to planning approval, the North and demolition of the existing structures on the (5 Victoria project is currently estimated to be Parramatta site and construction of a new eight storey Road, completed by mid to-late 2021. CBD mixed use development comprising about Parramatta) 24 residential apartments and retail tenancies, with basement car parking.

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Precinct Project Project details Status and indicative timing impacted Parramatta Square is a three-hectare mixed use redevelopment precinct located in the Parramatta CBD. The precinct is bounded by project alignment along Macquarie Street, in addition to Church Street, Smith Street and Darcy Development approval for the site has been provided and Parramatta Street. construction of the precinct has Square The development has commenced commenced, with the WSU campus (Macquarie, construction works, and, when completed, Parramatta completed. Construction works for Church Smith would comprise six key sections within the CBD the subsequent buildings are and Darcy overall precinct, including: currently ongoing. The overall Streets,  A new WSU campus redevelopment of the precinct is Parramatta)  New office and commercial towers expected to be completed by late  A new residential (estimated at 2021. between 70 and 90 storeys)  A new community and civic area  About 20,000 square metres of open space/urban domain. Westfield is currently investigating the Westfield Mall development of a proposed 20-storey, extension 35,000 square metre commercial tower to Subject to design development (above current Parramatta be located above the current Parramatta and planning approval, the project Parramatta CBD Westfield Shopping Centre. is currently estimated to be Westfield completed by early 2021. Shopping As part of the development, it is also Centre) proposed to add a sixth level of retail floor space to the existing shopping centre. The NSW Department of Education is proposing to construct a new Arthur Phillip High School and new Parramatta Public School campus for up to 2,000 high school and 1,000 primary school students, respectively. The site for the school campuses is located on both sides of Arthur Phillip Macquarie Street, Parramatta, to the east The project was given development High School approval in December 2016 and Parramatta of Smith Street. (Macquarie commenced construction in early CBD Street, The project includes a range of indoor and 2017 with estimated completion by Parramatta) outdoor teaching spaces, sporting and early 2019. recreation spaces, support services and administration spaces as well as potential for community and shared spaces. The campus would include development of a ‘vertical school’ for secondary school students, with a total height of around 17 storeys. The NSW Department of Education is proposing to redevelop the Old Kings School campus along O’Connell Street, Parramatta North, to accommodate a new public primary school. The proposed redevelopment would include: O’Connell The project was given development  Refurbishment of some existing Street Primary buildings within the site to approval in February 2017 and is School Parramatta accommodate new spaces for anticipated to commenced (Macquarie CBD administration, office, library and construction later in 2017 with Street, classroom uses estimated completion by early Parramatta) 2019.  Construction of a new hall and a covered outdoor learning area.  Services upgrades, a bus pick-up and drop-off area off Marist Place, decontamination works, tree removal and new landscaping.

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Precinct Project Project details Status and indicative timing impacted Macquarie Street The development would include the The project was given development residential construction of three separate towers approval and commenced redevelopment Parramatta comprising up to 910 residential construction in 2016. It is estimated (142-154 CBD apartments, 14,000 square metres of that completion of the works would Macquarie commercial space and about 7,000 occur by early 2021. Street, square metres of retail space. Parramatta) Commercial This site is proposed to be redeveloped to building The development has commenced Parramatta provide a 13-storey commercial building (105 Phillip construction with construction CBD with about 20,500 square metres of floor Street, estimated for mid-2018. space. Parramatta) This site is proposed to be redeveloped for Mixed use construction of a 55-storey tower with development about 305 apartments, 252 hotel rooms Subject to planning approval, the building Parramatta and associated function/ conference/ estimated completion is (2-10 Phillip CBD retail areas, including about nine levels of approximately late 2020. Street, basement parking. The development is Parramatta) also proposed to include adaptive reuse of a heritage church within the site. Hassell Street mixed use The project was given development development This site is proposed to be redeveloped for approval and commenced Parramatta ‘Skyrise’ the construction of a 41-storey mixed use construction in 2016. It is estimated CBD (11 Hassall building. that completion of the works would Street, occur by early 2021. Parramatta) This site is proposed to be redeveloped Riviera including the demolition and construction Apartments The development has commenced Parramatta of 11 to 12 storey mixed use development. (2-8 River Road construction with construction CBD This development would also include two West, estimated for late-2021. levels of basement, three ground floors of Parramatta) retail tenancies and about 270 dwellings. This site is located on the northern side of 'Promenade' the Parramatta River. The development is a residential staged development including the The development has commenced development Rosehill and construction of about 770 apartments construction with construction (Broughton and Camellia across 12 new residential buildings. The estimated for mid-2018. Morton Streets, development is also proposed to include Parramatta) about 1000 car spaces across the site. 'The Galleria' This site is proposed to be redeveloped (23-29 Hassall including the demolition of existing The development has commenced Street and 113- Rosehill and structures and construction of a 20-storey construction with construction 117A Wigram Camellia mixed use development containing about estimated for mid-2019. Street, Harris 140 apartments and seven commercial Park) units including over basement car parking. A planning design competition is Rezoning/ currently underway for the redevelopment This site is currently being investigated for proposed redevelopment of this Rosehill and - mixed use rezoning to allow for redevelopment as a site. Subject to completion of a Camellia (181 James mixed-use site. design and subsequent planning Ruse Drive) approval, the estimated completion is at least late 2021. Veolia is proposing to construct a materials Resource recycling facility and associated Recovery infrastructure within the Camellia industrial Facility Rosehill and area. The site is located to the south of the The project was given development (Grand Camellia Parramatta River at the eastern end of approval in July 2016. Avenue, Grand Avenue (approximately 900 metres Camellia) east of the proposed stabling and maintenance facility at Camellia).

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Precinct Project Project details Status and indicative timing impacted Mixed use This site is currently being redeveloped for development a mixed-use development including about The development has commenced (7-13 Jenkins Carlingford 408 residential units and associated retail construction with construction Road and 2-14 commercial floor space by estimated for late-2021. Thallon Street, Council. Carlingford) Mixed use and residential The planning proposal seeks is development This site is proposed to be redeveloped to currently at a gateway (241-245 Carlingford facilitate a mixed use residential and determination stage. Subject to Pennant Hills commercial land uses. planning approval, the works are Road, likely to be completed post-2021. Carlingford) Residential This site is proposed to be redeveloped to The development has commenced development include demolition of existing structures construction with completion of (17-19 Jenkins Carlingford and construction of an eight-storey construction estimated for late- Road, residential building with about 72 dwellings 2021. Carlingford) with basement parking.

4.2.3 Modelling approach and scenarios

A mesoscopic traffic model of the GPOP precinct was developed by Jacobs on behalf of Transport for NSW to assess the project, with the following objectives:

 Assess the impact of the associated traffic strategy on the surrounding road network.  Assess the impact of the project on the surrounding road network, both mid-block and at intersections.  Identify and test suitable mitigation measures including intersection improvements and other opportunities at key locations along the project corridor and at key off-corridor locations.

The mesoscopic model was also used to test the proposed construction staging arrangement.

The following two peak periods have been assessed based on the traffic surveys:

 AM peak: 7 am to 9 am  PM peak: 4 pm to 6 pm.

The modelling framework adopted for the project construction traffic impact assessment is as follows:

 Analyse and assess the existing traffic performance of the existing road network near the project corridor and at key intersections along the corridor.  Identify existing and future road network deficiencies.  Evaluate the impact of the project construction staging and identify further improvements if required, by evaluating the traffic performance under construction staging scenarios.

The modelling tools and techniques adopted for the project include:

 Strategic – EMME including Sydney Strategic Transport Model (STM) and Public Transport Project Model (PTPM) (completed by others in the project team) to develop the future year travel demand increases associated with land use changes and the mode shift impacts of the project.  Mesoscopic – AIMSUN (completed by others in the project team) to assess the impact of the project on the broader transport network.

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 Analytical – SIDRA Intersection (completed by GTA) to assess key intersections in isolation and identify the preferred intersection arrangements for the purpose of the OTTTAR.

The core of the traffic modelling task is the mesoscopic modelling. The base 2016 mesoscopic model has undergone calibration and validation in the following areas:

 Calibration against observed traffic flows based on survey count data  Travel time validation  Consideration of model boundary effects on travel times and vehicle queuing.

The base 2016 model is satisfactorily calibrated against observed traffic flows and a comparison of the modelled and observed travels times indicates that the model is reasonably representative of the existing network conditions. Therefore, the model is considered fit for purpose of modelling existing conditions and for testing of the construction staging scenarios. The results of the calibration and validation of the mesoscopic model are provided in the Parramatta to Olympic Peninsula Traffic Modelling Services, Calibration and Validation Report (Jacobs, 2017).

4.2.4 Construction modelling scenarios

Three network scenarios were modelled using the AIMSUN base 2016 model to assess the proposed construction staging arrangements, namely:

 Off-corridor enabling works only  Indicative Phase 1 of the proposed construction staging  Indicative Phase 2 of the proposed construction staging.

The assumptions and inclusions for each of these scenarios are provided in the following subsections.

Off-corridor enabling works only This would include critical pre-works outside the project corridor, such as street and intersection changes, to accommodate the traffic management requirements during the main construction works. Phase 1 construction staging Phase 1 of the proposed construction staging arrangement includes all the off-alignment enabling works with the addition of the following works:

 Local access only along the project corridor south of the Parramatta River. For this assessment, this was modelled as a full closure with cross movements permitted, which would represent a potential worst-case scenario.  Construction traffic movements associated with the proposed worksites south of Parramatta River and the spoil treatment site.  Buses currently travelling along Church Street south of Victoria Road would be redirected to Smith Street and Wilde Avenue.

The construction of each project precinct has been staged in distinct staging packages that have been considered in this overarching construction phase for the project. The staging package for each precinct is detailed in Section 5 of this report.

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Phase 2 construction staging Phase 2 of the proposed construction staging arrangement includes all the off-alignment enabling works with the addition of the following works:

 Local access only along the project corridor north of the Parramatta River. For this assessment, a full closure with cross movements permitted was assumed because this would represent a potential worst-case scenario  The completed project along the south of the Parramatta River. For this assessment, the traffic signals were rationalised to remove the proposed light rail phases  Construction traffic movements associated with the proposed worksites north of the Parramatta River and spoil treatment site  Buses currently travelling along Church Street would be operate via two options:

 Along Church Street as existing with active traffic management through the construction zone  Along O’Connell Street between Board Street/ Barney Street and Victoria Road to completely avoid the construction zone in Church Street for the Windsor Road bus routes. For the Pennant Hills Road bus routes, they would operate via Albert Street to O’Connell Street and then to Victoria Road.

The construction of each project precinct has been staged in distinct staging packages that have been considered in this overarching construction phase for the project. The staging package for each precinct is detailed in Section 5 of this report.

4.2.5 Construction modelling assumptions

For traffic modelling purposes, the following assumptions were made to estimate and distribute the construction traffic generated by the project:

 Construction vehicle numbers are based on estimated excavation and fill quantities determined and provided by the project team  The duration and peak construction period as provided by the project team  The construction days are Monday to Saturday with construction hours from 7 am to 6 pm on weekdays and from 8 am to 1 pm on Saturdays  Peak hour construction traffic estimates assume that daily peak construction vehicles have a factor of two applied to the estimated volumes to provide a conservative assessment  Construction traffic was distributed across potential haulage routes based on the location of proposed site compounds, the spoil treatment site and likely disposal sites  The number of construction personnel for the peak construction period is estimated to be 500 personnel. Based on previous studies, a car occupancy rate of three people per vehicle was assumed to allow for public transport use and generally higher car occupancy associated with construction personnel. 30 per cent of construction personnel would arrive/ depart outside of general peak periods with the remaining 70 per cent arriving/ departing the site during general peak periods.

4.2.6 Network performance

The network performance measures extracted from the AIMSUN traffic modelling results for the proposed construction scenarios against the base case in the AM and PM peaks are given in Table 4.2 and Table 4.3 respectively. The network performance statistics for the individual precincts are provided in Section 5.

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Table 4.2: AM peak network performance for the construction scenarios Base (existing Enabling works Measure Phase 1 Phase 2 2016) only Vehicle hours travelled 46,201 45,610 46,431 46,185 (VHT) (hours) Vehicle kilometres travelled 1,673,085 1,674,753 1,673,053 1,678,878 (VKT) (kilometres) Average speed (km/h) 36.21 36.72 36.03 36.35

Average delay (hours)* 25,022 23,991 24,626 24,372

Total vehicles in network 366,538 366,910 366,714 367,109

The results of the network performance measures for the whole modelled AIMSUN network show in the AM peak period (four hours):

 An increase in number of vehicles (flow) and corresponding total vehicle kilometres travelled (VKT) from the base case to the enabling works and Phase 2 construction staging scenarios. This is likely to be a result of the additional capacity provided by the enabling works without the full impact of the construction staging arrangements realised.  Slight increase in total vehicle hours travelled (VHT) from the base case to Phase 1 construction staging, which indicates some increase in delay within the network.  The total number of vehicles in the network are comparable for the base case, enabling works, Phase 1 and Phase 2 construction staging scenarios.

Table 4.3: PM peak network performance for the construction scenarios Base (existing Enabling works Measure Phase 1 Phase 2 2016) only

VHT (hours) 53,189 53,629 55,758 54,940

VKT (kilometres) 1,850,288 1,846,263 1,855,234 1,866,602

Average speed (km/h) 34.79 34.43 33.27 33.98

Average delay (hours)* 29,790 30,540 32,662 31,017

Total vehicles in network 420,318 419,632 420,650 421,095

The results of the network performance measures for the whole modelled AIMSUN network show in the PM peak period (four hours):

 An increasing number of vehicles (flow) and corresponding total VKT from the base case to the enabling works, Phase 1 and Phase 2 construction staging scenarios. This is likely to be a result of the additional capacity provided by the enabling works.  An increase in total VHT from the base case to Phase 1 and Phase 2 construction staging, which indicates some increase in delay within the network.  The total number of vehicles in the network are comparable for the base case, enabling works, Phase 1 and Phase 2 construction staging scenarios.

