old wallgrove road widening (roberts road to wallgrove ... · 21/21162/179605 old wallgrove road...

Appendix F

Traffic assessment

ENVIFACTORS

MONTH/YEAR

(blank page)

Roads and Maritime Services

Old Wallgrove Road Upgrade (Roberts Road - M7 Motorway)

Traffic and Transport Report

30 April 2012

121/21162/179605 Old Wallgrove Road Upgrade (Roberts Road - M7 Motorway)Traffic and Transport Report

This - Traffic and Transport Report for the Upgrade of Old Wallgrove Road Upgrade between Roberts Road and the M7 Motorway (“Report”):

1. has been prepared by GHD Pty Ltd or (“GHD”) for the NSW Roads and Maritime Services (“RMS”);

2. may only be used and relied on by the RMS;

3. must not be copied to, used by, or relied on by any person other than the RMS without the prior written consent of GHD;

4. may only be used for the purpose of informing State Government on potential future network traffic volumes, intersection performance and concept design requirements for key intersections situated along Old Wallgrove Road (and must not be used for any other purpose).

GHD and its servants, employees and officers otherwise expressly disclaim responsibility to any person other than the RMS arising from or in connection with this Report.

To the maximum extent permitted by law, all implied warranties and conditions in relation to the services provided by GHD and the Report are excluded unless they are expressly stated to apply in this Report.

The services undertaken by GHD in connection with preparing this Report:

were limited to those specifically detailed in Section 1.4 of this Report;

did not include development of options for Southern Link Road Network connection which was taken from the Department of Planning and Infrastructure;

did not include traffic modelling outside of the defined Old Wallgrove Road study area;

did not include modification of intersection design beyond those specified by RMS and its nominated Road Design Contractor; and

did not include the provision or assessment of detailed land use data for the WSEA precincts or precinct level road networks beyond those boundering the Old Wallgrove Road and Mini Corridor.

The opinions, conclusions and any recommendations in this Report are based on assumptions made by GHD when undertaking services and preparing the Report (“Assumptions”), including (but not limited to):

approach identified in Sections 4.2, 4.3, 4.4 and 4.5;

worst case trip generation assumptions and general travel demand trends and profiles;

specified surrounding road network upgrade assumptions over time;

regional traffic demand trends as supplied by the RMS Sydney Metropolitan Area EMME Model; and

physical design constraints identified by the project design team in various workshops and in previous studies that had a close relationship with the future planning and design of the Old Wallgrove Road corridor.

GHD expressly disclaims responsibility for any error in, or omission from, this Report arising from or in connection with any of the Assumptions being incorrect.

Subject to the paragraphs in this section of the Report, the opinions, conclusions and any recommendations in this Report are based on conditions encountered and information reviewed at the time of preparation and may be relied on until 12 months, after which time, GHD expressly disclaims responsibility for any error in, or omission from, this Report arising from or in connection with those opinions, conclusions and any recommendations.


List of Acronyms

ADT Average Daily Traffic

AADT Average Annual Daily Traffic

BTS Bureau of Transport Statistics

DoP Department of Planning

DoPI Department of Planning and Infrastructure

DoS Degree of Saturation

EA Environmental Assessment

ELDP Employment Lands Development Program

EMME Equilibre Multimodal / Multimodal Equilibrium (Strategic Transport Network Modelling

Software used by the RTA)

EP&A Environmental Planning and Assessment Act 1979

EPLRN Erskine Park Link Road Network

EPLR Erskine Park Link Road

Km/h kilometres per hour

LGA Local Government Area

LoS Level of Service

NECS National Environmental Consulting Services

NSW New South Wales

NWGC North West Growth Centre

OWR Old Wallgrove Road

REF Review of Environmental Factors

RTA New South Wales Roads & Traffic Authority

RMS New South Wales Roads and Maritime Services

SEPP Strategic Environmental Planning Policy

SIDRA Signalised & unsignalised Intersection Design and Research Aid (Intersection Modelling

Software)

SLRN Southern Link Road Network

SWGC South West Growth Centre

Veh/h vehicles per hour

VCR Volume Capacity Ratio

WSEA Western Sydney Employment Area


Contents

List of Acronyms 1

1. Introduction 1

1.1 Background 1

1.2 The Project 1

1.3 Benefits of the Project 5

1.4 Study Objectives 5

1.5 Study Process 6

1.6 Report Structure 7

2. Planning Context 8

2.1 Overview 8

2.2 Regional Context 8

2.3 Transport Context 9

2.4 Planning Policy Context 11

2.5 Consistency with the EPLRN Concept Plan 15

3. Existing Conditions 16

3.1 Overview 16

3.2 Existing Land Uses 16

3.3 Existing Transport Network 17

3.4 Travel Characteristics 18

3.5 Existing Road Network Performance 26

3.6 Existing Road Safety Trends 32

4. Traffic Model Development 35

4.1 Overview 35

4.2 Future Land Use and Developable Areas 36

4.3 Trip Generation 38

4.4 Future Road Network 40

4.5 Strategic Traffic Modelling 42

4.6 Microsimulation Modelling 45

4.7 Approach to Traffic Forecasts and Assessments 45

5. Appraisal of Future Transport Impacts 46

5.1 Overview 46

5.2 Development of Traffic Forecasts 46

5.3 Modelling Approach 47


5.4 Desired Levels of Service Criteria 47

5.5 Future Road Network Performance 49

5.6 Summary of key findings 52

5.7 Future Intersection Performance (2021) 55

5.8 Public Transport 58

5.9 Freight Transport 59

5.10 Active Transport 60

5.11 Construction Traffic Impacts 62

5.12 Cumulative Impacts 66

5.13 Mitigation Measures 67

6. Summary and Conclusions 68

6.1 Overview 68

6.2 Key Findings 68

6.3 Recommendations 69

Table Index

Table 1 Functional Classification of Roads 21

Table 2 Bus Services to Western Sydney Employment Area 25

Table 3 Average Daily Traffic (ADT) Data – February 2011 27

Table 4 Peak Hour Traffic Volumes (2011) 27

Table 5 Travel Time Survey Results (2011) 29

Table 6 Level of Service Criteria for Intersections (RTA 2002) 30

Table 7 Existing Intersection Operations (2011) 31

Table 8 Crash History – Wallgrove Road (2005-2009) 33

Table 9 Crash History – Old Wallgrove Road (2007-2010) 34

Table 10 WSEA Future land Use 38

Table 11 Traffic Generation – 2021 AM (2 Hour Peak) 39

Table 12 Traffic Generation – 2031 AM (2 Hour Peak) 39

Table 13 Volume to Capacity Ratio Thresholds 48

Table 14 Capacity Thresholds for Links 48

Table 15 Level of Service Definitions 49

Table 16 Base Case: Road Link Performance (Year 2021) 50

Table 17 Base Case: Road Link Performance (Year 2031) 50

Table 18 Measures of Effectiveness – AM Peak Model Runs 51

Table 19 Measures of Effectiveness – PM Peak Model Runs 52

Table 20 2021 Performance –Intersection Layout 57

Table 21 Heavy Vehicle Traffic Generation 65

Table 22 Summary of Peak Construction Traffic Activity 66


Figure Index

Figure 1 Metropolitan Plan for Sydney 2036 and WSEA 2

Figure 2 WSEA and the Proposed Old Wallgrove Road Corridor 4

Figure 3 Traffic Modelling Process 6

Figure 4 Precincts in the Western Sydney Employment Area 8

Figure 5 Regional Catchment and Spatial Relationships 9

Figure 6 SEPP Designated Strategic Road Network 10

Figure 7 Modified EPLRN Concept Plan (2009) 13

Figure 8 Modified EPLRN Concept Plan for Cycling 13

Figure 9 Development Footprints and Location of the WSEA 16

Figure 10 Road Network Surrounding WSEA 17

Figure 11 Journey to Work Mode Share (Penrith LGA) 18

Figure 12 Journey to Work Mode Share (Blacktown LGA) 18

Figure 13 Origin of Employees Working (Penrith LGA) 19

Figure 14 Origin of Employees Working (Blacktown LGA) 19

Figure 15 Average Travel Time per Trip Purpose (Penrith LGA) 19

Figure 16 Average Travel Time per Trip Purpose (Blacktown LGA)20

Figure 17 Car Ownership by LGA 20

Figure 18 Current WSEA Bus Service Routes 24

Figure 19 Link Count Locations 26

Figure 20 Travel Time Survey Routes 28

Figure 21 Old Wallgrove Rd/ Wallgrove Rd Intersection Layout 32

Figure 22 Modelling Approach 36

Figure 23 Potential Precinct Density and Spatial Relationships 37

Figure 24 SEPP Arterial Road Network (WSEA) 40

Figure 25 2021 Old Wallgrove Rd Sub Area Model Network 41

Figure 26 2031 Old Wallgrove Rd Sub Area Model Network 42

Figure 27 Model Coverage Area – EMME and Paramics 43

Figure 28 Developable Areas and Sub-Precincts 44

Figure 29 Recommended Mid-Block Lane Configuration 54

Figure 30 Intersections Assessed 55

Figure 31 Year 2021 Interim Stage Intersection Layouts 56

Figure 32 Strategic Bus Corridors 59

Figure 33 Planning of Employment Lands and Intermodal Terminals60

Figure 34 Erskine Park Link Road Shared Cycle/Pedestrian Path 61

Figure 35 M7 Motorway Shared Path Plan 61

Figure 36 Potential Construction Haulage Routes 63


Appendices

A Recommended Intersection Layouts

B Intersection Analysis – Existing Conditions

C Calibration and Validation and Modelling Results

D Intersection Analysis – 2021


1. Introduction

1.1 Background

The Western Sydney Employment Area1 (WSEA) has been planned as an industrial and employment

area as part of the Sydney Metropolitan Strategy: A City of Cities prepared by the NSW Government

in 2005. It encompasses 2,450 hectares spanning across four local government areas – Penrith,

Blacktown, Holroyd and Fairfield – that would accommodate up to 36,000 jobs. Figure 1 shows the

location of the WSEA.

In December 2010, the NSW Government developed a plan that sets actions for delivering the

directions identified in the 2005 Sydney Metropolitan Strategy. This is known as the Metropolitan Plan

for Sydney 2036, and was accompanied by the Metropolitan Transport Plan (which was released

earlier in 2010) and the NSW State Plan 2010. Both plans list a number of short to medium term

commitments which form part of a 10-year plan. The WSEA has been referenced in a number of

studies and associated with investigation lands situated to the south.

The area is strategically located near the M4 and M7 Motorways. The opportunities for employment

and the synergies which are established through its relationship with the M4 and M7 Motorways will

result in a truly unique industrial employment area for Western Sydney.

The WSEA has been rezoned as employment lands under the provisions of State Environmental

Planning Policy (SEPP) for WSEA, which includes the construction of a road that would link the

existing Erskine Park Employment Area and the Westlink M7 Motorway.

The Roads and Maritime Services (RMS) developed a Concept Plan for the road network connecting

the employment areas in the Fairfield, Blacktown and Penrith Local Government Areas with the M4

and M7 Motorways and Mamre Road and is known as the Erskine Park Link Road Network. In

February 2008, the NSW Government exhibited the Western Sydney Employment Hub Proposed

Erskine Park Link Road Network Concept Plan Environmental Assessment (the Concept Plan), which

assessed the entire network of roads in the WSEA. Following exhibition, a Submissions Report and

Preferred Project Report were prepared outlining changes to the proposal and the Minister for

Planning granted approval on 11 August 2009 for the Concept Plan, subject to further environmental

assessment being undertaken and includes upgrades to Old Wallgrove Road.

1.2 The Project

The Roads and Maritime Services (RMS) proposes to upgrade the existing Old Wallgrove Road

corridor (east-west section) between the approved Erskine Park Link Road (currently under

construction) at Roberts Road and the interchange with Wallgrove Road and M7 Motorway. The

project, for the purposes of this report, is the eastern section of the east-west route identified as part

of the Erskine Park Link Road (known as Old Wallgrove Road). The upgrade to Old Wallgrove Road

is intended to provide a suitable eastern gateway to the WSEA at the interchange with Wallgrove

Road and the M7 Motorway, as shown in Figure 2.

1 The Western Sydney Employment Area (WSEA) has also been referenced as the “Western Sydney Employment Hub (WSEH)”, or “The Hub” in a number of planning documents. Reference to the WSEA shall also be taken to mean the WSEH

in this report, and vice versa. For consistency, this report uses the term “Western Sydney Employment Area” or WSEA.

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The proposed upgrade to the Old Wallgrove Road corridor would play an important role in unlocking

and supporting development in the employment area. The current design of the Old Wallgrove Road

corridor is not suitable to accommodate this need and requires upgrading. The upgrade should be

designed to serve as both a main gateway from the strategic road network and consider its other

function, as a spinal road supporting local road access and the future development in WSEA.

The upgrade of Old Wallgrove Road includes the following key components:

Replacement of the existing undivided two lane road along the east-west section of Old Wallgrove

Road corridor with a four lane divided carriageway approximately 1.3 kilometres in length.

Reservation of a 40m wide road corridor for a future six lane divided carriageway road2, which can

support future road and intersection upgrades and additional bus infrastructure resulting from the

further development of WSEA.

Tie-ins with Erskine Park Link Road in the west and Wallgrove Road in the east.

A new 0.3 kilometre of four lane divided carriageway road, known as Mini Link, connecting Old

Wallgrove Road at Quarry Road with Wallgrove Road and the northbound carriageway of the M7

Motorway.

Capacity improvements to Wallgrove Road and M7 Motorway on and off ramp approaches at the

eastern end of the corridor.

A shared pedestrian and cycleway on the northern side of the road.

Bus stop infrastructure along the northern and southern side of the road.

The upgrade of six intersections to accommodate the future access needs of WSEA, and in

particular Eastern Creek and former Wonderland employment precincts in the WSEA. These

upgrades include:

– The conversion of an existing giveway controlled T-Intersection at Old Wallgrove Road with

Roberts Road to a signalised controlled three-way intersection.

– The conversion of a giveway controlled T-Intersection at Old Wallgrove Road with Eastern

Creek Drive to a signalised three-way intersection.

– The conversion of a giveway T-Intersection at Old Wallgrove Road with Southridge Street to a

signalised four-way intersection, which includes a new local road to the north.

– The consolidation of the existing staggered giveway controlled T-Intersections at Old

Wallgrove Road with Quarry Road and Capicure Drive to a signalised four-way intersection at

the existing alignment with Quarry Road. This includes the removal of the Capicure Drive

approach to the south and replacement with a new Mini Link approach and inclusion of a dual

right turn facility from Old Wallgrove Road west to Mini Link.

