New M5 Environmental Impact Statement

Technical working paper: Traffic and transport

Appendix G

November 2015

AECOM WestConnex New M5

WestConnex The New M5 Technical Working Paper: Traffic and Transport

Client: Roads and Maritime

ABN: 76 236 371 088

Prepared by

AECOM Australia Pty Ltd Level 21, 420 George Street, Sydney NSW 2000, PO Box Q410, QVB Post Office NSW 1230, Australia T +61 2 8934 0000 F +61 2 8934 0001 www.aecom.com ABN 20 093 846 925

18-Nov-2015

Job No.: 60327128

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AECOM has prepared this document for the sole use of the Client and for a specific purpose, each as expressly stated in the document. No other party should rely on this document without the prior written consent of AECOM. AECOM undertakes no duty, nor accepts any responsibility, to any third party who may rely upon or use this document. This document has been prepared based on the Client’s description of its requirements and AECOM’s experience, having regard to assumptions that AECOM can reasonably be expected to make in accordance with sound professional principles. AECOM may also have relied upon information provided by the Client and other third parties to prepare this document, some of which may not have been verified. Subject to the above conditions, this document may be transmitted, reproduced or disseminated only in its entirety." ""

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Quality Information

Document WestConnex The New M5

Ref 60327128

Date 19 November 2015

Prepared by Peiqi Luo / Eric Wu

Reviewed by Nick Bernard

Authorised by Caitlin Bennett

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Table of Contents Glossary of terms and abbreviations i Executive summary v 1.0 Introduction 1 1.1 Overview of WestConnex 1 1.2 Overview of the project 2 1.3 Project location 4 1.4 Secretary's environmental assessment requirements 6 1.5 Study area 7 1.6 Report structure 7 2.0 The project 11 2.1 Project objectives 11 2.2 Project features 11 2.3 Construction activities 13 3.0 Strategic transport context 15 3.1 Appreciation of the strategic context 15 3.2 Regional transport movement – general traffic 16 3.3 Regional transport movement – freight traffic 20 3.4 Transport policy and plans 22 4.0 Assessment methodology 29 4.1 Traffic forecasting and modelling process 29 5.0 Existing traffic and transport environment 41 5.1 Route description 41 5.2 M5 East Motorway corridor 41 5.3 St Peters and surrounds 52 6.0 Existing road network performance 67 6.1 Assessment criteria 67 6.2 Operational performance – M5 Motorway corridor 69 6.3 Operational performance – St Peters and surrounds 75 7.0 Construction impacts 83 7.1 Overview of construction activities 83 7.2 Key assumptions 101 7.3 Western and Bexley Road surface works construction compounds 101 7.4 Arncliffe surface works 149 7.5 St Peters interchange construction compounds 162 7.6 Construction worker car parking facilities 192 7.7 Construction haulage 193 7.8 Cumulative construction impacts 202 7.9 Construction traffic management 207 8.0 Future conditions without the project 209 8.1 Regional transport network 209 8.2 Operational performance – M5 Motorway corridor 209 8.3 Operational performance – St Peters and surrounds 212 9.0 Future year traffic volumes and patterns 221 9.1 Introduction 221 9.2 Screenline analysis 221 10.0 Future conditions with the project 235 10.1 Regional transport network 235 10.2 Operational performance – M5 Motorway corridor 236 10.3 Operational performance – St Peters and surrounds 243 10.4 Fulfilment of project objectives 268 11.0 Management of impacts 269 11.1 Construction 269 11.2 Operation 270

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List of Tables Table 1 Traffic and transport SEARs 6 Table 2 Indicative construction program 13 Table 3 Average weekday travel mode share for local government areas around the King Georges Road Interchange 44 Table 4 Average weekday bicycle count along M5 East Motorway (2014) 44 Table 5 Bicycle trips in the vicinity and on the M5 Linear Park 45 Table 6 Site 1: M5 East Motorway, east of King Georges Road 49 Table 7 Site 2: M5 East Motorway, east of Bexley Road (in tunnel) 50 Table 8 Site 3: M5 East Motorway, at Cooks River 51 Table 9 Average weekday travel mode share for local government areas around St Peters and surrounds 54 Table 10 Rail services in Sydney, Marrickville and Botany Bay LGAs 54 Table 11 Sydney Trains services around St Peters and surrounds 55 Table 12 2013 Train station barrier counts at Mascot and St Peters stations 56 Table 13 Bus services around St Peters and surrounds 56 Table 14 Bicycle counts data around the new St Peters Interchange during peak periods (2014) 61 Table 15 Historic bicycle count (2010-2014) 61 Table 16 Average mid-block traffic volumes at key locations around St Peters and surrounds (2014) 65 Table 17 Mid-block level of service definitions and criteria – multi lane roads 68 Table 18 Level of service criteria for intersections 69 Table 19 Existing mid-block operational performance summary for the M5 East Motorway 69 Table 20 Travel speed and travel time on the M5 East Motorway between King Georges Road and Foreshore Road (2015) 70 Table 21 Crash statistics (Jan 2009 to Dec 2013) 71 Table 22 Crash severity indices (2009-2013) 71 Table 23 Crash rates per 100MVKT (2014) 72 Table 24 Crash costs (2009-2013) 75 Table 25 St Peters base model network performance – 2014 AM and PM Peak Hours 75 Table 26 Crash statistics (2009-2013) 77 Table 27 Crash severity indices (2009-2013) 81 Table 28 Crash rates per 100MVKT (2014) 82 Table 29 Crash costs (2009-2013) 82 Table 30 Overview of construction works 83 Table 31 Construction compound locations 85 Table 32 Proposed construction ancillary facilities and activities 86 Table 33 Construction hours 96 Table 34 Kingsgrove North compound construction program 102 Table 35 Kingsgrove South compound construction program 103 Table 36 Commercial Road compound construction program 109 Table 37 Bexley Road North compound construction program 110 Table 38 Bexley Road South compound construction program 116 Table 39 Bexley Road East compound construction program 116 Table 40 Western and Bexley Road surface works construction compound volumes and access points 121 Table 41 Traffic volume breakdown for Kingsgrove North compound 121 Table 42 Western and Bexley Road surface works construction compounds – 2016 Intersection performance (AM and PM Peak Hour) 131 Table 43 Western and Bexley Road surface works construction compounds – 2016 Mid-block traffic volumes and performance 135 Table 44 Access requirements from surrounding local roads 145 Table 45 Arncliffe compound construction program 150 Table 46 Arncliffe compound volumes 152 Table 47 Arncliffe compound – 2016 Intersection performance (AM and PM Peak Hour) 154 Table 48 Arncliffe compound – 2016 Mid-block traffic volumes and performance 157

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Table 49 Canal Road compound construction program 164 Table 50 Campbell Road compound construction program 165 Table 51 Landfill Closure compound construction program 165 Table 52 Burrows Road compound construction program 166 Table 53 Campbell Road bridge compound construction program 168 Table 54 Gardeners Road bridge compound construction program 170 Table 55 Sydney Park compound construction program 170 Table 56 St Peters interchange construction compound volumes and access points 172 Table 57 Traffic volume breakdown for Campbell Road, Burrows Road and Gardeners Road Bridge compounds 173 Table 58 St Peters interchange construction compound – 2016 Intersection performance (AM and PM Peak Hour) 180 Table 59 St Peters compound – 2016 Mid-block traffic volumes and performance 183 Table 60 Temporary road closures 184 Table 61 Temporary lane closures 184 Table 62 Access requirements from surrounding local roads 185 Table 63 Temporary indicative impact on parking during construction 186 Table 64 Construction worker car parking supply and demand during peak operation 192 Table 65 Anticipated spoil generation 193 Table 66 Potential spoil management sites 194 Table 67 Spoil and non-spoil related heavy vehicles for each construction compounds 201 Table 68 Environmental management measures – traffic and transport 207 Table 69 Mid-block operational performance summary for the M5 East Motorway (2021 ‘without project’) 210 Table 70 Mid-block operational performance summary for the M5 East Motorway (2031 ‘without project’) 210 Table 71 Comparison of average travel times between 2012, 2021 and 2031 ‘without project’ scenarios for the M5 East Motorway between King Georges Road and Foreshore Road 211 Table 72 St Peters model network performance – AM Peak Hour (2014 Base vs 2021 ‘without project’ scenario) 213 Table 73 St Peters model network performance – PM Peak Hour (2014 Base vs 2021 ‘without project’ scenario) 213 Table 74 St Peters model network performance – AM Peak Hour (2021 ‘without project’ vs 2031 ‘without project’ scenario) 214 Table 75 St Peters model network performance – PM Peak Hour (2021 vs 2031 ‘without project’ scenario) 214 Table 76 Overview of AM and PM peak hour intersection levels of service (‘without project’ scenarios) 215 Table 77 Average travel speed and journey time comparison – AM Peak Hour 217 Table 78 Average travel speed and journey time comparison – PM Peak Hour 218 Table 79 WRTM screenline comparison between 2021 ‘without project’ and ‘with project’ AWT volumes 223 Table 80 WRTM screenline comparison between 2031 ‘without project’ and ‘with project’ AWT volumes 227 Table 81 WRTM screenline comparison between 2031 ‘without project’ and 2031 ‘full WestConnex and Southern extension’ AWT volumes 229 Table 82 Mid-block operational performance summary for the M5 East Motorway (2021 ‘without project’ and ‘with project’) 236 Table 83 Mid-block operational performance summary for the M5 East Motorway (2031 ‘without project’ and ‘with project’) 237 Table 84 Mid-block operational performance summary for the M5 East Motorway (2031 ‘without project’ and ‘full WestConnex’) 237 Table 85 Mid-block operational performance summary for the New M5 (2021 ‘with project’) 238 Table 86 Mid-block operational performance summary for the New M5 (2031 ‘with project’) 238 Table 87 Mid-block operational performance summary for the New M5 (2031 ‘full WestConnex and Southern extension’) 239 Table 88 Comparison of average travel times between 2021 ‘without project’ and ‘with project’ scenarios for M5 East Motorway between King Georges Road and Foreshore Road 240

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Table 89 Comparison of average travel times between 2031 scenarios for M5 East Motorway between King Georges Road and Foreshore Road 240 Table 90 Comparison of average travel times for the New M5 between King Georges Road and St Peters interchanges 241 Table 91 M5 East Motorway: Crash comparison between ‘with project’ and ‘without project’ scenarios 241 Table 92 Euston Road intersection upgrades 244 Table 93 Bedwin Road / Campbell Street / Campbell Road intersection works 245 Table 94 Bourke Road / Bourke Street intersection works 248 Table 95 St Peters model network performance – AM Peak Hour (2021 ‘without project’ vs 2021 ‘with project’ scenario) 251 Table 96 St Peters model network performance – PM Peak Hour (2021 ‘without project’ vs 2021 ‘with project’ scenario) 251 Table 97 St Peters model network performance – AM Peak Hour (2031 ‘without project’ vs 2031 ‘full WestConnex and future Southern extension’ scenario) 253 Table 98 St Peters model network performance – PM Peak Hour (2031 ‘without project’ vs 2031 ‘full WestConnex and Southern extension’ scenario) 253 Table 99 Overview of AM peak hour intersection levels of service (‘with project’ scenarios) 254 Table 100 Overview of PM peak hour intersection levels of service (‘with project’ scenarios) 255 Table 101 Average travel speed and journey time comparison – AM Peak Hour 259 Table 102 Average travel speed and journey time comparison – PM Peak Hour 259 Table 103 Intersection works 259 Table 104 St Peters and surrounds: Crash comparison between 2021 ‘with project’ and ‘without project’ scenarios 261 Table 105 St Peters and surrounds: Crash comparison between 2031 ‘without project’ and ‘full WestConnex and Southern extension’ scenarios 261 Table 106 St Peters model network performance – summary of unreleased demand in peak hours between scenarios 262 Table 107 Comparison between 2021 ‘without project’ and ‘with project’ mid-block traffic flows 263 Table 108 Comparison between 2031 ‘without project’ and ‘full WestConnex and Southern extension’ mid-block traffic flows 263 Table 109 Comparison between bus travel times through the St Peters network (2021 ‘with project’ vs 2021 ‘without project’) 265 Table 110 Indicative permanent impact on parking 267

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List of Figures

Figure 1: WestConnex program of works 3 Figure 2: The project 5 Figure 3: Study area 9 Figure 4: Sydney travel demand corridors 15 Figure 5: Peak travel times along strategic corridors for cars (in minutes), 2011 and 2031 ‘do nothing’ scenario 16 Figure 6: Liverpool to Sydney Airport, volume to capacity, 2011 and 2031 ‘do nothing’ scenario 17 Figure 7: Average weekday traffic (AWT) volumes on strategic roads in the study area 19 Figure 8: Heavy vehicle movements in Sydney, 2011 and 2031 21 Figure 9: Average weekday heavy vehicle volumes on strategic roads in the study area 23 Figure 10: Proposed motorway improvement measures 25 Figure 11: Overview of traffic forecasting and modelling approach 29 Figure 12: Illustration of the application of absolute growth 35 Figure 13: Extent of St Peters and surrounds micro-simulation model 37 Figure 14: Overview of the study area 43 Figure 15: Shoulder lane on M5 East motorway 44 Figure 16: Bicycle survey results 47 Figure 17: Road network in St Peters and surrounds 53 Figure 18: Extract of Sydney train network map around St Peters and surrounds 55 Figure 19: Bus routes around the St Peters Interchange 57 Figure 20: Cycleway map in St Peters and surrounds 59 Figure 21: Location of bicycle counts 63 Figure 22: Priority cycle links for connecting Inner Sydney 64 Figure 23: Historical crash profile (Jan 2009 to Dec 2013) 73 Figure 24: Existing intersection levels of service around St Peters and surrounds (2014 AM peak hour) 76 Figure 25: Existing intersection levels of service around St Peters and surrounds (2014 PM peak hour) 76 Figure 26: Historical crash profile (Jan 2009 to Dec 2013) 79 Figure 27: Crash density in St Peters, Mascot and Botany Bay (July 2008 – June 2013) 81 Figure 28: Overview of construction compounds 87 Figure 29: Project construction footprint – Map 1 89 Figure 30: Project construction footprint – Map 2 91 Figure 31: Project construction footprint – Map 3 93 Figure 32: Project construction footprint – Map 4 95 Figure 33: Kingsgrove North construction compound layout 105 Figure 34: Kingsgrove South construction compound layout 107 Figure 35: Commercial Road construction compound layout 111 Figure 36: Bexley Road North construction compound layout 113 Figure 37: Bexley Road South construction compound layout 117 Figure 38: Bexley Road East construction compound layout 119 Figure 39: Kingsgrove North, Kingsgrove South and Commercial Road construction compounds – vehicle routes 123 Figure 40: Bexley Road North construction compound – vehicle routes 125 Figure 41: Bexley Road South construction compound – vehicle routes 127 Figure 42: Bexley Road East construction compound – vehicle routes 129 Figure 43: Western surface works – general arrangement of Traffic Stage 1 139 Figure 44: Western surface works – general arrangement of Traffic Stage 2 141 Figure 45: Western surface works – general arrangement of Traffic Stage 3 143 Figure 46: Bus routes around the western and Bexley Road surface works 147 Figure 47: Indicative Arncliffe construction compound layout 151 Figure 48: Arncliffe construction compound – vehicle routes 153 Figure 49: Bus routes around the Arncliffe surface works 161 Figure 50: Canal Road construction compound layout 163 Figure 51: Campbell Road and Landfill Closure construction compound layout 167 Figure 52: Burrows Road, Campbell Road bridge and Gardeners Road bridge construction compound layouts 169 Figure 53: Indicative Sydney Park construction compound layout 171 Figure 54: Canal Road construction compound – vehicle routes 175 Figure 55: Campbell Road and Landfill Closure construction compound – vehicle routes 177

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Figure 56: Burrows Road, Campbell Road bridge, Gardeners Road bridge and Sydney Park compounds – vehicle routes 179 Figure 57: Bus routes around the St Peters interchange construction compounds 189 Figure 58: Bus stops requiring closure or relocation during construction 191 Figure 59: Restricted access vehicles routes – approved for B-double use 195 Figure 60: Restricted access vehicle routes – minimum vertical clearance of 4.6 metres 197 Figure 61: Overview of higher mass limit routes 199 Figure 62: Extent of King Georges Road Interchange Upgrade works 205 Figure 63: King Georges Road Interchange Upgrade proposed site compound locations and construction haulage routes 206 Figure 64: intersection levels of service (2021 ‘without project’ scenario) 216 Figure 65: Intersection levels of service (2031 ‘without project’ scenario) 217 Figure 66: Modelled screenline locations 225 Figure 67: Western screenline comparison between scenarios for AWT volumes 230 Figure 68: Eastern screenline comparison between scenarios for AWT volumes 230 Figure 69: Western screenline comparison between scenarios for AM peak hour volumes 231 Figure 70: Western screenline comparison between scenarios for PM peak hour volumes 231 Figure 71: Eastern screenline comparison between scenarios for AM peak hour volumes 232 Figure 72: Eastern screenline comparison between scenarios for PM peak hour volumes 232 Figure 73: Road network changes at St Peters between Stage 2 and Stage 3 (future M4-M5 Link and future Sydney Gateway) 252 Figure 74: Intersection levels of service (2021 ‘without project’ vs 2021 ‘with project’ scenario, AM peak hour) 256 Figure 75: Intersection levels of service (2021 ‘without project’ vs 2021 ‘with project’ scenario, PM peak hour) 256 Figure 76: Intersection levels of service (2031 ‘without project’ vs 2031 ‘full WestConnex and Southern extension’ scenario, AM peak hour) 257 Figure 77: Intersection levels of service (2031 ‘without project’ vs 2031 ‘full WestConnex and Southern extension’ scenario, PM peak hour) 258 Figure 78: Pedestrian and cycle infrastructure proposed at St Peters 267

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Glossary of terms and abbreviations

Term Meaning AM peak period Unless otherwise stated, this refers to vehicle trips arriving at their destination during the average one hour peak period between 6.31am– 9.30am on a weekday. Arterial roads The main or trunk roads of the State road network that carry predominantly through traffic between regions. AADT Average annual daily traffic. The total volume of traffic (24 hours) passing a roadside observation point over a period of a year; divided by the number of days per year. It is calculated from mechanically obtained axle counts. ADT Average daily traffic. The total volume of traffic (24 hours) passing a roadside observation point over a seven day period during a set number of weeks; divided by the total number of days. It is calculated from mechanically obtained axle counts. ATC Automatic traffic count. AWT Average weekday traffic. The total volume of traffic (24 hours) passing a roadside observation point over a five-day weekday period during a set number of weeks; divided by the total number of days. It is calculated from mechanically obtained axle counts. BTS Bureau of Transport Statistics. Capacity The nominal maximum number of vehicles that can travel along a road in a given time. Carriageway The portion of a roadway used by vehicles including shoulders and ancillary lanes. CBD Central Business District. CCTV Closed-circuit Television. CEMP Construction Environmental Management Plan. A site specific plan developed for the construction phase of a project to ensure that all contractors and sub-contractors comply with the environmental conditions of approval for the project and that environmental risks are properly managed. Corridor Parallel, possibly competing, transport routes (and modes, where appropriate) between two locations. Detour An alternative route, using existing roads, made available to traffic DP&E Department of Planning and Environment. Do minimum A future network scenario including the King Georges Road Interchange Upgrade and the M4 Widening projects and some upgrades to the broader transport network over time. However, this scenario does not include subsequent WestConnex projects. EB Eastbound. EIS Environmental Impact Statement. Environment Includes all aspects of the surroundings of humans, whether affecting any human as an individual or in his or her social groupings (from EP&A Act). EP&A Act Environmental Planning and Assessment Act 1979 (NSW). Footpath The paved area in a footway. Footprint The extent of the impact that a development (in plan-view) makes on the land.