4.2.7 Travel time analysis

A summary of the travel times and average speed (and the percentage difference from the base case 2016) along key corridors within the network in the AM and PM peak periods is given in Table 4.4 and Table 4.5 respectively. The key corridors were selected based on the project corridor, which would likely have the most impact during construction and the proposed alternative bus routes during construction in the Parramatta North precinct, as detailed in Section Error! Reference source not found. of this report.

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The AIMSUN modelling for the AM peak period travel times and average travel speeds indicate the following key results:

 Church Street would have substantially reduced capacity resulting in northbound delays for the three construction scenarios. Northbound traffic in the AM peak period would not have as much traffic diverted to alternative routes compared with southbound traffic. The delays on Church Street would be caused by the intersection of Church and Barney Street, where the right turn towards O’Connell Street reduces the northbound through time substantially on Church Street. This would not affect the southbound traffic, since the southbound phase would be able to operate with the southbound right turn phase.  Church Street southbound would have a substantial amount of traffic diverted to O’Connell Street with additional capacity resulting from the enabling works, which offsets the reduced capacity along Church Street for trips from Windsor Road. South of Barney Street, some traffic would prefer to travel along Church Street from Pennant Hills and Victoria Road.  O’Connell Street in the proposed Phase 2 construction staging would have additional traffic resulting from the southbound diversion from Church Street, with slightly reduced travel speed and increased delays compared with the base case. The majority of this traffic would originate from north of North Rocks Road.  The Wilde Avenue and Smith Street corridor generally would have increased delays and travel times resulting from the proposed construction staging scenarios. This is likely a result of additional traffic using this corridor to access the Parramatta CBD.  Hawkesbury Road would have reduced capacity during construction with substantial redirection of traffic to Hainsworth Street, Queens Road and Park Avenue, which show increased flows and delays to offset the relatively low impact on Hawkesbury Road during the proposed construction staging. The hourly traffic flows on the local streets resulting from the diversions would be likely to exceed environmental limits.  Darcy Street westbound towards the project corridor would be impacted by the reduced capacity on Hawkesbury Road.  Victoria Road eastbound would be impacted by the reduced capacity in the Parramatta CBD during Phase 1 works, with increased capacity from the enabling works improving inbound traffic capacity in the westbound direction for the proposed Phase 1 construction staging works. The Phase 2 construction staging results in reduced capacity, which appears to have a flow-on impact for westbound traffic on Victoria Road. Eastbound on Victoria Road is faster due to simplification of the phasing at the intersection of Victoria Road/ Church Street, while the westbound is slower due to increased volumes turning right from Victoria Road into O’Connell Street (previously able to turn right into Church Street).  MacArthur Street would be impacted in the proposed Phases 1 and 2 construction staging arrangements as a result of diverted traffic caused by reduced capacity along the alignment works.

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The AIMSUN traffic modelling for the PM peak period travel times and average travel speeds indicate the following key results:

 Church Street would have substantially reduced capacity resulting in northbound delays for the three construction scenarios.  Church Street southbound would have a substantial amount of traffic diverted to O’Connell Street with additional capacity resulting from the enabling works, which offsets the reduced capacity along Church Street in Phases 1 and 2 of the proposed construction staging.  O’Connell Street would have additional traffic resulting from the proposed traffic diversion from Church Street, with reduced travel speed and increased delays for northbound traffic in Phase 2 of the construction staging and for southbound traffic in all construction staging scenarios compared with the base case.  The Wilde Avenue and Smith Street corridor generally would have increased delays and travel times for northbound traffic resulting from the proposed enabling works and Phase 1 construction staging scenarios and for southbound traffic resulting from the proposed Phase 1 and 2 construction staging scenarios. This is likely a result of additional traffic using this corridor exiting the Parramatta CBD.  Hawkesbury Road would have reduced capacity during construction with substantial redirection of traffic to Hainsworth Street, Queens Road and Park Avenue, which show increased traffic flows and delays to offset the relatively low impact on Hawkesbury Road during the proposed construction staging.  Darcy Street both eastbound and westbound would be impacted by the reduced capacity on Hawkesbury Road.  Victoria Road eastbound would be impacted by the reduced capacity in the Parramatta CBD during Phase 1 works. The Phase 2 construction staging results in reduced capacity, which appears to have a flow-on impact for westbound traffic on Victoria Road. The increased capacity in the enabling works improving traffic capacity in the eastbound and westbound directions.  MacArthur Street would be impacted in the southbound direction for the proposed construction staging scenarios and in the northbound direction for Phase 2 of the proposed construction staging arrangement because of the diverted traffic caused by the reduced capacity along the alignment works.

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Table 4.4: Travel times and average speeds in the AM peak

2016 construction scenario (AM peak period)

Enabling works only Phase 1 Phase 2 Base (Existing 2016)

Travel Average Travel Average Travel Average Travel Average Road section time speed time speed time speed time speed Direction (seconds) (km/h) (seconds) (km/h) (seconds) (km/h) (seconds) (km/h)

Church Street between North Rocks Road Northbound 162 (+11%) 27 (-7%) 154 (+5%) 28 (-3%) 159 (+9%) 27 (-7%) 146 29 and Albert Street Southbound 134 (-5%) 31 (+3%) 138 (-2%) 31 (+3%) 108 (-23%) 39 (+30%) 141 30

O’Connell Street between Barney Street and Northbound 182 (-4%) 37 (+3%) 190 (0%) 36 (0%) 194 (+2%) 35 (-3%) 190 36 Macquarie Street Southbound 240 (+3%) 29 (0%) 238 (+2%) 29 (0%) 243 (+4%) 28 (-3%) 234 29

Wilde Avenue/Smith Street between Victoria Northbound 209 (+1%) 18 (0%) 201 (-3%) 19 (+6%) 194 (-6%) 20 (+11%) 207 18 Road and Hassall Street Southbound 248 (+5%) 15 (-6%) 277 (+17%) 14 (-13%) 279 (+18%) 14 (-13%) 237 16

Hawkesbury Road between Great Western Northbound 221 (0%) 24 (0%) 214 (-4%) 25 (+4%) 219 (-1%) 25 (+4%) 222 24 Highway and Queens Road Southbound 225 (-3%) 24 (+4%) 226 (-2%) 24 (+4%) 243 (+5%) 22 (-4%) 231 23

Darcy Road between Cumberland Highway Eastbound 241 (-8%) 26 (+8%) 241 (-8%) 26 (+8%) 256 (-2%) 25 (+4%) 262 24 and Hawkesbury Road Westbound 206 (+1%) 30 (0%) 195 (-4%) 32 (+7%) 194 (-5%) 32 (+7%) 204 30

Victoria Road between O’Connell Street and Eastbound 251 (-3%) 26 (+4%) 262 (+1%) 25 (0%) 208 (-20%) 31 (+24%) 260 25 James Ruse Drive Westbound 299 (0%) 23 (0%) 300 (0%) 23 (0%) 287 (-4%) 24 (+4%) 299 23

MacArthur Street between Isabella Street Northbound 233 (+3%) 27 (-4%) 191 (-16%) 33 (+18%) 230 (+1%) 27 (-4%) 227 28 and Parkes Street Southbound 257 (-2%) 25 (+4%) 294 (+12%) 21 (-13%) 268 (+2%) 23 (-4%) 262 24

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Table 4.5: Travel times and average speeds in the PM peak

2016 construction scenario (PM peak period)

Enabling works only Phase 1 Phase 2 Base (Existing 2016)

Travel Average Travel Average Travel Average Travel Average Road section time speed time speed time speed time speed Direction (seconds) (km/h) (seconds) (km/h) (seconds) (km/h) (seconds) (km/h)

Church Street between North Rocks Road Northbound 328 (+53%) 13 (-35%) 206 (-4%) 21 (+5%) 298 (+39%) 14 (-30%) 214 20 and Albert Street Southbound 152 (+1%) 28 (0%) 137 (-9%) 31 (+11%) 112 (-25%) 38 (+36%) 150 28

O’Connell Street between Barney Street and Northbound 179 (+7%) 38 (-7%) 247 (+47%) 28 (-32%) 182 (+8%) 37 (-10%) 168 41 Macquarie Street Southbound 288 (+18%) 24 (-14%) 401 (+64%) 17 (-39%) 314 (+29%) 22 (-21%) 244 28

Wilde Avenue/Smith Street between Victoria Northbound 211 (+1%) 18 (0%) 228 (+9%) 17 (-6%) 197 (-6%) 19 (+6%) 209 18 Road and Hassall Street Southbound 267 (+2%) 14 (-7%) 392 (+50%) 10 (-33%) 272 (+4%) 14 (-7%) 262 15

Hawkesbury Road between Great Western Northbound 219 (-11%) 25 (+14%) 205 (-17%) 26 (+18%) 230 (-7%) 23 (+5%) 246 22 Highway and Queens Road Southbound 252 (-3%) 21 (0%) 264 (+1%) 20 (-5%) 269 (+3%) 20 (-5%) 261 21

Darcy Road between Cumberland Highway Eastbound 240 (+12%) 26 (-13%) 235 (+10%) 27 (-10%) 225 (+5%) 28 (-7%) 214 30 and Hawkesbury Road Westbound 235 (-2%) 26 (0%) 230 (-5%) 27 (+4%) 239 (-1%) 26 (0%) 241 26

Victoria Road between O’Connell Street and Eastbound 273 (-8%) 24 (+9%) 288 (-3%) 23 (+5%) 219 (-26%) 30 (+36%) 297 22 James Ruse Drive Westbound 299 (+3%) 23 (-4%) 324 (+12%) 21 (-13%) 412 (+43%) 17 (-29%) 289 24

MacArthur Street between Isabella Street Northbound 256 (+10%) 25 (-7%) 222 (-5%) 28 (+4%) 220 (-6%) 29 (+7%) 233 27 and Parkes Street Southbound 328 (+16%) 19 (-14%) 444 (+57%) 14 (-36%) 305 (+8%) 21 (-5%) 282 22

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4.3 Intersection operations

The operation of road intersections along the project corridor would vary during the construction stage and is given for each intersection with the intersection performance for the AM and PM peak periods in Table 4.6 and Table 4.7 respectively. The analyses were undertaken for:

 The base case (existing conditions in 2016)  During the construction of the enabling works  During Phase 1 and Phase 2 of the construction process.

The traffic performance results were based on the analysis undertaken with the AIMSUN traffic modelling software that forecasts the level of service for each intersection under each of the modelled scenarios described above. The AIMSUN software analyses the cumulative road network operation, with consideration of intersections operating in a network. The results of the AIMSUN model are best used for comparative purposes to show how intersection operations may change under different traffic scenarios rather than for absolute operational results. The results presented in the Parramatta Light Rail Traffic and Transport Existing Conditions Report (GTA, August 2017) represent isolated intersection analyses undertaken using SIDRA Intersection software, which do not consider cumulative network impacts. Therefore, the existing intersection results in this report may differ from the Parramatta Light Rail Traffic and Transport Existing Conditions Report (GTA, August 2017).

It is to be noted that intersections that are proposed to have traffic signals for light rail operations would be upgraded to traffic signals during the Enabling Works phase.

The results of the analyses show that most of the intersections listed would continue to operate through the construction period at a level of service that’s comparable to that which is occurring now. Indeed, because some traffic would take entirely different routes, a number of intersections along Macquarie and Church Streets would operate at an improved level of service in both the morning and afternoon peak periods compared to current operations. The exceptions are:

 The Macquarie Street/ Harris Streets signalised intersection, where there is a marginal decline in the AM peak period, but the operation would still be considered good  The intersection of Church Street/ Factory Street where the service level during the morning peak would decline from Level of Service B to C, but this is still considered reasonable  The intersections of Macquarie Street/ O’Connell Street, George Street/ Charles Street and Church Street/ Phillip Street deteriorate marginally from Level of Service B to C in the PM peak period, but are still expected to perform to an acceptable standard.

The analysis undertaken in AIMSUN is not directly comparable to other analysis software including SIDRA.