2Department of Planning and Infrastructure, Status Report Presentation dated 31 March 2010, ‘Western Sydney Employment

Area - Old Wallgrove Road Corridor (East – West Section)’. Taken from http://planning.nsw.gov.au/LinkClick.aspx?fileticket=eCn_2hR2HFE%3D&tabid=366&language=en-AU

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– The removal of direct access driveways allowing all movements and reconfiguration to either

left in and left out arrangements or reallocated access points to a new surrounding local road

network.

– Capacity enhancements to approaches at the existing four-way signalised intersection of

Wallgrove Road with Old Wallgrove Road and M7 Motorway southbound on and off ramps.

This includes the removal of the right turn movement on the Old Wallgrove Road approach

and diverting traffic to the Mini Link route for traffic travelling to the south of Old Wallgrove

Road.

– Capacity enhancements and conversion of an existing three-way signalised intersection of

Wallgrove Road with M7 Motorway northbound on and off ramps to a new signalised four-way

intersection. This includes the Mini Link approach to the west and a dual right turn facility

from Wallgrove Road south to the M7 Motorway northbound on ramp.

– The inclusion of a new left in and left out stop signposted controlled T-intersection for access

to Capicure Drive from the new Mini Link road corridor.

1.3 Benefits of the Project

Completion of the upgrade to Old Wallgrove Road between Roberts Road and the Interchange with

Wallgrove Road and M7 Motorway would provide the following benefits and is consistent with the

Concept Plan approval granted for the Erskine Park Link Road Network:

Join Erskine Park Link Road and Wallgrove Road and provide a vital connection between the

Western Sydney Employment Area and the M7 and M4 motorways.

Reinforce the Western Sydney Employment Area as a significant employment hub.

Provide a suitable travel environment for transport users of the Western Sydney Employment

Area and assist in reducing industrial traffic use of the existing Erskine Park Road and adjoining

local roads.

Improve traffic flow in western Sydney with direct connection to and from the M7 Motorway.

Provide for new bus infrastructure and for road upgrade in the future.

Provide a new shared cycle/pedestrian path.

Reduce transport costs for industry located in the Western Sydney Employment Area.

Figure 2 shows the Old Wallgrove Road corridor in the context of the Western Sydney Employment

Area.

1.4 Study Objectives

The Roads and Maritime Services (RMS), the Department of Planning and Infrastructure (DoPI) and

the Transport for NSW are working together on transportation planning and management of the land

transport network throughout the Western Sydney Employment Area (WSEA). The over-arching aim

is to ensure that a safe, integrated, responsive and sustainable land transport system is provided that

has considered the transportation needs of a number of potential development areas within the

WSEA.

The proposal which is the subject of the REF shows the level of infrastructure required to meet the

projected traffic demand up to and including an interim development scenario (projected year: 2021).

The impacts of the proposal under 2021 traffic conditions have been assessed under this study. Land

use assumptions adopted for Western Sydney Employment Area (WSEA) under an interim


development scenario are as follows:

Eastern Creek Precinct 100%

Ropes Creek Precinct 67%

Erskine Park Employment Area 100%

Lands south of SW Pipelines 53%

It is also assumed that full development potential of WSEA would be reached by year 2031 (ultimate)

and the corridor has been reserved for the longer term need.

The study has primarily assessed traffic and transport requirements to meet the interim development

scenario. However, the fully completed WSEA land use assumptions were tested to make sure that

any future widening and/or upgrade of Old Wallgrove Road and associated works could be

constructed within the REF site boundary.

It should be noted that for the ultimate development case, works outside the current proposal site may

be required, such as works within the M7 Motorway corridor. Such works do not form part of the

current environmental assessment for Old Wallgrove Road Upgrade and would form part of a

separate traffic and environmental assessment.

1.5 Study Process

Traffic modelling is a core component of this study and is used to predict and evaluate the traffic

impacts of both future land use patterns and planned road network improvement for WSEA and Old

Wallgrove Road respectively.

Figure 3 below outlines the process of developing strategic demand and subsequently applying the

changes drawn from the strategic model to both intersection and microsimulation models.

Figure 3 Traffic Modelling Process

The modelling approach is based on the strategic RMS model developed using EMME transport

modelling suite and has been used to evaluate specific traffic and land use patterns. This approach


will account for potential future wider re-routing impacts on Old Wallgrove Road, Mink Link and the

surrounding road network.

The modelling outputs from the strategic model provided an understanding of both turn movement

growth at intersections and link traffic demand and were used to inform the intersection and

microsimulation models respectively.

Testing of the performance of Old Wallgrove Road, Mini Link and the surrounding road network was

carried out by imposing the forecast traffic movement generated by the strategic model at key

intersections. PARAMICS microsimulation modelling and SIDRA intersection models were then used

to review the operational performance of intersections and to select preferred intersection layouts and

traffic signal configurations that could be used in the next stage of the appraisal process.

Once suitable intersection layouts were developed using the SIDRA models, the individual

intersections were then modelled as connected and real time coordinated corridors. PARAMICS

microsimulation modelling was used to review the performance of the coordinated corridors under

future traffic forecasts produced through the strategic modelling process.

Paramics models were then used to understand localised performance and corridor operating

constraints. The refinement of traffic demand and route choice undertaken in the Paramics models

was also fed back into SIDRA intersection models to identify the most optimal intersection

configuration layouts and traffic signal phasing at intersections situated along both Old Wallgrove

Road and Mini Link.

1.6 Report Structure

The report is developed and explained through the following sections:

Section Two – Planning Context: reviews strategic planning documents to confirm the strategic

planning basis for the study and its surroundings.

Section Three – Existing Conditions: summarises the existing conditions along Old Wallgrove

Road and its surrounds and the future background conditions that will influence development

within WSEA.

Section Four – Traffic Model Development: reports on the potential traffic impacts on Old

Wallgrove Road and the adjoining road network.

Section Five – Appraisal of Future Transport Impacts: discusses the results of the transport

evaluation process.

Section Six – Summary and Conclusions: presents a summary of the study findings and sets out

the principal conclusions for the study.


2. Planning Context

2.1 Overview

This section reviews the relevant planning, policies and controls affecting both Old Wallgrove Road

and the Western Sydney Employment Area (WSEA). The review establishes the transport and land

use context in order to achieve the complex, interrelated aims of integrated land use and

transportation for the study.

2.2 Regional Context

Old Wallgrove Road is located within the Western Sydney Employment Area (WSEA)3, which is a key

component of the Metropolitan Plan for Sydney 2036.

The WSEA has been planned as an industrial zone / employment area to accommodate freight and

logistics-type industries and is identified as a key employment area within the Sydney Metropolitan

Strategy prepared in 2005. It encompasses 2,450 hectares spanning across four local government

areas – Penrith, Blacktown, Holroyd and Fairfield. The employment target is to accommodate up to

36,000 jobs.

The WSEA is comprised of ten precincts, as shown in Figure 4. These precincts have seen significant

development and growth in the past few years particularly after the opening of the Westlink M7

Motorway in December 2005. This growth has been forecast to continue over the next 20 years.

Figure 4 Precincts in the Western Sydney Employment Area

Source: NSW Department of Planning, 2008

3 The WSEA is also referred to in a number of planning documents as the Western Sydney Employment Hub (WSEH), or “The Hub”.


Five of the ten precincts are relevant to the development of the Old Wallgrove Road corridor and are

concentrated in the Eastern Creek and Erskine Park areas. These precincts are bounded by the M4

Motorway on the north, the Westlink M7 Motorway on the east, Mamre Road on the west and the

Western Sydney Employment Lands Investigation Area to the south. The five precincts are either

under development or planned for significant growth in the short to medium term and consist of the

former Wonderland precinct, the Eastern Creek precinct, the Erskine Park Employment Area, the

Ropes Creek precinct and lands south of the Sydney Water Pipeline.

Figure 5 provides a spatial understanding of travel distances and spatial relationship between the

WSEA, regional cities and major centres, the major transport network and the planned North West

and South West Growth Centres.

Figure 5 Regional Catchment and Spatial Relationships

Source: GHD, 2011

The potential catchment for the subject employment lands apart from Blacktown and Penrith Local

Government Area (LGAs) includes:

South West and North West Growth Centres;

M4 and M7 Motorway traffic ; and

Parts of Liverpool, Fairfield and Holroyd LGAs.

All of these catchments are within 15 kilometres of the centre of the site and may attract movement to

the north, south and east of the WSEA.

2.3 Transport Context

Figure 6 shows the general location of the strategic road network proposed for the WSEA precincts.

The strategic road network concept plan to support the transport needs of the WSEA comprises of the

following elements:

Blacktown

Penrith

North WestGrowth Centre

ParramattaWSEA

South West Growth Centre

Liverpool

M7 Motorway

M5 Motorway

M4 Motorway

M2 Motorway

10 21/21162/179605 Old Wallgrove Road Upgrade (Roberts Road - M7 Motorway)Traffic and Transport Report

Main east-west route linking Mamre Road with Old Wallgrove Road and the Westlink M7

interchange.

Two north-south link roads connecting Erskine Park Road and Old Wallgrove Road with lands

south of the Sydney Water Pipeline.

Northern access road linking with Archbold Road across the M4 Motorway and connecting with

the Great Western Highway, including a new interchange with the Western Motorway (M4)

provided with east-facing ramps.

Southern strategic road network running east to west and serving the planned employment

precinct situated south of the Sydney Water Pipeline.

These key elements of the road network particularly the role of Old Wallgrove Road will assist in

enhancing access to the WSEA and linkages to the adjoining road and Motorway network.

It is understood that the concept plan study considered a number of network options and modelling

scenarios. However, the investigation was undertaken at a high level and concentrated on general

corridor alignments against traffic, engineering, and environmental criteria. The individual road

components of the network are subject to separate approval processes, which will be informed by

more detailed assessment and investigation, including traffic modelling and studies covering specific

intersection treatment options. This study forms part of that process and is intended to contribute

towards intersection configurations and the concept design of OWR, to inform the REF processes.

Figure 6 SEPP Designated Strategic Road Network

Source: NSW Department of Planning and Infrastructure, 2008


2.4 Planning Policy Context

This section provides an overview of the strategic planning policies that influence transport planning

for the Western Sydney Employment Area and the Old Wallgrove Road corridor. It contains a review

of the relevant state and local council plans and policies as follows:

May 2004 announcement by the NSW Premier.

Metropolitan Strategy – City of Cities: A Plan for Sydney’s Future (NSW Government, 2005) and

its update, the Metropolitan Plan for Sydney 2036 (NSW Government, December 2010).

NSW State Plan 2010.

Draft North West Sub Regional Strategy (Department of Planning, 2007).

Erskine Park Link Road Network Concept Plan (NSW Roads and Traffic Authority, 2009)

State Environment Planning Policy (Western Sydney Employment Lands, 2009).

Guide to the Western Sydney Employment Lands (August 2009).

Erskine Park Link Road: Review of Environmental Factors (July 2010).

Southern Link Road Network Strategic Transport Assessment (Nov 2010 and April 2011).

Employment Lands Development Program (ELDP) 2010 Overview Report.

2.4.1 May 2004 Announcement

The Premier’s announcement (May 2004) indicated that land would be rezoned for employment and

to enable a road to be built to link Erskine Park Employment Area to the Westlink M7.

2.4.2 NSW Government’s Metropolitan Strategy City of Cities: A Plan for Sydney’s Future(2005)

The 2005 Sydney Metropolitan Strategy and the subsequent 2007 releases focused on rezoning and

network establishment through the creation of the SEPP (Western Sydney Employment Lands) and

the more detailed planning of the Western Sydney Employment Lands respectively. The 2007 release

identified development precincts, target number for jobs and broadly available developable lands. It

indicated that in the medium to long-term, the WSEA will be transformed from semi-rural into a major

hub for employment and economic activity. The area is predicted to be 2,450 hectares in size

(consisting of 1,521 hectares of existing zoning and 929 hectares newly zoned areas) and predicted

to provide up to 36,000 jobs.

2.4.3 Metropolitan Plan for Sydney 2036 (Dec 2010)

The Plan identified that the Department of Planning will prepare a structure plan for the broader

Western Sydney Employment Area (Strategic Direction E5.3). This will incorporate the former

Badgerys Creek Airport site; take into account of desired employment types and numbers,

infrastructure needs, development staging and appropriate governance and resourcing.

The structure plan was not available for this study. However, further development of lands to the

south is likely to impact on the study area, but is beyond the scope of this study.


2.4.4 NSW State Plan 2010

The NSW State Plan 2010 is the NSW Governments long-term plan for delivering services. It sets

priorities and targets in a number of areas that seek to guide government policy direction and

resource allocation. The first priority area is delivering better transport and liveable cities, which

covers targets on improving the public transport system, the road network, and road safety. It sets

clear objectives in areas to focus on, and identifies strategies to achieve objectives and targets.

2.4.5 Draft North West Sub Regional Strategy (2007)

Identifies specific actions and provides detailed information on employment types and developable

land targets. The employment growth breakdown identifies the potential of each employment precinct

in the Western Sydney Employment Area and indicates the following:

An employment type of Freight and Logistics within the Eastern Creek precinct, which has an area

of 703.6 hectares (including Lot 11):

Freight and Logistics/Manufacturing–Light, Manufacturing–Heavy in the Erskine Park precinct,

which has an area of 495.4 hectares; and

Under scheduled future industrial employment lands it identifies Ropes Creek precinct will provide

an additional 215.7 hectares of employment land.

2.4.6 Proposed Erskine Park Link Road Network Concept Plan (2009)

The Environment Assessment for the Proposed Erskine Park Link Road Network Concept Plan was

undertaken by the National Environmental Consulting Services on behalf of the NSW Roads and

Maritime Services (formerly known as the NSW Roads and Traffic Authority) in February 2008. This

plan was developed to support the planning work for the Western Sydney Employment Hub. The

document described the network and the network elements, including road design criteria,

intersections and interchanges, shared path and bus access needs, and implementation staging

requirements. Refer to Figure 7 and Figure 8 for an understanding of the approved Concept Plan for

the road network and shared path cycle connections.


Figure 7 Modified EPLRN Concept Plan (2009)

Figure 8 Modified EPLRN Concept Plan for Cycling


2.4.7 State Environment Planning Policy (Western Sydney Employment Lands) 2009

Sets the planning instrument for the formation of development control plans to be prepared by Penrith

and Blacktown City Councils for the industrial release areas, and maps the strategic transport and

arterial road network for the area and land use zoning. In the mapping of the transport network, it

identifies the need for regional infrastructure including the Erskine Park Link Road, Old Wallgrove

Road and a southern east west link road south of the Sydney Water Pipeline, between Mamre Road

and Wallgrove Road (refer to Figure 6).