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Term Meaning Footway An area open to the public designated for the movement of pedestrians or has one of its main uses for pedestrians. Freeways Fast, high volume, access controlled roads that primarily link regional hubs and cities usually with grade separated intersections and without traffic lights. Grade separation The separation of road, rail or other transport modes, so that crossing movements at intersections are at different levels. GMA Greater Metropolitan Area. GVM Gross Vehicle Mass. h Hour. ha Hectare/s. HCV Heavy Commercial Vehicle. Class 3 vehicle (a two axle truck) or larger, in accordance with the Austroads Vehicle Classification System. IDM Intersection Diagnostic Monitor. Impact Influence or effect exerted by a project or other activity on the natural, built and community environment. Interchange An intersection of two or more roads that typically uses grade separation, and one or more ramps, to permit traffic on at least one carriageway to pass through the junction without directly crossing any other traffic stream. Junction A place where two or more roads meet. km/h Kilometres per hour. Local road A road or street used primarily for access to abutting properties. LCV Light Commercial Vehicle. Vehicles up to 4.5 tonnes Gross Vehicle Mass (GVM), including cars which have been registered for business use. LGA Local Government Area. LoS Level of Service. A qualitative measure describing operational conditions within a traffic stream and their perception by motorists and/or passengers. Median The central reservation which separates carriageways from traffic travelling in the opposite direction. Midblock A general location on a road between two intersections. Mode A type or method of transport movement – including for the road corridor: cars, buses, bikes and pedestrians. NB Northbound. PCU Passenger Car Unit. PM peak period Unless otherwise stated, this refers to vehicle trips arriving at their destination during the average one hour peak period between 3.01pm–6.30pm on a weekday. Private vehicle Includes all motorised vehicles such as cars, 4WDs, vans, motorbikes, motor scooters, utes and trucks. PTIPS Public Transport Information and Priority System. Public transport Includes train, bus (government and private) and ferry (government and private). Roads and Maritime NSW Roads and Maritime Services (formerly NSW Roads and Traffic Authority (RTA)). Road reserve An area of land within which facilities such as roads, footpaths and associated features may be constructed for public travel. Roadside The area from the edge of the carriageway to the boundary of the road reserve.

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Term Meaning Roundabout An intersection where all traffic travels in one direction clockwise around a central island. RTA NSW Roads and Traffic Authority (now Roads and Maritime Services). Saturation flow The number of vehicles per hour that could pass through a signalised intersection on a specific approach lane if the signal remained green for the entire 60 minutes. SCATS Sydney coordinated adaptive traffic system. Screenline Theoretical boundaries specifically designed to collectively analyse directional and two-way traffic volumes. SEARs Secretary’s Environmental Assessment Requirements. Shoulder The portion of the carriageway beyond the traffic lanes adjacent to and flush with the surface of the pavement. s Seconds. SB Southbound. STM Strategic Transport Model. Traffic efficiency Measured by savings (and delays) in travel time. Transport infrastructure Permanent installations including roads, rail, buildings and storage associated with transport. TCS Traffic Control Signal. TfNSW Transport for New South Wales TMC Transport Management Centre. Unreleased demand In a micro-simulation traffic model, this is the number of vehicles unable to enter the model due to congestion extending back into model entry points. The number of unreleased vehicles is an indication of the effectiveness of the network. The lower the number of unreleased vehicles, the better the network is able to accommodate the demand flows. Veh Vehicle. Veh/h Vehicle per hour. VKT Vehicle Kilometres Travelled. V/C Volume to Capacity ratio. VOT Value of Time. WB Westbound. WDA WestConnex Delivery Authority. WRTM WestConnex Road Traffic Model. VTTS Value of Travel Time Savings.

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Executive summary NSW Roads and Maritime Services (Roads and Maritime) is seeking approval to construct and operate the New M5 (the project), which would comprise a new, tolled multi-lane road link between the existing M5 East Motorway, east of King Georges Road, and St Peters. The project would also include an interchange at St Peters and connections to the existing road network. The project is a component of the WestConnex program of works, which is a proposal to provide a 33 kilometre motorway that is intended to link Sydney’s west with the airport and the Port Botany precinct. The component projects of the WestConnex program of works are: - M4 Widening – Pitt Street, Parramatta to Homebush Bay Drive, Homebush (planning approval granted and under construction) - M4 East – Homebush Bay Drive, Homebush to Parramatta Road and City West Link (Wattle Street) at Haberfield (planning application lodged and subject to planning approval) - New M5 – (the subject of this EIS) - King Georges Road Interchange Upgrade (planning approval granted and under construction) - M4-M5 Link – Haberfield to St Peters (undergoing concept development and subject to planning approval) - Sydney Gateway (undergoing concept development and subject to planning approval). Separate planning applications have been or will be lodged for each individual component project. Each project will be assessed separately, but the impacts of each project will also be considered in the context of the wider WestConnex. The outcomes of the preliminary environmental investigations for the project indicate that traffic and transport is one of the key environmental considerations for the project. Key considerations are those that may have moderate or high impacts (actual or perceived) and a detailed assessment is necessary to determine the level of potential impacts and to develop appropriate measures to mitigate and manage the impacts. This report details and summarises the Traffic and Transport Assessment undertaken as part of the environmental impact statement (EIS) of the project. The assessment has covered the following scenarios: - Existing case (2012) - Construction (2016) - Operation ‘do minimum’ (2021) - With project (2021) - Operation ‘do minimum’ (2031) - With project (2031) - Full WestConnex program of works and the Southern extension (2031). Existing traffic and transport environment The project is generally located within the M5 East corridor, east of King Georges Road to the Princes Highway interchange, and within the Princes Highway corridor, from the King Georges Road interchange to St Peters. The western end of the project is located east of King Georges Road and would tie into the King Georges Road Interchange Upgrade project at this location. The project includes an interchange at St Peters, located in the area bounded by Canal Road, Burrows Road, Campbell Road and the Princes Highway, and upgraded connections to the existing road network. The project area contains several major transport corridors and infrastructure, including the M5 East Motorway, the Princes Highway, the Sydney Trains suburban railway network, rail and road access to Port Botany, and Sydney Airport. The M5 Motorway corridor is a key freight, commercial and passenger route between Sydney Airport, Port Botany, the St George area, south-western Sydney and beyond to the Southern Highlands. It is one of the most highly congested road corridors in Sydney, with demand on some sections already exceeding capacity. This congestion increases travel time and travel time variability. Of particular importance are the laden, westbound, heavy vehicles and uphill gradients that contribute to westbound traffic congestion.

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The M5 East currently carries about 79,000 vehicles per average weekday at the Cooks River, about 107,000 vehicles per average weekday in the M5 East tunnel and about 108,000 vehicles per average weekday east of King Georges Road. The heavy vehicle components of the total traffic volumes are about 10,400 heavy vehicles per average weekday (13 per cent), 13,600 vehicles per average weekday (13 per cent) and 11,600 heavy vehicles per average weekday (11 per cent) respectively at the three locations1. Along the M5 East, average daily weekend traffic is generally at similar levels to the average daily weekday traffic; hence, the motorway accommodates consistently high volumes of travel demand that are not biased towards weekday work-related trip purposes. No pedestrian access is allowed on the existing M5 East Motorway. Use of the shoulder lane is currently provided for cyclists in each direction on the motorway, terminating at Bexley Road prior to the M5 East tunnel portals. The M5 Linear Park is an off-road shared path that runs parallel to the M5 East Motorway between Belmore Road, Riverwood and Bexley Road, Kingsgrove. West of King Georges Road, the shared path is only on the southern side of the motorway, while east of King Georges Road, there is a shared path north and south or the motorway until Bexley Road. Existing land uses in the vicinity of the St Peters interchange include an enterprise corridor along the Princes Highway, warehouses, limited residential lands, local and arterial roads, Sydney Park to the north and Alexandra Canal to the east. Surrounding land uses include the residential neighbourhoods of St Peters, Sydenham and Newtown, as well as general residential and industrial areas of Alexandria to the east. Other significant areas include commercial activity around the Bourke Road / Bourke Street / Gardeners Road intersection and associated with Sydney Airport and residential development associated with Mascot Town Centre. Significant levels of traffic travel through St Peters and surrounds in peak periods, as the roads provide an alternative route to the M5 Motorway / M1 Motorway corridor for vehicles travelling to the CBD from Sydney Airport, Port Botany and areas to the south-west and vice versa. Significant east-west traffic movement also occurs through the area, with the Ricketty Street Bridge providing the only crossing of the Alexandra Canal in the area. The St Peters project area is served by St Peters and Mascot train stations. St Peters Station is serviced by the T1, T2, T3 and T4 Lines, while Mascot Station is only serviced by the T2 Line, but both stations provide customers with between 14 and 18 train services to and from the CBD in the peak periods. The St Peters project area has a comprehensive bus network with nine bus routes providing access to its surrounding activity and employment centres, as well as further afield to Burwood, Leichhardt and Bondi Junction. In the vicinity of the project at this location, there are a number of recreational centres, such as Sydney Park, which generate recreational walking and cycling trips in the area. St Peters Station also generates pedestrian movement to and from the station. The Airport Cycleway from along the Alexandra Canal to Coward Street, along with the Bourke Road cycleway, forms a major north-south cycling corridor. Plans to extend these regional links are being progressed by Botany Bay City Council and City of Sydney Council. Existing road network performance The M5 East Motorway currently operates at or close to capacity during both peak periods and the inter-peak period, with congestion causing large variations in travel time and speeds. A car trip between King Georges Road and Foreshore Drive could range from nine to 19 minutes (eastbound in the AM peak period) and from 15 minutes to 24 minutes (westbound in the PM peak period). At the levels of congestion experienced, traffic flow is unstable and minor disturbances within the traffic stream could cause breakdown in traffic flow and consequential significant increases in delay. For the five-year period (1 Jan 2009 – 31 Dec 2013), 478 crashes were recorded on the M5 East Motorway between King Georges Road and General Holmes Drive. Of the 478 crashes, approximately 70 per cent were rear-end, which is consistent with roadways approaching capacity and on which a high levels of queuing occurs. Crashes on this section of the motorway during the five-year period cost an estimated total of $79.4 million or $15.9 million per annum.

1 WDA traffic surveys undertaken in the period Nov 2014 to Feb 2015

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In the St Peters road network, congestion and delays at intersections cause slow moving traffic through the network. Current modelled average speeds of less than 30 kilometres per hour for travel through the network were reported. Intersection analyses demonstrate several intersections in the vicinity of the new St Peters interchange experience significant congestion and operate at Level of Service (LoS) F during the AM and PM peak hour periods. Crash rates in the St Peters area over the past five years were high compared to the Sydney Metropolitan average, with the Princes Highway, Gardeners Road and the Euston Road / Sydney Park Road intersection highlighted as locations warranting attention. Future conditions without the project Analysis indicates that with the forecast growth in traffic, the LoS on the M5 East Motorway would deteriorate further over time, with the motorway operating at capacity in the peak periods. Traffic would either choose to travel at different times of the day, if possible, seek alternate routes or modes to their destinations or choose not to travel at all. Travel times along the M5 East Motorway would increase as the level of traffic and congestion grows on the existing road network. Modelling suggests a doubling of the average travel time and halving of the average speed is forecast for the section of the M5 East Motorway between King Georges Road and Foreshore Drive in the ‘without project’ scenario by 2031. The forecast growth in traffic on the existing road network within the project area would result in an increase in the total number and cost of crashes occurring. Analysis indicates that crashes would rise over time, with the annual cost rising from $15.9 million to $19.5 million per annum by 2031. In the St Peters road network, forecast growth in traffic would cause further congestion, with the network unable to accommodate the future traffic demands. Modelled average speeds of less than 20 kilometres per hour for travel through the network were reported by 2031. Intersection performance results demonstrate more intersections in the vicinity of the new St Peters interchange would experience significant congestion and operate at LoS F during the peak hours, especially the PM peak period, by 2031. The forecast growth in traffic would be expected to result in both the total number and cost of crashes increasing in the St Peters area. Traffic impact assessment – construction The majority of the construction footprint would be located underground within the main alignment tunnels. In addition, surface areas would be required to support tunnelling activities and to construct the tunnel portals, the western surface works, St Peters interchange, local road upgrades, motorway control centre, ventilation facilities, tunnel support facilities and ancillary operations buildings and facilities. Construction of the project is expected to occur over an approximate three year period between 2016 and 2019. Based on the construction program, the end of 2016 was used as the assessment year for construction impacts, as this is when peak construction traffic volumes are expected. Heavy vehicles would be required to deliver and remove construction plant, equipment and materials as well as remove waste from the project sites. Additionally, the construction period would also result in increased use of light vehicles on the surrounding road network associated with the construction workforce, including shift workers for tunnelling activities. These compounds are grouped around the western and Bexley Road surface and tunnel works, Arncliffe tunnel works and St Peters interchange and tunnel works. The construction compounds, and routes to and from the compounds, were chosen to facilitate access to the M5 East Motorway and M1 Princes Highway, allowing vehicles to access and egress via the strategic road network to minimise the impact to the local road network. Construction compounds around the western and Bexley Road surface and tunnel works are predicted to generate a maximum of about 110 heavy and 80 light vehicles per hour in the AM and PM peak hours spread over six construction compounds. The Arncliffe tunnel works compound is predicted to generate a maximum of about 60 heavy and 20 light vehicles per hour in the AM and PM peak hours, while the construction compounds around the St Peters interchange and tunnel works are predicted to generate a maximum of about 125 heavy and 155 light vehicles per hour in the AM and PM peak hours spread over seven construction compounds. Background traffic and traffic growth on the surrounding strategic road network is such, that the theoretical capacity of the road network would be reached without construction traffic in the AM and PM peak hours and likely result in peak spreading. The additional construction traffic is a relatively small percentage increase and the mid- block performance is broadly similar to that without the construction traffic.

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Similarly, intersection modelling highlights that a number of key intersections on the strategic road network would operate at or above capacity with high levels of delay during the AM and PM peak hours with or without construction traffic. Intersection performance is broadly similar in either scenario; which would be anticipated given the limited intersection capacity in the peak hours. As the volume of traffic generated by construction is expected to be relatively low compared to existing traffic, the effects of this short-term increase on the existing road network is not expected to significantly impact road safety in the project area. Traffic impact assessment – operational The New M5 is predicted to accommodate a 2021 future year two-way average weekday traffic (AWT) of around 29,500 vehicles per day. In comparison, two-way 2021 future year AWT volumes on the M5 East are predicted to decrease from about 116,000 and 101,500 vehicles per day to about 69,000 and 81,000 vehicles per day with the project at the western and eastern end of the M5 East respectively. This equates to a 40 per cent and 20 per cent reduction in daily volumes respectively. This would be a significant reduction along the existing M5 East Motorway. Daily two-way volumes on Stoney Creek Road are predicted to increase by around 35 per cent with the project. This increase reflects the relocation of traffic from the M5 East due to tolling. This relocation would mainly occur in off-peak periods, as the peak hour spare capacity on Stoney Creek Road is limited. By 2031, the New M5 is predicted to accommodate a two-way AWT volume of about 34,500 vehicles per day with the project and about 81,500 vehicles per day with the full WestConnex program of works and the Southern extension, about 134 per cent more. This is due to traffic using the M4-M5 Link and the Southern extension, with the traffic volume including traffic heading east / west on the New M5 and south west / north-east on the Southern extension. If the full WestConnex program of works and the Southern extension is completed, the two-way daily volume on Stoney Creek Road is forecast to reduce and two-way daily traffic on the Princes Highway, north of the M5 East interchange, is forecast to decrease from 79,000 vehicles per day without the project to about 25,000 vehicles per day. This 69 per cent decrease is a substantial reduction along this congested section of the strategic road network. Analysis indicates that mid-block operational performance levels along the existing M5 East would significantly improve with the forecast reduction in traffic on the motorway in 2021 and 2031. This decongestion of the M5 East would improve speed, journey reliability and safety in this corridor. The New M5 would also ultimately provide connectivity to the M4-M5 Link. As a result, connectivity between Sydney’s international gateways (Sydney Airport and Port Botany), Western Sydney and places of business across the city are improved. If the full development of the WestConnex motorway network occurs, the reduction in travel volumes, and improved LoS, is more pronounced, especially in the M5 East tunnel, east of Bexley Road and on the motorway, east of King Georges Road. The project would also provide additional route options along the corridor and therefore increase network resilience in the event of accidents, especially in the M5 East tunnel. Outputs from the WestConnex Road Traffic Model (WRTM), suggest that the project would create average travel time savings of between six and nine minutes in 2021 on the M5 East Motorway between King Georges Road and Foreshore Drive compared to the ‘do minimum’ scenario. Moreover, the WRTM indicates more substantial time savings of between 12 and 16 minutes by 2031 with the project compared to the ‘do minimum’ scenario. Assuming the future frequency, type, and severity of crashes on the M5 East Motorway would be consistent with historic trends, and crash rates for the New M5 tunnel would be similar to those on the existing Sydney motorway tunnels (Lane Cove, Eastern Distributor, Cross City and Sydney Harbour tunnels), the change in traffic from the M5 East Motorway to the New M5 would be expected to result in a reduction in both the total number and cost of crashes. As part of the project, the M5 East Motorway shoulders would be narrowed to accommodate the changed lane configuration and, as such, would not be suitable for use by cyclists. Consequently, all cyclists would be prohibited from riding on the motorway shoulder between Belmore Road and Bexley Road. The M5 Linear Park on either side of the M5 Motorway corridor provides an alternative route for cyclists and is already used more than the motorway shoulders. In the St Peters area, network modelling highlighted reductions in average delay and congestion in the study area during both future years (2021 and 2031) and peak periods (AM and PM) as a result of the project compared to ‘do minimum’ scenarios..