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Table 4.6: AM peak intersection assessments based on the AIMSUN traffic modelling

Base Enabling works only Phase 1 - Construction Phase 2 - Construction Average Average Average Average Intersection Level of Level of Level of Level of Control Delay Control Delay Control Delay Control Delay Service Service Service Service (seconds) (seconds) (seconds) (seconds) Board Street / Church Street Unsignalised <10 A Signalised <10 A Signalised <10 A Signalised <10 A Barney Street / Church Street Signalised 24 B Signalised 24 B Signalised 27 B Signalised 26 B Barney Street / O'Connell Street Unsignalised <10 A Signalised <10 A Signalised <10 A Signalised <10 A Dunlop Street / O'Connell Street Unsignalised <10 A Signalised <10 A Signalised <10 A Signalised <10 A Factory Street / O'Connell Street Unsignalised <10 A Unsignalised <10 A Unsignalised <10 A Unsignalised <10 A Albert Street / O'Connell Street Signalised 19 B Signalised 20 B Signalised 18 B Signalised 21 B Fennell Street / O'Connell Street Unsignalised <10 A Signalised 12 A Signalised 12 A Signalised 11 A Grose Street / O'Connell Street Signalised 20 B Signalised 20 B Signalised 19 B Signalised 22 B Victoria Road / O'Connell Street Signalised 21 B Signalised 20 B Signalised 21 B Signalised 23 B George Street / O'Connell Street Signalised 27 B Signalised 17 B Signalised 18 B Signalised 17 B Macquarie Street / O'Connell Street Signalised 15 B Signalised 16 B Signalised 17 B Signalised 17 B George Street / Marsden Street Signalised 21 B Signalised 20 B Signalised 23 B Signalised 23 B George Street / Church Street Signalised 20 B Signalised 13 A Signalised 11 A Signalised <10 A George Street / Smith Street Signalised 40 C Signalised 36 C Signalised 41 C Signalised 40 C George Street / Charles Street Signalised 18 B Signalised 23 B Signalised 22 B Signalised 21 B George Street / Harris Street Signalised 26 B Signalised 23 B Signalised 23 B Signalised 22 B Grand Ave N / Grand Ave Unsignalised <10 A Unsignalised <10 A Unsignalised <10 A Unsignalised <10 A James Ruse Dr / Grand Ave N / Tramway Av Unsignalised <10 A Unsignalised <10 A Unsignalised <10 A Unsignalised <10 A George St / Alfred St Unsignalised <10 A Unsignalised <10 A Unsignalised <10 A Unsignalised 26 B George St / Noller Pde Unsignalised <10 A Unsignalised <10 A Unsignalised <10 A Unsignalised <10 A Macquarie St / Harris St Signalised 12 A Signalised 10 A Signalised 11 A Signalised 15 B Macquarie St / Charles St Signalised 14 A Signalised 16 B Signalised 12 A Signalised <10 A Macquarie St / Smith St Signalised 50 D Signalised 34 C Signalised 38 C Signalised 12 A Macquarie St / Church St Unsignalised 20 B Unsignalised <10 A Unsignalised <10 A Signalised <10 A Church St / Phillip St Signalised 25 B Signalised 29 C Signalised 11 A Signalised <10 A Church St / Victoria Rd Signalised 38 C Signalised 39 C Signalised 39 C Signalised 14 A Church St / Grose St Signalised 23 B Signalised 24 B Signalised 24 B Signalised <10 A Church St / Pennant Hills Rd / Albert St Signalised 32 C Signalised 35 C Signalised 35 C Signalised <10 A Church St / Factory St Signalised 24 B Signalised 22 B Signalised 25 B Signalised 30 C Eastern Cct / Entrance Rd Unsignalised <10 A Unsignalised <10 A Unsignalised <10 A Unsignalised <10 A Bridge Rd / Eastern Cct / Warrina Av Unsignalised 24 B Unsignalised 25 B Unsignalised 23 B Unsignalised 24 B Hainsworth St / Bridge Rd Unsignalised 16 B Unsignalised 16 B Unsignalised 16 B Unsignalised 15 B Hawkesbury Rd / Caroline St Unsignalised <10 A Unsignalised <10 A Unsignalised <10 A Unsignalised <10 A Hawkesbury Rd / Darcy Rd Signalised 37 C Signalised 36 C Signalised 37 C Signalised 42 C Legend Level of Service is worse during the construction stage Source: Jacobs, 2017. Level of Service is better during the constructiion stage

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Table 4.7: PM peak intersection assessments based on the AIMSUN traffic modelling

Base Enabling works only Phase 1 - Construction Phase 2 - Construction Average Average Average Average Intersection Level of Level of Level of Level of Control Delay Control Delay Control Delay Control Delay Service Service Service Service (seconds) (seconds) (seconds) (seconds) Board Street / Church Street Unsignalised 14 A Signalised 15 A Signalised 15 A Signalised 15 A Barney Street / Church Street Signalised 37 C Signalised 38 C Signalised 38 C Signalised 38 C Barney Street / O'Connell Street Unsignalised <10 A Signalised <10 A Signalised <10 A Signalised <10 A Dunlop Street / O'Connell Street Unsignalised <10 A Signalised <10 A Signalised <10 A Signalised <10 A Factory Street / O'Connell Street Unsignalised <10 A Unsignalised <10 A Unsignalised <10 A Unsignalised <10 A Albert Street / O'Connell Street Signalised 15 A Signalised 13 A Signalised 13 A Signalised 13 A Fennell Street / O'Connell Street Unsignalised <10 A Signalised 12 A Signalised 12 A Signalised 12 A Grose Street / O'Connell Street Signalised 19 B Signalised 19 B Signalised 19 B Signalised 19 B Victoria Road / O'Connell Street Signalised 23 B Signalised 22 B Signalised 22 B Signalised 22 B George Street / O'Connell Street Signalised 20 B Signalised 14 A Signalised 14 A Signalised 14 A Macquarie Street / O'Connell Street Signalised 21 B Signalised 36 C Signalised 36 C Signalised 36 C George Street / Marsden Street Signalised 27 B Signalised 22 B Signalised 22 B Signalised 22 B George Street / Church Street Signalised 22 B Signalised <10 A Signalised <10 A Signalised <10 A George Street / Smith Street Signalised 47 D Signalised 41 C Signalised 41 C Signalised 41 C George Street / Charles Street Signalised 17 B Signalised 29 C Signalised 29 C Signalised 29 C George Street / Harris Street Signalised 56 D Signalised 30 C Signalised 30 C Signalised 30 C Grand Ave N / Grand Ave Unsignalised <10 A Unsignalised <10 A Unsignalised <10 A Unsignalised <10 A James Ruse Dr / Grand Ave N / Tramway Av Unsignalised <10 A Unsignalised <10 A Unsignalised <10 A Unsignalised <10 A George St / Alfred St Unsignalised <10 A Unsignalised <10 A Unsignalised <10 A Unsignalised <10 A George St / Noller Pde Unsignalised <10 A Unsignalised <10 A Unsignalised <10 A Unsignalised <10 A Macquarie St / Harris St Signalised 11 A Signalised <10 A Signalised <10 A Signalised <10 A Macquarie St / Charles St Signalised 14 A Signalised 15 B Signalised 15 B Signalised 15 B Macquarie St / Smith St Signalised 39 C Signalised 35 C Signalised 35 C Signalised 35 C Macquarie St / Church St Unsignalised 29 B Unsignalised <10 A Unsignalised <10 A Unsignalised <10 A Church St / Phillip St Signalised 24 B Signalised 30 C Signalised 30 C Signalised 30 C Church St / Victoria Rd Signalised 44 D Signalised 40 C Signalised 40 C Signalised 40 C Church St / Grose St Signalised 25 B Signalised 23 B Signalised 23 B Signalised 23 B Church St / Pennant Hills Rd / Albert St Signalised 35 C Signalised 38 C Signalised 38 C Signalised 38 C Church St / Factory St Signalised 18 B Signalised 18 B Signalised 18 B Signalised 18 B Eastern Cct / Entrance Rd Unsignalised <10 A Unsignalised <10 A Unsignalised <10 A Unsignalised <10 A Bridge Rd / Eastern Cct / Warrina Av Unsignalised 14 A Unsignalised <10 A Unsignalised <10 A Unsignalised <10 A Hainsworth St / Bridge Rd Unsignalised 20 B Unsignalised 20 B Unsignalised 20 B Unsignalised 20 B Hawkesbury Rd / Caroline St Unsignalised <10 A Unsignalised <10 A Unsignalised <10 A Unsignalised <10 A Hawkesbury Rd / Darcy Rd Signalised 32 C Signalised 32 C Signalised 32 C Signalised 32 C Legend Level of Service is worse during the construction stage Source: Jacobs, 2017. Level of Service is better during the constructiion stage

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4.4 Indicative planned traffic management measures

A detailed Network Management Plan would be developed with the objective to maintain travel times and congestion levels at an acceptable level for all stages of construction. Transport for NSW would be responsible for developing and maintaining the Network Management Plan in consultation with relevant agencies.

The Network Management Plan is a live document that is updated as the contractor develops a more thorough understanding of the road network, local traffic behaviour, construction staging, lessons learnt as construction progresses, and identification of which measures work most effectively. The plan would comprise:

 Demand management strategy  Network optimisation strategy  Incident management strategy.

4.4.1 Demand management strategy

The reduction in existing road capacity and increase in heavy vehicles associated with construction of the project in the Parramatta CBD is likely to increase current congestion without implementation of appropriate mitigation measures. Traffic demand management is applied to reduce the risk of increased congestion and impact on public transport reliability and travel times on the road network. Demand management strategies may include:

 Promoting and implementing alternative routes prior to construction commencing, reducing the amount of traffic using key corridors impacted by construction during peak periods (for example, shifting traffic from Church Street into O’Connell Street)  Localised demand management during specific stages of construction.

The traffic redistribution as a direct result of the works during the construction of the project would result in increased delays and travel times along key corridors of the network as detailed in Section 4.2.7. The project would seek to mitigate the impact of the redistributed traffic by making improvements along those alternate/ bypass routes to accommodate the redistributed traffic. Possible changes required to increase network capacity on those routes would be:

 Removal of parking/ loading, either continuously or during peak periods depending on the corridor  Installation of peak period clearways during construction  Removal of kerb build outs to provide additional lanes at key intersections  Prohibition of right hand turns from/ to the arterial road network  Installation of CCTV and variable message signage (VMS) at critical locations on the road network to operationally manage the network  Other measures as required to improve network capacity/ efficiency.

Demand management strategies are to be implemented with network optimisation measures to ensure that displaced traffic can be accommodated on the network.

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4.4.2 Network optimisation strategies

Network optimisation strategies offset capacity lost along the project corridor during construction. This may include changes to the off-alignment road network to facilitate effective use of available network capacity, such as:

 Planning traffic management measures, including modification to SCATS to ensure traffic signals manage traffic priority through the priority routes identified in the Parramatta Light Rail Existing Conditions report (GTA, 2017)  Installation of VMS, Intelligent Transport Systems (ITS) devices, network enhancements to the priority routes, parking strategies and clearways  Promoting alternative routes that bypass the Parramatta CBD and the project corridor.  During construction implement TCS strategies that minimise delay  Temporary removal or restriction of parking to provide additional capacity on key corridors.

AIMSUN traffic modelling was used to identify pinch points to assist in the development of appropriate mitigation and management measures to assist in optimising the road network.

4.4.3 Incident management strategies

Unplanned incidents, such as broken-down vehicles, can severely impact on the network operations, particularly with reduced capacity associated with the proposed construction of the project. Strategies for managing unplanned incidents include:

 Enhancing ITS capabilities along the project corridor and key alternative routes to facilitate immediate detection of incidents and provide management measures to respond efficiently to these events (for example, CCTV coverage and SCATS enhancements to enable TMC to identify and respond to incidents appropriately)  Temporary and permanent VMS to advise drivers of likely delays, planned works and potential diversions  Develop contingency plans to manage potential incidents  Locate incident response teams at strategic points within the network, which are controlled by the TMC to provide rapid response, clear the network in the safest and quickest possible way. Response teams require light and heavy vehicle towing capabilities  Have mobile VMS units ready to be deployed as required.

4.5 Pedestrian and cyclist access management

The project is proposed in some road sections of high pedestrian activity, particularly in the Westmead and the Parramatta CBD precincts. The construction staging and methodology would be developed to minimise impact on footpath widths and crossing facilities to maintain existing pedestrian capacity, amenity and safety. Existing pedestrian movements would be maintained along footpaths and crossings, facilitated by traffic controllers where required.

All pedestrians, including vulnerable users, would be considered in the designs in accordance with The Disability Discrimination Act requirements (for example, kerb ramps at crossings, maintaining minimum footpath widths).

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All worksites would consider pedestrian access and safety as follows:

 During general constructions hours implement traffic controllers at intersections to monitor pedestrian movements and respond to potential incidents at crossing locations  At night to maintain pedestrian safety, consideration would be given to maintaining traffic controllers or placing security personnel during hours of operation of surrounding businesses such as restaurants and entertainment premises in agreement with NSW Police and Council  Site boundaries and hoardings to have sufficient lighting  Fencing, hoarding, screens and barriers placed to provide maximum sight lines for pedestrians, minimise blind spots and alcoves to maximise pedestrian security  Consider installation or relocation of CCTVs where blind spots and alcoves cannot be avoided  Develop emergency evacuation procedures and protocols with emergency services, which may require:

 Temporary road plates to facilitate crossing of work zone  Traffic controllers to restrict public access to emergency area and enable access for emergency vehicles  Management of occupants of building located near the worksite, in agreement with building owners.

Installation of overhead wiring and poles would require closure of footpaths. In these situations, pedestrians would be diverted to alternative footpaths via safe crossing facilities under the control of traffic controllers with appropriate signage, fencing and barriers.

Traffic controllers would be required to manage site accesses to minimise potential conflicts between pedestrians and construction vehicles where they are required to cross footpaths.

Where cycle routes and cycleways are impacted by construction worksites, alternate routes would be identified and implemented through appropriate signage and in consultation with Bicycle User Groups and the relevant Road Authority.

4.6 Property access management

Maintaining property access to minimise impact on local residents and businesses is an important objective for the construction of the project corridor. Diversions would be required for property access at various stages of construction and this could potentially increase travel times for those affected. In some instances, these diversions would be permanent with the introduction of the project. The OTTTAR (GTA, 2017) provides details on the permanent diversions resulting from the project.

Detailed site specific TMPs would be developed for each stage of construction. These TMPs would specify how property access would be maintained and managed during construction. Extensive community and stakeholder engagement is required to notify of changes to access arrangements during construction.

4.7 On-street parking

A summary of existing on-street parking is provided in the Traffic and Transport Existing Conditions report and is shown by precinct for the relocated and displaced spaces in Figure 4.1. A total of 500 spaces in these four precincts would be impacted with 365 displaced spaces and 135 relocated spaces that would be moved to adjacent streets with a change of use along the

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kerbside lane. The greatest impacts to on-street parking from the construction of the project would be in Parramatta CBD with 124 spaces impacted while no parking impacts would occur in the Carlingford precinct.

Figure 4.1: Summary of on-street parking impacts along the project by precinct

All of the on-street parking along the alignment would be affected by the project in the operational phase. Therefore, the construction impact is comparable. Some on-street parking would be reinstated in alternative locations as detailed by precinct in Section 5 of this report. It is proposed to implement the end-state parking strategy prior to construction starting, mitigating the impact. In addition to the proposed on-street parking arrangements, additional temporary loading zones may be implemented in adjoining side streets during construction. Consideration could be given to increasing the provision of loading bays within North Parramatta and Parramatta CBD during construction.