2.4.8 Guide to the Western Sydney Employment Lands (August 2009)

Supports the State Environment Planning Policy (SEPP) and provides clarification of the key facts

presented in the SEPP mapping, such as highlighting that:

The rezoning consists of lands for general industrial uses or protected for conservation purposes.

Ropes Creek and South of Sydney Water Pipeline are the new rezoned areas (826 hectares and

potentially 16,500 jobs) and will support the already zoned areas of Erskine Park and Eastern

Creek (1,400 hectares).

The need to establish the Erskine Park Road east west link road between Lenore Lane and Old

Wallgrove Road with a purpose of assisting to take industrial traffic off residential streets.

2.4.9 Erskine Park Link Road: Review of Environmental Factors (August 2010)

The purpose of the report was to define the project and appraise the environmental impacts of the

Erskine Park Link Road (3.1 kilometres long) between Lenore Lane to the West and Old Wallgrove

Road to the East. This road would support the WSEA and forms the western section of the east to

west Old Wallgrove Road corridor.

The assessment findings indicated:

Mini Link connection would need to be constructed by 2016;

Old Wallgrove Road would need to be widened to four lanes by 2016;

Four-lane carriageway on Erskine Park Link Road would be required by 2031;

The eastern two blocks of Old Wallgrove Road (west of the Mini Link to Wallgrove Road) would

have to be widened to six lanes by 2031; and

The current Wallgrove Road/Old Wallgrove Road intersection is required to be upgraded by 2016

with further upgrades by 2031.

2.4.10 Southern Link Road Network - Strategic Transport Assessment (April 2011)

The Southern Link Road Network Strategic Transport Assessment; Final Report was produced by

AECOM on behalf of the Department of Planning and the NSW Government. The study identified

opportunity and constraints for different corridor options and considered 2031 demand in the

formation of a preferred alignment for the southern link road network. The southern link road network

offers a key east-west route, running parallel to Old Wallgrove Road and forms part of the proposed

Erskine Park Link Road Network. This network will be required to support the employment area South

of the Sydney Water Pipeline and other investigation lands to the south.


2.5 Consistency with the EPLRN Concept Plan4

The proposal is generally consistent with the requirements of the Concept Plan. The only changes are

external to the road corridor and were included for modelling purposes. These nominated changes

were developed in consultation with NSW Government departments, Local Council and the operator

of the M7 Motorway. These changes under the 2021 future scenario included;

The downgrading of north-south section of Old Wallgrove Road and the inclusion of a new north-

south road link between the intersection of Archbold Road with Erskine Park Link Road and the

planned alignment of the Southern Road Link Network;

The inclusion of three traffic lanes in each direction on Old Wallgrove Road between Wallgrove

Road and Mini Link;

Banning of right turn movements from Wallgrove Road to Old Wallgrove Road; and

The inclusion of capacity improvements along Wallgrove Road and M7 Motorway approaches

(additional traffic lanes on approaches) to intersections with Old Wallgrove Road and Mini Link.

These additions are consistent with the EPLRN Concept Plan approval.

The proposal forms part of the east-west route of the EPLR Network and has been assessed in

accordance with the future requirements provided under the conditions of consent of the Concept

Plan Approval (refer to Section 2.4.6). The proposed Old Wallgrove Road (east-west section) upgrade

would extend to meet with the proposed Erskine Park Link Road in the west and provide additional

capacity enhancements and connectivity with the M7 Motorway and Wallgrove Road in the east. The

Old Wallgrove Road upgrade would be designed to cater for the development of new access roads,

including Mini Link and a new northern Southridge Road connection and have been included in this

assessment to meet 2021 traffic demand.

Old Wallgrove Road has been planned to provide appropriate connections to the external road

network in terms of supporting an efficient and safe flow of traffic within the EPLR Network. In this

context, the Concept Plan is generally consistent with the scope and intent of the concept plan and is

generally consistent with any strategic planning documents outlined in Section 2.

4 Environment Assessment - Proposed Erskine Parl Link Road Network Concept Plan, National Environmental Consulting Services, February 2008.


3. Existing Conditions

3.1 Overview

This section reviews the existing traffic, transport and land use conditions that influence the future

development of Old Wallgrove Road and WSEA.

3.2 Existing Land Uses

The current development status of Western Sydney Employment Area (WSEA) and its relationship

with Old Wallgrove Road is shown in Figure 9. In terms of regional positioning and its relationship with

Metropolitan Sydney (refer to Figure 5) it is located about (40 kilometres) west of Sydney Central

Business District and has good connectivity with the M7 and M4 Motorways, providing access to the

North West and South West Growth Centres along with Port Botany.

The existing land use in WSEA comprises of rural unused land recently zoned to accommodate

industrial-type land uses. These areas are interspersed with a mix of large-scale industrial and

warehouse distribution land uses (refer to Figure 9 for an understanding of footprint sizes).

Figure 9 Development Footprints and Location of the WSEA

Source: NSW Roads and Maritime Services and Department of Planning and Infrastructure, 2011

Former Wonderland

Precinct

M4 Motorway

Old Wallgrove

Road


A review of the study area identified the following significant existing land use developments

including:

Two brick making facilities (Austral and PGH) on Old Wallgrove Road.

A number of overhead transmission lines traversing the study area which converge on the

TransGrid Sydney West sub-station site on Old Wallgrove Road.

Large-scale industrial and warehouse distribution facilities along Old Wallgrove Road, Rousell

Road (Eastern Creek), the former Wonderland precinct, and in the Erskine Park Employment

Area.

3.3 Existing Transport Network

The road network surrounding the WSEA and their characteristics is shown in Figure 10.

Figure 10 Road Network Surrounding WSEA

Source: Google Maps, 2011

The road network surrounding WSEA serves several different functions and these are reviewed in the

M7 Motorway

M4 Motorway

Old Wallgrove Road

Wallgrove Road


following sections.

3.4 Travel Characteristics

The analysis of 2006 Journey-to-Work data was undertaken to develop an initial understanding of the

travel patterns in the region. This information has been used to develop a broad understanding of the

likely demand for different modes for the existing situation in order to check regional and/or external

travel movements in future horizon years 2021 and 2031 by the strategic model.

Figure 11 and Figure 12 show the mode shares for journey-to-work trips in Penrith and Blacktown

LGAs, respectively.

Figure 11 Journey to Work Mode Share (Penrith LGA)

Source: Journey to Work (2006), NSW Bureau of Transport Statistics

Figure 12 Journey to Work Mode Share (Blacktown LGA)


The above figures indicate that car driver and car passenger are the predominant journey-to-work

modes, and together comprise more than 80 per cent of all work trips.

Figure 13 and Figure 14 indicate the origins of journey to work trips of workers in Penrith and Blacktown LGAs, respectively.

Train

4,368

7%

Bus

531

1%

Taxi

119

0%

Car, as driver

51,685

77%

Car, as passenger

5,195

8%

Truck

2,095

3%Motorbike /

motorscooter

418

1%Bicycle

303

0%

Other

393

1%

Walked only

1,614

2%

Train

9,911

10%

Bus

1,472

2%

Ferry

6

0%

Tram

13

0%

Taxi

323

0%

Car, as driver

70,354

74% Car, as passenger

8,016

8%

Truck

1,974

2%

Motorbike /

motorscooter

436

1%Bicycle

391

0%

Other

398

1%

Walked only

2,010

2%


Figure 13 Origin of Employees Working (Penrith LGA)


Figure 14 Origin of Employees Working (Blacktown LGA)


Figure 15 and Figure 16 show the average trip durations for work and non-work trips to Penrith and Blacktown LGAs, respectively.

Figure 15 Average Travel Time per Trip Purpose (Penrith LGA)

Source: 2006 Census Data, Australian Bureau of Statistics

2%9%

12%

1% 1% 2% 4%1% 2% 1%

59%

2%

0%

10%

20%

30%

40%

50%

60%

70%

1% 1%

8%

45%

3%1% 1% 1%

3% 4% 3% 2% 2% 4%

14%

1% 1% 1%

0%

5%

10%

15%

20%

25%

30%

35%

40%

45%

50%

35

15

19 Average work trip duration

(mins)

Average non-work trip

duration (mins)

Average Trip duration - all

purposes (mins)


Figure 16 Average Travel Time per Trip Purpose (Blacktown LGA)


Trends presented in figures 11-14 highlight that about 45 per cent of workers in Blacktown and 59 per

cent in Penrith reside within the same LGA in which they work. Furthermore, there is continual

potential to restrict trip lengths with planned growth in these regions and this would align with the

Metropolitan Plan objectives for managing journey-to-work travel.

Figure 17 provides an understanding of car ownership levels for selected LGAs.

Figure 17 Car Ownership by LGA


Current car ownership levels in Blacktown and Penrith and the level of service currently offered by

public transport to this largely green field site (taken from Erskine Park Link Road REF) with planned

large scale industrial development indicates that private vehicles will continue to be the primary mode

of travel in the short to medium term.

Further analysis of data contained in the 2006 Census indicated the following:

In 2006, 88 per cent of households within Penrith LGA had access to at least one motor vehicle.

55 per cent of households within Penrith LGA owned two or more cars, which is significantly

higher than the average figure for the Sydney statistical division (about 44 per cent).

In 2006, 85 per cent of households within Blacktown LGA had access to at least one motor

34

17

21Average work trip duration

(mins)

Average non-work trip

duration (mins)

Average Trip duration - all

purposes (mins)

72646

3879444091

25008

41637 40672

49798

34572

0

10000

20000

30000

40000

50000

60000

70000

80000

To

tal

Ca

rs

inLG

A

LGA Name


vehicle; and

48 per cent of households within Blacktown LGA owned two or more cars.

3.4.1 Classification of Roads

The classification of roads on the existing road network can be used as an indication of the functional

role each road plays with respect to the volume of traffic they should appropriately carry. RMS has

developed a set of road hierarchy classifications detailed in Table 1 indicating typical nominal

volumes expressed in terms of average annual daily traffic (AADT) serviced by various classes of

roads.

Table 1 Functional Classification of Roads

Type of Road Traffic Volume (vpd) Peak Hour Volume (vph)

Motorways/Freeways >15,000 >5,600

Arterial Road >15,000 1,500 – 5,600

Sub-Arterial Road 5,000 – 20,000 500 – 2,000

Collector Road 2,000 – 10,000 200 – 1,000

Local Road <2,000 0 – 200

Source: NSW Roads and Maritime Service (formerly NSW RTA), Road Design Guide and AMCORD

3.4.2 Old Wallgrove Road

Old Wallgrove Road performs the function of a collector road located in Eastern Creek, and connects

with Wallgrove Road and the Westlink M7 (southbound on- and off-ramps).

The carriageway is around 15 metres wide with two 3.5 metres wide traffic lanes in each direction

between Wallgrove Road and Capicure Road, and is around 7 metres wide with one 3.5 metres wide

traffic lane in each direction west of Capicure Road.

The posted speed limit on Old Wallgrove Road is 70 km/h and carries around 9,400 vehicles per day

(vpd).


Old Wallgrove Road viewed westward from the Wallgrove Road intersection

3.4.3 Wallgrove Road

Wallgrove Road is a four lane, two way road which connects Elizabeth Drive and the Great Western

Highway. Wallgrove Road is classified as an arterial road and runs parallel to the M7 Motorway with

direct connections to both the M7 and M4 Motorways. The road is divided to the north of Old

Wallgrove Road and undivided running south of the Wallgrove Road-M7 Motorway intersection.

The speed limit on Wallgrove Road in the vicinity of Old Wallgrove Road intersection is 70 km/h and

carries around 30,000 vehicles per day.

Wallgrove Road viewed southward from the Wonderland Drive intersection

3.4.4 M4 Motorway

The M4 Motorway provides intra-regional links from Strathfield to Penrith and forms the main east-

west route across Sydney. It is an important freight corridor and has three lanes with a divided

carriageway near the M7 interchange.


The speed limit on the M4 Motorway in the vicinity of the Old Wallgrove Road study area is 100 km/h, and carries around 100,000 vehicles per day.

Westbound on the M4 Motorway - Source: http://www.ozroads.com.au/

3.4.5 Westlink M7 Motorway

The M7 Motorway is a high capacity road link of national significance and was built to accommodate

future traffic growth. The M7 Motorway provides a key western link between the M2 Motorway (to the

north) and the M5 Motorway (to the south). In the vicinity of the study area the M7 Motorway has four

traffic lanes with a divided carriageway and a major interchange at the M4 Motorway.

The speed limit on the M7 Motorway in the vicinity of the Old Wallgrove Road study area is 100 km/h,

and carries around 70,000 vehicles per day.

Westlink M7 Motorway viewed northward approaching the Old Wallgrove Road (southbound) ramps


3.4.6 Public Transport

Rail services

CityRail’s Western Line runs to the north of the WSEA, linking Penrith and Richmond with Sydney

CBD and the North Shore, running via Parramatta and Strathfield.

Rooty Hill and Mount Druitt stations along the Western Line are located some four kilometres to the

north of the WSEA. There are around six to eight services per hour to the CBD in the morning peak

serving Mount Druitt Station, and around four per hour to Penrith.

Bus services

Figure 18 provides an understanding of existing bus services serving the WSEA and operating in the

vicinity of Old Wallgrove Road and Wallgrove Road.

Figure 18 Current WSEA Bus Service Routes

Sources: http://www.busways.com.au and http://www.cdcbus.com.au

The information in Table 2 indicates the two bus routes provide two to three hourly services in the

weekday peak. Future growth will require a regular review of the adequacy of bus service provision, in

accordance with the Metropolitan Bus Service Planning Guidelines developed by the Department of

Transport.


Table 2 Bus Services to Western Sydney Employment Area

Bus Route Number and Operator

Servicing Area Weekday Peak Frequency

Weekday Non-Peak Frequency

Weekend Frequency

779 (Westbus)

Mamre Road

(James Erskine Drive to Erskine Park Road)

AM:

30 Minutes

PM:

30 Minutes

AM

6:23 – 7:53 Inbound only

PM

3:40 – 5:10 Outbound only

N/A

Erskine Park Road

(Mamre Road to Lenore Lane)

AM:

30 Minutes

PM:

30 Minutes

AM

6:23 – 7:53 Inbound only

PM

3:40 – 5:10 Outbound only

N/A

738 (Busways)

Wallgrove Road

(Capicure Drive/ Old Wallgrove Rd to M4)

AM:

20 Minutes

PM:

20 Minutes

AM:

6:30 – 8:50 Inbound and Outbound

PM:

3:23 – 5:43

Inbound and Outbound

30 Minutes (4:50am

– 10am, 2:23pm – 7:23pm)

Inbound and Outbound

Wallgrove Road

(Horsley Park to M4)

N/A N/A 10:07 am Inbound and Outbound

2:14 pm Inbound and Outbound

Sources: http://www.busways.com.au and http://www.cdcbus.com.au

3.4.7 Pedestrian and Cycle Facilities

There are currently limited pedestrian facilities in the study area, due to the nature of current land

uses. Where pedestrian infrastructure has been provided, it is intermittent and does not allow for

continuous connectivity across the site. This is demonstrated at:

Wonderland Drive.