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The intersections that are forecast to operate at LoS F in the 2021 ‘without project’ scenario are: - Princes Highway / Sydney Park Road (PM peak hour) - Princes Highway / Railway Road (AM and PM peak hours) - Gardeners Road / O’Riordan Street (AM peak hour). The intersections that are forecast to operate at LoS F in the 2031 ‘without project’ scenario are: - Princes Highway / Sydney Park Road (AM and PM peak hours) - Princes Highway / Campbell Street (PM peak hour) - Princes Highway / Canal Road (AM and PM peak hours) - Princes Highway / Railway Road (AM and PM peak hours) - Unwins Bridge Road / Campbell Street (PM peak hour) - Campbell Road / Euston Road (PM peak hour) - Gardeners Road / O’Riordan Street (AM and PM peak hours). Notwithstanding the network reduction in average delay and congestion in the study area, a number of intersections were assessed as presenting challenging conditions in the ‘with project’ scenarios. The intersections that are forecast to operate at LoS F in the 2021 ‘with project’ scenario are: - Princes Highway / Campbell Street (AM and PM peak hours) - Princes Highway / Canal Road (AM peak hour) - Princes Highway / Railway Road (AM peak hour) - Gardeners Road / O’Riordan Street (AM and PM peak hours). The intersections that are forecast to operate at LoS F in the 2031 ‘full WestConnex and Southern extension’ scenario are: - Princes Highway / Campbell Street (AM peak hour) - Princes Highway / Railway Road (AM and PM peak hours) - Gardeners Road / Bourke Road (PM peak hour) - Gardeners Road / O’Riordan Street (AM and PM peak hours). Notwithstanding the intersection upgrades as a result of the project, the forecast increase in traffic on Euston Road is likely to cause an increase in the total number and cost of crashes on Euston Road, south of Sydney Park Road. However, the significant decrease in daily traffic forecast on the Princes Highway and Canal Road / Ricketty Street / Gardeners Road by 2031 (and Bourke Road in 2021), in combination with the intersection upgrades, would result in a significant reduction in the total number and cost of crashes on these roads. Indicative results demonstrate some bus routes through the St Peters modelled network show an increased travel time, while other routes show a travel time saving. Active transport links have been incorporated into the project design to facilitate regional movement, which would also improve connections with residential growth areas at Wolli Creek, Mascot and Green Square. The local road upgrades would include provision of new and upgraded pedestrian and cycle infrastructure. This infrastructure has been designed to maintain and enhance pedestrian and cyclist accessibility and connectivity, particularly around the St Peters interchange and Sydney Park. It would provide east-west connectivity across Alexandra Canal connecting the Bourke Road cycleway to St Peters at Unwins Bridge Road.

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Management of impacts – construction A Traffic Management and Safety Plan (TMSP) would be prepared as part of the Construction Environmental Management Plan (CEMP). The TMSP would include the guidelines, general requirements and principles of traffic management to be implemented during construction. It would be prepared in accordance with Austroads Guide to Road Design (with appropriate Roads and Maritime supplements), the RTA Traffic Control at Work Sites manual and AS1742.3: Manual of uniform traffic control devices – Part 3:Traffic control for works on roads, and any other relevant standard, guide or manual. It would seek to minimise delays and disruptions, and identify and respond to any changes in road safety as a result of highway construction works. Specifically, the TMSP would propose a detailed travel management strategy for construction staff at the various worksites, in consultation with local councils and stakeholders associated with any facilities adjacent to the project site. This would include the promotion of public transport and carpooling to reduce worksite-related vehicle movements, and also investigate feasible options for the provision of parking strategies to reduce parking on local roads. In addition to development of a TMSP, mitigation strategies would be implemented to manage and control traffic during construction. Management of impacts – operational Layout changes to the existing road network have been proposed to complement and/or mitigate the impacts of the project within the project design. The assessment has identified a number of intersections where the operational performance would change significantly under the future traffic demands as modelled. This assessment has been based on modelled traffic demand and, despite the best available modelling being used, any modelling has limitations. The resolution of the Sydney Gateway interchange, which is still subject to refinement, would also impact on the operation of the road network in Mascot (e.g. Coward Street and Sydney Airport access intersections). Therefore, an operational traffic review would be undertaken to confirm the operational traffic impacts of the project on surrounding arterial roads and major intersections 12 months after the commencement of operation of the project. In undertaking the review, the level of service would be assessed at major intersections in the St Peters and Mascot area, as well as at the M5 East / King Georges Road interchange. Changes in traffic levels on parallel arterial roads, such as Stoney Creek Road, should also form part of the traffic review. The assessment would be based on actual traffic counts and the methodology used would be comparable with that used in this assessment. The results and recommendations of the review would assist the development of Roads and Maritime’s network operations and infrastructure provision plans. The project offers a flexible design which does not preclude bus priority measures being included in the future. Roads and Maritime and Transport for NSW would continue to work together to deliver Sydney’s Bus Future and the surface road network can be adapted to include measures identified at a future date. Management of network assets is a key function of Roads and Maritime which uses network and corridor planning strategies to best manage and enhance these assets to maximise community benefits. In addition to an optimisation strategy and potential infrastructure provision, the maintenance of the existing traffic control system is a key ingredient in providing Roads and Maritime with the tools to appropriately manage congestion on the network. A review of existing SCATS infrastructure at key intersections in the study area, including detectors, should be undertaken and upgrades should be implemented where appropriate. In summary, the proposed project management and mitigation strategy includes the following three key components: - An operational traffic review would be undertaken to confirm the operational traffic impacts of the project - Adoption of a network and corridor optimisation approach to manage delay and queuing impacts at critical intersections - Investigation into identified road network and intersection upgrades with appropriate consultation with local councils and communities.

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Fulfilment of project objectives The core traffic and transport objectives of the project are achieved. The performance of the project as identified in this section is discussed below under each objective. - Support Sydney’s long-term economic growth through improved motorway access and connections linking Sydney’s international gateways (Sydney Airport and Port Botany), Western Sydney and places of business across the city The assessment has identified large reductions in vehicle travel time along the M5 East corridor between King Georges Road in the west and Foreshore Road in the east. This would ensure greater accessibility between Sydney’s south-western suburbs with the Sydney CBD as well as the airport and port. The New M5 would also operate at an improved LoS compared to the current road network and would ultimately provide connectivity to the M4–M5 Link, making it a desirable choice for motorists. As part of the full WestConnex project, the New M5 would help to complete Sydney’s motorway network. As a result, connectivity between the major centres identified in this objective would be improved as a result of the project. - Relieve road congestion so as to improve the speed, reliability and safety of travel in the M5 Motorway corridor, including parallel arterial roads As discussed above, large reductions in vehicle numbers and travel time along the M5 East Motorway were identified, which would improve speed, journey reliability and safety in this corridor. The project would also provide additional route options along the corridor and therefore increase network resilience in the event of incidents, especially in the M5 East tunnel. Some improvement along parallel arterial roads is forecast, while increased flows are forecast on others, eg. Stoney Creek Road. An operational traffic review would be undertaken to confirm the operational traffic impacts of the project on surrounding arterial roads about 12 months after the commencement of operation of the project. - Cater for the diverse travel demands along these corridors that are best met by road infrastructure Regionally significant cycleways routes would be created to provide east-west connectivity across Alexandra Canal connecting the Bourke Road cycleway to St Peters at Unwins Bridge Road. Such infrastructure would increase active transport links for existing populations and the growing populations of Mascot and the Ashmore Estate in Erskineville. - Enhance the productivity of commercial and freight generating land uses strategically located near transport infrastructure The improvement in connectivity and journey times across the corridor provides space for the increased productivity of land uses. The New M5 would improve accessibility and travel times for commercial and freight- generating land uses in the St Peters and Beaconsfield employment and light industrial areas, as well as outside the boundaries of the corridor. This would allow enhanced productivity of such land uses further from the Sydney CBD. This in turn would assist in relieving pressures for increased residential land use zonings in areas closer to the CBD. - Provide for integration with other WestConnex projects while not significantly impacting on the surrounding environment in the interim period The project has been designed to accommodate connection to the future M4-M5 Link, without interrupting the operational efficiency. Further connections would be safeguarded for the Sydney Gateway to ensure it could be seamlessly integrated with the proposed St Peters Interchange. During the interim period, the environment surrounding St Peters interchange would not experience significant traffic impacts, as the Local Roads component has been designed to accommodate traffic projections for both the project and future WestConnex projects. As part of the broader WestConnex, the project would support NSW’s key economic generators and provide a strategic response to the currently inadequate, and highly congested, road network. Critically, this includes a targeted response to current failures in the motorway network that support Sydney’s global economic corridor and Western Sydney, both of which are important to the economic development of NSW and Australia. Improvements to the transport network, including the project, would support the global economic corridor and Western Sydney by enabling domestic and international freight and trade and therefore underpin a sustainable NSW economy and Sydney’s role as a global city.

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1.0 Introduction NSW Roads and Maritime Services (Roads and Maritime) is seeking approval to construct and operate the New M5 (the project), which would comprise a new, tolled multi-lane road link between the existing M5 East Motorway, east of King Georges Road, and St Peters. The project would also include an interchange at St Peters and connections to the existing road network. The project is shown in Figure 1. Approval is being sought under Part 5.1 of the Environmental Planning and Assessment Act 1979 (EP&A Act). The project is declared to be State significant infrastructure (SSI) under section 115U(2) of the EP&A Act by reason of the operation of clause 14 and Schedule 3 of the State Environmental Planning Policy (State and Regional Development) 2011. Accordingly, the project is subject to assessment under Part 5.1 of the EP&A Act and requires the approval of the Minister for Planning. An environmental impact statement (EIS) is therefore also required. Roads and Maritime is seeking the project to be declared by the Minister for Planning as State significant infrastructure and critical State significant infrastructure under sections 115U(4) and 115V of the EP&A Act. On 11 August 2015, the Commonwealth Minister for the Environment determined that the project has the potential to significantly impact on a matter of national environmental significance and is therefore a ‘controlled action’. This means that approval of the project will be required from the Commonwealth Minister for the Environment in addition to environmental and planning approvals required under State legislation. Under the Bilateral Agreement relating to environmental assessment (February 2015) between the Commonwealth Government and the NSW Government, this EIS has been adopted for the purpose of meeting the assessment requirements of both the Commonwealth EPBC Act and the NSW EP&A Act. This technical working paper identifies and assesses the potential traffic and transport impacts associated with construction and operation of the project and supports the EIS for the project.

1.1 Overview of WestConnex WestConnex is a 33 kilometre motorway that is intended to link Sydney’s west with the airport and the Port Botany precinct. The component projects of the WestConnex program of works are: - M4 Widening – Pitt Street, Parramatta to Homebush Bay Drive, Homebush (planning approval granted and under construction) - M4 East – Homebush Bay Drive, Homebush to Parramatta Road and City West Link (Wattle Street) at Haberfield (planning application lodged and subject to planning approval) - New M5 – (the subject of this EIS) - King Georges Road Interchange Upgrade (planning approval granted and under construction) - M4-M5 Link – Haberfield to St Peters (undergoing concept development and subject to planning approval) - Sydney Gateway (undergoing concept development and subject to planning approval). Separate planning applications have or will be lodged for each component project. Each project will be assessed separately, but the impact of each project will also be considered in the context of the wider WestConnex program of works. A proposed Southern extension from Arncliffe to Kogarah is currently being investigated by the NSW Government, and would connect the New M5 to the southern and bayside suburbs of Sydney, and the proposed F6 motorway. The WestConnex Delivery Authority (WDA) was established by the NSW Government to manage the delivery of the WestConnex series of projects for Roads and Maritime on behalf of the State. The WDA was a public subsidiary corporation of the Roads and Maritime. Following the achievement of early milestones for the WestConnex program of works, the NSW Government took the opportunity to evolve this early governance model.

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On 1 October 2015 the transfer of the project delivery functions of WDA to Sydney Motorway Corporation (SMC) was finalised, forming a single decision-making entity to finance and deliver the WestConnex program of works. SMC is a private corporation, the shareholders of which are the Minister for Roads, Maritime and Freight and the Treasurer, with a majority independent board of nine directors. Roads and Maritime is the Government client agency for the WestConnex program of works. In that capacity Roads and Maritime will enter into contractual arrangements with SMC subsidiary entities which will design, build, own and operate the motorway on behalf of Roads and Maritime. Roads and Maritime and SMC are working together to manage the planning approval process for the project. However, for the purpose of the planning application for the project, Roads and Maritime is the proponent.

1.2 Overview of the project Key components of the project would include: - Twin motorway tunnels between the existing M5 East Motorway (between King Georges Road and Bexley Road) and St Peters. The western portals along the M5 East Motorway would be located east of King Georges Road, and the eastern portals at St Peters would be located in the vicinity of the Princes Highway and Canal Road. Each tunnel would be about nine kilometres in length and would be configured as follows:  Between the western portals and Arncliffe, the tunnels would be built to be three lanes but marked for two lanes as part of the project. Any change from two lanes to three lanes would be subject to future environmental assessment and approval  Between the Arncliffe and St Peters, the tunnels would be built to be five lanes but marked for two lanes as part of the project. Any change from two lanes to any of three, four or five lanes would be subject to future environmental assessment and approval - The western portals along the M5 East Motorway would be located east of King Georges Road, and the eastern portals at St Peters would be located in the vicinity of the Princes Highway and Canal Road - Tunnel stubs to allow for a potential future connection to Stage 3 of the WestConnex program of works (the M4-M5 Link) and a potential future connection to southern Sydney - Surface road widening works along the M5 East Motorway between east of King Georges Road and the new tunnel portals - A new road interchange at St Peters, which would initially provide road connections from the main alignment tunnels to Campbell Road and Euston Road, St Peters - Two new road bridges across Alexandra Canal which would connect St Peters interchange with Gardeners Road and Bourke Road, Mascot - Closure and remediation of the Alexandria Landfill site, to enable the construction and operation of the new St Peters interchange - Works to enhance and upgrade local roads near the St Peters interchange - Ancillary infrastructure and operational facilities for electronic tolling, signage (including electronic signage), ventilation structures and systems, fire and life safety systems, and emergency evacuation and smoke extraction infrastructure - A motorway control centre that would include operation and maintenance facilities - New service utilities and modifications to existing service utilities - Temporary construction facilities and temporary works to facilitate the construction of the project - Infrastructure to introduce tolling on the existing M5 East Motorway - Surface road upgrade works within the corridor of the M5 East Motorway.

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Construction activities associated with the project would generally include: - Commencement of enabling and temporary works, including construction power, water supply, ancillary site establishment, demolition works, property and utility adjustments and public transport modifications (if required) - Construction of the road tunnels, interchanges, intersections and roadside infrastructure - Haulage of spoil generated during tunnelling and excavation activities - Fitout of the road tunnels and support infrastructure, including ventilation and emergency response systems - Construction and fitout of the motorway control centre and ancillary operations buildings - Upgrades to surface roads and construction of bridges - Implementation of environmental management and pollution control facilities for the project. The project is shown in Figure 2. Subject to the project obtaining environmental planning approval, construction of the project is anticipated to commence around mid-2016 and is expected to take around three years to complete. The M5 Motorway corridor (the M5 East Motorway and the M5 South West Motorway) is the main passenger, commercial and freight corridor between Port Botany, Sydney Airport and south-west Sydney. Traffic demands on the M5 East Motorway currently exceed the design capacity of the roadway, and as a result, present a significant bottleneck to the M5 Motorway corridor with motorists experiencing heavy congestion and unreliable journey times. The project is needed to provide additional capacity along the M5 Motorway corridor, and would allow for a more robust and reliable transport network.

1.3 Project location The project would be located within the Canterbury, Hurstville, Rockdale, Marrickville, Sydney and Botany Bay local government areas. The project corridor is located from about five to twenty kilometres to the south and south-west of the central business district of Sydney. The project would traverse the suburbs of Beverly Hills, Kingsgrove, Bexley North, Earlwood, Bardwell Park, Bardwell Valley, Arncliffe, Wolli Creek, Tempe, Sydenham, St Peters, Alexandria and Mascot.

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1.4 Secretary's environmental assessment requirements In preparing the Technical Working Paper: Traffic & Transport, the Secretary’s Environmental Assessment Requirements (SEARs) issued for the New M5 project on 5 March 2015 and reissued on 26 August 2015 have been addressed. The key matters raised by the Secretary for consideration in the Technical Working Paper: Traffic and Transport and where this report addresses the SEARs are outlined in Table 1.

Table 1 Traffic and transport SEARs

Secretary’s Environmental Assessment Requirements Where addressed Traffic and transport – including but not limited to: - details of how the proposal meets the objectives of the overall WestConnex program; - Section 10.4 - details of how the traffic and transport objectives of the proposal, and service and - Section 3 infrastructure responses, take into account: adjacent sensitive land uses; future - Section 4 housing and employment growth areas; existing town, employment and industrial - Section 10.3 centres; approved and proposed infrastructure proposals; and broader transport needs (including public transport, cyclist and pedestrian requirements and facilities); including with specific reference to:  the preferred alignment and design,  the proposed interchanges and connections to the surrounding road network, and  associated road and related transport infrastructure facilities; - an assessment and modelling of operational traffic and transport impacts on the local - Section 9.1.2 and regional road network (in consultation with affected councils), and the Sydney - Section 10.1 motorway network, including the consideration of planning proposals, major urban - Section 10.2 renewal and development, the potential cumulative impacts of Stage 3 – M4 South - Section 10.3 (Haberfield to St Peters), and the impacts of potential shifts of traffic movements to alternative routes outside the proposal area (including as a result of tolls); - induced traffic and operational implications for public transport (particularly with - Section respect to strategic bus corridors and bus routes) and future public transport 10.2.4 opportunities; - Section 10.3.4 - impacts on property and business access and on street parking provision, including - Section 7 permanent and temporary (construction) changes to access and parking, and traffic - Section management measures such as clearways; 10.3.6 - impacts on cyclists and pedestrian access and safety and consideration of - Section opportunities to integrate cycleway and pedestrian elements with surrounding 10.3.5 networks; - construction traffic and transport impacts of the proposal (including ancillary facilities) - Section 7 and associated management measures, in particular:  impacts on the road network (including safety and level of service, parking, pedestrian and cyclist access, and disruption to public transport services and access to properties),  route identification and suitability for heavy vehicles, and scheduling of transport movements, particularly movements outside standard construction hours,  the number, frequency and size of construction related vehicles (both light and heavy vehicles),  the nature of existing traffic on construction access routes (including consideration of peak traffic times),  the need to close, divert or otherwise reconfigure elements of the road network associated with construction of the proposal, and  having reference to the cumulative construction impacts of other infrastructure preparing for or commencing construction. Source: Department of Planning & Environment, 5 March 2015 and 26 August 2015

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The purpose of this traffic and transport assessment is to support the EIS for the project by assessing and reporting existing and future conditions. Specifically, the assessment includes the following: - Review existing conditions, including a description of transport infrastructure in the project corridor, daily and peak period traffic patterns, details of public transport frequency and patronage, and a review of active transport networks, including pedestrian and cyclist networks. - Derive existing and future year intersection and roadway traffic volumes utilising outputs from the WestConnex Road Traffic Model (WRTM) Version 2.1, with a particular focus on the project area between Kingsgrove and St Peters; including the predicted transfer of principal and induced travel demand to the project from alternative transport corridors. - Understand potential construction impacts, including an assessment of anticipated construction-related vehicles travelling to, from, and within the project area on strategic and local roads that would provide access to compound stockpile sites and site offices. - Develop a Paramics traffic model to determine the operational performance of the existing and future road network around the St Peters interchange during the AM peak and PM peak periods. - Complete a holistic traffic and transport assessment including crash analysis, travel speeds and travel time analysis and opportunities to enhance public and active transport networks within the project area. - Recommend a suite of measures to mitigate and manage traffic and transport impacts of the project for construction and operational scenarios.