4.7.1 Carlingford Line station parking

The existing car parks along the T6 Carlingford Line are proposed to be used for construction site compounds. Therefore, commuters would not be permitted to park at these car parks during the construction period.

4.8 Emergency services access

The contractor would be required to develop an Emergency Management Plan in consultation with emergency services and the relevant Road Authority providing a framework for the site specific TMPs. Access for emergency vehicles would be maintained at all times to all construction sites. Access arrangements would be detailed in the site specific TMPs.

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Emergency vehicle access to Westmead Hospital and The Children’s Hospital at Westmead would be maintained during all stages of construction.

Emergency services would be consulted at all stages of construction to notify them of temporary traffic arrangements, planned switches, anticipated delays, extended work hours, likely network disruptions and any other information likely to impact response times.

4.9 Incident management

The Roads and Maritime Services Incident Response Plan Manual provides guidelines for procedures and responses to emergency incidents. Details of incidents within an ROL area would be recorded and submitted to the Roads and Maritime Services Traffic Operations Manager within seven days of the incident. The incident report would include:

 Details of its location  Contributing factors related to the ROL  Actions taken with the ROL conditions.

Incident Management Plans for worksites are to be developed within the site specific TMPs. An ROL database would be maintained to record all incidents and road crashes.

To facilitate effective incident management, the project would allow for the provision of incident response resources to respond to and mitigate the impact of incidents that may occur along the construction zones adjacent to traffic.

Where construction sites limit roadways to a single lane, a tow truck would be positioned on-site for the duration of the construction stage.

Any complaints received by project construction personnel would be managed by the Transport for NSW project communications team and the worksite manager is required to address safety matters appropriately.

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5. Precinct access and construction management

5 5.1 Objectives

The key objectives for construction traffic and transport management are:

 Traffic operation/ road network performance:

 Promote safety for all road users and construction personnel  Minimise the number of changes to temporary traffic arrangements/ traffic switches to make the network legible for drivers  Minimise delays and maximise reliability for drivers and public transport services  Communicate planned works and temporary traffic arrangements in advance of implementation  Install directional signage, detour signage and traffic control to direct drivers around the work areas

 Property access:

 Maintain vehicle access to Westmead Hospital and The children’s hospital at Westmead at all times  Minimise disruption to residents and businesses  Maintain pedestrian access to properties along the alignment  Develop service vehicle access strategy in consultation with business owners  Consult with property owners to determine options for maintaining operations during construction  Communicate planned works and temporary access arrangements prior to construction commencement

 Pedestrians and cyclists:

 Minimise disruption to pedestrians and cyclists along existing routes and crossings  Provide safe and amenable access for pedestrians for all stages of construction during day and night time periods, including appropriate design of routes with suitable surfaces, lighting and visibility  Maintain pedestrian access to businesses during all stages of construction  Manage potential conflicts between pedestrians and construction vehicles through appropriate traffic control

 Worksites:

 Provide safe work areas for construction personnel and the general public  Minimise local area impact

 Communication:

 Provide advance notice to all road users (including bus operators) of planned works and resulting network changes in accordance with the communication strategy for the project  Advertise changes to bus stops, bus routes and traffic diversions.

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5.1.1 Worksite operation

Heavy vehicle movements associated with the construction of the project would be restricted to the arterial road network to access the worksites. Concurrent construction at multiple locations along the project corridor requires heavy vehicle movements to be carefully managed to minimise congestion during peak periods. Where possible, construction vehicles would access worksites using the project construction corridor to minimise impact on the surrounding road network.

The worksites are likely to have common haulage origins and destinations, which enable the management of heavy vehicle movements and minimise the cumulative impact of multiple worksites.

Worksites would be accessed only by defined and controlled access points to ensure safety for construction personnel and public road users. Access would be managed by traffic controllers during construction hours and outside of construction hours if located in a critical area, such as high pedestrian areas.

Staff parking would generally not be provided at worksites and staff would be encouraged to use public transport as much as possible. This arrangement would be communicated to construction personnel as part of the induction process. For construction personnel requiring the transport of equipment and tools, a light vehicle parking area would be located at the Factory Street/ Church Street site.

5.1.2 Property access management

Access to driveways and service points along the affected corridor would be managed during construction to maintain access to acceptable levels. Access through worksites would be managed by traffic controllers. Where short term restrictions to access are required, advance notification to impacted property owners would be provided.

Additional loading zones may be required to be provided along the adjacent side streets prior to the start of construction to be consistent with the parking strategy for the operational state. Additional surveys of current loading operations would determine the requirement for additional loading zones.

Engagement with businesses and property owners may result in agreeing modification to the existing schedule of deliveries for early morning/ late at night or vary size of delivery vehicle to limit the number of potential conflicts with construction traffic.

Where access is essential at all times, the construction methodology may require the provision of plate or bridge to provide access to properties over the project corridor.

5.1.3 Traffic signal operation

Traffic signal operation may need to be altered to facilitate construction staging or manage demand facilitate proposed traffic diversions. The temporary TCS designs would form part of the ROL applications for approval by the TMC. Temporary TCS designs for modifications to signalised intersections would be submitted for approval by Roads and Maritime Services prior to implementation by an accredited traffic signal contractor.

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5.1.4 Stakeholder and community engagement

It is critical to effectively and regularly inform the community and local businesses impacted by the construction work prior to commencement to manage the public’s expectations through. This could be done by:

 Installing warning signs for all road users  VMS  Local newspapers and pamphlet distribution  Project information website  Project newsletters  Public notifications in local publications  Websites for relevant road authorities  Public notice boards and notices at public transport stops and stations.

Advanced warning of planned work and potential network disruptions through construction period would be provided. This may involve the preparation of information packs detailing the proposed construction activities and temporary arrangements for the following groups:

 Emergency vehicles  Emergency evacuation plans  Pedestrians and cyclists (including access to properties)  Disability access  Event management  Waste collection and other service vehicles  Deliveries  Noise management.

Extensive liaison would be required with Westmead Hospital, The children’s hospital at Westmead, Australian Turf Club and WSU to ensure they are aware of the impact on their operations.

5.2 Westmead precinct

The Westmead precinct has the following key issues and considerations for construction, including:

 Maintaining pedestrian safety and managing high volumes of pedestrians is critical in this precinct  Maintaining general traffic and emergency vehicle access to the hospital for the duration of construction  Building demolitions would be required early in the delivery phase at the Westmead terminus site  Underground services on the eastern side of Hawkesbury Road would require relocation which are considered significant works  Project construction traffic arrangements must accommodate buses to maintain operation of the T-way stops on Darcy Road.

The construction period is anticipated to continue for up to 30 months for the Westmead precinct, including 10 months of road and demolition work prior to the start of track and systems infrastructure work.

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5.2.1 Indicative construction and worksite access

Indicative construction compound sites and laydown areas for the Westmead precinct are proposed at:

 Westmead Station, on the corner of Railway Parade and Haworth of Westmead Railway Station  Hawkesbury Road, on the corner of Hawkesbury Road and Hainsworth Street at the site of the Wesley Apartments  Cumberland Hospital, within the Cumberland Hospital Precinct (west) between the Willow and Jarrah cottages and the western bank of the Parramatta River.

The access arrangements and parking provisions for each site would need to be confirmed in the development of site specific TMPs.

Potential construction vehicle haulage and access routes were identified for the Westmead precinct based on the principles described in Section 2.7 of this report. These haulage routes would be confirmed following the identification of origins and destinations for material sources and stockpile locations during the refinement of the construction methodology. The potential approach and departure routes for construction activity in the Westmead precinct are shown in Figure 5.1 and Figure 5.2 respectively.

Figure 5.1: Potential approach haulage routes for the Westmead precinct

Legend Preferred routes Hawkesbury Road * Constrained network but fastest route to south Eastern routes depend on PLR, PNUT, WHR staging Potential additional links (pedestrian conflicts)

T-WAY

Laydown Area Laydown Area

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Figure 5.2: Potential departure haulage routes for the Westmead precinct

Legend Preferred routes Hawkesbury Road * Constrained network but fastest route to south Eastern routes depend on PLR, PNUT, WHR staging Potential additional links (pedestrian conflicts)

T-WAY

Laydown Area Laydown Area

The principles of the proposed construction strategy are:

 Undertake intersection works at weekends.  Implement end-state traffic arrangements.  Diversion of bus services. Construction staging impact The proposed main alignment construction staging for the Westmead precinct would occur in the Phase 2 modelling scenario. The results of the modelling for the proposed construction staging within the Westmead precinct are summarised for the AM and PM peak periods in Table 5.1 and Table 5.2 respectively.

Table 5.1: Westmead precinct construction staging modelling results for the AM peak period Statistic Base (Existing 2016) Enabling works only Phase 2

VHT (hours) 396 402 451

VKT (kilometres) 6,997 7,197 8,122

Average speed (km/h) 18 18 18

Total delay (hours) 8,793 8,712 9,351

Table 5.2: Westmead precinct construction staging modelling results for the PM peak period Statistic Base (Existing 2016) Enabling works only Phase 2

VHT (hours) 426 421 466

VKT (kilometres) 7,659 7,587 8,876

Average speed (km/h) 18 18 19

Total delay (hours) 8,173 8,168 8,747

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The key findings of the modelling results for the Westmead precinct during the proposed construction arrangements include:

 During the AM and PM peaks, the average speeds within the network remained consistent with the exception of the Phase 2, PM peak scenario where the average speed increased marginally.  For all other indicators, the enabling works scenario performed almost the same as the Base Case scenario during both the AM and PM peaks.  The indicators for Phase 2 followed a similar trend in both the AM and PM peaks with increased VHT, VKT and total delay.

The mesoscopic AIMSUN traffic model has some limitations in modelling priority and roundabout intersections, which are prevalent in the Westmead precinct. The effect of stopped buses on traffic within the single lane has not been modelled. However, existing bus volumes along Hawkesbury Road are low with about two buses per hour.

Overall, based on observations of the model runs, the enabling works scenario has negligible impact on the network compared to the Base Case. However, while the Phase 2 scenario shows a minor increase in travel speed, the increase in traffic on the has caused the total delay to also increase. In particular, substantial increases in traffic flows would occur in Queens Road, Hainsworth Street and Park Avenue due to the diversion resulting in reduced capacity along Hawkesbury Road. This is reflected in the increase in VKT associated with this diversion. The increased traffic volumes on the local road network are likely to exceed environmental limits for these roads for the duration of construction.

Local road network changes during construction A number of local road network changes would be required, including on the following streets:

 Hawkesbury Road  Hainsworth Street  Bridge Road  Park Avenue  Helen Street  Caroline Street  Queens Road.

The details for the street and intersection treatments, including the likely utility works would be subject to detailed design and stakeholder consultation with Roads and Maritime Services and the City of Parramatta Council. Traffic management during proposed intersection works Temporary and permanent works include the reconstruction and modification of existing signalised intersections and introduction of new signalised intersections.

The staging arrangements for the reconstruction of the intersections within the Westmead precinct are being developed and would be refined as the design progresses.

5.2.2 Property access

Access to Westmead Hospital and The Children’s Hospital at Westmead would be maintained at all stages of construction. The northbound lane approaching the children’s hospital at Westmead would be open to traffic at all times for hospital and local traffic only. The multi-storey car park access would be closed at its entrances on Hawkesbury Road and Hainsworth Street would be

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closed off, with alternative access route provided from Bridge Road/ Fleet Street in Parramatta North. Properties with direct driveway access along the works corridor would be maintained with left-in/ left-out movements only, which is representative of the end-state arrangement. Local access would be permitted when closing southbound traffic lanes on Hawkesbury Road.

5.2.3 Parking and loading zones

On the project corridor, no on-street parking would be provided for the end-state. Only critical on-street parking would be replaced in adjacent side streets, such as for disabled spaces, loading zone and where possible short-stay parking. The remainder of the displaced parking would be absorbed in the surrounding parking provisions. Therefore, the end-state parking provisions would be implemented prior to the start of construction.

In the Westmead precinct, the two existing loading zones in Hawkesbury Road would be replaced further south-east on Hainsworth Street. The existing mail zone on Hawkesbury Road would be relocated to the northern end of Jessie Street.

5.2.4 Public transport access

Bus operations Bus operations in the Westmead precinct, in particular the buses that use Hawkesbury Road, would be affected by the project construction activity. The North-west T-way buses would continue to operate in Darcy Road with the Darcy Road T-way station maintained and operating as existing throughout the construction period. These buses would continue to Parramatta Interchange via Alexandra Avenue with a T-way stop on the south side of Westmead Railway Station. The North-west T-way routes (Routes T60, T61, T62, T63, T64, T65 and T66) and Route 705 would not be affected by the project construction in Hawkesbury Road.

The bus routes that would be affected by the project construction in Westmead are:

 Route 708 that operates to the Mayflower Retirement Village. It would be modified to operate directly to Parramatta Interchange via Darcy Road, Hawkesbury Road and Alexandra Avenue and no longer loop through Westmead via Caroline Street, Park Avenue and Queens Road to service the Mayflower Retirement Village.  Route 711 that operates to The Children’s Hospital at Westmead en-route to Parramatta Interchange.  Route 818 that terminates at The Children’s Hospital at Westmead.

Bus stops would be maintained during the construction period at The Children’s Hospital at Westmead and in Caroline Street only.

Route 711 would continue to Parramatta Interchange via Darcy Road, Alexandra Avenue and Park Parade after servicing The Children’s Hospital at Westmead in Hawkesbury Road. Both Route 711 and Route 818 that terminates at The Children’s Hospital at Westmead would operate via a one-way loop along Hawkesbury Road, Hainsworth Street, Park Avenue, Caroline Street to service The Children’s Hospital at Westmead and the Mayflower Retirement Village in Caroline Street. This one-way loop through the Westmead precinct would require standard 12.5m buses to be managed with construction traffic controls. For the buses to safely make the right turns from Hainsworth Street into Park Avenue and from Park Avenue into Caroline Street, it is recommended that the sections of Hainsworth Street east of the light rail construction zone and Park Avenue north of Caroline Street be changed for one-way traffic only. Alternatively, if Caroline Street at

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Hawkesbury Road is closed for the construction of the Westmead Hospital light rail stop, the one- way loop could operate via Park Avenue to Railway Parade back to Hawkesbury Road.