Southridge Street.

Capicure Drive.

Lenore Lane.

Signalised pedestrian crossing facilities at Wallgrove Road – M7 intersection and at the

Wonderland Drive – Wallgrove Road intersection.

There are a number of cycling facilities in the area, which includes:

An existing off road regional shared path travelling along the eastern side of M7 Motorway to the

south of Old Wallgrove Road and along the western side to the north; and

A short section of an off road cycle path situated on the western side of Wallgrove Road to the

south of Old Wallgrove Road.


The Erskine Park Link Road, which is currently under construction, incorporates a shared

pedestrian/cycle path that would run along the northern side of the corridor. This will provide links with

existing cycle facilities along Lenore Lane.

3.5 Existing Road Network Performance

3.5.1 Existing Traffic Volumes

Traffic volumes of the road system within this study area were derived from average daily traffic

volumes (ADT) counts, obtained from RMS and surveys undertaken for the study in February 2011.

Classified link counts were conducted from the 21 – 23 February 2011 at the following locations:

Wallgrove Road - Between M4 Motorway and Interchange Drive (North and Southbound).

Wallgrove Road - Between the Eastern Creek Waste Management Centre access road and the

Sydney Water Pipeline (North and Southbound).

Old Wallgrove Road – Between Capicure Drive and Wallgrove Road (West and Eastbound).

M7 Motorway – North and Southbound.

The location of the classified link counts is shown in Figure 19.

Figure 19 Link Count Locations


Link Count Locations


A summary of traffic volume data is detailed in Table 3 below.

Table 3 Average Daily Traffic (ADT) Data – February 2011

Location ADT

M7 Motorway – North and Southbound 68,400

Wallgrove Road – Between M4 Motorway and Interchange Drive (North and Southbound) 30,600

Wallgrove Road – Between the Eastern Creek Waste Management Centre access road and the Sydney Water Pipeline (North and Southbound)

23,900

Old Wallgrove Road – Between Capicure Drive and Wallgrove Road (West and Eastbound) 9,400

Source: February 2011 M7 Motorway and GHD Traffic Volume Counts

At the time the traffic surveys were undertaken in February 2011, Capicure Drive was closed and

therefore typical daily traffic data could not be obtained for this road link.

The daily traffic volumes indicate that significant volumes are already accommodated on the M7

Motorway and Wallgrove Road. It also highlights that Old Wallgrove Road is carrying traffic volumes

that are close to its current functional classification hierarchy.

3.5.2 Existing Peak Hour Traffic

The traffic assessment undertaken for this study focuses on impacts during the AM and PM peak

periods, when demand for traffic capacity in the surrounding network is perceived to be at its highest.

The existing peak hour traffic volumes are outlined in Table 4.

Table 4 Peak Hour Traffic Volumes (2011)

Road Location Peak Total Vehicles

(two-way in veh/h*)

HCVs*(per cent)

Old Wallgrove Road West of Wallgrove Road AM (0800-0900) 694 39%

PM (1400-1500) 778 39%

M7 Access At Old Wallgrove Road AM (0700-0800) 4877 18%

PM (1700-1800) 4988 11%

Wallgrove Road North of Old Wallgrove Road AM (0800-0900) 2388 15%

PM (1700-1800) 2305 15%

Wallgrove Road South of Old Wallgrove Road AM (0700-0800) 1769 10%

PM (1700-1800) 2016 10%

Source: February 2011 GHD Traffic Volume Classification and Intersection Movement Count Data

* Note: HCV – Heavy & commercial vehicles and veh/h is measured as vehicles per hour.

The observed traffic volumes during peak periods indicates the surrounding road network and Old


Wallgrove Road act as freight corridors for both local and regional traffic.

3.5.3 Travel Time

Travel time and delay surveys were obtained by the floating car method to assess the accuracy of the

microsimulation model to compare surveyed and modelled journey times along key routes in the study

area.

Three routes were covered using the floating car method:

Route One (1) – Old Wallgrove Road (at Sydney West Substation) to Wallgrove Road (at the

interchange with the M4 Motorway).

Route Two (2) – Wallgrove Road between Sydney Water Pipeline and M4 Motorway (at the

interchange with the Wallgrove Road).

Route Three (3) – M7 Motorway between Sydney Water Pipeline and M4 Motorway (at the

interchange).

The aforementioned routes are illustrated in Figure 20 below.

Figure 20 Travel Time Survey Routes


Route 1

Route 2

Route 3

M4

Motorway

Sydney West

Substation

Sydney Water

Pipeline


Table 5 Travel Time Survey Results (2011)

Route Direction Distance

(km)

AM Peak PM Peak

Run 1* Run 2* Run 1* Run 2*

1 Northbound 3.25 5m55s 5m08s 7m20s 9m06s

1 Southbound 3.25 5m20s 8m15s 3m40s 5m00s





Source: February 2011, GHD Typical Weekday AM and PM Peak Period Travel Time Surveys

*3m15s – represents three minutes and fifteen seconds

The survey results shown in Table 5 indicate that Wallgrove Road experiences delays in the

northbound direction in the PM Peak, which was identified by the survey team to be directly linked to

operational deficiencies at intersections with the M4 Motorway ramps. In the AM Peak, delays and

capacity issues were identified for the right turn into Old Wallgrove Road at the intersection with

Wallgrove Road for a proportion of the peak hour period. This intersection has been upgraded

recently to provide designated right turn lanes as part of the traffic management upgrade programme.

3.5.4 Assessment Criteria (Level of Service)

The performance of the existing road network is largely dependent on the operating performance of

key intersections that are critical capacity control points on the road network. The capacity of a road

network is generally governed by the operation of its intersections. It is therefore appropriate to

consider intersection operation as a measure of capacity of the road network.

The ‘Level of Service’ (or LoS) is the standard measure used to understand the operational

performance of the network and intersections. In general there are six levels of service from LoS A to

LoS F, with LoS A representing the best performance and LoS F the worst. For the purposes of this

study, an exceedance of LoS D will be used to determine the need for upgrading and/or mitigation.

The assessment of intersection operation is based on criteria outlined in Table 6, as defined by the

NSW Roads and Traffic Authority (Guide to Traffic Generating Developments, RTA 2002).


Table 6 Level of Service Criteria for Intersections (RTA 2002)

Level of Service

Average Delay per Vehicle (secs/veh)

Traffic Signals, Roundabouts Give Way & Stop Signs

A < 14 Good operation Good operation

B 15 to 28 Good with acceptable delays & spare capacity

Acceptable delays & spare capacity

C 29 to 42 Satisfactory Satisfactory, but accident study required

D 43 to 56 Operating near capacity Near capacity & accident study required

E 57 to 70 At capacity; at signals, incidents will cause excessive delays

Roundabouts require other control modes

At capacity, requires other control mode

F > 70 Over Capacity Unstable operation

Over Capacity Unstable operation

Source: RTA Guide to Traffic Generating Developments (2002)

Notes: 1. The average delay assessed for signalised intersections is over all movements.

2. For roundabouts and priority control intersections (with Stop and Give Way signs or operating under the T-junction rule), the critical criterion for assessment is the movement with the highest delay per vehicle. Average delay is

expressed in seconds per vehicle.

3.5.5 Existing Intersection Operations

The capacity and Level of Service (LoS) analysis has been carried out for key intersections during

peak period conditions (AM and PM peak) using the SIDRA intersection model. SIDRA model

calculates capacities, queue lengths and delays for traffic signals, roundabouts and priority controlled

intersections.

Table 7 below presents the level of service, average vehicle delay and degree of saturation for the

subject intersections.


Table 7 Existing Intersection Operations (2011)

Intersection AM Peak PM Peak

Average Delay

*LoS Control

Type Degree of Saturation

Average Delay*

LoS Control Type

Degree of Saturation

Wallgrove Rd–Wonderland Dr

26.2 B Signalised 0.857 12.5 A Signalised 0.755

Wallgrove Rd–Old Wallgrove Rd–M7 (NB)

45.7 D Signalised 1.129 16.3 B Signalised 0.825

Wallgrove Rd- M7 (SB) 21.4 B Signalised 0.564 23.4 B Signalised 0.587

Old Wallgrove Rd -Quarry Rd

17.3 B Priority 0.329 19.0 B Priority 0.237

Old Wallgrove Rd–Southridge St

43.7 D Priority 0.366 22.4 B Priority 0.520

Old Wallgrove Rd–Eastern Creek Dr

15.8 B Priority 0.199 12.1 A Priority 0.104

Old Wallgrove Rd–Roberts Rd

24.1 B Priority 0.175 13.8 A Priority 0.179

Source: Source: SIDRA Model Performance Outputs, GHD 2011.

Note: * Average delay is given in seconds per vehicle.

The results indicate that generally, all intersections are operating with a satisfactory level of service,

with the exception of the Wallgrove Road – Old Wallgrove Road – M7 Motorway intersection.

Refer to Appendix B for further detail on the performance of the above intersections under existing

conditions.

Traffic management improvements have been implemented recently to the intersection of Old

Wallgrove Road and Wallgrove Road to address historical operational and safety deficiencies. The

current intersection configuration is shown in Figure 21.


Figure 21 Old Wallgrove Rd/ Wallgrove Rd Intersection Layout

Source: SIDRA Model Layout, GHD 2011.

3.6 Existing Road Safety Trends

The project will impact on the operations of Wallgrove Road, Old Wallgrove Road and surrounding

intersections. Historical crash data has been evaluated as part of this study to obtain an

understanding of current characteristics and trends.

3.6.1 Wallgrove Road

RMS Crash Analysis Section has supplied GHD with crash statistics for Wallgrove Road from 100

metres south of the Great Western Highway to the Sydney Water pipeline for the years 2005 – 2009

and is shown in Table 8. The crash data was used to determine the main factors contributing to

crashes along Old Wallgrove and Wallgrove Roads.


Table 8 Crash History – Wallgrove Road (2005-2009)

Year Non-Injury Injury Fatal Total

2005 18 12 0 30

2006 15 21 0 36

2007 8 13 0 21

2008 13 22 0 35

2009 8 21 0 29

Total 62 89 0 151

Source: RMS Crash Data (2011)

The crash data reveals the following:

In total 151 crashes occurred along the surveyed section of Wallgrove Road over a five-year

period, which is an average of 0.08 per day or 30.2 per year.

59 per cent of the crashes resulted in an injury and there were no fatalities recorded.

87 per cent were multi-vehicle crashes.

81 per cent occurred on a weekday.

25 per cent occurred in wet conditions and 40 per cent in poor visibility or darkness.

Speed and fatigue were contributing factors in 15 per cent of the crashes.

58 per cent of crashes occurred at intersections with 39 per cent being rear end crashes and 17

per cent opposing vehicles turning.

The crash statistics indicate that a relatively higher number of crashes occurred at intersections and

involved a vehicle turning right colliding with a vehicle travelling in the opposite direction. The recent

upgrade of the Old Wallgrove Road with Wallgrove Road and the M7 Motorway intersection was

targeted at addressing this trend and related safety issues. The proposal will focus on providing

sufficient capacity and to adequately separate traffic flows so that growth is complimented by

appropriate network enhancements.

3.6.2 Old Wallgrove Road

RMS Crash Analysis Section has supplied GHD with crash statistics for Old Wallgrove Road for the

years 2007 – 2010 and is shown in Table 9.


Table 9 Crash History – Old Wallgrove Road (2007-2010)

Year Non-Injury Injury Fatal Total

2007 0 1 0 1

2008 4 3 0 7

2009 1 5 0 6

2010 5 1 0 6

Total 10 10 0 20

Source: RMS Crash Data (2011)

The crash data reveals the following:

In total, 20 crashes occurred along the surveyed section of Old Wallgrove Road over a four-year

period, which is an average of 0.01 per day or 5 per year.

50 per cent of the crashes resulted in an injury and there were no fatalities recorded.

60 per cent on crashes occurred in a 70 km/h speed zone, 30 per cent in a 60 km/h speed zone

and 10 per cent in an 80 km/h speed zone.

95 per cent of crashes involved more than one vehicle and 45 per cent of crashes involved a

heavy vehicle.

90 per cent of crashes occurred on a weekday.

25 per cent of crashes occurred in wet conditions and 15 per cent in darkness.

85% of crashes occurred at intersections, including 35 per cent involving opposing vehicles

turning, 20 per cent of crashes on adjacent approaches and 10 per cent the result of rear-end

collisions.

40 per cent of crashes occurred during AM and PM peak periods.

The crash statistics indicate a relatively low crash rate along Old Wallgrove Road, with a high

proportion of crashes recorded involving the following characteristics:

Heavy vehicles;

Peak periods; and

Collisions at intersections.

The proposed upgrade Wallgrove Road to a divided dual-carriageway arrangement with signalised

intersections is expected to improve the traffic conditions that may be associated with the above

trends.


4. Traffic Model Development

4.1 Overview

Strategic traffic modelling of the surrounding regional road network is a core part of this study and is

used to assess the impacts of proposed land use developments in the Western Sydney Employment

Area, and determine infrastructure required to accommodate the expected growth in traffic on key

corridors, such as Old Wallgrove Road.

The modelling approach has been built on and is consistent with previous strategic modelling

undertaken by RMS. The RMS strategic model is developed in EMME software platform. This model

is updated regularly with the latest BTS land use data and trip tables, and is commonly accepted as a

reliable tool for estimating future traffic impacts from future development across the Sydney region.

RMS’s strategic EMME model was cordoned and the land use zoning system was refined, together

with updating existing and proposed network characteristics to allow the model to more accurately

derive performance needs related to the future growth in WSEA and planned upgrade of Old

Wallgrove Road and surrounding road links. This modelling approach will focus the model outputs on

understanding and identifying design solutions that can assist in managing the effects of increased

demand, altered traffic patterns and flows along the Old Wallgrove Road corridor.

The study has used a three-tiered modelling approach in the assessment of intersection

arrangements for Old Wallgrove Road. Modelling has been undertaken at the following levels:

Strategic modelling using a sub-area model in EMME;

Micro simulation model of the corridor using Paramics; and

Intersection modelling of key intersections using SIDRA.