1.5 Study area The study area for this assessment has been informed by the project corridor and the forecast impact of traffic and transport changes. The study area is predominantly focussed on the existing M5 Motorway corridor and the surface road network around St Peters interchange, as shown in Figure 3. The western portals along the M5 East Motorway would be located east of King Georges Road, and the eastern portals at St Peters would be located in the vicinity of the Princes Highway and Canal Road.

1.6 Report structure The report has been structured as follows: - Chapter 2 presents an overview of the project. - Chapter 3 provides an appreciation of the strategic transport context of the project. - Chapter 4 documents the traffic modelling approach adopted to predict future traffic volumes for the project and the surrounding network and to test the construction and operational impacts. - Chapter 5 provides an overview of the existing traffic and transport conditions, including a description of the route, details of public transport frequency and patronage, a review of walking and cycling routes, a summary of daily and peak period traffic patterns. - Chapter 6 contains a summary of the operational performance of the existing road network in terms of roadway mid-block and intersection levels of service, travel times and crashes. - Chapter 7 documents the impact assessment undertaken for the construction scenarios of the project. - Chapter 8 provides the future traffic and transport operational conditions without the project. - Chapter 9 presents a strategic assessment of the future traffic volumes and patterns with the project. - Chapter 10 documents the impact assessment undertaken for the operational scenarios of the project. - Chapter 11 includes management measures that have been developed to mitigate the traffic and transport impacts of the project.

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2.0 The project

2.1 Project objectives The core traffic and transport objectives of the New M5 project are to: - Support Sydney’s long-term economic growth through improved motorway access and connections linking Sydney’s international gateways (Sydney Airport and Port Botany), Western Sydney and places of business across the city. - Relieve road congestion so as to improve the speed, reliability and safety of travel in the M5 Motorway corridor, including parallel arterial roads. - Cater for the diverse travel demands along these corridors that are best met by road infrastructure. - Enhance the productivity of commercial and freight generating land uses strategically located near transport infrastructure. - Provide for integration with other WestConnex projects while not significantly impacting on the surrounding environment in the interim period.

2.2 Project features Key components of the New M5 project would include: - The western surface works, comprising:  Four new dedicated through lanes (two in each direction) to connect the M5 South West Motorway and King Georges Road to the New M5  Two new bypass lanes comprising an eastbound and a westbound ramp connecting the King Georges Road interchange and the M5 East Motorway, bypassing the New M5  Realignment of the four existing dedicated at-surface through lanes (two in each direction) along the M5 East Motorway between King Georges Road and the M5 East Motorway tunnel portals  Extension of the Kindilan underpass within Beverly Grove Park - Infrastructure to introduce tolling on the existing M5 East Motorway - Pavement and linemarking works along the carriageways of the M5 East Motorway to tie-in to the project - Twin motorway tunnels between Kingsgrove and St Peters (the main alignment tunnels). The main alignment tunnels would connect:  The western tunnel portals, located about 540 metres west of Kingsgrove Road, Kingsgrove  The eastern portals, situated at the St Peters interchange, about 70 metres north-east of the intersection of Canal Road and the Princes Highway, St Peters Each main alignment tunnel would be about nine kilometres in length and would be configured as follows: - Twin motorway tunnels between the existing M5 East Motorway (between King Georges Road and Bexley Road) and St Peters. Each tunnel would be around nine kilometres in length and would be configured as follows:  Between the western portals and Arncliffe, the tunnels would be built to be three lanes wide but marked for two lanes as part of the project. Any change from two lanes to three lanes would be subject to future environmental assessment and approval  Between Arncliffe and St Peters, the tunnels would be built to be five lanes wide but marked for two lanes as part of the project. Any change from two lanes to any of three, four or five lanes would be subject to future environmental assessment and approval. Stub tunnels at the eastern end of the main alignment tunnels, located north of the Princes Highway at about the intersection of Canal Road and Bakers Lane, St Peters (the future M4-M5 Link stub tunnels). The stub tunnels would allow for a possible future connection of the main alignment tunnels to the future M4-M5 Link

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- Stub tunnels at Arncliffe near the Kogarah Golf Course to provide for a possible future connection to southern Sydney (the Southern extension stub tunnels) - Installation of tunnel ventilation systems, including ventilation facilities at Kingsgrove within the existing M5 Motorway corridor road reserve, at Arncliffe at the Kogarah Golf Course and at St Peters within the St Peters interchange. Provision has been made for emergency smoke extraction and fresh air supply Bexley south of the Bexley Road on-ramp and at Arncliffe at the Kogarah Golf Course, - Ventilation tunnels between the main alignment tunnels and ventilation facilities at Kingsgrove, Arncliffe and St Peters - Works to facilitate closure of the Alexandria Landfill site, including:  Capping of the area historically used as a landfill  Earthworks and land forming across the site  Construction of new leachate, gas and groundwater management systems  Demolition and decommissioning of existing, redundant site infrastructure - A new multi-level interchange at St Peters (the St Peters interchange) which would connect the New M5 and the future M4-M5 Link with:  Euston Road at the intersection of Campbell Road  Gardeners Road at the intersection with Kent Road  Sydney Airport and Port Botany via a new future road, the future ‘Sydney Gateway’ - Local road upgrades at St Peters, Alexandria and Mascot, including:  Widening of sections of Euston Road, Campbell Street, Bedwin Road, Campbell Road, Bourke Street, Bourke Road and Gardeners Road  An extension of Campbell Road to provide a direct connection to Bourke Road, Mascot via a new bridge over the Alexandra Canal  An extension of Gardeners Road to provide a connection to the St Peters interchange via a new bridge over the Alexandra Canal  A new road; Venice Street, which would provide a new connection between Ricketty Street and Gardeners Road  Modifications to existing intersections and construction of new intersections  A pedestrian and cyclist bridge between Sydney Park, Campbell Road, St Peters and Mascot - Ancillary infrastructure and operational facilities for electronic tolling, signage (including electronic signage), ventilation structures and systems, fire and life safety systems, and emergency evacuation and smoke extraction infrastructure - Five motorway operations complexes, located at Kingsgrove (MOC1), Bexley (MOC2), Arncliffe (MOC3) and two at St Peters (the St Peters motorway operations complex (MOC4) and the Burrows Road motorway operations complex (MOC5)) - A motorway control centre located at St Peters (within MOC5) - New service utilities and modifications and connections to existing service utilities - Temporary ancillary construction facilities and temporary works to facilitate construction of the project.

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The project does not include ongoing motorway maintenance activities during operation. These would be subject to separate assessment and approval as appropriate. A full description of the project is provided in Chapter 5 of the EIS.

2.3 Construction activities 2.3.1 Overview Construction activities associated with the project would generally include: - Commencement of enabling and temporary works, including construction power, water supply, ancillary site establishment, demolition works, property and utility adjustments and public transport modifications (if required) - Construction of the road tunnels, interchanges, intersections and roadside infrastructure - Haulage of spoil generated during tunnelling and excavation activities - Fitout of the road tunnels and support infrastructure, including ventilation and emergency response systems - Construction and fitout of the motorway control centre and ancillary operations buildings - Upgrades to surface roads and construction of bridges - Implementation of environmental management and pollution control facilities for the project. Further detail on construction activities and compounds is contained in section 7.1. 2.3.2 Construction program Subject to the project obtaining environmental planning approval, construction of the project is planned to commence around mid-2016 and is expected to take around three years to complete. The indicative construction program is shown in Table 2.

Table 2 Indicative construction program

Construction activity Indicative construction timeframe 2016 2017 2018 2019 Establishment of construction compounds Landfill closure works Construction of western surface works Tunnel construction Construction of St Peters interchange Portal construction Construction of local road upgrades Construction of permanent operational facilities* Mechanical and electrical fit-out Establishment of tolling facilities *Permanent operational facilities include the motorway operations complexes, ventilation facilities and emergency smoke extractions/ fresh air supply facilities,

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3.0 Strategic transport context

3.1 Appreciation of the strategic context The traffic and transport assessment methodology was developed in accordance with relevant strategic planning and transport policies to provide a firm understanding of the overarching issues and objectives of the project. Investment in customer-focused transport infrastructure is a NSW Government priority and essential to sustain economic growth and prosperity, not only in Sydney, but more broadly at a regional level. A Plan for Growing Sydney (NSW Government 2015) indicates that over the next 20 years, Sydney’s population is forecast to increase from 4.3 to 5.8 million, which equates to an average of 80,000 additional residents per year. Moreover, by 2031, the number of trips made around the city each day is forecast to increase by 31 per cent from 16 to 21 million vehicle movements. This growth will put increasing pressure on the NSW transport network and particularly the 46 travel demand corridors connecting the regional cities and major centres across the greater Sydney metropolitan area, as shown in Figure 4. Each corridor accommodates high levels of daily traffic including freight, commuter and leisure travel and the majority of trips using the corridors experience congestion, delay and occasional traffic incidents, particularly during the busy weekday and weekend peak periods.

Source: NSW Long Term Transport Master Plan (TfNSW 2012)

Figure 4: Sydney travel demand corridors

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The project study area contains several major transport corridors and infrastructure, including the M5 East Motorway, the Princes Highway, the Sydney Trains suburban railway network, freight rail and road access to Port Botany, and Sydney Airport. The M5 Motorway corridor is a key freight, commercial and passenger route between Sydney Airport, Port Botany, the St George area, south-western Sydney and beyond to the Southern Highlands. The M5 Motorway corridor, of which the M5 East Motorway forms part, serves Sydney’s south-west. It is one of the most highly congested road corridors in Sydney, with sections of road already operating over capacity. This congestion increases travel time and travel time variability. Peak travel times on a range of strategic routes in 2011 and 2031 are shown in Figure 5. The Liverpool to Sydney Airport corridor corresponds to the M5 Motorway corridor.

Source: NSW Long Term Transport Master Plan (TfNSW 2012)

Figure 5: Peak travel times along strategic corridors for cars (in minutes), 2011 and 2031 ‘do nothing’ scenario

3.2 Regional transport movement – general traffic The primary cause of underperformance along the M5 Motorway and north-south road corridors are primarily a result of the M5 East operating over capacity for large parts of the day and lower-order roads (such as General Holmes Drive, Princes Highway, King Georges Road and the remainder of the A3 corridor, Canterbury Road and Stoney Creek Road) performing at a higher-order transport workload than they were originally intended for, particularly for heavy vehicles. The result is increased congestion, travel time variability and a higher risk of traffic breakdowns and collisions. The M5 East currently carries about 79,000 vehicles per average weekday at the Cooks River, about 107,000 vehicles per average weekday in the M5 East tunnel and about 108,000 vehicles per average weekday east of King Georges Road. The heavy vehicle components of the total traffic volumes are about 10,400 heavy vehicles per average weekday (13 per cent), 13,600 vehicles per average weekday (13 per cent) and 11,600 heavy vehicles per average weekday (11 per cent) respectively at the three locations2. Of particular importance are the laden, westbound, heavy vehicles and uphill gradients, which contribute to westbound traffic congestion.

2 WDA traffic surveys undertaken in the period Nov 2014 to Feb 2015

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The population growth forecast in South West Sydney will place increasing pressure on the M5 Motorway corridor, further reducing speeds on the M5 by 2031. The East Hills Rail Line (now T2 Airport Line) is approaching capacity at Wolli Creek and further growth has implications for the capacity of the rail system to accommodate growth at Sydney Airport3. Volumes to capacity ratios for the M5 and rail line are shown in Figure 6.

Source: NSW Long Term Transport Master Plan (TfNSW 2012)

Figure 6: Liverpool to Sydney Airport, volume to capacity, 2011 and 2031 ‘do nothing’ scenario

Average weekday traffic (AWT) volumes on strategic roads in the study area are shown on Figure 7. Observations on these movements are: - West of the M5 East Motorway / Princes Highway interchange, east-west traffic movement is focused on the M5 East Motorway, with Canterbury Road and Illawarra Road to the north, and Stoney Creek Road, Forest Road and the Princes Highway to the south, carrying lower volumes. - East of the M5 East Motorway / Princes Highway interchange, east-west traffic movement splits fairly equally between the Princes Highway, Marsh Street and the M5 East Motorway. A similar amount of traffic also merges from General Holmes Drive to and from the south. - North-south traffic is mainly focused on King Georges Road in the west and the Princes Highway in the east. These routes onto the M5 East Motorway provide the dominant approach to Sydney Airport and Port Botany and onwards to Southern Cross Drive for traffic from Sydney’s west.

3 TfNSW, NSW Long Term Transport Master Plan, December 2012

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3.3 Regional transport movement – freight traffic 3.3.1 General The NSW freight network consists of a system of rail lines, roads, ports, Sydney Airport and regional airports, and intermodal terminals. The NSW Freight and Ports Strategy (2013) states that the NSW freight task is expected to almost double over the next 20 years. Such growth has implications for the capacity of the road network and is forecast on the M4, M5 and M7 motorways, as shown in Figure 8. To deliver a freight network that efficiently supports the projected growth of the NSW economy, one of the actions in the strategy is “Action 2B: Develop and maintain capacity for freight on the road network”, with a task to “connect and complete Sydney’s motorway network”4. The WestConnex project is included in a list of key motorway connections that would provide operational benefits for freight movement. The M5 Motorway corridor is a key freight, commercial and passenger route between Sydney Airport, Port Botany, the St George area, south- western Sydney and beyond to the Southern Highlands. Without additional motorway capacity, it is estimated that the M5 Motorway corridor would not be able to accommodate the additional traffic by 20315. Sydney’s heavy vehicle freight task is highly dependent on the motorway network. More than 37 per cent of all heavy vehicle freight kilometres travelled in the Sydney Metropolitan Area is on the motorway and highway network, even though the network represents less than 17 per cent of the arterial road network6. Road freight accounted for 63 per cent of total freight tonnes transported around NSW in 2011. If the coal freight task is excluded, which is predominantly rail-borne, the road share of the freight task was 90 per cent in 20117. Average weekday heavy vehicle volumes on strategic roads in the study area are shown on Figure 9. Heavy vehicle movements are focused on the M5 East Motorway and Foreshore Road to and from Port Botany. Significant volumes are also carried on King Georges Road and the Princes Highway, north of the M5 East Motorway. 3.3.2 Port Botany Port Botany is Sydney’s container port, and a major source of freight movements. Freight access into Port Botany is therefore crucial. The NSW Freight and Ports Strategy identifies a missing motorway link between the M4 Motorway and Port Botany – this is particularly significant when it is considered the majority of Port Botany containers are destined for locations in or along the M4 Motorway corridor8. Therefore other routes, such as King Georges Road, Botany Road, Gardeners Road, Canal Road, Edgeware Road, and routes further north towards Parramatta Road, serve as arterial links to and from Port Botany. These routes perform a mix of functions (mobility and access); consequently, both functions conflict during peak periods resulting in a drop in the operational performance. The existing throughput of containers at Port Botany is projected to more than triple by 2031. The NSW Freight and Ports Strategy notes that even with a targeted increase in rail mode share, indications are the M5 Motorway would not be able to accommodate additional container traffic when combined with background growth from employment and population by 2031. Port deliveries are already moving into the off-peak periods to avoid congestion and the hourly throughput of vehicles on the M5 Motorway is lower than capacity for many hours of the day due to congestion, low travel speeds and a break down in optimal flow. Accommodating 20 years of growth in this corridor would require a package of solutions to meet the needs of freight and other road users. Actions in the NSW Long Term Transport Master Plan (TfNSW, 2012) (Transport Master Plan) focussing on road upgrades and improved rail operations to support a doubling of freight on rail by 2020 are critical to meeting the forecast growth at Port Botany by 2031.9

4 TfNSW, NSW Freight and Ports Strategy, November 2013 5 TfNSW, December 2012 6 Jacobs, WestConnex M5 – King Georges Road interchange upgrade: Traffic and transport assessment, August 2014 7 TfNSW, November 2013 8 NSW Government, Port Botany and Sydney Airport Transport Improvement Program: Submission to Infrastructure Australia, November 2011 9 TfNSW, November 2013

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In addition to capacity constraints, other network constraints (height, length and/or mass) also limit the operation of higher productivity vehicles. In the study area, these include10: - Higher Mass Limits (HML) semi-trailer and B-double restriction on the bridge on Marsh Street over the Cooks River. - 4.3 metre clearance limit in the Airport and Cooks River Tunnel on the M5 East Motorway. - Circuitous 4.6 metre over height vehicle surface route between the M5 East Main Tunnel and Port Botany.

Source: TfNSW, NSW Long Term Transport Master Plan (2012)

Figure 8: Heavy vehicle movements in Sydney, 2011 and 2031

10 NSW Government, November 2011

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3.4 Transport policy and plans 3.4.1 NSW Long Term Transport Master Plan To improve existing conditions with regard to road safety, traffic efficiency and people movement and to meet the future challenges facing the operation and performance of strategic corridors, the NSW Government and Roads and Maritime identified the need for a clear and integrated long term transport plan. This plan is underpinned by the Transport Master Plan, which is the NSW Government blueprint that sets out a framework to provide clear direction and guidance for transport infrastructure projects in NSW over the next 20 years. The Transport Master Plan identifies challenges in the NSW’s transport system and provides details of various projects, such as the North West Rail Link (now part of Sydney Metro) and CBD and South East Light Rail, which will be required to address these challenges and ultimately provide an integrated and modern transport system. One of the key transport areas identified in both the Transport Master Plan and the State Infrastructure Strategy Update 2014 (State Infrastructure Strategy) is the need to plan and invest in the future of Sydney’s motorway network, which provides vital infrastructure connections within and between the 46 travel demand corridors. It is acknowledged that any investment in motorway infrastructure has to be aligned with supporting public and active transport initiatives to achieve an increase in capacity, while aiming to reduce the reliance and demand of private vehicles on the future road network. Figure 10 provides details of the proposed motorway improvement measures that have been developed to bridge gaps in the network by 2031. The Transport Master Plan recognises that WestConnex would support Sydney’s long-term economic growth through improved motorway access and connections linking Sydney’s international gateways including the Sydney Airport, Port Botany and Western Sydney and employment areas across Sydney. It also states that WestConnex would relieve road congestion and thereby improve the speed, reliability and safety of travel, including in the M5 corridor. The Transport Master Plan identifies the need for progressive delivery of WestConnex. It recognises the upgrade of the M5 Motorway corridor as a key component of WestConnex, as it would increase the motorway’s capacity to accommodate commercial vehicles and freight demand. The project would help to deliver these benefits by improving the performance of the existing M5 corridor. The Transport Master Plan commits the NSW Government to develop integrated land use and transport outcomes in conjunction with the delivery of WestConnex. Strategies to deliver an integrated package of transport improvements in parallel with the construction of WestConnex are recognised in the Transport Master Plan.