Since the terminating Route 818 at The Children’s Hospital at Westmead would require a layover area, insufficient space would be available at the bus stop in Hawkesbury Road at the entrance of the hospital. The on-street parking on the northside of Hainsworth Street east of the light rail construction zone is proposed to be removed for a layover zone for up to two terminating buses. This may require up to five car spaces to be removed.

The proposed bus operations in the Westmead precinct during the project construction in Hawkesbury Road would have buses operating north of Darcy Road in a one-way loop as shown in Figure 5.3.

Figure 5.3: Westmead precinct bus operations during the project construction activity

Heavy rail services The existing Westmead Railway Station would remain operational during construction of the project. Special event and rail replacement bus services The project corridor is not adjacent to Parramatta Park. Special events buses to Parramatta Park would access via bus stops in O’Connell Street and would not use Park Avenue or Railway Parade. Pedestrian routes between Parramatta Park and Westmead Railway Station would not be affected by construction of the project.

Rail replacement bus services stopping at Westmead Railway Station during track possessions on the T1 Western Line would not be affected by the project construction works.

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5.2.5 Pedestrian and cyclist access

Access for pedestrians would be provided in accordance with the principles given in Section 4.5.

Pedestrians from the existing Westmead Railway Station would be required to be redirected to the western side of Hawkesbury Road prior to the demolition of Westmead terminus site. This would reduce the risk of conflict between pedestrians and project construction traffic. Suitable signage would be used to direct pedestrians.

Before the light rail construction on Hawkesbury Road between Darcy Road and Hainsworth Street can start, Hawkesbury Road would be widened. During this work pedestrian access would need to be diverted.

5.2.6 Emergency vehicle access

Access for emergency vehicles would be maintained at all times during the construction period. Emergency services would be advised and consulted on all planned changes to traffic arrangements prior to implementation. Information to be provided would include the timing, location, duration and potential implications for emergency vehicle operations.

5.2.7 Taxi access

Existing taxi spaces in designated zones would be relocated prior to construction as per the proposed end-state conditions.

5.2.8 Special events

Parramatta Park is a venue for several special events each year. Road traffic, pedestrian and cyclists can access Parramatta Park from Park Avenue. Access to Park Avenue from Railway Parade and Queens Road would remain available during construction.

The Parramatta Park Trust is planning to modify access arrangements to the park, Transport for NSW would consult with stakeholders to ensure access is maintained once the access to Parramatta Park is modified.

5.3 Parramatta North precinct

The Parramatta North precinct has the following key issues and considerations for construction, including:

 Traffic arrangements must accommodate the increased traffic on O’Connell Street, Board Street and Barney Street to divert traffic from Church Street during construction  The major intersection at Victoria Road and O’Connell Street would be modified to allow larger vehicles, including buses, to operate through it in all directions  Kerb adjustments would be required  Alternative bus routes need to be established during construction to maintain circulation between Pennant Hills Road and Lennox Bridge  Bus stops along Church Street would be closed with alternative bus stops to be installed in Victoria Road west of Church Street at Prince Alfred Square  Significant drainage works would likely be required in Church Street and O’Connell Street between Ross Street and Victoria Road  Traffic management plan would be required to accommodate major events at the Western Sydney Stadium.

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The construction period could be up to16 months of road network modification work, plus up to 24 months for the main alignment works within the Parramatta North precinct.

5.3.1 Indicative construction and worksite access

Indicative construction compound sites and laydown areas for the Parramatta North precinct are proposed at:

 Parramatta North, located within the Cumberland Hospital Precinct, on the eastern bank of the Parramatta River near the Parramatta Bridge at Westmead  Factory Street, located on the corner of Factory and Church Street  Fennell Street, located on the corner of Fennell Street and Church Street in the existing at-grade car park  Ross Street, located on the corner of Ross Street and Church Street within the existing Royal Oaks Hotel site.

Potential construction vehicle haulage and access routes have been identified for the Parramatta North and Parramatta CBD precincts, based on the principles specified in Section 2.7 of this report. These haulage routes would be confirmed following the identification of origins and destinations for material sources and stockpile locations. The potential approach and departure routes, for the Parramatta North and Parramatta Precincts are shown in Figure 5.4 and Figure 5.5 respectively.

Figure 5.4: Potential approach haulage routes for the Parramatta North and Parramatta CBD precincts

Legend School Zone/ high pedestrian area Preferred routes

Laydown Area

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Figure 5.5: Potential departure haulage routes for the Parramatta North and Parramatta CBD precincts

Legend School Zone/ high pedestrian area Preferred routes

Laydown Area

5.3.2 Traffic management

General principles The principles of proposed construction strategy in the Parramatta North precinct would be similar to those principles identified for the Westmead precinct.

Construction staging impact The proposed main alignment construction staging for the Parramatta North precinct would occur in the Phase 2 modelling scenario. The results of the modelling for the proposed construction staging within the Parramatta North precinct are summarised in Table 5.3 and Table 5.4 for the AM and PM peak periods respectively.

Table 5.3: Parramatta North precinct construction staging modelling results for the AM peak period Statistic Base (Existing 2016) Enabling works only Phase 2

VHT (hours) 897 915 767

VKT (kilometres) 20,239 20,071 18,874

Average speed (km/h) 23 22 25

Total delay (hours) 15,670 18,523 13,075

Table 5.4: Parramatta North precinct construction staging modelling results for the PM peak period Statistic Base (Existing 2016) Enabling works only Phase 2

VHT (hours) 966 957 816

VKT (kilometres) 22,063 21,437 22,124

Average speed (km/h) 23 22 27

Total delay (hours) 15,884 18,160 11,999

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The key findings of the modelling results for the Parramatta North precinct during the proposed construction arrangements include:

 The enabling works only scenario generally results in a slight increase in VHT for the AM peak period, but a reduction during the PM peak period. These figures reflect corresponding increases and reductions in levels of congestion, respectively.  The VKT data indicates a reduction in traffic flows through the network during the AM peak for both the enabling works and Phase 2 scenarios. During the PM peak period, the enabling works and Phase 2 would have a reduction and increase in traffic flows across the network, respectively.  During the AM peak period, the average speed and total delay are similar for the base case and enabling works scenarios, but show an improvement in speed and corresponding reduction in delay for the Phase 2 scenario.  During the PM peak period, average speed is slightly lower in the enabling works scenario than in the Base Case, with corresponding increases in delay. The Phase 2 scenario shows a marked increase in average speed and a corresponding decrease in delay.

These results indicate that the enabling works scenario is likely to have an impact on the network performance, which is a result of the reduced capacity along O’Connell Street during construction. During the Phase 2 construction scenario, the additional capacity provided by the enabling works improves the overall network performance within the Parramatta North precinct during construction.

Local road network changes during construction A number of local road network changes would be required, including the following streets:

 O’Connell Street  Factory Street  Church Street  Greenup Street  Bridge Road in the Cumberland Hospital precinct  Board Street  Barney Street  Victoria Road  Albert Street  Castle Street.

The details for the street and intersection treatments, including the likely utility works would be subject to detailed design and stakeholder consultation with Roads and Maritime Services and the City of Parramatta Council.

5.3.3 Property access

Properties with direct driveway access along the works corridor would be maintained with left-in/ left-out movements only to be representative of the end-state arrangement. Construction impacts on school access Construction of the project in the Parramatta North precinct would impact the following schools:

 Parramatta North Public School – This school is not on the proposed project alignment and school zones would remain.

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 Our Lady of Mercy College – This school is not on the proposed alignment. The upgrade to the intersection of Victoria Road and O’Connell Street would generate some noise and additional traffic.

5.3.4 Parking and loading zones

On the project corridor, no on-street parking would be provided for the end-state. Critical on- street parking would be replaced in adjacent side streets, namely disabled spaces, loading zone and where possible short-stay parking. The remainder of the displaced parking would be absorbed in the surrounding parking provisions. Therefore, the end-state parking provisions would be implemented prior to the start of construction.

In the Parramatta North precinct, no disabled parking spaces, loading or mail zones exist and therefore none need to be replaced to alternative locations.

5.3.5 Public transport access

The bus route changes in the Parramatta North precinct are explained as follows:

 All Church Street routes (549, 600, 601, 603, 604, 606, 706 and M60) would be diverted via Board Street/Barney Street to O’Connell Street and Victoria Road to operate all stops; however, the bus stops in O’Connell Street between Barney Street and Victoria Road would be rationalised from 6 to 3 stops to improve efficiency.  Route 609 would be diverted to O’Connell Street in both directions via Dunlop street; stop sign traffic controls would be installed to give east-west bus movements priority.  Routes M54 and 625 from Pennant Hills Road to be diverted via Albert Street to O’Connell Street and Victoria Road.  Routes 546 and 552 would remain as existing, but be managed through the construction zone south of Grose Street.  Temporary bus stops would be installed in Victoria Road at Church Street, west of Church Street at Prince Alfred Square. These stops would be provide access to these bus routes instead of at the existing bus stops in Church Street at Grose Street that would be in the construction zone.  Issues with layover buses using Market Street to exit north back to Victoria Road  Use Church Street as soon as track work is completed.  The bus diversions necessitated by the project construction would require off-corridor works such as changes to signage, parking restrictions, bus stops and minor intersection reconfiguration to be undertaken prior to the temporary relocation of bus routes as part of project construction. Occupancy The temporary bus arrangements are being assessed and finalised in consultation with Transport for NSW. However, the occupancy of the buses is unlikely to change as a direct result of the project construction.

Bus stop capacity The temporary bus arrangements are being assessed and finalised in consultation with Transport for NSW. Proposed bus stops would be identified in locations that are able to accommodate the likely bus volumes for the temporary bus routes.

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Layover facilities No bus layover facilities are affected by the project construction works in the Parramatta North precinct. Special event and rail replacement bus services Projects NSW in partnership with Venues NSW is currently redeveloping the Western Sydney Stadium, which is expected to be in regular use once project construction starts.

The project alignment is not adjacent to facility and bus routes that would be diverted to accommodate the project would still function as usual. Pedestrian routes between the Stadium and Parramatta Railway Station would not be impacted by project construction.

5.3.6 Pedestrian and cyclist access

Access for pedestrians would be provided in accordance with the principles given in Section 4.5.

The construction staging and methodology would be developed to minimise impact on footpath widths and crossing facilities to maintain existing pedestrian capacity, amenity and safety. Existing pedestrian movements would be maintained along footpaths and crossings, facilitated by traffic controllers where required.

Key locations where pedestrian facilities will be impacted and mitigation is required include:

 Church Street  Factory Street  Galloway Street.

All pedestrians, including vulnerable users, with designs in accordance with The Disability Discrimination Act requirements (for example, kerb ramps at crossings, maintaining minimum footpath widths) should be considered in the access paths in the precinct.

Where cycle routes and cycleways are impacted by construction worksites, alternate routes would be identified and implemented through appropriate signage and in consultation with Bicycle User Groups and the relevant Road Authority.

5.3.7 Emergency vehicle access

Access for emergency vehicles would be maintained at all construction sites. Emergency services would be notified of all planned changes to traffic arrangements prior to implementation, specifying likely delays, location of closures/ diversions and extended work periods.

5.3.8 Taxi access

No taxi zones would need to be relocated in the Parramatta North precinct.

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5.4 Parramatta CBD precinct

The Parramatta CBD precinct has the following key issues and considerations for construction, including:

 Maintaining traffic movements on the priority traffic routes identified in Section Error! Reference source not found. would be crucial for maintaining road network capacity within the Parramatta CBD during construction.  Off-corridor works would need to be completed before the work on Church Street starts.  Removal of parking along Macquarie Street, with only local traffic access.  Major driveways with access on to Macquarie Street may need to be modified.  Closure of the portion of roadway on Church Street between Lennox Bridge and Macquarie Street.  Lennox Bridge is a State heritage-listed item and must be maintained  Maintaining pedestrian safety and managing the high volumes of pedestrians is critical to this precinct.  The section of George Street between Purchase Street and Arthur Street has complexities associated with maintaining access to properties. This section would be closed during construction.  There are residential buildings to be demolished near Arthur Street.  Tramway Avenue would be closed during construction with local traffic access only.

The construction period would likely be up to 18 months for the road network modifications within the Parramatta CBD precinct, with the infrastructure construction from west to east undertaken over 29 months.

5.4.1 Indicative construction and worksite access

Indicative construction compound sites and laydown areas for the Parramatta CBD precinct are proposed at:

 O’Connell Street, within a vacant lot with an access off O’Connell Street on the western side of the Parramatta River  Barrack Lane, located within the existing Endeavour Energy substation at 1A Barrack Lane.

Potential construction vehicle haulage and access routes have been identified for the Parramatta North and Parramatta CBD precincts, based on the principles specified in Section 2.7 of this report. These haulage routes would be confirmed following the identification of origins and destinations for material sources and stockpile locations. Figure 5.4 and Figure 5.5 in Section 5.3.1 show the potential approach and departure routes, respectively for the Parramatta North and Parramatta Precincts.

5.4.2 Traffic management

Priority traffic routes The priority traffic routes within the Parramatta CBD are shown in Figure 5.6 with the functionality of each described in Table 5.5Error! Reference source not found..