The steps taken in developing and appraising the intersection designs and its performance are as

follows:

1. Land use assumptions and broader network changes modelled in the strategic model (EMME sub

area);

2. Paramics sub-area trip table extracted from strategic model and assigned on micro simulation

model (Paramics);

3. Micro simulation model adjusted to maximise flows;

4. Assigned flows from micro simulation model used as input flows for intersection modelling;

5. Signal settings derived from intersection model were input to the micro simulation model as a

cross check;

6. Intersection analysis and assessment was undertaken on the basis of average delays and

intersection Level of Service from SIDRA.

The three-tiered approach to modelling was undertaken in order to refine the strategic model traffic

assignment using micro simulation before extracting turning movement flows for use in detailed

intersection modelling.

The overall modelling process adopted for the study is broadly outlined in Figure 22 and details of the

calibration and validation of both sub-area strategic and microsimulation models are provided in

Appendix C.


Figure 22 Modelling Approach

4.2 Future Land Use and Developable Areas

This section identifies land suitable for future growth within WSEA and Old Wallgrove Road study

area which is expected to be developed over the next 20 years. The information used in this appraisal

was confirmed for consistency purposes with previous NSW Government studies, Department of

Planning and Infrastructure (DoPI), and through discussions with RMS to establish and/or confirm the

latest future development area strategies for WSEA.

4.2.1 Precinct Planning Process and Land Use Assumptions

In order to overcome potential issues relating to traffic forecasts arising from discrepancies in land

uses, GHD undertook a high level spatial appraisal of land use and potential known constraints in

order to identify appropriate traffic generation estimates for WSEA.

This approach reviewed the distinction between employment precinct types, employment type,

intensity and location.

This appraisal was undertaken to provide a strategic understanding of the land use potential within

the WSEA for transport assessment purposes. The assessment was based on publicly available

information and data that have been identified through previous studies and through consultation with

project team stakeholders.

The overall objective of the spatial planning assessment was to identify an appropriate structure plan

for WSEA that would allow the project team to understand long term infrastructure needs and the

ultimate road network pattern. This was necessary as the structure plan for the area is still being

clarified.


The high level master plan identifying likely future land uses considered the development of

constraints such as those relating to natural terrain features, water channels, environmentally

sensitive areas, known conservation areas and requirements for corridor reservations for services.

The developable areas were then assessed in terms of opportunities for high exposure for land

development and transport access, and constraints such as environmentally sensitive areas and

corridor reservations. Considerations regarding urban design and market drivers were also applied to

arrive at a likely land use development scenario, shown in Figure 23.

Figure 23 Potential Precinct Density and Spatial Relationships

Source: Background Digital Data from NSW Department of Planning and Infrastructure (2008)

This is currently viewed as a long term vision for the planning of the area and will be further refined in future studies.

4.2.2 Developable Area Adopted for WSEA

In order to understand the worst case developable land scenario for the planned staged

implementation of the Western Sydney Employment Area (WSEA), the previously adopted RMS land

use areas for industrial uses were adopted. It should be acknowledged that these developable areas

are indicative only and may be subject to changes as the precinct plan develops and further detailed

investigations are conducted. A summary of land use areas are shown in Table 10 and are consistent

with land use data applied in previous studies and will be applied in the traffic modelling in order to

understand the potential network impacts.

Key Road Corridors

High Density Usage (i.e. Business Parks)

Low Density Usage (i.e. Warehousing)


Table 10 WSEA Future land Use

Precinct Land Use Type

Developable Area (Hectares)

2021 2031

Eastern Creek Industrial 550 550

Ropes Creek Industrial 115 173

Erskine Park Employment Area

Industrial 326 326

Lands south of pipeline Industrial 270 507

Total 1261 1556

Source: RMS WSEA Traffic Generation Rates with pro rata adjustments for 2021

For the purposes of assessing the staged impacts from the proposed gradual development of WSEA

on Old Wallgrove Road, the following staging has been adopted:

100 per cent of developable lands for Eastern Creek are taken up in both 2021 and 2031.

67 per cent and 100 per cent of developable lands for Ropes Creek is taken up by 2021 and

2031, respectively.

100 per cent of developable lands for Erskine Park Employment Area are delivered in both 2021

and 2031.

53 per cent and 100 per cent of developable lands for lands south of the Sydney Water Pipeline

is taken up by 2021 and 2031, respectively.

In total, the traffic modelling for 2021 and 2031 has included 1115 or 1261 hectares and 1556

hectares for the WSEA, respectively.

4.3 Trip Generation

The trip generation rates for this study are consistent with that used on similar studies and based on

surveyed trip rates for existing WSEA development.

The following rates have previously been accepted by RMS, as well as Penrith and Blacktown

Councils:

Eastern Creek Precinct: 21 trips per hectare for two-hour peak period.

Ropes Creek Precinct: 10 trips per hectare for two-hour peak period.

Erskine Park Employment Area: 10 trips per hectare for two-hour peak period.

Lands south of Sydney Water Pipeline: 21 trips per hectare for two-hour peak period.

For the AM peak, it is also assumed that the directional split for new traffic will be 80 per cent inbound

and 20 per cent outbound. This directional split assumption has been reversed for the PM peak.


Table 11 and Table 12 provide total trip rates for 2021 and 2031 AM and PM peaks, which are based

on the land use areas shown in Table 10 and trip generation rates presented in Section 4.3.

Table 11 Traffic Generation – 2021 AM (2 Hour Peak)

Precincts Developed Area (Hectares)

Per cent of Total Area

2-hour AM Peak Vehicle Trips

In Out Total

Eastern Creek Precinct 550 100% 9,240 2,310 11,550

Ropes Creek Precinct 115 67% 920 230 1,150

Erskine Park Employment

Area 326 100% 2,608 652 3,260

Lands South of Pipeline 270 53% 4,536 1,134 5,670

Total Area 1,261 81% 17,304 4,326 21,630


Table 12 Traffic Generation – 2031 AM (2 Hour Peak)

Precinct

Developed Area (Hectares)

Per cent of Total Area

2-hour AM Peak Vehicle Trips

In Out Total

Eastern Creek Precinct 550 100% 9,240 2,310 11,550

Ropes Creek Precinct 173 100% 1,384 346 1,730

Erskine Park Employment Area 326 100% 2,608 652 3,260

Lands south of Pipeline 507 100% 8,518 2,129 10,647

Total Area 1,556 100% 21,750 5,437 27,187



4.4 Future Road Network

4.4.1 Background

The effects of future planned road network proposals within the study area have been included within

the traffic modelling process. The future year road network used in the model followed the framework

of the arterial road network nominated in the State Environmental Planning Policy (Western Sydney

Employment Lands) and is shown in Figure 24.

Figure 24 SEPP Arterial Road Network (WSEA)

Source: Department of Planning and Infrastructure (2009)

Previous assessments undertaken by RMS and other studies within WSEA appear to have used

consistent 2021 and 2031 network configuration and capacity assumptions however, the alignment of

some internal road links sometimes differ from what is now present in the SEPP and used in study

modelling process.

4.4.2 Proposed Model Road Network

A review of the WSEA network assumptions indicated that the road network used in previous

assessments was broad and required further refinement to reflect expected WSEA network conditions

and traffic movement and flows along the Old Wallgrove Road corridor. In this regard, GHD

considered the following road network modifications:

Realignment of the North-South link road to form a four way intersection with the extended and

upgraded Archbold Road.


Inclusion of Southern Link Road Network by 2031.

Develop the precinct collector road network in finer detail to capture and better understand

expected traffic movement and volumes along Old Wallgrove Road corridor relating to the

planned development of the precincts.

Left-in/Left-out arrangement for Capicure Drive at Mini Link Road.

All collector roads were assumed to be two-lane, two-way roads in the initial modelling runs until

performance deficiencies resulting in capacity upgrades are identified.

Proposed road network configurations for 2021 and 2031 were then developed by collating and

synthesising all previous planned road network enhancements. The future year road network,

adopted in the traffic modelling followed similar principles to those used in the RMS network model

assumptions.

The future year road networks for 2021 and 2031 are shown in Figure 25 and Figure 26 respectively.

Figure 25 2021 Old Wallgrove Rd Sub Area Model Network

Source: Sub Regional EMME Traffic Model Output


Figure 26 2031 Old Wallgrove Rd Sub Area Model Network

Source: Sub Regional EMME Traffic Model Output

4.5 Strategic Traffic Modelling

This sub-section provides a brief summary of the sub-area model development undertaken in

developing strategic traffic flows within the Old Wallgrove Road Study Area.

4.5.1 Data Sources

Primary sources of data for development and calibration of the sub-area traffic model comprised:

Developable land use assumptions for WSEA from RMS and DoPI.

Travel demand matrices for 2021 from RMS’s EMME strategic model.

Various road and intersection counts undertaken by GHD and RMS.

Future road network planning information from RMS.

Journey time surveys undertaken for key road corridors.

Trip generation rates from RMS.

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4.5.2 Initial Model Establishment

(i) Model Coverage

The strategic model prepared for this study covers the network between Wallgrove Road and the M7

Motorway including interchanges, between the Sydney Water Pipeline and the M4 Motorway, Mini

Link Road and the Old Wallgrove Road, as shown in Figure 27. It should be noted that the sub-area

EMME modelled area is significantly wider than that used for microsimulation modelling, so as to

enable EMME model to inform the microsimulation model of changes in traffic pattern.

(ii) Zoning System

A “fine grained” approach has been adopted for both the creation of the zoning system and the road

network to accommodate WSEA needs for planning capability that extends to the collector/distributor

road network in addition to the higher order road network.

The zoning system has also recognised the spatial sub-precincts that would need to be created within

the WSEA. The final sub-area zoning system includes 18 internal zones as shown in Figure 28.

Figure 28 Developable Areas and Sub-Precincts

(iii) Network Selection

The proposed road network discussed in Section 4.4.2 has been used to develop the 2021 and 2031

sub-area model road networks.

The detail of future road networks has taken into consideration the land use zoning system and roads

that could be used for inter-zonal travel. All roads that could provide an important connection between

zones have been included.

Erskine Park Employment Area (326 ha) Penrith LGA

Ropes Creek Precinct (190 ha) Blacktown LGA

Lands South of Sydney Water Pipeline (656 ha) Penrith LGA

Former Wonderland Precinct (81 ha) Blacktown LGA

Eastern Creek Precinct (500 ha) Blacktown LGA

Huntingwood Precinct Blacktown LGA


(iv) Modelled Period

The EMME sub-area model for the Old Wallgrove Road study area has been undertaken for the

critical two-hour AM (0700 – 0900) and PM (1600-1800) period for 2011, 2021 and 2031.

AM and PM peak time periods were determined from the appraisal of traffic volumes collected during

the daily link counts on the M7 Motorway, Wallgrove Road, Old Wallgrove Road and Capicure Drive

and peak period intersection counts undertaken at existing intersections situated along Wallgrove

Road and Old Wallgrove Road.

(v) Modelled Refinement

A meaningful cordon was developed and refined using data from RMS strategic traffic model. The

following model refinements were undertaken as part of the traffic modelling process:

Recoding the network within the study area in sufficient detail to enable turning flows at each

intersection along Old Wallgrove Road.

Splitting model zones to accommodate land use zoning and network connectivity that would

enable meaningful turning flows to be produced for each intersection along Old Wallgrove Road.

Network coding adjustments to better replicate observed link loadings and turning movements.

4.6 Microsimulation Modelling

The study includes microsimulation testing of planned corridor operations under 2021 AM and PM

peak period future operational scenarios and some preliminary testing for 2031. This modelling task is

intended to further refine the findings and demand predictions obtained from the strategic modelling

(EMME) assessment and detailed SIDRA intersection analysis (isolated intersections) that were used

to determine potential intersection configurations. The purpose of this microsimulation assessment is

to assess the proposed individual intersection designs as an integrated network to identify any

deficiencies that may not have been apparent when considering each intersection in isolation.

4.7 Approach to Traffic Forecasts and Assessments

It is anticipated future development within WSEA (refer to Section 4.2) will be completed by 2031.

Accordingly, the two horizon years have been chosen to be assessed are:

2021 - representing the REF assessment or near-term horizon, which is generally used to

indicate what is required in the medium term and its potential impact on the future performance

of the local and regional road network under predicted traffic loads.

2031 - representing a longer-term horizon, which assesses the ability of road infrastructure under

a full development scenario (preliminary model test runs for the purpose of testing broadly the

capacity of the corridor and for setting the corridor reservation boundaries).


5. Appraisal of Future Transport Impacts

5.1 Overview

This section examines the transport network impacts on Old Wallgrove Road and its surrounding road

network from predicted growth in the Western Sydney Employment Area (WSEA). In doing so, it

identifies appropriate midblock and intersection configurations that can be used to support the

concept design for upgrading Old Wallgrove Road. This assessment of traffic impacts focuses on

2021 future traffic volumes on Old Wallgrove Road and Mini Link, and uses a desired assessment

criterion to test the ability of the design, in terms of the performance of the strategic road network and

intersections situated along the proposal.

5.2 Development of Traffic Forecasts

The EMME strategic traffic model has been used to identify the demand and road capacity limitations

throughout the Old Wallgrove Road study area. As discussed in Section 4.5, a sub-area model has

been developed to understand traffic demand and growth across the road network and in particular

how this would impact on movement at each intersection along Old Wallgrove Road and Mini Link.

This information was used as traffic demand inputs to the micro level Paramics (for understanding

corridor operations) and SIDRA (determining performance) modelling, which are used to inform and

appraise of intersection configurations for 2021. All intersection layouts have been developed in

consultation with RMS.

The road network within the Old Wallgrove Road study area was developed for 2031 (ultimate

development scenario) using the sub-area traffic model, and then scaled back to examine the traffic

implications for 2021 (interim stage and focus of this REF). This process was undertaken in order to

understand what upgrades along Old Wallgrove Road are required and when, and to determine if the

future corridor reservation and configuration can cater for the longer term.

5.2.1 Testing of alternative Schemes

The following measures of effectiveness were used to assess the strategic merits of alternative

proposed solutions both in the medium and longer term against a defined reference case:

Travel distance (kilometres).

Travel time (hours).

Average trip length (kilometres).

Average speed (kilometres per hour).

Percentage of links with a Volume to Capacity Ratio (VCR) greater than 0.85.

Comparisons of measures of effectiveness were used to select an optimum design solution for the

configuration of Old Wallgrove Road. The results of the preferred design are reported in Section 5.5.2.