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3.4.2 State Infrastructure Strategy 2012-2032 The State Infrastructure Strategy 2012–2032 (Infrastructure NSW 2012) (State Infrastructure Strategy) is a 20- year strategy which identifies and prioritises the delivery of critical public infrastructure to drive productivity and economic growth. Infrastructure NSW’s assessment of the State’s existing infrastructure has highlighted critical deficiencies in urban road capacity. The State Infrastructure Strategy identifies strategic infrastructure options to meet the challenges of population growth and substantial increases in freight volumes. The State Infrastructure Strategy recognises the economic impacts and other constraints created by reduced functionality along the project corridor. This corridor is important for freight and business transport, and provides connections to Global Sydney, its cultural precincts and its ‘global economic corridor’. WestConnex (including the project) is identified in the State Infrastructure Strategy as a critical program of work with a range of benefits including reduced congestion, improved access to the major international gateways of Sydney Airport and Port Botany (and future Western Sydney Airport), and improved industrial and business efficiency including along the project corridor. In November 2014, Infrastructure NSW released a revised State Infrastructure Strategy – the State Infrastructure Strategy Update 2014 (Infrastructure NSW 2014; State Infrastructure Strategy Update) – to guide the allocation of funds from the sale of the State’s ‘poles and wires’ electricity network businesses, as part of the NSW Government’s Rebuilding NSW initiative. The State Infrastructure Strategy Update has identified extensions to WestConnex to include connections to Victoria Road and the Anzac Bridge to the north and a connection to President Avenue at Rockdale to the south. These extensions, coupled with a completed WestConnex program of works, would provide a western bypass of the Sydney CBD, alleviating pressure on existing north−south corridors (e.g. Eastern Distributor), on the Sydney orbital network and reducing journey times to Sydney’s southern suburbs. 3.4.3 NSW Freight and Ports Strategy The aim of the NSW Freight and Ports Strategy (Transport for NSW, 2013) (the Freight Strategy) is to provide a transport network in NSW that allows the efficient flow of goods to the market. The Freight Strategy identified the NSW road network carried 63 per cent of the total freight volume in 2011, with 33 percent of freight carried by rail in the same year. The role of heavy vehicles in moving freight across NSW is substantial and will continue to be for the foreseeable future. The Freight Strategy identifies the challenge of increasing the capacity of NSW roads to support the growth in freight task. The Freight Strategy has two main objectives: to deliver a freight network that efficiently supports the projected growth of the NSW economy and to balance freight needs with those of the broader community and the environment. The project is consistent with the following strategic action programs identified in the Freight Strategy, as follows: - Network efficiency – the project would improve network efficiency, delivering travel time savings. This would provide more efficient movement of freight, thereby reducing operational freight costs - Network capacity – the project would provide increased road capacity along the M5 corridor, a key section of road for freight movement which is currently heavily congested - Network sustainability – the provision of an alternative route and the resultant travel time savings and reduced vehicle hours travelled would also lead to long-term savings in greenhouse gas emissions. The NSW Freight and Ports Strategy (Transport for NSW, 2013) (the Freight Strategy) recognises there are significant economic efficiency implications for NSW if major changes are not made to ports and related road and rail systems in the next 20 years. While dedicated freight rail lines are relatively well served by capacity development plans, there is limited available capacity on the shared rail network in metropolitan areas for freight traffic. One action of the Transport Master Plan is to implement rail freight infrastructure enhancements to increase the share of freight carried on the rail network. The Transport Master Plan identifies a number of current and future freight-related projects that aim to improve the efficiency of, and remove existing bottlenecks in the existing freight rail network including: - Development of intermodal terminals at Enfield (under construction) and Moorebank (SIMTA concept plan approved; construction subject to planning and assessment) - A Western Sydney Freight Line and terminal project (future proposal).

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There are opportunities to shift additional freight for transport on the rail network, which is considered a priority for the NSW Government. Should the current target of doubling the share of container freight moved by rail by 2020 be met through initiatives such as those outlined above, more than 70 per cent of Port Botany’s trade would still be transported using the road network, requiring significant investment in an efficient road network to support the port and airport precincts. Improvements to the freight rail network will contribute to relieving road congestion by shifting freight away from the road network. However, as the freight task and Sydney’s population continue to expand and the east-west road transport demand along the M5 East Motorway continues road congestion will persist. This will continue to impede the economic growth of Sydney, and would not enhance the productivity of freight generating land uses such as Port Botany. Although improvements to freight rail would enhance movements along the rail network, these initiatives would not cater for diverse travel demands along the M5 Motorway corridor. As such, improvements to the freight rail network as an alternative to the project would not meet the project objectives. The Freight Strategy includes an action to connect and complete Sydney’s motorway network including priority freight movements. It recognises the infrastructure provided through WestConnex, including the New M5, would be a key component in expanding capacity on NSW roads which would provide benefits for freight movement, particularly around major freight activity centres including Sydney’s international gateways, Port Botany and Sydney Airport, which are concentrated around the M4 and M5 corridors.

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4.0 Assessment methodology

4.1 Traffic forecasting and modelling process This section provides an overview of the three-stage traffic forecasting and modelling approach that has been adopted for the operational and construction traffic assessment, as outlined in Figure 11. The objective was to make best use of available traffic count data and modelling software to determine base and future conditions for the project and surrounding local road network in terms of generating vehicle volumes and assessing the operational performance of the network, both with and without the project. Subsequent sections provide further details of the process and assumptions for each stage.

Source: AECOM (2015)

Figure 11: Overview of traffic forecasting and modelling approach

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4.1.1 Stage 1 – Traffic demand forecasting The WestConnex Road Traffic Model version 2.1 (WRTM), which is developed by Roads and Maritime and is operated by a joint Roads and Maritime and WDA team, provides a platform to understand changes in future year travel patterns under different land use, transport infrastructure and pricing scenarios. Although the WRTM is a network-wide model that encompasses existing and future road network coverage in the Sydney Greater Metropolitan Area (GMA), it was principally developed and enhanced to assess infrastructure improvements associated with the WestConnex projects; both in isolation and combination. 4.1.1.1 Modelling approach The following approach to developing the WRTM was undertaken: - A review of the currently available transport planning models and data was undertaken to determine the optimal models and data to provide an appropriate foundation for the WRTM (see section 4.1.1.2). - Base and future population and employment data was sourced from the Bureau of Transport Statistics (BTS) (September 2014 release). - Available toll choice modelling techniques were assessed in the current Sydney context where multiple competing toll roads cover a substantial proportion of the developed Greater Sydney metropolitan area, known as the Sydney Statistical Division. - Project-specific Value of Travel Time Savings (VTTS) surveys of drivers’ willingness to pay tolls were undertaken to inform the toll choice modelling to enable the model to best reflect current driver behaviour in the specific context of the WestConnex toll road facilities. - The Sydney Strategic Transport Model (STM) data, together with a previously developed model database provided by WDA, were both used as the starting point for the development of demand matrices using a matrix estimation process and also to take into account other transport improvements across the Sydney region. - Existing road infrastructure was reviewed for the base year. A set of future road infrastructure projects for the modelled Sydney metropolitan area for 2021 and 2031 was developed and agreed with (NSW) Roads and Maritime Services (Roads and Maritime) and is consistent with its current funding and planning policies. These projects formed the basis for the future Base Case networks modelled in WRTM. - The WRTM project model was developed and calibrated to current observed travel behaviour, then validated against 2012 Sydney-wide travel behaviour from a series of traffic count and travel time surveys. It was then adjusted to reflect driver behaviour on Sydney’s toll roads as indicated by the VTTS surveys. The model calibration and validation processes maintained a specific focus and refinement in the WestConnex study area. The WRTM comprises separate time period sub-models, with average one-hour peak multi-class traffic assignments run for:  AM period: (7.00am – 9.00am)  Day-time inter-peak: (9.00am – 3.00pm)  PM period: (3.00pm – 6.00pm)  Evening off-peak: (6.00pm – 7.00am). - The WestConnex reference design, developed by WDA, was coded into the WRTM future year models. - Future demands were developed by applying future year traffic growth assumptions sourced from the STM to the WRTM to produce the most likely or future Base Case scenario. Traffic estimates were produced by the WRTM for the years 2021 and 2031 to produce vehicle demands by time period for an average weekday at each year and vehicle class for toll assessment. Traffic demand data contained within this traffic and transport assessment has been taken from the WRTM, following assessment of the model calibration and validation by independent peer reviewers and agreement that the model is suitable for this purpose.

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4.1.1.2 Data inputs into the WRTM Available data was provided by WDA and Roads and Maritime and was initially used as primary inputs for the development of the WRTM including: - Traffic volume counts provided by Roads and Maritime for screenlines and project specific counts - Road travel time surveys collected by Roads and Maritime for this project in December 2012 - Base 2011 and future years (2021 and 2031) vehicle demand matrices by travel purpose from the STM sourced from BTS in February 2013 - Population and employment by small zone area provided by BTS consistent with demographics released by the (NSW) Department of Planning and Environment (September 2014 release) - Toll plaza average day transaction data provided through WDA for many of the toll roads in Sydney, including the M5 Motorway, M7 Motorway, M2 Motorway and the Lane Cove Tunnel - Household travel survey data collected by BTS - Private car driver stated and revealed preference value of travel time survey data collected for this study in early 2013 - Commercial vehicle stated preference value of travel time survey data collected in late 2012 - Aerial photography collected for detailed auditing of road networks - Recently completed and future infrastructure project lists from WDA, Roads and Maritime and Transport for NSW - Existing strategic models and data within the Sydney region from WDA. 4.1.1.3 Structure of the WRTM The WRTM forecasting model comprises two separate elements, the Base Demand Model (based on the STM with updates to incorporate more recent data) and the Toll Choice Assignment Model (an assignment module to incorporate toll choice behaviour). The role of each model element, and interaction between them, is as follows: Base Demand Model The Base Demand Model was developed using the STM with updated information used to produce improved travel demand matrices for detailed toll choice route assignment and project appraisal testing. The Base Demand Model provides the forecast capability to address changes in land use, trip distribution and mode choice and produces vehicle traffic demands for peak and off-peak periods for subsequent allocation to routes in the detailed Toll Choice Assignment Model. The development of improved road traffic demand matrices was required for this study to provide a better performance for road traffic forecasting ability than the STM and particularly for the study area. The development of the Base Demand Model included historical data analysis including collection of existing traffic volumes and existing travel time data across Sydney Toll Choice Assignment Model The Toll Choice Assignment Model was developed to test impacts of toll and infrastructure strategies and provide infrastructure project traffic forecasts. The model is designed to forecast the traffic choosing to use toll and non- toll routes for the representative peak and inter-peak periods of the day. The development included: - VTTS survey analysis to investigate people’s willingness to pay tolls to use toll roads based on project specific market research surveys - Annualisation and ramp-up assessments to develop the Average Annual Daily Traffic forecasts from the peak hour models - Development of improved road traffic demand matrices for the following vehicle classifications:  Private vehicles: cars not registered for business use  Light Commercial Vehicles (LCV): vehicles up to 4.5 tonnes Gross Vehicle Mass (GVM), including cars which have been registered for business use  Heavy Commercial Vehicles (HCV): all vehicles with a GVM of more than 4.5 tonnes.

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To support the development of the WRTM, an investigation was undertaken into the various toll choice assignment methods in the Sydney and Australian context. Based on the assessment, it was determined that the WRTM toll choice model should adopt a distributed Value of Time (VOT) multi-class equilibrium assignment methodology. The key reasons were: - The methodology was considered a valid approach for the WRTM toll choice model for assessment of WestConnex. It would address the functional requirements of the project model with capabilities to consider a range of tolling strategies and scenario tests. - Of the two methodologies considered, that approach would be more flexible as a multipurpose approach for WDA and BTS to use in the assessment of the broader Sydney network. - The approach appears to be emerging within the local market and has recently been used as the preferred modelling approach for a number of Australian toll roads. The WRTM toll choice model was constructed to directly model the range of driver behaviour and was adjusted to match the observed patronage on the existing toll facilities. A series of validation checks was undertaken to verify the performance of both the Base Demand and Toll Choice Assignment models within the WRTM. 4.1.1.4 Land use projections The WRTM is linked to the STM which includes the trip generation, trip distribution and mode choice modules and incorporates demographic data related to land uses including population, employment and education enrolment projections. For WRTM, this data has been supplied by BTS as data extracts from the STM and is based on the latest population and employment projections. These population and employment projections are based on the September 2014 data release from BTS. This data has been projected from 2011 Census data and incorporates known major urban renewal and developments. The base vehicle demands from STM are consistent with these demographic assumptions and therefore provide a consistent base for the future demands used in the WRTM. 4.1.1.5 Induced demand Traffic growth on new or upgraded roads is generally a result of the following influences: - Regional growth in trips resulting from population growth and expanded economic activity - Trips attracted from competing routes or modes as a result of improved travel times on the new or upgraded road - Induced traffic as a result of improved travel times between homes and destinations, such as workplaces, shopping centres and education precincts, which stimulate changes to regional-wide trip patterns. Even with no growth in regional population and economic activity, a new or substantially upgraded road can induce changes in trip patterns which then appear as induced traffic. The strategic model includes the changes in traffic associated with all three of the above sources. 4.1.1.6 Modelled scenarios In considering the future, several scenarios need to be considered, reflecting the timeframe under which the infrastructure can be delivered and the extent of other infrastructure developments. These were explored through development of specific modelled scenarios, reflecting various future travel demands. Examined demand cases were represented by specific modelled forecast years: - 2012 was adopted as the existing case to match the year of model calibration - 2021 was adopted as the project opening case for the project. While the NSW Government has committed to achieving completion of the New M5 Motorway by 2019, using 2021 allows for full ramp-up of traffic demand as travellers respond to the provision of the project. - 2031 was adopted as the case for 10 years after opening as required in the Roads and Maritime assessment guidelines.

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The scenarios examined were modelled in WRTM by combining future year demands with future networks. Traffic was assigned using the calibrated road assignment model, taking suitable account for changes in toll choice behaviour over time. Six scenarios were modelled in WRTM for the purpose of the project to provide AM peak and PM peak roadway and intersection turning volumes for input to the operational traffic modelling stage: - Existing case (2012): Current road network with no new projects or upgrades. - Operation ‘do minimum’ or ‘without project’ (2021): The ‘do minimum’ case assumes that the King Georges Road Interchange Upgrade and the M4 Widening are complete, but the remainder of the WestConnex projects are not built. It is called ‘do minimum’ rather than ‘do nothing’ as it assumes that on- going improvements will be made to the broader transport network including some new infrastructure and intersection improvements to improve capacity and cater for traffic growth. - With project (2021): The New M5 Motorway is complete and open to traffic, including the King Georges Road Interchange Upgrade and the M4 Widening, but without any other WestConnex projects. - Operation ‘do minimum’ or ‘without project’ (2031): A future network including the King Georges Road Interchange Upgrade and the M4 Widening and some upgrades to the broader transport network over time to improve capacity and cater for traffic growth but does not include the other WestConnex projects. - With project (2031): The New M5 Motorway complete and open to traffic, including the King Georges Road Interchange Upgrade and the M4 Widening, but without any other WestConnex projects. - Full WestConnex program of works and the Southern extension (2031): With all WestConnex projects completed, including the future M4-M5 Link and future Sydney Gateway, as well as the Southern extension. In this scenario, the future M4-M5 Link does not provide an access to the CBD north. Due to capacity constraints on the ANZAC and Harbour bridges the provision of this connection is not possible without an additional harbour crossing. At present the provision of an additional crossing is not a committed government scheme and as such neither the crossing nor the CBD north access at Rozelle has been included in the assessment. An additional scenario incorporating the project and the M4 East was strategically assessed to determine the potential impacts on traffic volumes and patterns within the study area (inclusive of the King Georges Road Interchange Upgrade and the M4 Widening projects). The results indicated no significant difference in volumes within the study area as a result of the M4 East. No further analysis was therefore undertaken. 4.1.2 Stage 2 – Rebase future year traffic demand The WRTM was used to generate base and future year traffic demand matrices for the weekday AM peak and PM peak hour periods. As previously discussed, the key objective of the WRTM demand modelling was to forecast traffic and growth in traffic volumes in the M5 East corridor and other key roads in the project area; based on expected land use and employment changes as well as proposed road network improvements for the six key modelling scenarios. From this, the absolute growth forecast on the network could be derived for each of the assessed scenarios. This absolute growth in movements within the study area was then applied to the balanced turning counts, derived from traffic surveys undertaken on the network, and used to create the traffic flows used in the future year modelling. It should be noted that where a future reduction in demand is anticipated, the absolute growth is a negative. This approach, which is consistent with modelling application adopted for the previous M4 Widening and M4 East projects, makes best use of observed traffic count data as the basis for future year travel demand volumes and patterns. More specifically, this approach provides the most accurate representation of how the modelled future traffic growth would affect existing observed network traffic demands and the resultant network operation. Figure 12 provides a simple hypothetical illustration of the application of absolute growth to derive forecast levels of traffic demand in the project area for input to the operational traffic modelling. It is important to note that this application is only relevant to existing road network locations within the project area, such as around the St Peters interchange or on the M5 East Motorway. Future year AM peak and PM peak traffic volumes for the project and associated WestConnex stages were sourced directly from WRTM.

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4.1.3 Stage 3 – Operational traffic modelling While the WRTM provides strategic-level demand forecast across the Sydney Basin, to fully evaluate any operational impacts on the surrounding road network in the vicinity of the St Peters interchange, a Paramics micro-simulation model (Paramics) was developed to assess localised road network effects. Traditional intersection assessment tools, e.g. SIDRA, do not provide a whole of network assessment and tend to work best at evaluating individual, isolated intersections. Paramics is a micro-simulation traffic modelling software, which models individual vehicle behaviour and interaction with the network and other road users. One of the major benefits of using this type of micro-simulation software is the ability to assess intersections that form part of closely spaced networks, where their operation is likely to be influenced by adjacent intersections. This means modelled queue lengths and delays at an intersection reflect the impact of downstream congestion. This results in a more realistic representation of queueing lengths and possible delays at affected locations. 4.1.3.1 Base year model development – operational It is standard modelling practice to create base year models that replicate existing traffic conditions before developing any future year scenarios. Paramics base models of the road network around the St Peters Interchange for four-hour AM and PM peak periods were developed, calibrated and validated to simulate the operation of the existing road network under present day traffic demands. This provided a robust foundation on which to examine, test and identify the effects of the proposed St Peters Interchange. As shown in Figure 13, a core network was modelled that encompasses the intersections being modified as part of the St Peters interchange works, as well as others included in the broader model coverage. The extent of the modelling covers areas forecast to be impacted by the project and was agreed in advance with Roads and Maritime. To ensure an accurate representation of existing traffic conditions, the Paramics base models were calibrated and validated to align with existing operating conditions. The following data sources were used in the calibration and validation process: - Aerial photography: The modelled network layout was primarily based on aerial photography and Traffic Control Signal (TCS) plans provided by Roads and Maritime. Additionally, intersection geometry was verified during site inspections. - Intersection turning counts: A series of AM peak and PM peak turning count surveys were commissioned between 2012 and 2014 at the majority of the modelled intersections. In addition, Sydney Coordinated Adaptive Traffic System (SCATS) traffic count data was used to derive turning volumes for intersections where no survey data was available. - Intersection Diagnostic Monitor data (IDM): IDM data provides a comprehensive record of traffic signal operation statistics (cycle and phase timings etc.) at signalised intersections. Roads and Maritime provided IDM data for all of the modelled intersection in the project area. - Saturation flows: Roads and Maritime also provided SCATS LX data for all intersections, which was used to identify the saturation flow characteristics for individual approach lanes. - Site inspections: It is imperative for traffic modellers to understand the operational dynamics and performance of roadways and intersections within the study area. Consequently, AM peak and PM peak site visits were completed at all intersection locations to observe and document:  Intersection geometry.  Lane usage.  Sample signal timings.  'Dead green' time (green traffic light phase, but vehicles unable to advance due to queuing ahead).  Pedestrian delays.  Posted speed limits.  Location of parking and bus stop locations (if applicable).  Bottlenecks and pinchpoints in the project area.