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Figure 5.6: Parramatta CBD priority traffic routes

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Table 5.5: Parramatta CBD road function of priority traffic routes Road Direction Function Classified State Road north of Victoria Road, providing the primary north-south Church Street North-south access for the Parramatta CBD for general traffic and forming part of a rapid or suburban bus corridor. Regional Road, west of Church Street and future collector road east of Barney Street East-west Church Street. Provides connection between Church Street and O’Connell Street and access to from the north. Future collector road forming part of an alternative route between Castle Street North-south Parramatta North and the Parramatta CBD. Future collector road forming part of an alternative route between Isabella Street East-west Parramatta North and the Parramatta CBD. Regional Road, providing key north-south access for the Parramatta CBD for O’Connell Street North-south general traffic and some bus routes. Provides key access for the Westfield Parramatta to and from the north. Pennant Hills Northeast- Regional Road, providing access between the and Road southwest Parramatta CBD. Provides a key route for buses to and from Parramatta. Regional Road, between Church Street and O’Connell Street, providing Albert Street East-west access between Pennant Hills Road and O’Connell Street to the Parramatta CBD. Future collector road north of Victoria Road and Regional Road south of Victoria Road. Forms part of an alternative route between Parramatta North MacArthur Street North-south and the Parramatta CBD. Provides access from the south to the Parramatta CBD. Regional Road north of Parkes Street, providing access from the south to the Harris Street North-south Parramatta CBD. State Road east of Church Street and Regional Road west of Church Street. Provides a connection between Sydney’s Inner West (western end of Anzac Victoria Road East-west Bridge), James Ruse Drive and the Parramatta CBD. Part of a rapid or suburban bus corridor servicing Parramatta. Northeast- Regional Road providing connection between James Ruse Drive and Victoria Pennant Street southwest Road. State Road forming part of the connection between Westmead and Argyle Street East-west Parramatta CBD. Part of a rapid or suburban bus corridor servicing the Parramatta Interchange. Regional Road forming part of the connection between the Great Western Parkes Street East-west Highway and James Ruse Drive. Regional Road forming part of the connection between the Great Western Hassall Street East-west Highway and James Ruse Drive. State Road forming the outer ring road of Parramatta, providing connection Northwest- James Ruse Drive between Old Windsor Road, Pennant Hills Road, M4 Western Motorway and south .

Construction staging impact The proposed main alignment construction staging for the Parramatta CBD precinct would occur in the Phase 1 modelling scenario. The results of the modelling for the proposed construction staging within the Parramatta CBD precinct are summarised in Table 5.6 and Table 5.7.

Table 5.6: Parramatta CBD precinct construction staging modelling results, AM peak Statistic Base (Existing 2016) Enabling works only Phase 1

VHT (hours) 997 976 995

VKT (kilometres) 22,919 23,319 24,509

Average speed (km/h) 23 24 25

Total delay (hours) 20,019 20,183 18,182

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Table 5.7: Parramatta CBD precinct construction staging modelling results, PM peak Statistic Base (Existing 2016) Enabling works only Phase 1

VHT (hours) 1,278 1,279 1,885

VKT (kilometres) 25,980 26,010 25,338

Average speed (km/h) 20 20 13

Total delay (hours) 21,982 22,435 38,341

The key findings of the modelling results for the Parramatta CBD precinct during the proposed construction arrangements include:

 The enabling works only scenario generally results in a slight decrease in VHT for the AM peak period  The Phase 1 scenario generally results in an increase in VHT of about 50 per cent for the PM peak period, indicating a slight increase in traffic delays on the network  The enabling works scenario generally results in an increase in VKT for both the AM and PM peak periods. However, whilst the Phase 1 scenario shows an increase in VKT during the AM peak period, a minor decrease in VKT during the PM peak period would occur  Phase 1 results show an increase in VHT, indicating an increase in delay for both the AM and PM peak periods  The average speed increases during the AM peak period for both the enabling works and Phase 1 scenarios  During the PM peak period, the enabling works scenario shows a consistent speed but slight increase in delay when compared to the base case. The average speed reduces significantly with Phase 1 with a corresponding increase in traffic delay.

5.4.3 Property access

Property access would generally be maintained in the Parramatta CBD precinct. However, alternative access arrangements are likely to be required for short periods of time where works occur immediately adjacent to properties with a single access point. In particular, temporary local traffic management and alternative access arrangements are likely to be required for properties with access along the southern side of Macquarie Street within the project corridor. Potential management and mitigation measures for further consideration during construction include:

 Use traffic controllers and localised traffic management measures to maintain access through worksites, where practical  Any temporary access closures should be in stages to minimise the duration of closures and would need provision of temporary alternative car parking for properties with on- site parking  Use structurally specified temporary skid resistant steel plates supported by traffic managers to maintain access if works are required on services etc. at site access. Construction impacts on school access During the construction works in Macquarie Street, local access would be maintained to:

 Arthur Phillip High School  Parramatta Public School  Rowland Hassall School.

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5.4.4 Parking and loading zones

Additional car parking surveys were undertaken to understand the demand for commercial vehicle parking within both designated loading bay spaces and within short term parking spaces. These surveys were undertaken on Tuesday 4 April 2017 and Wednesday 5 April 2017 between the times of 7 am and 6 pm. The surveys indicated comparable results between the two days and as such the following further discussions are based on the day 1 (Tuesday 4 April 2017) surveys.

The survey results are summarised into parking demands of loading vehicles within both within designated loading bay spaces and within general parking spaces.

The utilisation of designated loading bay spaces is shown in Figure 5.7. In addition to most streets, loading spaces are rarely fully occupied across the entire course of the day and indeed are occupied more highly during periods when general car parking would be lesser. The typical availability of loading bay spaces could indicate that sufficient loading bay parking is currently provided.

Figure 5.7: Loading zone parking utilisation

The utilisation of non-loading parking spaces by loading vehicles along the proposed light rail alignment is shown in Figure 5.8. At the peak time, a total of 25 loading vehicles are parked in non-loading parking spaces within George Street. Lesser demand for loading zones exist in other streets including Macquarie Street and Church Street.

Figure 5.8: Utilisation of non-loading parking bays by loading vehicles

While vacancies exist within designated loading spaces, the demand for loading vehicles in other general spaces would not be accommodated within the designated loading bays. Therefore, the displacement of general parking spaces is likely to have an impact on loading activity and result in some displacement of loading vehicles into surrounding streets.

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On the project corridor, no on-street parking would be provided for the end-state. Only critical on-street parking would be replaced in adjacent side streets, such as disabled spaces, loading zone and where possible short-stay parking. The remainder of the displaced parking would be absorbed in the surrounding parking provisions. Therefore, the end-state parking provisions would be implemented prior to the start of construction.

5.4.5 Public transport access

Public buses Routes T60, T61, T62, T63, T64, T65 and T66 have bus layover stands on Market Street, west of Church Street. Buses would be allowed to use these spaces with a turn from Market Street into Church Street and right into Victoria Road through effective and safe managed traffic controls during construction.

The other regular bus routes that access Parramatta CBD and operate to and through the Parramatta Interchange in Argyle Street from the west, Hassall Street and Station Street from the east and Smith Street and Wilde Avenue from the north would not be impacted by the construction activity and would maintain the existing bus stops. Route 900 Free Shuttle Bus The existing Route 900 Free Shuttle bus operates within Parramatta CBD as shown in Figure 5.9. This one-way clockwise loop route from Macquarie Street at Centenary Square to Church Street at Grose Street and back has a length of 3.62 km with 11 bus stops.

In February 2017, Route 900 was changed to avoid the Parramatta Square construction activity in Darcy Street. It was re-routed along Macquarie Street to no longer use Darcy Street to service Parramatta Railway Station and Argyle Street to service the Westfield shopping centre.

During the construction stage, 650 metres of the route in Church Street and 560 metres of the route in Macquarie Street and five of the 11 bus stops would be in the construction works zone. This is a total of 1.21 kilometres which is 33 per cent of the route that would be significantly disrupted. Therefore, Route 900 would be discontinued at the start of the Parramatta CBD light rail construction works.

The mitigation measure for the removal of the Route 900 is during the construction stage, the Windsor Road and Pennant Hills Road bus routes (M54, M60, 549, 600, 601. 603, 604, 606, 609, 625 and 706) would be diverted via Victoria Road to O’Connell Street. This would provide frequent bus services between Parramatta Interchange and the two bus stops in O’Connell Street (south of Grose Street) at the Parramatta Leagues Club and Our Lady of Mercy School. These are the two busiest bus stops in O’Connell Street for the existing Route 549 and the northbound Route 900.

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Figure 5.9: Construction zone impacts on the Route 900 Free Shuttle Bus

Source: www.transportinfo.nsw.gov.au modified by GTA. Western Sydney University campus shuttle bus WSU operates a shuttle bus service between its Rydalmere and Parramatta CBD campuses. The stop in the Parramatta CBD at 169 Macquarie Street would be impacted by project construction activities.

The existing indented bay in Smith Street immediately north of Darcy Street at the Sydney Water building is proposed to be used as the bus stop and terminus layover area for the shuttle bus. Further work would be undertaken with WSU to confirm these arrangements.

Occupancy The temporary bus arrangements are being assessed and finalised in consultation with Transport for NSW. However, the occupancy of the bus routes that service the T6 Carlingford Line corridor would be affected with changes to the local bus patronage resulting from the closure of the

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railway station, even with the shuttle bus operating between Carlingford and Parramatta Interchange during the construction stage.

Bus stop capacity The temporary bus arrangements are being assessed and finalised in consultation with Transport for NSW. Proposed bus stops would be identified in locations that are able to accommodate the likely bus volumes for the additional bus services. However, the T6 Carlingford shuttle bus would terminate at Parramatta railway station on the south side of the bus interchange and would not operate through the interchange and would not use the interchange bus stands.

Layover facilities The T6 Carlingford Line shuttle bus would terminate at Parramatta railway station on the south side of the bus interchange in Valentine Avenue and it would not use the interchange layover areas in Argyle Street. Heavy rail services The construction activity would not impact the heavy rail services at Parramatta Railway Station.

Special event and rail replacement bus services Parramatta Park regularly hosts large events. The bus routes Transport for NSW would divert to accommodate the project would still function as usual. Pedestrian routes between Parramatta Park and the Parramatta Railway Station would not be affected by project construction.

Rail replacement bus services that operate during possessions of the T1 Western line would not be affected by the project construction activities. Similarly, the Riverside Theatre, located adjacent to the project corridor and near the Lennox Bridge, would be affected by increased noise and traffic volumes.

Ferry services The project construction activities would not impact on the Parramatta ferry wharf.

5.4.6 Pedestrian and cyclist access

Access for pedestrians would be provided in accordance with the principles given in Section 4.5.

Construction in the Parramatta CBD precinct would occur in Phase 1 of construction, with works for this precinct to be broken down in stages. Indicative pedestrian routes during the proposed construction stages for the Parramatta CBD precinct are shown in Figure 5.10 to Figure 5.13 respectively for each stage.

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Figure 5.10: Indicative pedestrian routes during construction Stage 1 in the Parramatta CBD precinct

Legend Work area Pedestrian movements permitted

Figure 5.11: Indicative pedestrian routes during construction Stage 2 in the Parramatta CBD precinct

Legend Work area Pedestrian movements permitted

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Figure 5.12: Indicative pedestrian routes during construction Stage 3 in the Parramatta CBD precinct

Legend Work area Pedestrian movements permitted

Figure 5.13: Indicative pedestrian routes during construction Stage 4 in the Parramatta CBD precinct

Legend Work area Pedestrian movements permitted

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5.4.7 Emergency vehicle access

Access for emergency vehicles would be maintained at all construction sites. Emergency services would be notified of all planned changes to traffic arrangements prior to implementation, specifying likely delays, location of closures/ diversions and extended work periods.

5.4.8 Taxi access

Any taxi zones impacted would be relocated as per the proposed end-state conditions.

5.5 Rosehill and Camellia precinct

The Rosehill and Camellia precinct includes the stabling and maintenance facility for the project. It has the following key issues and considerations for construction, including:

 Soil contamination along the disused Sandown Line and 6 Grand Avenue would need to be remediated.  The light rail stabling and maintenance facility.  An at-grade rail crossing of Grand Avenue linking the project with the stabling and maintenance facility, which would require the installation of new traffic signals.  Major services are located across the road reserve at this location, which would require protection.  The T6 Carlingford Line is planned to be closed in January 2020.  Multiple lanes closures would be required on James Ruse Drive, which would need to be scheduled during the lowest traffic periods (such as during January).  The properties along the river require access across the existing Sandown Line throughout construction.

The construction period for this precinct is anticipated to be 27 months, with an allowance of three months for the removal of Sydney Train assets along the Sandown Line.

5.5.1 Construction and worksite access

The proposed construction site compounds for Rosehill and Camellia precinct are located on:

 Alfred Street, located at 129-133 Alfred Street  Parramatta River south, located adjacent to the T6 Carlingford Line within the existing maintenance site for Sydney Trains and utility providers.

Potential construction vehicle haulage and access routes have been identified for the Rosehill and Camellia precinct, based on the principles specified in Section 2.7 of this report. These haulage routes would be confirmed following the identification of origins and destinations for material sources and stockpile locations. The potential approach and departure routes for the Rosehill and Camellia precinct are shown in Figure 5.14 and Figure 5.15 respectively.

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Figure 5.14: Potential approach haulage routes for the Rosehill and Camellia precinct

Legend Preferred route

.

Figure 5.15: Potential departure haulage routes for the Rosehill and Camellia precinct

Legend Preferred route

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5.5.2 Traffic management

Construction staging impact The proposed main alignment construction staging for the Rosehill and Camellia precinct would occur in the Phase 1 modelling scenario. The results of the modelling for the proposed construction staging within the Rosehill and Camellia precinct are provided in Table 5.8 and Table 5.9 for the AM and PM peak periods respectively.