The chosen solutions for 2021 and the preliminary results for 2031 form the basis for reserving the

Old Wallgrove Road corridor.


5.3 Modelling Approach

The capacity and Level of Service (LoS) analysis along the Old Wallgrove Road corridor has been

carried out using SIDRA intersection models and the sub-area EMME model. The sub area model

was used for determining the performance of road links and understanding the operating conditions

across the entire study area road network.

SIDRA model was used for analysis of individual intersections controlled by traffic signals along Old

Wallgrove Road. The SIDRA intersection model is capable of predicting capacities limitations, queue

lengths and delays at critical intersections, which are determined through the optimisation of traffic

signal timings.

Given the complex nature of the road network at the eastern end of Old Wallgrove Road, RMS

requested that microsimulation modelling using PARAMICS be undertaken. This was completed to

further assess and understand corridor wide traffic operating conditions, and its impacts on localised

improvements within the study area.

5.4 Desired Levels of Service Criteria

The desired assessment criteria for road network planning for the Old Wallgrove Road study area

relate to:

Provision of an orderly and legible road network.

Provision of adequate capacity on the higher order road network to cater for predicted traffic.

Minimise impacts on the operation of adjacent Motorways (i.e. M4 and M7).

Minimise queue length spillback impacts along the Old Wallgrove Road and Wallgrove Road

corridors.

Provision of optimum intersection configurations accounting for physical constraints and land

ownership.

Provision for future bus priority measures along the Old Wallgrove Road corridor.

5.4.1 Link Level Performance

In assessing the adequacy of the road network to meet future demands, the concept of ‘Volume to

Capacity Ratios’ (VCR’s) have been adopted to provide an indication of acceptable operation of the

various parts of the study area road network.

In defining volume to capacity ratios for each link, peak hour assignments were compared with peak

hour capacities. Target maximum VCR’s were then set to ensure that the future road network

provided a level of service that would be acceptable. The targets are shown in Table 13.

.


Table 13 Volume to Capacity Ratio Thresholds

Volume to Capacity Ratio Implications for Road Network Planning

0 to 0.85 (0.85 target) Satisfactory level of service

0.85 to 1.00 Need for intervention, approaching capacity.

1.00 to 1.10 At or over capacity with marked delays and constrained travel speeds

1.10 to 1.50 Exceeds capacity with substantial delays and heavily constrained travel

Source: Modified from AustRoads Guide to Traffic Management – Part 3 Traffic Studies and Analysis (2009)

Typical mid-block capacities provided by the EMME sub area traffic model for various road types are provided in Table 14.

Table 14 Capacity Thresholds for Links

Road Type Capacity (veh/hr/lane)

Motorway 2000

Arterial 1200

Collector 900

Source: RMS Strategic Modelling Outputs & AustRoads Guide to Traffic Management – Part 3 Traffic Studies and Analysis

(2009)

Note: veh/hr/lane represents the capacity of a traffic lane, which is measured by the number of vehicles per hour per traffic

lane.

Based on the above, the target maximum VCR of 0.85 has been adopted for the study. A VCR 0.85

will be the threshold criteria indicating a road requires widening.

5.4.2 Intersection Level Performance

The performance of a road network is largely dependent on the operating performance of key

intersections, which are critical capacity control points on the road network. The capacity of an urban

road network is generally governed by the operation of its intersections. It is therefore appropriate to

consider intersection operation as a measure of capacity of the road network.

The criteria for evaluating the operational performance of intersections is provided by the RTA ‘Guide

to Traffic Generating Developments, (2002)’ reproduced in Table 15. The criteria for evaluating the

operational performance of intersections is based on a qualitative measure (i.e. level of service),

which is applied to each average vehicle delay band. Then average vehicle delay is equated to a

corresponding LoS from A (best) and F (worst).


Table 15 Level of Service Definitions

Level of Service Average Delay

(seconds per vehicle)

Traffic Signals

A Less than 14 Good operation

B 15 to 28 Good with acceptable delays and spare capacity

C 29 to 42 Satisfactory

D 43 to 56 Operating near capacity

E 57 to 70 At capacity; incidents will cause excessive delays

F Greater than 70 Over capacity, unstable operation, excessive queuing

Source: RTA Guide to Traffic Generating Developments (2002)

Based on the above, the Level of Service threshold for intersections of LoS D (or better) has been

adopted for the Old Wallgrove Road corridor for peak period conditions for future intersection

performance.

5.5 Future Road Network Performance

Testing of the future road network has been carried out by imposing additional traffic loads associated

with the development of WSEA onto the base case road network.

The purpose of this stage of the traffic modelling task was to investigate and identify the performance

of the network. In doing so, it provided an understanding of what road enhancements are required to

support future year traffic growth. The test case model runs were reviewed and the road network has

been refined based on the outcomes to ensure that the possible impacts in the future are minimal and

that the safe and efficient operation of the Old Wallgrove Road corridor is achieved. The modelling

approach has attempted to be consistent with that used in the development of the EPLRN, and where

assumptions have changed these have been identified and recorded in Section 2.5.

5.5.1 Volume to Capacity Ratios

Review of 2011 traffic conditions indicated that the Wallgrove Road study area road network performs

satisfactory with some isolated capacity constraints and delay experienced along Wallgrove Road at

the M4 and along the access ramps between the M4 and M7 Motorways. Future year road network

plots showing volume to capacity ratios were coded in accordance with the VCR limits shown in Table

13. Table 16 and Table 17 provide an understanding of link capacity deficiencies from applying 2021

and 2031 traffic demand along the base case model network.


Table 16 Base Case: Road Link Performance (Year 2021)

VCR AM Peak PM Peak

0.85 – 1.0 M4 (EB) – East and West of Wallgrove Road

Wallgrove Road (SB) – North of M4 (WB) Off Ramps

M4 On Ramp (EB) - At Wallgrove Road

M4 Off Ramps (EB) – To Wallgrove Road

M7 Off Ramps (NB) – To M4 Eastbound

Wonderland Drive (WB) - At Wallgrove Road

Great Western Highway (EB)

M4 (WB) – East and West of Wallgrove Road

M4 Off Ramp (WB) – To M7

M7 (SB) – South of Old Wallgrove Road

Great Western Highway (WB) – East of M7

Wallgrove Road – Between M4 and Great Western Highway

1.0 – 1.10 M7 Off Ramp (SB) – to Old Wallgrove Road

M4 Off Ramp (WB) – to M7 (SB)

M7 On Ramps (SB) – At Old Wallgrove Road

M7 Off Ramp (NB) – To M4 (WB)

M4 On Ramp (EB) – At Wallgrove Road

Wallgrove Road (NB) – North of Interchange Drive

>1.10 M7 On Ramp (NB) – At Mini Link

M7 Off Ramp (NB) – To M4 (EB)

The results highlight that capacity improvements are required across the wider road network to

support the planned development of the WSEA. These capacity needs are mostly contained to

strategic road links to the east and north of WSEA in 2021 and are expanded to the west as the area

and region is further developed.

Table 17 Base Case: Road Link Performance (Year 2031)

VCR AM Peak PM Peak

0.85 – 1.0 M4 Off Ramps (EB) – To Wallgrove Road

M4 (WB) – West of Wallgrove Road

M7 (SB) – North of Great Western Highway

M7 (SB) – Between Old Wallgrove Road and M4

M7 (NB) – South of M4

Mamre Road (SB) – North of Erskine Park Road

Mamre Road (NB) – South of Bakers Lane

Wallgrove Road (NB) – South of Southern Link Road (Ferrers Road)

Wallgrove Road (SB) – Between Old Wallgrove Road and Wonderland Drive

Old Wallgrove Road (WB) – Between Southridge Road and Mini Link

M7 (NB) – North of Great Western Highway

M7 (SB) – South of M4

M7 (NB) – Between Old Wallgrove Road and M4

M4 (WB) – West of Wallgrove Road

Wallgrove Road – South of Mini Link

Wallgrove Road – Between Wonderland Drive and Interchange Drive

Old Wallgrove Road – Between Southridge Road and Mini Link

1.0 – 1.10 M4 (EB) – West of Wallgrove Road

M4 Off Ramps (EB & WB) – To M7 (SB)

M4 On Ramps (EB) – At Wallgrove Road

M4 Off Ramps (WB) – To M7 (SB)

M4 (WB) – West of M7

M4 Off Ramps (WB) – to M7 (SB)

Great Western Highway (WB) – East of M7

Wallgrove Road (NB) – Between M4 and Great


VCR AM Peak PM Peak

Great Western Highway (EB) – East of M7

Wallgrove Road (SB) – Between Great Western Highway and M4

Western Highway

Mamre Road (NB) – North of Erskine Park Road

Mamre Road (SB) – South of Bakers Lane

>1.10 M7 Off Ramps (NB)-To M4 (EB)

M7 Off Ramps (SB) - At Old Wallgrove Road

M4 (EB) – East of Wallgrove Road

Wallgrove Road (SB) – between Wonderland Drive and M4

M4 (WB) – East of M7

M4 On Ramps – From Wallgrove Road

M7 On Ramps (NB) – At Mini Link

M7 On Ramps (SB) – at Old Wallgrove Road

M7 off Ramps (NB) – To M4 (WB)

M7 Off Ramps (NB) – to M4 (EB)

Wallgrove Road (NB) – Between Interchange Drive and M4

The main road corridors affected by inadequate traffic carrying capacity for 2021 and 2031 include:

M7 Motorway (between the M4 Motorway and Old Wallgrove Road Interchanges).

M4 Motorway (near the vicinity of the M7 Interchange).

Wallgrove Road (between Great Western Highway and Old Wallgrove Road).

Old Wallgrove Road (between proposed Mini Link Road and Southridge Street).

5.5.2 Model Test Results

The EMME sub-area model was used to test the relative merits of introducing capacity enhancement

improvements along Wallgrove Road and the M7 Motorway. The results from this appraisal were

included as part of 2021 and 2031 model runs and measured in terms of the effectiveness of the

modelled network. The results of the assessment are summarised in Table 18 and Table 19.

Table 18 Measures of Effectiveness – AM Peak Model Runs

AM Peak Two Hour Period 2011 2021 2031

Total number of trips (vehicles) 50,376 64,595 78,848

Vehicle Kilometres Travelled (VKT) 169,847 299,915 367,852

Aggregate Travel Time (hours) 2,697 6,050 8,662

Average Travel Distance (km) 3.37 4.64 4.67

Average Speed (km/h) 63.0 49.6 42.5

Average Capacity Utilisation (%) 62.4% 56% 47%

Total Network link length (km): 125 135 149


AM Peak Two Hour Period 2011 2021 2031

% of link length with Measures V/C > 0.85 0.5% 13% 11%

% of link length with Measures V/C 0.40 - 0.84 8.9% 41% 34%

The above results indicate the following:

AM peak vehicle trips along the network increase by 28 per cent by 2021 and 55 per cent by

2031 in comparison to 2011 model forecast.

AM peak vehicle kilometres travelled along the network increase by 77 per cent by 2021 and 117

per cent by 2031 in comparison to 2011 model forecast. These increases relate to both regional

through traffic movements and the development of WSEA.

AM peak network travel times are increased and average vehicle speeds are reduced network

wide and is influenced by the estimated traffic volumes, travel distances and the provision of new

road capacity. In all cases an average speed of above 40 km/h is achieved.

Table 19 Measures of Effectiveness – PM Peak Model Runs

PM Peak Two Hour Period 2011 2021 2031

Total number of trips (vehicles) 50,654 65,283 79,596

Vehicle Kilometres Travelled (VKT) 168,504 302,697 371,447

Aggregate Travel Time (hours) 2,568 6,117 9,030

Average Travel Distance (km) 3.33 5 4.67

Average Speed (km/h) 65.6 50 41

Average Capacity Utilisation (%) 61.9% 56% 47%

Total Network link length (km): 125 135 149

% of link length with Measures V/C > 0.85

0% 16% 12%

% of link length with Measures V/C 0.40 - 0.84

8% 37% 36%

The above results indicate similar results to those presented for the AM peak.

5.6 Summary of key findings

The results from the performance analysis of critical road links under future traffic volumes are

summarised below:


Wallgrove Road presents capacity issues between Old Wallgrove Road and the M4 Motorway

during 2021 and 2031 peak periods.

Old Wallgrove Road needs to be widened at Wallgrove Road to cater for traffic demand pressures

from the M7 Motorway approaches by 2021.

Mini Link is required by 2021 under the predicted traffic demand and will allow Old Wallgrove

Road to operate as the primary eastern gateway for the WSEA from the M7 Motorway and

Wallgrove Road for the medium term.

Without the introduction of the Southern Link Road Network, the Mini Link Road functions as the

primary east-west road connection for traffic travelling to and from the WSEA and accommodates

traffic from the South East. The planned delivery of the Southern Link Road Network in 2031

results in Old Wallgrove Road traffic reducing between 2021 and 2031.

The M7 and M4 Motorway ramps and carriageways in the peak direction perform close to capacity

during both peaks by 2021, and this further declines as traffic increases in 2031. This situation is

noted to improve when road capacity improvements along Wallgrove Road and the M7 Motorway

are introduced.

Old Wallgrove Road Lane Configuration

Based on future link capacity performance for Old Wallgrove Road, the following enhancements have

been identified as being critical for ensuring that the road network operates efficiently (up to 2021):

The implementation of three traffic lanes in each direction between Wallgrove Road and Mini Link

with Quarry Road intersection by 2021.

The implementation of two traffic lanes in each direction between Mini Link with Quarry Road

intersection and the new Erskine Park Link Road by 2021.

The implementation of a new Mini Link road connection between the intersections of Old

Wallgrove Road with Quarry Road (in the north) and Wallgrove Road with the M7 Motorway

northbound carriageway on and off ramps (in the east) by 2021 with two traffic lanes in each

direction and a new limited movement intersection (left in and left out) with Capicure Drive.

The final mid-block road configuration for the proposed upgraded to the Old Wallgrove Road corridor

is shown in Figure 29.

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5.7 Future Intersection Performance (2021)

The future intersection performance of the Old Wallgrove Road corridor was analysed using the

SIDRA intersection model for peak period conditions (AM and PM peak) for horizon year 2021. The

analysis of the operating conditions was based on the intersection performance criteria previously

described in Section 5.4.2 and Table 15. The results of the analysis are summarised in Table 20 with

more detailed information provided in Appendix D.

The intersections modelled for the study area are shown in Figure 30.

Figure 30 Intersections Assessed

Source: Google Maps 2009

To facilitate future traffic loads that will be generated by the progressive development of land use

within WSEA, it will be necessary to upgrade the capacity of intersections. Figure 31 provides

proposed intersection layouts that can support the planned upgrade of Old Wallgrove Road, and are

deemed to be necessary to achieve a reasonable level of service and cater for expected volumes

over the next 10 years.