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The following data was obtained for the base Paramics model development and calibration process: - Traffic signal data - Intersection turning counts - Strategic model cordon matrices i.e. volume of traffic going in and out of the boundary of the modelled road network from specified origins to specified destinations. The development of the Paramics demand matrices comprised of the following four steps: - Cordon applied to WRTM to obtain initial origin / destination matrices for the study areas - Initial matrices were expanded to match Paramics zoning system (there are fewer zones in the WRTM cordon area due to the nature of this model; these needed to be disaggregated for the Paramics micro- simulation) - ‘Target’ zone origin and destination totals were determined based on observed count data where available. At locations where count data was not available, the WRTM totals were retained - Matrices were furnessed to match ‘target’ volumes. Furnessing is a common process used in transport modelling to factor the rows and columns of a demand matrix in an iterative manner to get the totals to match the ‘target’ volumes. The resulting matrices were then used as input to the Paramics model with ensuing refinements carried out as part of the calibration process (matrix refinement). These base models were submitted for review by Roads and Maritime. 4.1.3.2 Future year model development – operational Following the calibration of the AM and PM peak period Paramics models, future year networks and traffic demands were developed for the analysis years of 2021 and 2031 to assess the future performance of the study area. These 2021 and 2031 models catered for the assessment of ‘with project’ and ‘without project’ scenarios. The growth in WRTM forecasts was used to grow the Paramics base year models. While the Paramics models are over a four-hour peak period, WRTM forecasts a typical one-hour peak. The forecast one-hour value was spread across the four-hour period to reflect a typical peak shoulder profile. In some cases, the one-hour future demand would exceed the road capacity. These calculated future demands were then flattened to correspond with anticipated peak spreading, allowing for a longer peak period. The modelling included in the assessment accurately reflects the design of the proposed local road upgrades and interchange. In addition, there were two elements included in the modelling that fall outside of the New M5 project area, namely at: - Sydney Park Road / Mitchell Road intersection - Princes Highway / May Street intersection. Additional measures may be required at these two locations to allow traffic to move around the local road network as modelled. The options, described below, are an example of the types of measures which could be implemented to deter any undesirable movements through the wider road network should they occur. Roads and Maritime will monitor the traffic movements at these locations closely upon opening of the New M5 and, if required and subject to the successful outcome of further consultation with the local councils, stakeholders and community, plan to implement localised schemes.

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The following describes a suggested intersection treatment at these locations and why they have been included in the modelling: - Sydney Park Road / Mitchell Road intersection – banned right turn from Mitchell Road into Sydney Park Road. Due to the banned right turn southbound at the Sydney Park Road / Euston Road intersection, it is possible some through traffic could occur through the area to the west of Euston Road. By restricting the right turn at this location, this movement would be prohibited for general traffic. This could also be achieved through alternative measures outside of the modelling area. Roads and Maritime will monitor the situation in this area after opening. - Princes Highway / May Street intersection – altered intersection layout only allowing the left turn into May Street and left turn out of May Street. This would aim to prevent traffic travelling southbound on May Street from the Princes Highway. An alternative route has been provided in the design which allows vehicles to turn right at the Princes Highway / Campbell Street intersection, a movement which is currently banned. 4.1.3.3 Base year model development – construction Similar to the operational assessment, the construction modelling methodology incorporated deriving base year traffic patterns and developing base and future year traffic models. To ensure an accurate representation of existing conditions, further network traffic counts were gathered across the corridor in the locations of the proposed construction compounds and activities. Base year models for intersections that were not part of Paramics modelled network, were developed in SIDRA and calibrated in the same manner as already described for the operational models. 4.1.3.4 Future year model development – construction A worst case construction traffic generation scenario was assumed during the spoil removal from the tunnel construction for the end of 2016. The current road network with no new projects or upgrades was assumed. AM and PM peak models representing the analysis year of 2016 were developed to assess the future performance of the study area during construction. In a similar way to the future operational demand volumes, the absolute growth in WRTM forecasts was used to grow the current year models. Construction traffic was then added to the background traffic at the relevant intersections. This was based on the proposed construction methodology, covering vehicle types, volumes and routing onto the network to and from the various sites/compounds during the peak construction period. The construction intersections’ performances were calculated as standalone intersections using SIDRA. While this does not reflect the true LoS for those that are part of a co-ordinated system of signalised intersections, the impact of the construction traffic can be measured and reported.

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5.0 Existing traffic and transport environment This section outlines the existing traffic and transport environment within the project area. All data presented in this section represents the base or existing traffic and transport conditions and is based on the latest publicly available information or was specifically sourced for the project.

5.1 Route description The study area is predominantly focussed on the existing M5 Motorway corridor and the surface road network around St Peters interchange. Figure 14 highlights the extents of the study area between the existing M5 East Motorway, east of King Georges Road, and St Peters. The western portals along the M5 East Motorway would be located east of King Georges Road, and the eastern portals at St Peters would be located in the vicinity of the Princes Highway and Canal Road. The study area is divided between the M5 Motorway corridor and St Peters and surrounds. The operation of the M5 East Motorway has been assessed based on the mid-block volumes travelling on the roadway, while the network around the St Peters interchange area has been modelled in Paramics. Further details on the existing conditions in the two project areas are provided in subsequent sections.

5.2 M5 East Motorway corridor 5.2.1 Description The M5 Motorway corridor is a key freight, commercial and passenger route between Sydney Airport, Port Botany, the St George area, south-western Sydney and beyond to the Southern Highlands. The M5 East section of the motorway was opened in December 2001, connecting the M5 South Western Motorway at Beverly Hills to General Holmes Drive (M1 Motorway), in the vicinity of Sydney Airport. The M5 East is an un-tolled motorway with two lanes in each direction and includes two sections of tunnels, a tunnel between Bexley Road, Kingsgrove and Marsh Street, Arncliffe and a second tunnel crossing under the Cooks River. Within the study area, the M5 East Motorway has four interchanges, with the following characteristics: - Kingsgrove Road interchange: east-facing on and off ramps - Bexley Road interchange: west-facing on and off ramps - Princes Highway interchange: west-facing off ramp - Marsh Street interchange: east- and west-facing on and off ramps. 5.2.2 Modes of travel The M5 East Motorway travels through the Canterbury, Hurstville and Rockdale LGAs. The NSW Bureau of Transport Statistics (BTS), Household Travel Survey Report: Sydney 2012/13, Nov 2014 Release provides details of the mode share of average weekday travel demand made from each LGA in NSW. Travel mode shares in comparison with the Sydney Greater Metropolitan Area (GMA) are shown in Table 3. The data shows that 64 to 74 per cent of trips on a typical weekday in the vicinity of the M5 East are car-based (drivers and passengers), which is comparable to the average of 69 per cent in the Sydney GMA. In general, the mode share of the three LGAs is similar to the average mode share of the GMA with the exception for the rail mode share. Due to better coverage of the rail network in these LGAs, the rail mode share of the LGAs is higher than the average, ranging from eight to 13 per cent compared to the five per cent in the GMA.

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Table 3 Average weekday travel mode share for local government areas around the King Georges Road Interchange

Private Vehicles Walk Other LGA Rail Bus Driver Passenger Total only modes

Canterbury LGA 46% 25% 71% 8% 5% 14% 1%

Hurstville LGA 52% 22% 74% 9% 4% 12% 1%

Rockdale LGA 44% 20% 64% 13% 5% 16% 2%

Sydney GMA 47% 22% 69% 5% 6% 18% 2% Source: NSW Bureau of Transport Statistics (BTS), Household Travel Survey Report: Sydney 2012/13, Nov 2014 Release

5.2.3 Public transport services While some bus services operate through the M5 East Motorway interchanges at Kingsgrove Road, Bexley Road and Marsh Street, there are no regular bus services on the M5 East Motorway or the M5 South Western Motorway. Intercity coach services, such as those operated by Murrays or Greyhound, use the M5 East Motorway or the M5 South Western Motorway. 5.2.4 Walking and cycling facilities No pedestrian access is allowed on the M5 East Motorway. Upon commencement of construction of the King Georges Road Interchange Upgrade project, cyclists have been redirected off the M5 East Motorway onto parallel routes. The average daily bicycle count along the M5 East Motorway, prior to the commencement of the construction at King Georges Road interchange, is shown in Table 4, while the demarcated use of the shoulder lane between King Georges Road and Bexley Road is shown in Figure 15. The number of cyclists using the M5 East Motorway until the Bexley Road interchange was low, probably due to the availability of the parallel off-road shared path and the volume of traffic on the motorway.

Table 4 Average weekday bicycle count along M5 East Motorway (2014)

Location Average daily volume

Eastbound main carriageway along M5 East Motorway 5 Westbound main carriageway along M5 East Motorway 9 Source: Jacobs (2014), WestConnex M5 – King Georges Road Interchange Upgrade: Traffic and Transport Assessment

Source: Jacobs (2014), WestConnex M5 – King Georges Road Interchange Upgrade: Traffic and Transport Assessment

Figure 15: Shoulder lane on M5 East motorway

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The M5 Linear Park is an off-road shared path that runs parallel to the M5 Motorway corridor between Belmore Road, Riverwood and Bexley Road, Kingsgrove. West of King Georges Road, the shared path is only on the southern side of the motorway, while east of King Georges Road, there is a shared path north and south or the motorway until Bexley Road. A number of north-south crossing points are available along the length of the path at roadways (e.g. King Georges Road and Cooloongatta Road) and at underpasses beneath the motorway (e.g. the Kindilan underpass through Beverly Grove Park). A bicycle survey was undertaken along the M5 Linear Park from 12-18 May 2014. Table 5 and Figure 16 shows the bicycle trips observed during the AM and PM peak periods and over a typical day. The survey shows that the number of cyclists using the King Georges Road / M5 interchange is small, potentially due to the presence of the parallel off-street bicycle path, where higher numbers of bicycle trips are observed. As part of the King Georges Road Interchange Upgrade project, cyclists are to be directed onto the shared paths or local roads for the duration of the construction works on the motorway carriageways. Following completion of the works, cyclists would not be returned to the motorway between King Georges Road and Bexley Road11.

Table 5 Bicycle trips in the vicinity and on the M5 Linear Park

AM Peak PM Peak Average Ref Location period period Weekday (3hrs) (3hrs) (24hrs) A King Georges Road / M5 East Motorway interchange 6 8 32 B South-west of Rosebank Ave 3 17 51 C North of The Crescent 5 14 37 D Tallawalla St entry / exit prior to split 7 20 52 E North-east of Kirrang St 2 5 20 F South-west of Elouera St 3 9 28 G South of Shorter Ave (eastern side of Rd) 0 0 3 H South-West of Allambee Crescent (north of M5) 1 2 7 I West of Allambee Crescent (south of M5) 5 5 23 J West of Rosetta Ln 1 2 9 K West of Penshurst Rd (north of Windarra St, south of M5) 1 1 34 Source: Jacobs (2014), WestConnex M5 – King Georges Road Interchange Upgrade: Traffic and Transport Assessment

11 Jacobs, WestConnex M5 – King Georges Road Interchange Upgrade: Traffic and Transport Assessment, August 2014

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5.2.5 Existing traffic volumes and patterns A comprehensive suite of automatic traffic count (ATC) surveys were completed in late 2014 / early 2015 to understand and analyse existing traffic volumes and patterns within the M5 East Motorway corridor. Specifically, ATC tubes recorded classified hourly traffic volumes at the following three roadway locations (see Figure 14) over the following survey periods: - Site 1: M5 East Motorway, east of King Georges Road (Sat 7 Feb 2015 and Wed 11 Feb 2015) - Site 2: M5 East Motorway, east of Bexley Road (in tunnel) (Wed 26 Nov to Tues 2 Dec 2014) - Site 3: M5 East Motorway, at Cooks River (Wed 26 Nov to Tues 2 Dec 2014). Table 6 to Table 8 show details of the average peak, daily and weekly traffic volumes recorded at each of the three locations, by direction and in combination. In addition, each table displays traffic volumes and patterns for an average daily and weekly profile based on the following key statistics: - Morning (AM) peak hour: highest one-hour traffic volume recorded between midnight and midday - Evening (PM) peak hour: highest one-hour vehicle traffic volume recorded between midday and midnight - Heavy commercial vehicle percentage (HCV per cent): Per cent of total vehicles that are heavy vehicles - Average weekday traffic (AWT) volume: daily traffic volume derived from 24 hour traffic counts recorded between Monday and Friday during the survey week - Average daily traffic (ADT) volume: daily traffic volume derived from 24 hour traffic counts recorded between Monday and Sunday during the survey week. The tables and graphs show the following key findings for the existing traffic volumes and patterns along the M5 East Motorway: - Two-way AWT ranges from 108,128 vehicles east of King Georges Road to 79,061 vehicles at the Cooks River, which equates to a 27 per cent reduction in daily traffic between these two locations. - AWT and ADT are similar to each other at all three locations, indicating that average daily weekend traffic is generally at similar levels to the ADT; hence, the motorway accommodates consistently high volumes of travel demand that are not biased towards weekday work-related trip purposes. - Generally, the eastbound traffic flows are slightly higher than the westbound traffic flows along the motorway. The main exception is east of King Georges Road, where there is a sudden drop in the eastbound traffic flow during the AM peak which is due to the congestion downstream of the King Georges Road interchange (towards the Sydney CBD) which restricts more traffic from entering the carriageway. A similar trend is observed for the westbound carriageway during the PM peak. The same trend was reported on in the King Georges Road Interchange Upgrade: Traffic and Transport Assessment12. The surveyed volumes therefore only represent the satisfied demand and, due to downstream congestion and queueing at these locations, they underestimate the actual demand. - The high percentage of heavy vehicles across the day and in the AM peak hour indicates the importance of the M5 Motorway corridor as a key freight and commercial route between Sydney Airport, Port Botany, the St George area, south-western Sydney and beyond to the Southern Highlands.

12 Jacobs (2014), WestConnex M5 – King Georges Road Interchange Upgrade: Traffic and Transport Assessment

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Table 6 Site 1: M5 East Motorway, east of King Georges Road

Eastbound Westbound Two-way

AM peak total (HCV%) 2,380 (14%) AM peak total (HCV%) 3,505 (10%) AM peak total (HCV%) 5,885 (12%)

PM peak total (HCV%) 3,499 (5%) PM peak total (HCV%) 3,564 (10%) PM peak total (HCV%) 7,063 (8%)

AWT (HCV%): 50,769 (11%) AWT (HCV%): 57,359 (10%) AWT (HCV%): 108,128 (10%)

ADT: 60,605 ADT: 59,767 ADT: 120,372

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Table 7 Site 2: M5 East Motorway, east of Bexley Road (in tunnel)

Eastbound Westbound Two-way

AM peak total (HCV%) 3,539 (12%) AM peak total (HCV%) 2,856 (12%) AM peak total (HCV%) 6,395 (12%)

PM peak total (HCV%) 3,500 (5%) PM peak total (HCV%) 2,937 (10%) PM peak total (HCV%) 6,437 (7%)

AWT (HCV%): 56,806 (12%) AWT (HCV%): 50,327 (13%) AWT (HCV%): 107,133 (13%)

ADT: 56,062 ADT: 50,255 ADT: 106,317

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Table 8 Site 3: M5 East Motorway, at Cooks River

Eastbound Westbound Two-way

AM peak total (HCV%) 2,773 (12%) AM peak total (HCV%) 2,566 (11%) AM peak total (HCV%) 5,339 (12%)

PM peak total (HCV%) 2,518 (5%) PM peak total (HCV%) 2,439 (9%) PM peak total (HCV%) 4,957 (7%)

AWT (HCV%): 40,115 (13%) AWT (HCV%): 38,946 (13%) AWT (HCV%): 79,061 (13%)

ADT: 39,400 ADT: 38,478 ADT: 77,878

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5.3 St Peters and surrounds 5.3.1 Description The proposed St Peters interchange would be centred on the area bounded by Princes Highway, Canal Road, Burrows Road and Campbell Road. Most of the site is a former brick pit, and has recently been used as a landfill and waste transfer facility (Alexandria Landfill). Local road upgrades would also occur in the vicinity of the St Peters interchange to integrate the project into the surrounding road network. Aside from the Alexandria Landfill site (closed as part of the project), existing land uses in the vicinity of the St Peters interchange include an enterprise corridor along the Princes Highway, warehouses, limited residential lands, local and arterial roads, Sydney Park to the north and Alexandra Canal to the east. Surrounding land uses include the residential neighbourhoods of St Peters, Sydenham and Newtown, as well as general residential and industrial areas of Alexandria to the east. Other significant areas include commercial activity around the Bourke Road / Bourke Street / Gardeners Road intersection and associated with Sydney Airport and residential development associated with Mascot Town Centre. The key roads in the vicinity of the project are: - Princes Highway (A36) – The Princes Highway is a major state highway in Australia, extending from Sydney, NSW to Port Augusta, South Australia, passing through NSW, Victoria and South Australia. It runs from Sydney CBD at Broadway, through Newtown and St Peters, and on beyond Kogarah and is a key bus route. In this location, the Princes Highway has many signal controlled intersections and is frequently congested. - King Street – King Street is a major state road, part of the Princes highway, running through the retail precinct of Newtown. It serves as one of the key connections between the Sydney CBD and areas in the south of Sydney and is a key bus route. It is a four-lane, two-way road with two lanes in each direction. King Street has a posted speed limit of 50 kilometres per hour and on-street parking in non-clearway periods. - Canal Road / Ricketty Street / Kent Road – Canal Road / Ricketty Street / Kent Road provide a link in the state road network, connecting Princes Highway to Gardeners Road. It is a two-way roadway with two to three lanes in each direction, operating at a posted speed limit of 60 kilometres per hour and is a key bus route. The Ricketty Street Bridge provides the only crossing of the Alexandra Canal in the area. - Gardeners Road – Gardeners Road is a four- to six-lane state road which runs east-west, connecting Kent Road in the west to Anzac Parade and Bunnerong Road in the east. It has a posted speed limit of 60 kilometres per hour and is a key bus route. - Burrows Road – Burrows Road is a wide, two-way local road with on-street parking on both sides of the road. The road begins at Huntley Street and end south of Canal Road. It has a posted speed limit of 50 kilometres per hour from Huntley Street to Campbell Road and the speed limit increases to 60 kilometres per hour after Campbell Road. - Campbell Road – Campbell Road is a wide, two-way regional road with a posted speed limit of 60 kilometres per hour. It runs between Burrows Road and Barwon Park Road. It has on-street parking from Burrows Road to Barwon Park Road. - Campbell Street – Campbell Street is a two-lane, two-way local road with a posted speed limit of 60 kilometres per hour. It runs between Barwon Park Road and Unwins Bridge Road. It operates with vehicle restrictions from 10 pm to 6 am prohibiting goods vehicles weighing more than three tonnes. - Euston Road – Euston Road is a wide, two-way collector road with on-street parking on both sides of the road. It connects McEvoy Street in the north and Campbell Road in the south and is a key bus route. It has a posted speed limit of 60 kilometres per hour r from McEvoy Street to Sydney Park Road. In this section, it is marked as four lanes and forms a part of the regional road network to the Eastern Suburbs. From Sydney Park Road to Campbell Road, it is posted at 50 kilometres per hour and serves a light industrial precinct. - Bourke Road / Bourke Street – Bourke Road is a two-way local road. It runs between Botany Road, Waterloo and Gardeners Road, Alexandria. North of Botany Road, it becomes Bourke Street and continues until Campbell Street, Darlinghurst. To the south of Gardeners Road, it becomes Bourke Street through Mascot Town Centre to Coward Street, Mascot, when it then returns to being Bourke Road until O’Riordan Street, Mascot. It is posted as 50 kilometres per hour, except through Mascot Town Centre where it is 40 kilometres per hour. It contains a major cross-regional, separated two-way cycleway and is a key bus route.