Table 5.8: Rosehill and Camellia precinct construction staging modelling results in the AM peak Statistic Base (Existing 2016) Enabling works only Phase 1

VHT (hours) 962 968 1,112

VKT (kilometres) 32,082 31,977 31,937

Average speed (km/h) 33 33 29

Total delay (hours) 8,110 8,262 8,723

Table 5.9: Rosehill and Camellia precinct construction staging modelling results in the PM peak Statistic Base (Existing 2016) Enabling works only Phase 1

VHT (hours) 1,078 1,124 1,314

VKT (kilometres) 31,080 31,521 28,929

Average speed (km/h) 29 28 22

Total delay (hours) 11,052 11,573 12,374

The key findings of the modelling results for the Rosehill and Camellia precinct during the proposed construction arrangements include:

 During both the AM and PM peak periods, the enabling works scenario performs virtually the same as the Base Case though in both time periods there is an increase in total delay.  In both the AM and PM peak periods the network shows a decrease in average speed for Phase 1 and a resulting increase in delay even though the total distance travelled by vehicles within the network (VKT) has declined.

5.5.3 Property access

Property access would be maintained where possible along the project corridor during construction, with the objective of minimising the impact to local residents and businesses. Diversions would be required for property access at various stages of construction.

5.5.4 Parking and loading zones

On the project corridor, no on-street parking would be provided for the end-state. Only critical on-street parking would be replaced in adjacent side streets, namely disabled spaces, loading zone and where possible short-stay parking. The remainder of the displaced parking would be absorbed in the surrounding parking provisions. Therefore, the end-state parking provisions would be implemented prior to the start of construction.

In the Rosehill and Camellia precinct, no existing disabled parking spaces, loading or mail zones exist and therefore none would need to be replaced.

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5.5.5 Public transport access

Ferry services Project construction activities would require modifications, refurbishment and strengthening of the Parramatta River bridge at Camellia. This would include the use of barges on the river. Any impacts on the navigable channel would be managed through the NSW Ports Authority and Harbour city ferries.

Heavy rail services The existing T6 Carlingford Line heavy rail services would be discontinued in early 2020 to allow project construction between Grand Avenue, Camellia and Carlingford. A bus replacement shuttle service would operate between Carlingford and Parramatta with stops in Hassall Street west of James Ruse Drive. This temporary shuttle bus service would operate until the project is operational in 2023.

The stations affected in the Rosehill and Camellia precinct are Camellia and Rosehill. The proposed route is shown in Figure 5.19. Bus routes with bus stops along James Ruse Drive may be affected by the construction works with the demolition of the Camellia and Rosehill train stations. Bus Services Project construction does not affect existing bus routes in the Rosehill and Camellia precinct. Special event and rail replacement bus services The Rosehill Racecourse holds several major special events each year.

 Grand Avenue would not be affected by the project construction activities.  The construction of the James Ruse Drive viaduct may impact traffic flow.

The existing pedestrian bridge crossing James Ruse Drive to Rosehill Gardens racecourse from Oak Street would not be affected by the project construction activities.

5.5.6 Pedestrian and cyclist access

Access for pedestrians would be provided in accordance with the principles given in Section 4.5.

The construction staging and methodology would be developed to minimise impact on footpath widths and crossing facilities to maintain existing pedestrian capacity, amenity and safety. Existing pedestrian movements would be maintained along footpaths and crossings, facilitated by traffic controllers where required.

Key locations where pedestrian facilities would be impacted and mitigation is required include:

 George Street  Arthur Street  James Ruse Drive.

All pedestrians, including vulnerable users, with designs in accordance with The Disability Discrimination Act requirements (for example, kerb ramps at crossings, maintaining minimum footpath widths) should be considered in the access paths in the precinct.

Where cycle routes and cycleways are impacted by construction worksites, alternate routes would be identified and implemented through appropriate signage and in consultation with Bicycle User Groups and the relevant Road Authority.

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The pedestrian and cyclist numbers in the Camellia and Rosehill precinct are expected to be low and the impacts can be sufficiently mitigated.

5.5.7 Emergency vehicle access

Access for emergency vehicles would be maintained at all construction sites. Emergency services would be notified of all planned changes to traffic arrangements prior to implementation, specifying likely delays, location of closures/ diversions and extended work periods.

5.5.8 Taxi access

No existing taxi zones are located within the Rosehill and Camellia precinct.

5.6 Carlingford precinct

The Carlingford precinct has the following key issues and considerations for construction, including:

 Heavy rail services on the T6 Carlingford Line would need to be replaced with buses for a period of up to three years. The proposed bus stops facilitating this replacement bus service would need to be designed and constructed with appropriate consideration of the duration of their commission.  Substantial interface with required with Sydney Trains to manage the rail assets between Clyde and Carlingford, the Sandown Line during construction and following the commissioning of the project.  New bridge structures are required at Kissing Point Road, north of Dundas Railway Station and Vineyard Creek, south of Rydalmere Railway Station.  The existing Parramatta River Bridge would require major maintenance and strengthening work.  The existing pedestrian underpasses of the rail embankment, south of Parramatta River (James Hardie crossing) and north of Kissing Point Road at Leamington Road require extension across the alignment.  Major civil works are required between the bridge structures, including substantial cut and fill and stormwater drainage.  The existing track would be realigned with a combination of reused and replaced sleepers and ballast recycled from the existing track.  Retaining wall work is required at Pennant Hills Road, which would require night work or off-peak lane closures.

The anticipated construction period for the Carlingford precinct would be 24 months, following three months of Sydney Trains asset removal.

5.6.1 Construction and worksite access

The proposed construction site compounds within the Carlingford precinct are:

 Parramatta River north, located adjacent to the T6 Carlingford Line within the WSU Rydalmere campus.  Vineyard Creek, located within a grassed area bordered by Railway Street, Vineyard Creek and the T6 Carlingford Line near Rydalmere Railway Station.  Rydalmere Railway Station (west), located within an existing Sydney Trains maintenance site accessed from Victoria Road and adjacent to the west of the T6 Carlingford Line near Rydalmere Railway Station.

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 Rydalmere Railway Station (east), located within the existing Rydalmere commuter car park located accessed from Victoria Road and adjacent to the east of the T6 Carlingford Line near Rydalmere Railway Station.  Dundas Railway Station, located in an existing Sydney Trains maintenance site and Dundas Railway Station commuter car park.  Kissing Point Road, located within Vineyard Creek Reserve located off Kissing Point Road near the bridge.  Adderton Road, located in an existing Sydney Trains maintenance site located in the rail corridor accessed from Adderton Road  Telopea Railway Station, located within the at-grade commuter car park located adjacent to Telopea Railway Station.  Carlingford Railway Station, located within an open space area north of Carlingford Station on land owned by RailCorp.

Potential construction vehicle haulage and access routes have been identified for the Carlingford precinct, based on the principles specified in Section 2.7 of this report. These haulage routes would be confirmed following the identification of origins and destinations for material sources and stockpile locations. The potential approach and departure routes for the Carlingford precinct are shown in Figure 5.16 and Figure 5.17 respectively.

Figure 5.16: Potential approach haulage routes for the Carlingford precinct

Legend Preferred route

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Figure 5.17: Potential departure haulage routes for the Carlingford precinct

Legend Preferred route

Access via rail line

5.6.2 Rail replacement bus options for the T6 Carlingford Line

The T6 Carlingford Line would be discontinued with the start of the project construction between Camellia and Carlingford. The shuttle bus for the existing train customers would be less comfortable than the existing trains and would not replicate the future light rail experience to Parramatta.

Three bus replacement options for the T6 Carlingford Line were developed. Alternative terminus locations at the southern end with the T1 Western Line that were assessed included:

 Option 1 terminating at Clyde Railway Station in Berry Street  Option 2 terminating at Parramatta Interchange  Option 3 terminating at Granville Railway Station in Bridge Street.

These three options are variations on the emergency rail replacement bus route between Carlingford and Clyde. It is proposed over the NightRide route N61 because it connects closer to the stations at Dundas and Rydalmere. However, at Camellia, the NightRide route N61 bus stops in James Ruse Drive south of Grand Avenue are considered safer to use than at Tramway Avenue.

As a rail replacement service, it would operate every 10 minutes in the peak and interpeak periods on weekdays and hourly in the off-peak and evenings. The 10 minute interpeak service is proposed instead of the existing hourly services to mitigate the loss of convenience to train customers. The buses used would be low-floor and wheelchair accessible, but they would not accept motorised scooters as on the trains.

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The three shuttle bus route options for the T6 Carlingford Line train replacement services were compared using the following assessment criteria:

 Overall journey time to Sydney CBD, with a transfer connection to the T1 Western Line trains at either Clyde, Parramatta or Granville  Existing customer travel demand patterns, by considering how to minimise the impact on the existing train customers with their existing destinations via the T6 train services  Complexity of bus operations at the southern terminus with the T1 Western Line stations, including a bus turnaround, dedicated driver facilities and layover space. Journey time comparison Train services on the T6 Carlingford Line are likely to change with the introduction of the 2018 timetable, requiring all T6 Carlingford Line train customers to interchange at Clyde for the T1 Western Line trains. This would be followed in 2019 with a train replacement shuttle bus service for up to three years during the construction period until the commissioning of the project. In addition, the existing bus routes towards Parramatta and other transport hubs that have available capacity would be promoted to provide alternative access for those customers wanting to travel towards Sydney CBD.

The T6 Carlingford Line rail replacement shuttle bus service would operate as often as needed, initially replacing the two trains per hour with buses every 10 minutes in the peak periods and hourly in the off-peak and evenings. Supplemental buses would be added as required to meet peak loads.

The overall journey times including transfer times, but not walk access time to the first boarding point were calculated from Carlingford Railway Station to Wynyard in the AM peak hour via:

 The existing T6 Carlingford train services with a transfer of five minutes at Clyde Railway Station  Existing Route M54 bus services to Parramatta Railway Station and the T1 Western Line train  A shuttle bus to Parramatta Station and the T1 Western Line train  A shuttle bus to Clyde Railway Station and the T1 Western Line train  Existing Route M54 bus services to Epping Railway Station and the T1 train.

The shortest overall journey time during the construction period for Carlingford commuters is estimated at 59 minutes for travel on the bus Route M54 to Epping Station and the train to Wynyard via Strathfield and Central Railway Stations. All of the other T6 Carlingford Line stations would have the shortest AM peak journey times to Wynyard Station via the shuttle bus to Parramatta Station to connect with trains on the T1 Western Line stopping at Strathfield, Redfern, Central and Town Hall Railway Stations.

The T6 shuttle bus service between Carlingford to Parramatta was estimated at 27 minutes which is based on existing bus running times for the sections of the route during the AM peak period with the following times between stops:

 Carlingford to Telopea (Adderton Road) is four minutes  Telopea to Dundas (Calder Road) is three minutes  Dundas to Rydalmere (Victoria Road south of Dudley Street) is four minutes  Rydalmere to Rosehill/ Camellia in Hassall Street is five minutes  Rosehill to Parramatta in Valentine Avenue is 11 minutes which is based on the AM peak running time from James Ruse Drive to Parramatta along Hassall Street on Route M92.

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The running times on the T6 shuttle bus service would be confirmed through bus operational trials with the bus operators. The non-peak running times would be less than 27 minutes.

Figure 5.18: Comparison of travel times from the T6 Carlingford Line stations to Wynyard Station

A summary of the travel times from the T6 Carlingford Line stations to Wynyard Station in the AM peak hour for a trip to arrive around 8:30 am are provided in Error! Reference source not found. for the following scenarios:

 Via the existing T6 Carlingford Line train services with a nine-minute cross-platform transfer at Clyde Railway Station to the T1 Western Line with seven intermediate stops to Wynyard Railway Station  For all stations except for Carlingford, via the proposed shuttle bus route to Parramatta Railway Station to connect with a train on the T1 Western Line with limited stops  For Carlingford, via Route M54 to Epping and the T1 Northern Line with limited stops.

These travel times do not include the access and egress times at the ends of each trip.

Table 5.10: Travel time comparisons between the Carlingford Line Stations and Wynyard Station Existing T6 Carlingford Different in travel time Construction Stage via Bus and Train Line to Wynyard Station between the existing Station to Wynyard Station during the (based on the January train and the bus and construction stage 2017 timetable) train option 59 minutes from Carlingford to Wynyard 55 minutes with a transfer at Carlingford via Route M54 and T1 Northern Line via 4 minutes more Clyde to the T1 Western Line Epping 60 minutes by shuttle bus to Parramatta 53 minutes with a transfer at Telopea station and train Wynyard station via the 7 minutes more Clyde to the T1 Western Line T1 Western Line 57 minutes by shuttle bus to Parramatta 50 minutes with a transfer at Dundas station and train Wynyard station via the 7 minutes more Clyde to the T1 Western Line T1 Western Line 53 minutes by shuttle bus to Parramatta 48 minutes with a transfer at Rydalmere station and train Wynyard station via the 5 minutes more Clyde to the T1 Western Line T1 Western Line 48 minutes by shuttle bus to Parramatta 47 minutes with a transfer at Camellia station and train Wynyard station via the 1 minute more Clyde to the T1 Western Line T1 Western Line

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Existing T6 Carlingford Different in travel time Construction Stage via Bus and Train Line to Wynyard Station between the existing Station to Wynyard Station during the (based on the January train and the bus and construction stage 2017 timetable) train option 48 minutes by shuttle bus to Parramatta 45 minutes with a transfer at Rosehill station and train Wynyard station via the 3 minutes more Clyde to the T1 Western Line T1 Western Line

Customer travel patterns Customer travel patterns and other shuttle bus options were considered, including routes terminating at Clyde and Granville, however Parramatta was identified as the preferred customer option based on a range of factors as summarised as follows:

 With the introduction of the 2018 timetable, Parramatta Interchange would have fast trains every three minutes in the peak direction to Strathfield, Redfern and Central Stations, during peak periods with a travel time of 26 minutes to Central Station and 32 minutes to Wynyard Station  Parramatta Interchange has comprehensive existing customer amenity at Westfield centre  Parramatta Interchange provides a large number of bus route options to connect to, including the Liverpool-Parramatta and North-West T-way services  The bus route to Parramatta provides convenient stops for Rosehill/ Camellia customers in Hassall Street, nearer to residential areas west of James Ruse Drive; and avoids Parramatta Road traffic congestion.  Special event buses would be run, when required, for Rosehill Race Course and would replace event train services once Rosehill Station is closed.  A shuttle to Parramatta would provide customers with a pre-cursor to the Light Rail travel pattern. However, the shuttle bus would have an estimated journey time of 27 minutes from Carlingford to Parramatta Interchange. Light Rail would have a travel time of 18 minutes between Carlingford and Parramatta Square. T6 Carlingford Rail Replacement bus service during construction stage only Option 2 to Parramatta Railway Station is recommended for implementation during the project construction when the T6 Carlingford Line is discontinued. The rail replacement shuttle bus service would operate every 10 minutes in the peak periods and hourly in the off-peak and evenings. Supplemental buses would be added as required to meet peak loads.