The preferred intersection configurations have been developed and tested during a series of

workshops, which was used to refine the design and account for operational performance, physical

constraints, future needs and constructability issues.

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5.7.1 Year 2021 Intersection Performance and Configurations

Table 20 summarises the performance of preferred intersection layouts under 2021 traffic flows. The

intersection configuration details are shown in Figure 31 and the detailed results from SIDRA analysis

are provided in Appendix D.

Table 20 2021 Performance –Intersection Layout

Intersection

AM Peak PM Peak

Avg delay

(sec/veh)

Level of Service

Degree of Satn

Avg Delay

(sec/veh)

Level of Service

Degree of Satn

Wallgrove Rd-Wonderland Dr 20.6 B 0.829 10.8 A 0.783

Wallgrove Rd-Old Wallgrove Rd 32.3 C 0.833 24.5 B 0.726

Wallgrove Rd-M7 NB-Mini Link 52.6 D 1.004 42.7 D 0.839

Old Wallgrove Rd-Mini Link 50.5 D 0.976 41.9 C 0.975

Old Wallgrove Rd-Southridge St 26 B 1 41.8 C 1.004

Old Wallgrove Rd-Eastern Creek Dr 25.4 B 0.793 26.7 B 0.855

Old Wallgrove Rd-Roberts Rd 15.2 B 0.638 13.4 A 0.634

Note: Based on agreed intersection layout as per workshop between GHD, RMS and Road Design Contractor (AECOM) held 30 June 2011 and subsequent work undertaken as part of 2011/12 additional Traffic Modelling work and design

workshop for the upgrade of the eastern section of the Old Wallgrove Road corridor.

The results of the analysis in Table 20 indicate that all intersection configurations would operate

satisfactorily under future 2021 traffic loads generated by the staged development of land use within

WSEA.

5.7.2 2021 Peak Hour Paramics Corridor Operational Observations

Examination of 2021 corridor operations presented the following:

The inclusion of an additional northbound and southbound lane on Wallgrove Road between

Wonderland Drive and the M4 Interchange is warranted under the predicted 2021 demand to

serve northbound and southbound flows along Wallgrove Road.

Flows onto the M7 from Wallgrove Road, particularly on the northbound ramp reach their capacity

by 2021, such that queuing on this ramp frequently extends to the intersection, although not

blocking it. This suggests that this ramp will likely require widening to mitigate impacts it may have

on the surrounding network.



5.7.3 2031 Initial Findings

Initial results from the modelling assessments of demand under a 2031 future year scenario has

indicated that the future development of the Southern Link Road Network has the potential to reduce

traffic demand along the corridor.

The Southern Link Road Network is part of the EPLRN and forms a key east-west route across the

WSEA. The road alignment runs parallel and to the south of Old Wallgrove Road. This route has the

potential to provide an attractive alternative access route to Wallgrove Road and the M7 Motorway

from the employment area situated south of the Sydney Water Pipeline.

Based on planning undertaken to date it is likely that access to the north and east and the strategic

road network, such as the M7 (north) and M4 (east) Motorways would be via Wallgrove Road and has

the potential to impact in the future on the performance of Wallgrove Road intersections. These

findings are also reflected as part of the recent studies that have been undertaken to conform with the

granted conditions of approval for Erskine Park Link Road Network Concept Plan, i.e. Erskine Park

Link Road: Review of Environmental Factors (RMS, July 2010) and Southern Link Road Network

Strategic Transport Assessment (DoPI, April 2011).

Appraisal of the corridor undertaken to date based on 2031 traffic demand, indicates that the corridor

and intersection layouts can be modified to accommodate the predicted future demand and these

intersection layouts will be further appraised and refined as part of future studies.

5.8 Public Transport

5.8.1 State Plan Targets

The NSW State Plan 2010 sets targets and priorities for encouraging jobs to be situated within 30

minutes of travel and a shift towards more sustainable transport modes. These are presented in the

form of travel time and mode shift targets, and encouraging investment in improving public transport

services and networks, and supporting bus services through prioritising movement in congested

areas.

The WSEA offers the opportunity to increase the number of jobs closer to the rapidly growing

residential areas in Western Sydney, and at the same time, it would assist to achieve the State Plan

targets by supporting accessibility by planned public transport services and routes. There is an

identified opportunity to increase public transport services to the WSEA in the future. This would be

achieved through the provision of additional regional services that can help to better connect key

regional centres, growth centres and transport interchanges to this planned employment area.

5.8.2 Strategic Bus Corridors

A number of additional strategic bus corridors identified in the Metropolitan Transport Plan 2010

(Transport NSW, 2010) are planned to serve WSEA, as shown in Figure 32.



Figure 32 Strategic Bus Corridors

Source: Metropolitan Plan for Sydney 2036.

The Erskine Park Link Road Environmental Assessment indicated that the construction of this new

east west link road running across WSEA would provide an opportunity for extending existing bus

routes that currently serve WSEA. This includes bus route numbers 738, 739 and 779, which currently

offer services that run into or within proximity of WSEA from transport interchanges and centres at

Penrith, Mt Druitt, Rooty Hill and Blacktown.

Further to these bus service improvements, the development of Old Wallgrove Road in conjunction

with of Erskine Park Link Road provides an opportunity to introduce a strategic bus corridor that would

serve WSEA.

5.8.3 Regional Linkages

The WSEA is expected to play a significant role as a regional employment hub and should be planned

to maximise accessibility by public transport from adjacent residential areas and areas planned for

growth, such as Penrith LGA, Blacktown LGA, Fairfield LGA, the North West and South West Growth

Centres. In view of the above, it is recommended that the upgrade to Old Wallgrove Road has the

ability to accommodate bus priority measures at signalised intersections and plans the location of bus

stops on the departure side of the intersections. This will allow for bus priority to be implemented in

the future and would support the efficient movement of bus services as WSEA is further developed.

5.9 Freight Transport

The Metropolitan Plan for Sydney 2036 provides reference to potential transport planning

opportunities with the aim of reserving corridors for roads, public transport connectivity and rail

improvements. Funding for these schemes or the detailed arrangements or the alignment is not

identified and will be linked to the ability to achieve forecast growth targets in surrounding areas. An

example of potential schemes is shown in Figure 33, which identifies the WSEA (Number one in

Figure 33) as a significant freight industrial cluster and potential site for a proposed intermodal



terminal and freight rail link.

Figure 33 Planning of Employment Lands and Intermodal Terminals

Source: Metropolitan Plan for Sydney 2036.

Figure 33 indicates that there is potential in the future for a new freight link, which would run east and

provide connection with Wetherill Park and Villawood before linking in with the existing main line and

continuing on to Chullora, Enfield and Port Botany. Until this occurs, the road network should be

planned with sufficient capacity to accommodate anticipated freight movement within WSEA.

5.10 Active Transport

The design of the Erskine Park Link Road (EPLR) incorporates a shared path on the north side of the

road alignment, which would link to existing facilities on Lenore Lane and the local road network in St

Clair and Erskine Park. Figure 34 shows a segment of the Erskine Park Link Road alignment

indicating the location of the shared cycle/pedestrian path.



Figure 34 Erskine Park Link Road Shared Cycle/Pedestrian Path

Source: Erskine Park Link Road Community Update. (RTA, August 2010)

Review of the current status of existing and planned routes and infrastructure in Western Sydney and

was based on published information on Fairfield City Council, Blacktown City Council and NSW

Government (www.bicycleinfo.nsw.gov.au) websites. The only documented cycle route associated

with access to the WSEA from the east is identified in Figure 35.

Figure 35 M7 Motorway Shared Path Plan

Source: http://www.westlinkm7.com.au/maps.php

Planning associated with the upgrade of Old Wallgrove Road acknowledges and has taken into

consideration planned bike infrastructure and routes. It also acknowledges that the information

currently available for the planning of a new bike network that supports the future development of

WSEA is limited, and needs to take into consideration active transport requirements throughout this

planned employment and freight distribution hub. This should include connectivity to the local and



surrounding regional road networks via signalised intersections and pedestrian crossings. Future

connections could potentially include a possible future shared path connection along the western side

of Wallgrove Road to the Southern Link Road Network serving the employment precinct south of the

Sydney Water Pipeline and possibly beyond.

The NSW Bike Plan acknowledges under action 2.1 that the lead agency (the former Roads and

Traffic Authority) should consider parallel cycleways as part of rail construction and upgrade projects.

Based on this direction and other planned infrastructure for the area it is recommended that the

shared path on the north side of Erskine Park Link Road be extended to connect with the M7

Motorway regional cycleway along the Old Wallgrove Road alignment and that access to other

existing and planned regional links be achieved through the provision of a shared path on the south

west side of Mini Link. These new shared paths will be supported by appropriate signal controlled

crossings along the Old Wallgrove Road and Mini Link.

5.11 Construction Traffic Impacts

5.11.1 Overview

A construction traffic impact assessment has been undertaken to obtain an understanding of the likely

impacts from construction scheduling and sequencing.

The staging and sequencing of construction assumes that Old Wallgrove Road would be constructed

to connect Erskine Park Link Road with Wallgrove Road and involves upgrading the existing

intersections of Old Wallgrove Road with:

Roberts Road;

Eastern Creek Drive;

Southridge Street;

Mini Link/Quarry Road; and

Wallgrove Road.

It also includes the upgrading of the intersection of Wallgrove Road with the M7 Motorway NB and

new Mini Link.

The construction program for the entire project has not yet been finalised. However, an indicative

construction methodology was available which formed the basis of this preliminary construction traffic

assessment. The duration of the construction period is estimated to last 24 months.

At this point in time, the exact detail of the staging and sequencing is still to be confirmed and as a

result it is recommended that RMS undertake further assessments on the traffic impacts at key

intersections once further construction details become available.

The remainder of this report presents the likely impacts resulting from the likely staging and

sequencing of the Old Wallgrove Road, Mini Link and related Wallgrove Road enhancement works.

5.11.2 Potential Haulage Routes

Potential construction vehicle haulage routes would be via Old Wallgrove Road, Wallgrove Road and

the Motorway network or Great Western Highway. The completion of the Erskine Park Link Road,

which is currently under construction, would also provide an alternative construction access for Old

Wallgrove Road. Potential construction access routes to the site are shown in Figure 36.



Figure 36 Potential Construction Haulage Routes

Source: Erskine Park Link Road: Review of Environmental Factors (July 2010)

It is likely that a combination of haulage routes shown in Figure 36 would be used. The Old Wallgrove

Road project would generate extra truck movements along these routes. However, given that these

roads already carry high volumes of haulage vehicular traffic, it is not anticipated that the project

would have a high degree of impact above what is currently experienced. It is not known if local roads

would be required to be used for construction purposes, however if this occurs, pre-construction

condition surveys would be undertaken.

The movement of materials would be managed through the scheduling of deliveries and availability of

fleet, and would aim to minimise the number of haulage and delivery vehicles required. Earthworks

quantities would be balanced as far as practicable during detailed design to ensure that the transfer of

material along the external road network is minimised.

5.11.3 Proposed Working Hours

The construction workforce would vary depending on the phase of construction and associated



activities and includes both construction and design personnel. An on-site workforce of around 200

people is expected to be engaged at any given time during the construction period.

Construction would be undertaken during standard working hours which are assumed to be as

follows:

Monday to Friday: 7 am–6 pm.

Saturday: 8 am–1 pm.

Sunday and public holidays: No work.

It may be necessary to undertake night works to minimise disruption and disturbance to surrounding

land owners and businesses, which is deemed to be feasible given the current characteristics of the

land use and its distance from existing residential areas.

All night works would be undertaken in accordance with the RTA’s Environmental Noise Management

Manual (RTA 2001): Practice Note VII — Road works outside normal working hours.

5.11.4 Construction Traffic Operations

The main traffic generated through the construction phase would be from equipment and material

deliveries, such as:

Delivery of materials;

Spoil removal;

Delivery and removal of construction equipment and machinery; and

Movement of construction personnel, including contractors, site labour force and specialist

supervisory personnel.

Light Vehicle Traffic (Employee)

Light vehicle traffic generation would be associated with staff movements to the site. Staff would

comprise of project managers, various trades, and general construction staff. Over the full

construction period, the peak construction workforce is estimated to be around 200 people and

represents the worst case scenario in terms of vehicle movement impact on the AM or PM road

network. It is assumed the majority of the workforce would arrive between 6:30 am and 7:00 am and

depart generally between 5:00 pm and 5:30 pm. The workforce arrival and departure periods

represent the peak construction traffic generation periods. It is likely that the construction traffic

generation peak periods would occur outside the existing road network AM and PM peak hours.

Allowing for some vehicle sharing, it is expected that 184 daily two-way trips (assuming 1.1 people per

vehicle) would be generated by light vehicles during the peak period. Taking a conservative approach,

it is expected that up to 148 vehicle movements would be generated (assuming 80 per cent of the

workforce arrive during peak hours) during each of the morning and afternoon construction peak

arrival and departure periods.

During the construction traffic peak periods, the workforce traffic movements are likely to be

distributed based on a 100/0 arrival and departure split in the morning peak period, and the reverse

during the afternoon peak period.

Heavy Vehicle Traffic

Heavy vehicle traffic would mainly be generated by activities associated with the removal of

excavated material, delivery of construction equipment and delivery of material for construction works.

Where possible, the proposal has been designed to achieve an overall balance of earthworks, which



minimises excess spoil and/or the need to import large quantities of fill. The current design would

produce a total material deficiency of up to around 28,000 m3. Current planning indicates that 15,000

m3, or 35 per cent of the total 43,000 m

3 material calculated to be required as fill, will be taken from

other parts of the corridor.

The number of trucks is dependent on site operations and travelling distance required to obtain

materials that will be used as fill for the project. It is anticipated under a worst case scenario that 3

trucks with a 20 tonne holding capacity would be required per day to deliver 28,000 m3

of material,

which would take on average about 132 working days. In addition, 1 truck with a 20 tonne holding

capacity would be required to re-distribute 15,000 m3 of excess material to other project site locations.

The following assumptions have been made in order to determine heavy vehicle movements along

the Old Wallgrove Road corridor under a worst case scenario:

Construction will occur over a six month period (i.e. for bulk earthworks), with 22 working days

apportioned for each month.

10 hour working days excluding breaks.

100 minute turn-around cycle time for off-site movements, allowing for breaks and hold-ups.

30 minute turn-around cycle time for on-site movements, allowing for breaks and hold-ups.

Each truck has a carrying capacity of 20 tonne.