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5.3.2 Modes of travel The project, at this location, is located in the Sydney, Marrickville and Botany Bay LGAs. Travel mode shares for Sydney, Marrickville and Botany Bay LGA in comparison with the Sydney GMA is shown in Table 9. As the Sydney LGA includes the Sydney CBD and Marrickville LGA is located close to the Sydney CBD, these two LGAs have a significantly different mode share compared to the GMA, characterised by an extensive public transport network and a land use mix where residential developments are located closer to employment areas, thereby reducing the need for car travel. These two LGAs have a much lower mode share for private vehicles (30 and 49 per cent) and a high mode share for walking (49 and 30 per cent) compared to 69 per cent for private vehicles and 18 per cent for walk trips in the GMA. The Botany Bay LGA, which is farther away from the CBD and where a number of industrial sites such as Sydney Airport and Port Botany are located, has a similar mode share to the GMA average. There is more reliance on private vehicles in Botany Bay LGA (67 per cent) compared to the Sydney and Marrickville LGAs and the lack of rail coverage in Botany Bay LGA other than Mascot and Airport Stations is reflected with a low rail mode share of two per cent as compared to Sydney and Marrickville LGAs.

Table 9 Average weekday travel mode share for local government areas around St Peters and surrounds

Private Vehicles Walk Other Area Rail Bus Driver Passenger Total only modes

Sydney LGA 21% 9% 30% 8% 9% 49% 4%

Marrickville LGA 37% 12% 49% 10% 7% 30% 4%

Botany Bay LGA 46% 21% 67% 2% 11% 19% 1%

Sydney GMA 47% 22% 69% 5% 6% 18% 2% Source: NSW Bureau of Transport Statistics (BTS), Household Travel Survey Report: Sydney 2012/13, Nov 2014 Release

5.3.3 Public transport services 5.3.3.1 Rail services Sydney and Marrickville LGAs are well served by several rail services while Botany Bay LGA has limited rail coverage. Table 10 and Figure 18 show the rail lines and stations which serve Sydney, Marrickville and Botany Bay LGAs respectively.

Table 10 Rail services in Sydney, Marrickville and Botany Bay LGAs Local government area Rail Line Stations in vicinity of study area

T1 North Shore, Northern & Western Line Sydney LGA Newtown, Erskineville, Green Square T2 Airport, Inner West & South Line T3 Bankstown Line Marrickville LGA St Peters, Sydenham, Tempe T4 Eastern Suburbs & Illawarra Line Botany Bay LGA T4 Eastern Suburbs & Illawarra Line Mascot Source: Sydney Trains, May 2015

The closest stations to the project in this area are Mascot Station on the T2 Airport Line and St Peters Station on the T3 Bankstown Line. Mascot and St Peters stations are located one kilometre to the south and 750 metres to the north of the future interchange respectively. Table 11 shows the train services at Mascot and St Peters stations. In the AM peak, there are 18 trains from Mascot Station and 14 trains from St Peters Station travelling to the CBD. In the PM peak, the train services from the city to Mascot Station and St Peters Station are 16 and 18 respectively. The train headways at Mascot Station are less than ten minutes at all times on a weekday including inter peak, AM and PM peak while the headways at St Peters Station is six to 15 minutes and seven to 15 minutes during AM and PM peak respectively. During inter peak, the train service stop at St Peters station at a frequency of 15 minutes.

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Table 11 Sydney Trains services around St Peters and surrounds

AM Peak1 AM peak PM peak2 PM peak Station Line services frequency services frequency

Mascot T2 Airport Line 18 6-9 min 16 6-9 min St Peters T3 Bankstown Line 14 6-15 min 18 7-15 min Notes: 17am-9am to city 24pm-6pm from city Source: Sydney Trains, May 2015

Source: Sydney Trains, 2015

Figure 18: Extract of Sydney train network map around St Peters and surrounds

The station entry and exit barrier counts for the two stations – Mascot and St Peters – are summarised in Table 12. Entry and exit statistics are for 6am-6.30pm and over the corresponding 24 hour period. The overall volume of passengers at Mascot Station is almost double the passenger flow at St Peters Station. The two stations show a similar tidal profile but in the opposite direction during the peak periods. St Peters Station predominantly serves a residential area, with high station entries compared to exits in the AM peak, while Mascot Station predominately serves an employment area, characterised by high exiting trips from the station during the AM peak and high inbound trips during the PM peak.

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Table 12 2013 Train station barrier counts at Mascot and St Peters stations

AM peak Inter peak PM peak 24 hours Station 6am-9:30am 9:30am-3pm 3pm-6:30pm In Out In Out In Out In Out

Mascot 1,160 3,200 1,010 1,010 3,230 1,060 6,120 6,120 St Peters 1,790 770 520 510 840 1,360 3,380 3,380 Source: NSW BTS Train Statistics 2014: Everything you need to know about Sydney Trains and NSW TrainLink, 9th Edition – December 2014

5.3.3.2 Bus services Figure 19 presents the bus services map in St Peters and surrounds. Given this area is located six kilometres south-west of the Sydney CBD, this area has a comprehensive bus network providing access to its surrounding activity and employment centres. The bus routes operated around the St Peters interchange are summarised in Table 13. All the bus routes are operated by Sydney Buses. In addition to the train services from St Peters and Mascot stations, there are a number of bus routes travelling to the Sydney CBD, including routes 308, 422 and M20, with a service frequency of between seven minutes and 20 minutes in the AM and PM peaks. The other bus routes provide access to suburbs, such as Wolli Creak, Bondi Junction, Marrickville and Burwood. These bus routes are less frequent than the bus routes travelling to the Sydney CBD.

Table 13 Bus services around St Peters and surrounds

AM Peak1 AM peak PM peak2 PM peak Route Operator services frequency services frequency

305 Stamford Plaza Hotel to Sydney Buses 5 20 min 5 20 min Railway Square

308 Marrickville to City Sydney Buses 8 20 min 4 30 min 309 Port Botany to City Sydney Buses 13 7-14 min 18 2-14 min 310 / X10 Eastgardens to City Sydney Buses 10 4-14 min 12 5-15 mins 348 Wolli Creek to Bondi Junction Sydney Buses 4 30 min 4 30 min 370 Leichhardt to Coogee Sydney Buses 14 8-9 min 11 10-11 min 400 Burwood to Bondi Junction Sydney Buses 7 17-18 min 8 15 min 410 Burwood to Bondi Junction Sydney Buses 4 30 min 7 17-18 min

418 Burwood to Bondi Junction Sydney Buses 6 20 min 8 20 min 422 Kogarah to City Sydney Buses 9 13-14 min 9 13-14 min

M20 Gore Hill to Botany Shops via Sydney Buses 12-17 7-10 min 12-17 7-10 min City Notes: 17am-9am (higher frequency direction) 24pm-6pm (higher frequency direction) Source: Sydney Buses, 2015 5.3.4 Walking and cycling facilities Statistics for walking trips in the St Peters area do not include secondary walk trips to public transport stations. In the vicinity of the project at this location, there are a number of recreational centres, such as Sydney Park, which generate recreational walking and cycling trips in the area. St Peters Station also generates pedestrian movement to and from the station. Figure 20 shows the available cycleways around the St Peters area. A dedicated cycleway is available on Bourke Street to the east of Alexandra Canal.

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Bicycle count data collected in the 2014 AM and PM peak periods are provided in Table 14, while Figure 21 shows the location of the bicycle counts. The intersections of Gardeners Road / Bourke Road and Bourke Road / Maddox Street have the highest bicycle volumes with more than 200 cyclists recorded during peak periods.

Table 14 Bicycle counts data around the new St Peters Interchange during peak periods (2014) AM Peak PM Peak Ref Location Period Period (3hrs) (3hrs) A Burrows Road / Canal Road / Ricketty Street 40 39 B Euston Road / Campbell Road 13 19 C Gardeners Road / Bourke Road 219 253 King Street / Princes Highway / May Street / Sydney Park D 58 81 pedestrian entrance E Mitchell Road / Coulson Street 103 109 F O'Riordan Street / Doody Street 39 30 G King Street / Princes Highway / Concord Street / Lord Street 164 150 H Bourke Road / Maddox Street 205 225 Source: City of Sydney (2015)

Historic data at these intersections is summarised in Table 15. The data represents the bicycle volumes for a typical weekday during peak periods in October from 2010 to 2014. The data suggests there is an increasing demand of bicycle trips around St Peters interchange with the bicycle trips growing at an average growth rate of about nine per cent per annum from 2010 to 2014.

Table 15 Historic bicycle count (2010-2014) Oct- Oct- Oct- Oct- Oct- % growth Location 2010 2011 2012 2013 2014 per annum Euston Road / Campbell Road 55 88 23 42 32 -13% Gardeners Road / Bourke Road 272 339 320 420 472 15% King Street / Princes Highway / May Street / 118 146 162 149 139 4% Sydney Park pedestrian entrance Mitchell Road / Coulson Street 168 187 162 228 212 6% O'Riordan Street / Doody Street 70 80 62 104 69 0% King Street / Princes Highway / Concord Street / 276 209 261 260 314 3% Lord Street Bourke Road / Maddox Street 244 277 338 490 430 15% Total 1,203 1,326 1,328 1,693 1,668 9% Source: City of Sydney (2015)

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Sydney’s Cycling Future (Transport for NSW, 2013) is the NSW Government’s long-term plan to prioritise and provide for cycling in Sydney. Priority links have been identified for investigation or development, which include connecting Inner Sydney, with links such as the Inner West link or Sydney Airport links, as shown in Figure 22.

Source: Sydney’s Cycling Future (2013)

Figure 22: Priority cycle links for connecting Inner Sydney

The Airport Cycleway from along the Alexandra Canal to Coward Street, along with the Bourke Road cycleway, forms a major north-south cycling corridor. Botany Bay City Council is progressing cycleway connections along Bourke Street between Coward Street and Gardeners Road to connect with the Coward Street element of the Airport Cycleway and the City of Sydney’s Bourke Road cycleway. This is being constructed to Church Street and is subject to the proposed re-alignment of the Gardeners Road / Bourke Street intersection. City of Sydney Council is undertaking planning for a cycleway along the eastern side of Alexandra Canal as rezoning and development occurs. This would complement the Bourke Road cycleway. The intention is that it would link with the Airport Cycleway further to the south along Alexandra Canal. Marrickville Council has a strategic bicycle network identified in the St Peters area. 5.3.5 Existing traffic volumes and patterns 5.3.5.1 Mid-block traffic volumes Table 16 provides the 2014 AM peak hour, PM peak hour and average weekday traffic (AWT) flows for the key road corridors in the vicinity of the future interchange. The shading in the table groups the locations into the King Street / Princes Highway corridor, the Euston Road corridor, the Campbell Street corridor and the Ricketty Street/Gardeners Road corridor. Only peak hour volumes were available at some locations.

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The table indicates that roads running east-west experience higher traffic flows in the eastbound direction during the AM peak and in the westbound direction during the PM peak. The Princes Highway experiences higher traffic flows in the northbound direction during the AM peak and southbound direction during the PM peak. A number of locations indicate a high proportion of heavy vehicles.

Table 16 Average mid-block traffic volumes at key locations around St Peters and surrounds (2014) AM Peak PM Peak AWT Flow Location Direction % veh/hr % HCV veh/hr veh/day % HCV HCV King Street, south of Alice Northbound 1,019 5% 953 2% - - Street Southbound 781 7% 941 3% - - Princes Highway, Northbound 1,661 5% 981 3% 18,818 6% north of Campbell Street Southbound 558 9% 1,601 4% 17,371 7% Princes Highway, south of Northbound 1,715 11% 1,043 6% 19,681 9% Campbell Street Southbound 612 10% 1,553 9% 17,798 10% Railway Road, west of Eastbound 626 12% 638 4% - - Princes Highway Westbound 389 17% 550 5% - - Princes Highway, south of Northbound 3,368 5% 1,595 5% 26,902 15% Railway Road Southbound 784 10% 2,607 2% 25,443 17% Euston Road, Northbound 411 13% 185 7% 3,117 13% north of Campbell Road Southbound 199 23% 188 7% 2,559 16% Euston Road, north of Northbound 1,220 7% 597 5% - - Sydney Park Road Southbound 503 15% 1,334 5% - - Campbell Road, west of Eastbound 864 9% 407 12% 7,533 11% Euston Road Westbound 161 21% 320 13% 3,555 14% Campbell Street, Eastbound 358 8% 318 8% 4,988 8% east of May Street Westbound 142 16% 275 11% 2,994 12% Edgeware Road, west of Northbound 670 8% 814 3% - - Edinburgh Road Southbound 730 7% 777 1% - - Eastbound 2,285 7% 1,162 9% 22,159 11% Ricketty Street Westbound 963 17% 1,830 7% 20,614 12% Gardeners Road, Eastbound 1,090 13% 920 15% 14,237 14% west of O'Riordan Street Westbound 1,001 11% 1,121 12% 15,235 11% Source: AECOM (2015)

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6.0 Existing road network performance

6.1 Assessment criteria Normally, performance is assessed in several ways. At a network level, in terms of total distance travelled and total time travelled, for single-point assessment at the mid-block level showing changed travel paths and localised impacts, and at the intersection level showing changes in the performance of these typically constraining elements. Traditionally, lower distance and time travelled through a network implies increased network efficiency. However because the demands and the networks are different, higher values may well be indicative of a better performing network because more vehicles are able to travel through the network to reach their destinations, while lower distance may be as a result of congestion and lower speed. Given the existing congested traffic operations in the study corridor, single-point assessment criteria do not present an adequate picture of traffic operations. Traditional mid-block and intersection levels of service do not recognise that traffic is often constrained upstream, thus vehicles cannot get to the evaluation point which gives an unrealistically low level of demand, and constrained downstream, meaning vehicles are queued through the evaluation point. The measurements therefore reveal only satisfied demand, not realistic performance. For this project, the operation of the core areas as a whole is regarded as being of prime importance. This recognises that there may be single locations where there may be improvement, while at others some deterioration. These statistics should therefore not be considered in isolation but seen in the light of the total demand volumes in each scenario. The critical evaluation is that the project does not burden the network as a whole. 6.1.1 Network performance An evaluation of the performance of the modelled Paramics networks can be undertaken using several statistics, which are aggregated for the whole model simulation run and the whole network. These parameters are useful in describing the overall performance of the network and for comparing the network operation between different options or scenarios. The parameters collected and reported for each scenario modelled in Paramics were: - Total vehicle demand – the number of vehicles wanting to use the modelled network. - Vehicle Kilometres Travelled (VKT) – the total distance travelled by vehicles travelling through the modelled network. - Vehicle time travelled – the total time taken by vehicles to drive through the modelled network. - Total stops made by vehicles in the network, either due to intersection controls or congestion – the number of stops that vehicles make while travelling through the modelled network. Generally, the fewer stops, the better the network operates. - Average speed of vehicles – the average speed at which vehicles travel through the network. Calculated by dividing the VKT by the vehicle time travelled. Generally, the higher the speed, the better the network operates. - Travel time for typical cross-network trips – the time taken by vehicles to travel between two points in the network. Used as a comparison of how the network is performing, although with changes in the network, vehicles can take different routes between points. - Unreleased demand at the end of the peak hour – the number of vehicles unable to enter the model due to congestion extending back into model entry points. The number of ‘unreleased’ vehicles is an indication of the effectiveness of the network. Generally, the lower the number of unreleased vehicles there are, the better the network is able to accommodate the demand flows. 6.1.2 Level of Service definition Level of Service (LoS) is a measure to determine the operational conditions and efficiency of a roadway or intersection. The definition of LoS generally outlines the operating conditions in terms of speed and travel time, freedom to manoeuvre, traffic interruptions, comfort and convenience, and road safety. It is a qualitative measure describing operational conditions within a traffic stream and their perception by motorists and/or passengers.

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6.1.2.1 Mid-block level of service Table 17 shows the six levels of service for mid-block carriageway locations, ranging from LoS A–F, with LoS A representing optimum operating conditions (free flow) and LoS F the poorest (forced or breakdown in flow). When a roadway performance falls below LoS D, investigations are generally initiated to provide suitable remediation. In built up areas, limited road capacity and high demand mean that LoS E and F are regularly experienced by motorists at pinch points on the existing strategic road network in Sydney. These conditions are generally experienced during traffic peak periods. Roads and Maritime have a program of works aimed at relieving congestion at pinch points and improving performance on strategic roads. A mid-block LoS model has been developed based on the Austroads Guide to Traffic Management, Part 3: Traffic Studies and Analysis 2009. Volume divided by capacity (v/c) is the measure used to define traffic density and ultimately calculate the LoS provided. The assessment of mid-block LoS for the M5 East Motorway and the New M5 main alignments will use the v/c ratio ranges for freeways.