This option with the shuttle bus operating between Carlingford and Parramatta stations has the following benefits:

 Parramatta Interchange is the focal point for buses and trains in Parramatta CBD with a range of limited-stop train services to Sydney CBD (Central Railway Station) and through to the North Shore on the T1 Western Line and on the . A total of 21 train services operate eastbound from Parramatta in the AM peak from 7:30 am to 8:30 am, which is an average headway of every three minutes

N102531 // 14/08/2017 Final Report Issue: A 71 Parramatta Light Rail, Construction Traffic and Transport Impact Assessment Report  The journey times from Parramatta to Central Railway Station range from 25 to 33 minutes depending on the train stopping pattern. The fastest journey time on the T1 Western Line is 25 minutes to Central Railway Station with a stop at Strathfield only or 26 minutes with limited stops at Strathfield and Redfern. The slower services with eight intermediate stops have a journey time of 33 minutes to Central Railway Station  Parramatta Interchange is adjacent to the Westfield shopping centre that provides a wide selection of quality amenities with an underground food court, supermarket and shops and excellent shelter for public transport customers waiting for buses and trains.

This option has the following issues:

 Most of the existing Carlingford corridor train customers would be heading west to transfer to a train travelling east to Strathfield, Sydney CBD or North Sydney. This could be perceived as travelling away from their ultimate destination.  The shuttle bus route would not service the bus stops in James Ruse Drive for the Camellia and Rosehill Railway Stations. The closest bus stops for Camellia and Rosehill would be in Hassall Street at the Mercure Hotel.

The preferred shuttle bus service would operate Carlingford and Parramatta Interchange that would provide the existing T6 Carlingford Line customers with connections to the T1 Western and T5 Cumberland Lines.

As shown in Figure 5.19 the shuttle bus route would operate between Carlingford and Parramatta with stops as close as practical to the existing T6 Carlingford Line train stations. The Parramatta terminus would be in Valentine Avenue on the south side of the Parramatta Interchange with access to the main train concourse via stairs, an escalator and a lift. This location with access from Parkes Street would avoid the need for the shuttle buses to use Parramatta Interchange with the regular bus routes where it is already very busy during the peak periods. Layovers would be encouraged to be taken in Lloyds Avenue at Carlingford.

The customer amenity and waiting facilities at the Valentine Avenue terminus would require further assessments to meet the requirements from the Customer Services Division of Transport for NSW. This would include a Crime Prevention through Environmental Design (CPTED) analysis to identify any security or safety issues at the stop and to plan for an accessible and comfortable waiting area with facilities for customers and drivers.

The T6 Carlingford Line rail replacement shuttle bus service would operate as often as needed, initially replacing the two trains per hour in the peak periods with buses every 10 minutes and every 30 minutes in the off-peak and evenings and hourly in the late evenings. Supplemental buses would be added as required to meet the peak patronage demand.

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Figure 5.19: Recommended Option 2 shuttle bus route from Carlingford to Parramatta Interchange

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5.6.3 Property access

Construction impacts on school accesses The schools affected by construction activities with the project in the Carlingford precinct are:

 Telopea Public School - Sturt Street is a proposed access road to the rail corridor from Kissing Point Road.  Waratah Montessori Preschool - Sturt Street is a proposed access road to the rail corridor from Kissing Point Road.  Dundas Public School - the bus replacement service would operate via Park Road and Calder Road. Calder Road and Station Street would also be used to access the Dundas Railway Station compound and rail corridor.

5.6.4 Parking and loading zones

The existing car parks along the T6 Carlingford Line are proposed to be used for construction site compounds. Therefore, commuters would not be permitted to park at these car parks during the construction period.

5.6.5 Public transport access

Bus Services The project in the Carlingford precinct would impact buses as follows:

 Buses in Pennant Hills Road may be delayed during works to the existing Pennant Hills Road rail overpass. This may affect Routes N61, M54, 513, 625 and 546 that operate to or near Carlingford.  WSU operates a shuttle bus service between its Rydalmere and CBD campuses. The stop in the CBD at 169 Macquarie Street would be impacted by the project. construction activities. A bus stand in Smith Street north of Darcy Street is proposed, but the arrangements would be confirmed with discussions with the WSU stakeholder. Occupancy The temporary bus arrangements are being assessed and finalised in consultation with Transport for NSW.

For bus customers travelling to Parramatta from the T6 Carlingford corridor, the local bus routes (545, M54, M52 and M92) provide direct, frequent services from Carlingford, Telopea, Dundas, Rydalmere, Camellia and Rosehill to Parramatta interchange, in addition to the proposed temporary shuttle bus service that would operate only between the closest bus stops on the T6 Carlingford Line and Parramatta via James Ruse Drive and Hassall Street. Bus stop capacity The bus arrangements are being assessed and finalised in consultation with Transport for NSW. Proposed bus stops would be identified in locations that are able to accommodate the bus volumes. Layover facilities The bus layover facilities at Lloyds Avenue would be maintained and would need to be modified to accommodate the temporary T6 Carlingford Line rail replacement shuttle bus route.

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Special event and rail replacement bus services Traffic management requirements of special events may result in changes to haulage routes and delivery for construction activities. This may result in ROLs requiring modification. The contractor is required to incorporate all known special events into the construction program and detail measures required in the site specific TMPs in consultation with key stakeholders.

All special events approvals would be assessed by Roads and Maritime Services and SCO in consultation with Transport for NSW. Event organisers are required to consider the event’s interaction with the project construction activities and coordinate traffic management measures accordingly to address cumulative impact of the road network and, in particular, travel times.

All potential extended delays would need to be communicated to the community and stakeholders prior to the proposed event.

5.6.6 Pedestrian and cyclist access

Access for pedestrians would be provided in accordance with the principles given in Section 4.5.

The construction staging and methodology would be developed to minimise impact on footpath widths and crossing facilities to maintain existing pedestrian capacity, amenity and safety. Existing pedestrian movements would be maintained along footpaths and crossings, facilitated by traffic controllers where required.

Key locations where pedestrian facilities would be impacted and mitigation is required include:

 Dundas: During construction of the Dundas light rail stop, the pedestrian link between Kissing Point Road and Dundas would be interrupted. Mitigation route via Kissing Point Road and Station Street would be in place to enable access to Dundas commercial centre. Adequate wayfinding would be provided  Dundas: During the construction of the bridge across Kissing Point Road, the pedestrian access via the footpaths would be impacted. Mitigation would be in place to allow pedestrian movements across the site by creating temporary footpaths. Adequate wayfinding would be provided  Telopea: The Leamington Road underpass would be closed for six months. No direct mitigation would be provided. Wayfinding would guide pedestrians around Kissing Point Road, Adderton Road and Leamington Road. A new street underpass with footpaths would be implemented to replace and maintain a pedestrian connection under the project corridor at Leamington Road  Telopea: During construction of the Telopea light rail stop, pedestrian links between Sturt Street and Adderton Road would be impacted.

During the construction activity at these stops, safe and convenient access for all pedestrians, including vulnerable users, is required to be designed for in accordance with the Disability Discrimination Act requirements. This would require the provision of kerb ramps at crossings, minimum gradients of paths across the construction zone and maintaining minimum footpath widths.

Where cycle routes and cycleways are impacted by construction worksites, alternate routes would be identified and implemented through appropriate signage and in consultation with Bicycle User Groups and the relevant Road Authority (Roads and Maritime Services, SCO or the City of Parramatta Council).

The number of pedestrians and cyclists in the Carlingford precinct are currently low and the impacts would need to be mitigated at the light rail stop construction zones (Rydalmere, Dundas,

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Telopea and Carlingford) to allow for safe and convenient access across the railway corridor that would have the project construction activity.

5.6.7 Emergency vehicle access

Access for emergency vehicles would be maintained at all construction sites. Emergency services would be notified of all planned changes to traffic arrangements prior to implementation, specifying likely delays, location of closures/ diversions and extended work periods.

5.6.8 Taxi access

No existing taxis zones exist within this precinct and therefore no replacement taxi zones would be required.

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6. Mitigation measures

The following mitigation measures would be implemented for the project.

6.1 During detailed design

6.1.1 Westmead and Parramatta North

During detailed construction planning, liaison would be undertaken with City of Parramatta Council, NSW Health, hospitals and other facilities within the Westmead Health Precinct (including Cumberland Hospital (east and west)) and emergency services to ensure construction staging of the project does not result in unacceptable access to the hospital precinct, and is coordinated with other developments underway within the Westmead Health Precinct.

During detailed design, Transport for NSW would consult with NSW Health to address any potential impacts on the existing internal road network and access (including emergency vehicle access) for the Cumberland Hospital (east and west) during construction. Any identified mitigation measures would be incorporated into the project design.

6.1.2 Parramatta CBD

During detailed construction planning, Transport for NSW would determine in consultation with WSU a temporary alternative stop location and route for the free shuttle bus service operated by the university.

6.2 During construction

6.2.1 Traffic management plans

Site specific construction traffic management plans (TMPs) and site-specific TMPs would be prepared for the project. The TMPs would detail:

 Site access and associated route and turning movements  Potential activities that could result in the disruption to traffic and transport networks, including pedestrian, cyclist and public transport networks and during special events  The timing to limit disruptions to the road and transport networks  The maintenance of access and safety of transport networks, parking and property  Details responses to the management of an event that directly involves or impacts on traffic and transport networks.

Given the range of approvals and consents that may be required to facilitate the construction of the project, the site-specific TMPs would provide the main basis for any required approvals.

The contractor(s) would comply with the relevant Roads Authority procedures in applying for ROLs.

An application to Roads and Maritime Services would be made for any proposed adjustment to speed limits whether they are temporary, such as those required for short-term road occupancies, or longer-term such as for the duration of a construction stage or permanent works. No adjustments to speed limits would be undertaken without an approved speed zone authorisation.

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The traffic, transport and access management strategies would be adopted during the construction of the project and would address the following aspects:

 Intersection and midblock works  James Ruse Drive temporary works  Traffic signal modifications  Road changes  Bus operations and route changes  T6 Carlingford Line rail replacement bus services  Pedestrian traffic management  Cycle routes  On-street parking  Emergency access  Emergency evacuation procedures for buildings  Property and utility access  Special event management.

Relevant strategies would be prepared in consultation with the Sydney Coordination Office, Roads and Maritime Services and City of Parramatta Council.

Site specific construction traffic management plans would be prepared and implemented, including mitigation and management responses associated with the temporary closures (including weekend closures) of:

 Church Street and Victoria Road  Church Street and Pennant Hills Road  Church Street and Barney Street  Church Street and Board Street.  Smith Street and Macquarie Street  Church Street and George Street  Church Street and Victoria Road  James Ruse Drive  Kissing Point Road  Grand Avenue.

6.2.2 Traffic, pedestrian and cyclist access

Existing cycle routes would be maintained or diverted during construction.

To maintain safe motorist, pedestrian and cyclist access where construction works would occur, mitigation and management measures would be detailed in the Construction Traffic Management Plan and implemented during construction. This would include:

 Use of speed awareness signs in conjunction with variable message signs near construction sites to provide alerts to drivers  Appropriate controls where vehicles are required to cross footpaths to access construction areas, including manual supervision, physical barriers or temporary traffic signals  Shared experience educational events that allow pedestrians, cyclists or motorists to sit in trucks and understand the visibility restrictions of truck drivers, and for truck drivers to understand the visibility from a bicycle  Specific construction driver training to understand route constraints, expectations, safety issues and to limit the use of compression braking

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 Safety devices on construction vehicles that warn drivers of the presence of a vulnerable road user located in the vehicles’ blind spots and warn the vulnerable road user that a vehicle is about to turn.

6.2.3 Property access

To maintain property access during construction, mitigation and management measures would be detailed in the Construction Traffic Management Plan and implemented during construction. This would include:

 Use traffic controllers and localised traffic management measures to maintain access through worksites, where practical  Temporary access closures would occur in stages to minimise the duration of closures  Provision of temporary alternative car parking for properties with on-site parking.

6.2.4 Construction hours

Hours of when construction deliveries and spoil removal would be undertaken within the Parramatta CBD and Rosehill and Camellia precincts would be determined in consultation with the Sydney Coordination Office and Roads and Maritime Services.

6.2.5 Construction traffic

Construction traffic would be prohibited from using:

 Railway Parade, Westmead  Trott Street, North Parramatta  Noller Parade, Parramatta

These road restrictions apply in the Westmead, Parramatta North and Parramatta CBD precincts.

6.2.6 Parramatta North

The following measures apply to the Parramatta North precinct:

 Modifications and capacity upgrade works on O’Connell Street would be completed prior to the closure of Church Street to general through traffic.

6.2.7 Parramatta CBD

The following measures apply to the Parramatta CBD precinct:

 Modifications and capacity upgrade works on George Street would be completed prior to the closure of Macquarie Street to general through traffic  Modifications and capacity upgrade works on O’Connell Street would be completed prior to the closure of Church Street to general through traffic.

6.2.8 Parramatta River

Construction works that occur above or from Parramatta River at the Parramatta River bridge (such as barges) would be scheduled during periods as agreed with NSW Ports Authority and Harbour City Ferries. This applies to the Rosehill and Camellia and the Carlingford precincts.

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