It is anticipated that a fleet of four trucks is likely to be required to achieve the construction program

targets. This is based on the above worst-case scenario assumptions which estimate that some 31

truck cycles, or 62 individual trips per day are likely to be generated along Old Wallgrove Road. These

are expected to be evenly distributed throughout the working day at an average of seven trips per

hour.

Table 21 Heavy Vehicle Traffic Generation

FillMaterial

(m3)

Fill Material (to

be distributed to other site locations)

(m3)

On-Site/Off-

Sitemovement

Cycle Time

(mins)

Truck Cycles/

Average Working

Day/Truck

Trucks Required

Truck

Movements Required Per

Day

(Two-Way)

Potential

Truck Movements

Per Day

(One-Way)

28,000 Off-Site 100 5 3 15 30

15000 On-Site 30 16 1 16 32

Total 4 31 62

Summary of Construction Traffic Generation

For the proposed works the construction traffic generation is summarised in Table 22. It should be

noted that in traffic terms it has been assumed each truck is equivalent to two Passenger Car Units

(PCU’s). Truck haulage to and from Old Wallgrove Road study area has been calculated to equate to

124 PCU equivalent trips per day or 13 car equivalent trips per hour.



Table 22 Summary of Peak Construction Traffic Activity

Vehicle Movements Daily Movements Estimated Peak Hour Volume (vehicles)

Inbound Outbound

Light Vehicles 184 vehicle movements per day

148 148

Heavy vehicles 62 truck movements per day 5 2

Total 153 150

5.11.5 Impacts on Existing Developments

One of the more significant impacts from the construction of Old Wallgrove Road project is the

disruption to existing developments that use Old Wallgrove Road for access. Consideration will need

to be given to the staging of works as part of the planned 24 month construction program and strategy

developed to minimise impacts as part of the detailed design stage.

5.11.6 Construction Mitigation Measures

The following proposed traffic management principles would be adopted during construction:

Traffic control would need to be provided to manage and regulate traffic movements during

construction.

Disruption to all road users during construction would be kept to a minimum.

In most cases property access would be maintained throughout the construction period and if this

cannot be achieved, then suitable alternative access arrangements will be provided.

Construction and delivery vehicles entering or leaving the site compound and/or stockpile sites

would use Wallgrove Road, Old Wallgrove Road, Lenore Lane and Erskine Park Link Road

under traffic control. These movements would be restricted to non-peak traffic periods.

5.12 Cumulative Impacts

Cumulative impacts would occur as a result of current and planned continuous development of

industrial and commercial uses in the WSEA, as well as the future upgrades to the Old Wallgrove

Road corridor and other associated road links. From a traffic and transport prospective, this change

would be typical of areas planned for urbanisation to industrial and employment uses. In this regard,

the traffic composition associated with construction activity is unlikely to differ from that generated by

current or future users of the road network in and around this part of the WSEA.

The operational performance modelling of the Old Wallgrove Road network takes into account the

known cumulative impacts from the development of WSEA and the likely growth in regional traffic

along the strategic road network surrounding the project. These impacts are detailed in Section 4.2

(proposed land use and staging), 4.4 (future network), and 5.5 to 5.10 (network performance and

infrastructure provision).

The Old Wallgrove Road corridor is directly connected to the strategic road network via Wallgrove

Road and the M7 Motorway and activity associated with its upgrade are unlikely to have a detrimental

effect on more sensitive land uses beyond what currently fronts the corridor. It is acknowledged that

the upgrade to intersections along Wallgrove Road will have to be managed with consideration and

attention to maintaining safety and efficient traffic flow during peak periods. The impacts from



construction will be managed through a construction traffic management plan, which is further

discussed in Section 5.11.6.

The cumulative impacts associated with future development of WSEA, the EPLRN and the

employment area to the south of the Sydney Water Pipeline have been acknowledged in this

assessment with the adoption of network changes as highlighted in Section 2.4.10. This study has

broadly accounted for the capacity needs for a future 2031 scenario, however, the detail associated

with the configuration of future network and its likely development impacts beyond 2021 will be further

assessed as part of future studies.

5.13 Mitigation Measures

Mitigation measures associated with the construction phase of the project are addressed in Section

5.11.6. These impacts should also take into consideration the potential cumulative impacts from the

staged development of WSEA and the opening of roads that are connected or planned to be

connected to the Old Wallgrove Road corridor in the future. Particular focus should be given to the

opening of Erskine Park Link Road and the impact on Old Wallgrove Road upgrade construction

activity, pedestrian and cyclists and access from existing local roads. This will be addressed as part

of the detailed design for the upgrade of Old Wallgrove Road and its supporting construction planning

stages.

An understanding of network performance in 2021 has been provided in sections 5.6 and 5.7, and

account for the cumulative impacts from growth in regional traffic and the staged development of

WSEA. The findings indicate that the mid-block road configuration for Old Wallgrove Road and Mini

Link shown in Figure 29 and the intersection configurations shown in Figure 31 are required to be

introduced when opening the corridor to traffic and will allow for predicted 2021 traffic demand.

More localised improvements have also been identified along Old Wallgrove Road (east), including

the banning of the right turn from Old Wallgrove Road to Wallgrove Road (south). This restriction in

movement is required to improve the operation of the intersection of Old Wallgrove Road and

Wallgrove Road, and would be supported by traffic management and signage that will direct traffic

along the new Mini Link connection to access areas to the south. Appropriate directional signage is

recommended to encourage a right turn movement along Mini Link from Old Wallgrove Road (west).

In addition, the intersection of Old Wallgrove Road with Wallgrove Road and M7 Motorway would be

designed to allow for the possible future introduction of this right turn movement, if it is deemed to be

required in the future.

Appraisal of the wider network has also indicated that external road network improvements will be

required to maintain traffic flow and minimise delay across the regional network. A failure to improve

the network in the longer term may have implications on access to and from the Old Wallgrove Road

corridor in the longer term (after 2021). It is recommended that all improvements identified in Section

6.3 are incorporated in the proposed design for the upgrade of Old Wallgrove Road.



6. Summary and Conclusions

6.1 Overview

This traffic modelling study has examined a wide range of issues in a complex land use and transport

planning environment. The purpose of the study was to assess the road corridor requirements for

upgrading Old Wallgrove Road and identify possible improvements required to surrounding

infrastructure. It is acknowledged that the need for improvements along the corridor and its supporting

strategic road and Motorway network is directly linked to accommodating additional travel demands

generated by the development of the Western Sydney Employment Area (WSEA), continued growth

in regional background traffic and a change in travel patterns linked to the opening of a new east-west

corridor.

From a traffic and transport point of view, the study has sought to address the following key issues:

Understand broader land use and transport context to ensure a coordinated and efficient

approach to land use planning, environmental management and transport infrastructure

investment is taken.

Assess existing traffic conditions along the surrounding road network and identify road network

performance, road capacity and safety measures.

Estimate future strategic traffic volumes for both Old Wallgrove Road and the wider road network

and provide an understanding of the likely re-routing and network performance impacts.

Assess the transportation impacts from the staged delivery of land use and road infrastructure

improvements within the Western Sydney Employment Area (WSEA).

Understand the potential impact from the introduction of different land use densities, types and

development patterns.

Develop preferred intersection layouts for Old Wallgrove Road that can serve the ultimate

development of WSEA, support regional transport network operations and maximise future

accessibility.

Develop a staged approach for the upgrade of Old Wallgrove Road with an aim of balancing short

term needs and sustainable longer term objectives in the delivery of sustainable transport network

upgrades.

Provide a design that supports the use of public transport, cycling and walking and helps NSW

Government achieve broader strategic planning objectives through better integration of land use

and transport.

6.2 Key Findings

The study adopted worst case scenario WSEA traffic generation rates and applied these in the

evaluations of future regional road network operations. The key findings from this Traffic Study can be

summarised as follows:

There is a need for capacity enhancements on the M4 Motorway, the M7 Motorway and Wallgrove

Road in the future, which impacts on the arrival patterns of traffic to WSEA and the efficient

operation of the network as a whole.

The capacity assessment indicates that the mid-block lane configuration for Old Wallgrove Road

and Mini Link would require:



– Three lanes per direction along Old Wallgrove Road between Wallgrove Rd and Mini Link to

cater for 2021 traffic demand.

– Old Wallgrove Road west of the Mini Link with Quarry Road intersection would require two

traffic lanes in each direction for 2021 traffic demand.

– The entire length of Mini Link is required to be two traffic lanes in each direction for 2021

traffic demand.

2021 future year intersection layouts align with the mid-block configuration and were

demonstrated to perform satisfactorily under peak operating conditions.

The development of the 2021 corridor arrangement and intersections should consider the ultimate

stage corridor spatial requirements and reserve land and configure carriageway to support future

upgrades.

The network experiences significant growth in traffic along Wallgrove Road and M7 Motorway

near the interchange with Old Wallgrove Road.

The review of long term project needs under a 2031 future year modelling scenario highlights:

There is a need for capacity enhancements on the M4 Motorway, M7 Motorway and Wallgrove

Road corridors.

Additional land to the South of WSEA could potentially be developed beyond 2031 and is the

subject of current investigation by the DoPI.

The Metropolitan Plan indicates long term plans to develop a strategic bus network that would link

the WSEA with regional cities and the planned North-West and South-West Growth Centres.

In order to safeguard for the future provision of bus priority facilities, and account for associated

localised widening at intersection approaches, it is preferable to reserve as part of the ultimate

design a continuous three-lane carriageway configuration in both directions throughout the entire

stretch of Old Wallgrove Road between Wallgrove Road and Roberts Road.

The introduction of the Southern Link Road Strategic Network changes traffic levels on Wallgrove

Road and M7 Motorway at Old Wallgrove Road.

6.3 Recommendations

6.3.1 Project Mid-Block Configuration

Based on the traffic assessment findings, it is recommended that the following road design

requirements are adopted:

The implementation of three traffic lanes in each direction between Wallgrove Road and Mini Link

/ Quarry Road intersection by the Year 2021.

The implementation of two traffic lanes in each direction between Mini Link/Quarry Road and

Erskine Park Link Road by the Year 2021.

The upgrading of Old Wallgrove Road between Mini Link Road and Southridge Street from two

traffic lanes in each direction in 2021 to a dual three lane traffic configuration with turning lanes by

2031 (refer to Figure 29).

The construction of a new road link (Mini Link) between the intersection of Old Wallgrove Road

with Quarry Road in the north and Wallgrove Road and the M7 Motorway northbound on-ramps

and off-ramps in the east.



The Old Wallgrove Road concept design provides an allowance for a continuous three traffic lane

configuration in each direction between Mini Link and Erskine Park Link Road intersections. This

supports any future redevelopment or expansion of the WSEA, as well as accommodating identified

future road based public transport enhancements.

6.3.2 Intersection Layouts

The recommended intersection layouts for the future year 2021 assessment are as shown in

Appendix A. Initial modelling for the 2031 future year scenario has indicated that all intersections can

operate satisfactory with capacity enhancements and widening within the reserved corridor footprint.

6.3.3 Regional Network

The EMME strategic modelling identified the potential need for road capacity enhancements at:

M4 Motorway westbound and eastbound at the M7 Motorway with Wallgrove Road Interchange.

M7 Motorway northbound and southbound between M4 Motorway and Old Wallgrove Road

interchanges.

Wallgrove Road northbound and southbound between the Great Western highway and the

Southern Road Link Network.

Mamre Road north of Erskine Park Road and south of Bakers Lane.

The PARAMICS microsimulation modelling highlights potential corridor operational capacity

deficiencies at:

M4 Motorway westbound off-ramp to southbound Wallgrove Road.

Wallgrove Road Southbound between M4 Motorway Interchange and Wonderland Drive.

M7 Motorway northbound ramps (on-ramp and off-ramp) at the intersection of Wallgrove Road

and Mini Link.

This will be subject to further investigation and a separate project and environmental assessment

process.

6.3.4 Traffic Management

It is recommended due to the planned speed environment, estimated traffic volumes, previously

identified crash history, and characteristics of the traffic likely to be generated by the WSEA that:

All intersections are signalised with appropriate turning bay provision and signal phasing; and

Direct private access driveways on Old Wallgrove Road are removed and redirected to the WSEA

local road network.

6.3.5 Bus Priority Measures

The State Plan targets increasing journey to work travel mode share on public transport and reducing

dependency on private cars. The design of the Old Wallgrove Road corridor considers this need and

has allowed for the future provision of a strategic bus corridor and more frequent bus services in the

Western Sydney Employment Area.

It is recommended that the concept and detailed design for the upgrade of Old Wallgrove Road takes

into account the opportunity to provide bus priority measures at intersections, such as bus queue

jumps, and considers this as part of developing the detailed design.



6.3.6 Shared Cycle/Pedestrian path

It is recommended that the design provides appropriate design provision to connect the planned

shared cycle/pedestrian path on the north side of Erskine Park Link Road with the regional cycle

facility along the M7 Motorway and planned DCP local connection within Eastern Creek. It is also

recognised that the southern side of Mini Link will offer a parallel shared path route as part of the

proposed upgrade works, which will be integrated with the existing shared path facility situated on

Wallgrove Road – M7 Motorway. These proposed design improvements will include appropriate

crossing facilities to offer attractive and safe link across proposed signalised intersections across the

Old Wallgrove Road corridor, as shown in the concept design.

6.3.7 Freight Movement

It is recommended that the design provides appropriate provision to allow for future enhancements in

heavy vehicle technology and increases in vehicle sizes. This should be concentrated on moving

trucks towards strategic regional Motorway corridors such as the M4 and M7.

6.3.8 Construction Traffic

The assessment of the additional traffic demand as a consequence of construction works indicate that

it would be modest when distributed on the surrounding road network and would not result in any

adverse effects on operational performance of key intersections.

Traffic management issues would need to be addressed with the preparation of a Traffic Management

Plan (TMP), which will be advanced as part of the construction staging package in the detailed design

project phase. This will require a number of mitigation measures to be implemented to ensure that

traffic impacts arising from construction activities are minimised. These additional measures may

include:

The installation of general warning signposting along Old Wallgrove Road and Wallgrove Road

on approaches to construction sites and activities. These will identify the change in operating

conditions and warn road users to observe construction related heavy vehicle movement and

changes in speed controls.

Development of suitable vehicle detour routes (if required) during specific construction activities.

Installation of specific warning signs at entrances to the construction site to warn existing road

users of entering and exiting construction traffic.

Installation of appropriate traffic control and warning signs for areas identified to have potential

safety risks.

Management of the transportation of construction materials to maximise operational efficiencies

and minimise heavy vehicle movements.

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