Table 17 Mid-block level of service definitions and criteria – multi lane roads

v/c ratio criteria LoS Definition Multi-lane Roads1 Freeways2

A condition of free flow in which individual drivers are virtually unaffected by the presence of others in the traffic stream. A v/c <= 0.26 v/c <= 0.28 Freedom to select desired speeds and to manoeuvre within the traffic stream is extremely high. In the zone of stable flow where drivers still have reasonable freedom to select their desired speed and to manoeuvre within 0.28 < v/c <= B 0.26 < v/c <= 0.41 the traffic stream. The general level of comfort is a little less 0.44 than with level of service A. Also in the zone of stable flow, but most drivers are restricted to some extent in their freedom to select their desired speed 0.44 < v/c <= C 0.41 < v/c <= 0.59 and to manoeuvre within the traffic stream. The general level 0.64 of comfort and convenience declines noticeably at this level. Close to the limit of stable flow and approaching unstable flow. All drivers are severely restricted in their freedom to select their desired speed and to manoeuvre within the traffic stream. 0.64 < v/c <= D 0.59 < v/c <= 0.81 The general level of comfort and convenience is poor, and 0.87 small increases in traffic flow will generally cause operational problems. Traffic volumes are at or close to capacity, and there is virtually no freedom to select desired speeds or to manoeuvre within 0.87 < v/c <= E 0.81 < v/c <= 1.00 the traffic stream. Flow is unstable and minor disturbances 1.00 within the traffic stream will cause breakdown. In the zone of forced flow, where the amount of traffic approaching the point under consideration exceeds that which F v/c > 1.00 v/c > 1.00 can pass it. Flow breakdown occurs, and queuing and delays result. Notes: 1 Where free flow speed is taken as 70 kilometres per hour 2Where free flow speed is taken as 90 kilometres per hour Source: Austroads, Guide to Traffic Management – Part 3 Traffic Studies and Analysis, Second Edition, 2013

6.1.2.2 Intersection level of service Average delay is commonly used to assess the operational performance of intersections, with LoS used as an index. A summary of the intersection LoS index is shown in Table 18. Similar to the mid-block performance measures, common practice suggests that when intersection performance falls to LoS D, investigations should be initiated to provide suitable remediation prior to the approach roads falling to LoS E or LoS F. It should also be noted that capacity constraint can be used as a demand management technique which discourages car travel and that conversely over-provision of capacity can encourage more car use.

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Table 18 Level of service criteria for intersections

Average delay / vehicles LoS Traffic signals / roundabouts Give way and stop signs (sec/veh)

A <14 Good operation Good operation Good with acceptable delays and Acceptable delays and spare B 15 to 28 spare capacity capacity Satisfactory, but accident study C 29 to 42 Satisfactory required Near capacity and accident D 43 to 56 Operating near capacity study required At capacity; at signals incidents will At capacity; requires other E 57 to 70 cause excessive delays control mode Roundabouts require other control At capacity; requires other F >70 mode control mode Source: Guide to Traffic Generating Developments, RTA, 2002

6.2 Operational performance – M5 Motorway corridor 6.2.1 Mid-block level of service The theoretical mid-block capacity for a single lane of a freeway is 2,250 PCU/hr/lane13 based on a speed of 90 kilometres per hour 14. However, actual capacity is impacted by a number of factors, e.g. traffic composition, gradient, lane widths and lane clearance factors. Using the maximum traffic throughput from existing surveys as an indication of the actual capacity, the capacity value adopted for the M5 East Motorway was 2,150 PCU/hr/lane. Mid-block volume / capacity ratios along the M5 East Motorway under existing conditions in the AM and PM peak are provided in Table 19. This indicates that the motorway is operating at close to capacity during both peak periods. It is recognised that the actual LoS would be worse than presented here as the mid-block LoS represents the operational performance based on the surveyed demand, which is suppressed due to congestion on the downstream carriageways. As noted in the travel times and average speeds in Section 6.2.2, congestion causes large variations in travel time and speeds. Therefore, the v/c ratios and LoS should be seen as a base for comparison, or indication of change for future scenarios, rather than absolute values.

Table 19 Existing mid-block operational performance summary for the M5 East Motorway No. of Capacity Light Heavy Location and direction v/c LoS lanes (PCUs) vehicles vehicles AM Peak M5 East Motorway, east of King EB 2 4300 2979 333 0.86 D Georges Road WB 2 4300 2972 335 0.86 D M5 East Motorway, east of Bexley EB 2 4300 3380 406 0.99 E Road (in tunnel) WB 2 4300 2506 363 0.77 D EB 2 4300 2435 338 0.74 D M5 East Motorway, at Cooks River WB 2 4300 2289 277 0.67 D PM Peak

M5 East Motorway, east of King EB 2 4300 3288 194 0.86 D Georges Road WB 2 4300 3377 350 0.96 E

13 PCU = passenger car unit. This accounts for the amount of road space differing types of vehicles use, with heavy vehicles or buses taking up more space than cars or light commercial vehicles. 14 Austroads, Guide to Traffic Management Part 3: Traffic Studies and Analysis, Second Edition, April 2013 (Section 4.4)

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No. of Capacity Light Heavy Location and direction v/c LoS lanes (PCUs) vehicles vehicles M5 East Motorway, east of Bexley EB 2 4300 3316 192 0.87 D Road (in tunnel) WB 2 4300 2824 241 0.78 D EB 2 4300 2365 137 0.62 C M5 East Motorway, at Cooks River WB 2 4300 2242 232 0.64 C Source: AECOM (2015)

6.2.2 Travel times and speeds Travel time surveys were conducted along the M5 Motorway between King Georges Road and Foreshore Road, a distance of about 10.8 kilometres. Table 20 shows that the average travel time on this section of road ranges from nine minutes to 21 minutes, with an average speed of between about 30 and 70 kilometres per hour on a typical weekday. The speed limit on the motorway is 90 kilometres per hour between King Georges Road and the start of the main tunnel at Bexley Road, and 80 kilometres per hour for the rest of the motorway. The eastbound direction in the AM peak and the westbound direction in the PM peak suffer from the most congested conditions. This is illustrated in the longer travel times, the wide range in surveyed travel times and slower speeds compared to the reverse direction in those time periods.

Table 20 Travel speed and travel time on the M5 East Motorway between King Georges Road and Foreshore Road (2015)

Distance Average travel times Range of surveyed Average speeds Direction (km) (min:sec) travel times (min:sec) (km/hr) AM Peak period (5am – 8am) Eastbound 10.8 15:20 09:31 – 18:55 42.4 Westbound 10.8 09:31 08:36 – 11:31 68.3 PM Peak period (4pm – 7pm) Eastbound 10.8 11:52 09:37 – 16:32 54.8 Westbound 10.8 20:53 15:12 – 24:00 31.1 Source: AECOM (2015), based on Skyhigh survey data (2015)

6.2.3 Traffic crash history on M5 East Motorway The crash analysis considered in this report relies on data recorded by Roads and Maritime with all crashes conforming to the national guidelines for reporting and classifying road vehicle crashes. The main criteria for these crashes are: - The crash was reported to police - The crash occurred on a public road - The crash involved at least one moving vehicle - The crash involved at least one person being killed or injured or at least one motor vehicle being towed away. Unreported crashes, generally of a minor nature, are therefore not considered. Table 21 summarises the crash history for the past five years (1 Jan 2009 – 31 Dec 2013) on the M5 East Motorway between King Georges Road and General Holmes Drive. Of the 478 crashes, approximately 70 per cent were rear-end, which is consistent with roadways approaching capacity and on which a high levels of queuing occurs.

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Table 21 Crash statistics (Jan 2009 to Dec 2013)

Section Crashes Road Section from Section to length Tow- (km) Total Fatal Injury away

M5 East King Georges Rd General Holmes Dr 9.5 478 0 188 290 Motorway

Source: Summarised from crash reports provided by Road and Maritime Services (2015)

Figure 23 presents the crash profile for the five-year period for the M5 East Motorway between King Georges Road and General Holmes Drive. The profile indicates a steady annual rate from 2009 to 2011, a sudden drop in 2012, and a gradual increase again in 2013. Crash severity indices provide an assessment of road safety based on the type and number of crashes occurring on a route. Fatal, injury and tow-away crashes carry different weightings; they are determined independently of absolute traffic volumes, and calculated to establish the average level of severity of crashes that occur.

The following equation is applied to calculate the crash severity indices with results presented in Table 22:

. ∗ 3.0 . ∗ 1.5 . .

Source: Roads and Maritime Crash Data. 2013 The average crash severity index on this section of the M5 East Motorway is around 1.20, below the average for NSW (1.24) and the Sydney Metropolitan Area (1.22), but above the averages for Sydney motorways (1.16) and for Sydney motorway tunnels (1.16), as presented in Table 22.

Table 22 Crash severity indices (2009-2013)

Road Section from Section to Crash Severity Index M5 East Motorway M5 East Motorway King Georges Rd General Holmes Dr 1.20 New South Wales | Sydney Metropolitan Area Averages – all roads (2008-2012) New South Wales 1.24 Sydney Metropolitan Area 1.22 Sydney Motorway Averages (2011-2014) All Sydney motorways 1.16 Existing Sydney motorway tunnels (Lane Cove, Eastern Distributor, Cross 1.16 City and Sydney Harbour tunnels) Source: AECOM (2015), calculated based on the crash reports provided by Road and Maritime Services (2015)

Crash rates per 100 million vehicle kilometres travelled (100MVKT) are shown in Table 23. These crash rates are calculated using the volume of traffic and distance travelled along a route, therefore offering a measure of risk per kilometre travelled. The following formula is used to calculate this rate: . ∗ 100,000,000 100 . ∗ 365 ∗ ∗ Source: Roads and Maritime Crash Data. 2013

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The latest available Roads and Maritime data (for the 12 month period ending December 2013) show average fatality and injury rates across the Sydney Metropolitan Area of 0.2 and 29.4 per 100MVKT respectively, while in the Sydney motorway tunnels, the average is much less with no fatal rate over the past three years and an injury rate of 4.2 per 100MVKT. Table 23 indicates that the occurrence of fatal crashes and crashes causing injury on the existing M5 East Motorway is lower than the Sydney Metropolitan Area average, but higher than other Sydney motorway tunnels.

Table 23 Crash rates per 100MVKT (2014)

Crash rates per 100MVKT Section Section ADT Road Section to Tow- from length (km) (veh) Total Fatal Injury away M5 East King General 9.5 77,878 35.4 - 13.9 21.5 Motorway Georges Rd Holmes Dr

Sydney Metropolitan Area (1 Jan 2013 to 31 Dec 2013) 68.8 0.2 29.4 39.2

Existing Sydney motorway tunnels (Lane Cove, Eastern Distributor, 11.6 - 4.2 7.4 Cross City and Sydney Harbour tunnels)

Table 24 provides details of the crash costs for this section of the M5 East Motorway. Average crash costs based on crash severity have been calculated using Roads and Maritime’ Economic Analysis Manual (Economic Parameters for 2009). The crash costs presented in this report are based on a ‘willingness to pay’ approach; willingness to pay values for road safety reflect the accumulated value the NSW community is willing to pay or forgo in exchange for a reduction in the probability of crash related injuries and deaths on NSW roads. From 2009 to 2013, crashes on the M5 East Motorway between King Georges Road and General Holmes Drive cost an estimated $79.4 million or $15.9 million per annum. The cost of crashes per 100MVKT on the M5 East Motorway was estimated to be about $5.9 million.

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Table 24 Crash costs (2009-2013)

Section Crash cost Section ADT Road Section to length Average Cost per from (veh) Total cost (km) annual cost 100MVKT King M5 East General Georges 9.5 77,878 $79,443,500 $15,888,700 $5,883,790 Motorway Holmes Dr Rd

6.3 Operational performance – St Peters and surrounds For the St Peters area, the operational performance has considered the following outputs for the existing network: 1) Network performance 2) Intersection performance. 6.3.1 Network performance Table 25 presents the performance of the modelled road network across the St Peters study area for the AM and PM peak hours. The results indicate a similar level of demand in each peak hour, with the AM peak hour results showing slightly longer travel time, more stops and lower speed per vehicle through the modelled network. This reflects more congestion in the AM peak hour compared to the PM peak hour.

Table 25 St Peters base model network performance – 2014 AM and PM Peak Hours

Network measure AM peak hour PM peak hour

All vehicles Total traffic demand (veh) 22,000 21,300 Total vehicle kilometres travelled in network (km) 59,100 56,500 Total time travelled in network (hr) 2,310 2,070 Total number of stops 102,700 102,000 Average per vehicle Average vehicle kilometres travelled in network (km) 2.7 2.7 Average time travelled in network (mins) 6.3 5.8 Average number of stops 4.7 4.8 Average speed (kilometres per hour) 25.6 27.3 Unreleased vehicles Unreleased demand (veh) 0 0 % of total traffic demand 0% 0% Source: AECOM (2015) 6.3.2 Intersection level of service Figure 24 and Figure 25 illustrate the modelled AM and PM peak hour intersection average delays and LoS for the existing situation at St Peters. The intersection performance results demonstrate several intersections in the vicinity of the new St Peters Interchange experience significant congestion during the AM and PM peak hour periods. The poor LoS indicates the local network is at capacity and vulnerable to small increases in demand without improvements to intersection layouts. There is no unreleased demand. The intersections currently operating at LoS E / F include: - Princes Highway / May Street (AM peak hour) - Princes Highway / Canal Road (AM and PM peak hours) - Princes Highway / Railway Road (AM and PM peak hours) - Gardeners Road / O'Riordan Street (AM peak hour).

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Source: AECOM, 2015

Figure 24: Existing intersection levels of service around St Peters and surrounds (2014 AM peak hour)

Source: AECOM, 2015

Figure 25: Existing intersection levels of service around St Peters and surrounds (2014 PM peak hour)

6.3.3 Traffic crash history for St Peters and surrounds Crash density mapping identifies areas of concentration of crashes across an area, and provides a key to locations warranting additional attention. Figure 27 provides the crash locations in St Peters, Mascot and Botany Bay for July 2008 to June 2013. In the study area, the Princes Highway, Gardeners Road and the Euston Road / Sydney Park Road intersection are shown as locations warranting attention.

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Table 26 summarises the crash history for the past five years on these sections of road in the St Peters area.

Table 26 Crash statistics (2009-2013)

Crashes Section Road Section from Section to length Tow- Total Fatal Injury (km) away Princes Highway Enmore Road Gannon Street 3.8 407 2 189 216 Canal Road / Ricketty Street / Princes Highway Botany Road 2.4 248 1 100 147 Gardeners Road Euston Road Sydney Park Road Campbell Road 0.9 21 0 13 12 Bourke Road Wyndham Street Gardeners Road 2.1 69 0 35 34 Source: Summarised from crash reports provided by Road and Maritime Services (2015)

Figure 26 presents the crash profile for the five-year period for the four sections of roads. Bourke Road and Euston Road reflect a fairly constant accident rate over the five years, while Canal Road / Ricketty Street / Gardeners Road and the Princes Highway show an inconsistent profile.

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Crash severity indices provide an assessment of road safety based on the type and number of crashes occurring on a route. Fatal, injury and tow-away crashes carry different weightings; they are determined independently of absolute traffic volumes, and calculated to establish the average level of severity of crashes that occur. The following equation is applied to calculate the crash severity indices with results presented in Table 27.

. ∗ 3.0 . ∗ 1.5 . . Source: Roads and Maritime Crash Data. 2013

Source: Roads and Maritime Services: Network Optimisation – Safety (2014)

Figure 27: Crash density in St Peters, Mascot and Botany Bay (July 2008 – June 2013) The average crash severity indices in the St Peters area range from 1.21 to 1.50. The Princes Highway, Bourke Road and especially Euston Road have averages higher than the NSW and Sydney Metropolitan Area averages.

Table 27 Crash severity indices (2009-2013)

Road Section from Section to Crash Severity Index St Peters Princes Highway Enmore Road Gannon Street 1.24 Canal Road / Ricketty Street / Gardeners Princes Highway Botany Road 1.21 Road Euston Road Sydney Park Road Campbell Road 1.50 Bourke Road Wyndham Street Gardeners Road 1.25 New South Wales | Sydney Metropolitan Area Averages – all roads New South Wales (2008-2012) 1.24 Sydney Metropolitan Area (2008-2012) 1.22 Source: AECOM (2015), calculated based on the crash reports provided by Road and Maritime Services (2015)

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Crash rates per 100 million vehicle kilometres travelled (100MVKT) are shown in Table 28. These crash rates are calculated using the volume of traffic and distance travelled along a route, therefore offering a measure of risk per kilometre travelled. The following formula is used to calculate this rate: . ∗ 100,000,000 100 . ∗ 365 ∗ ∗ Source: Roads and Maritime Crash Data. 2013

The latest available Roads and Maritime data (for the 12 month period ending December 2013) show average fatality and injury rates across the Sydney Metropolitan Area of 0.2 and 29.4 per 100MVKT respectively. Table 28 indicates the occurrence of fatal crashes and crashes causing injury on the Princes Highway and Canal Road / Ricketty Street / Gardeners Road is higher than the Sydney Metropolitan Area average, but the occurrence of crashes causing injury or tow-away on Euston Road is significantly higher than the Sydney Metropolitan Area average. Euston Road also has a very high crash rate compared to other roads in the area.

Table 28 Crash rates per 100MVKT (2014) Section Crash rates Section Road Section to length ADT Tow- from Total Fatal Injury (km) (veh) away St Peters Interchange Gannon Princes Highway Enmore Road 3.8 50,981 115.1 0.6 53.5 61.1 Street Canal Road / Princes Botany Ricketty Street / 2.4 39,599 143.0 0.6 57.7 84.8 Highway Road Gardeners Road Sydney Park Campbell Euston Road 0.9 4,810 265.8 - 164.5 151.9 Road Road Wyndham Gardeners Bourke Road 2.1 11,430 157.5 - 79.9 77.6 Street Road Sydney Metropolitan Area 68.8 0.2 29.4 39.2 (1 Jan 2013 to 31 Dec 2013)

Table 29 provides details of the crash costs for roads the St Peters area. Average crash costs, based on crash severity, have been calculated using Roads and Maritime’ Economic Analysis Manual (Economic Parameters for 2009). The crash costs presented in this report are based on a ‘willingness to pay’ approach; willingness to pay values for road safety reflect the accumulated value the NSW community is willing to pay or forgo in exchange for a reduction in the probability of crash related injuries and deaths on NSW roads. Table 29 presents the estimated costs for crashes on sections of road in the St Peters area. Again, Euston Road stands out as a section of road with a very high accident cost compared to other roads in the area.

Table 29 Crash costs (2009-2013)

Section Crash cost Section Road Section to length Average Cost per from Total cost (km) ADT (veh) annual cost 100MVKT Princes Enmore Gannon 3.8 50,981 $90,414,400 $18,082,880 $25,573,070 Highway Road Street Canal Road / Ricketty Princes Botany Street / 2.4 39,599 $47,780,050 $9,556,010 $27,547,890 Highway Road Gardeners Road Sydney Euston Campbell Park 0.9 4,810 $5,427,800 $1,085,560 $68,702,630 Road Road Road Bourke Wyndham Gardeners 2.1 11,430 $14,627,100 $2,925,420 $33,391,030 Road Street Road

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