Transport Construction Authority Report for Auburn Stabling Project. Traffic Impact Assessment

Transport Construction Authority Report for Auburn Stabling Project November 2010

Contents 1. Introduction 1 2. Existing Conditions 2 2.1 Site Description 2 2.2 Existing Operations 4 2.3 Existing Road Network Characteristics 4 2.4 Existing Traffic Management Controls 8 2.5 Existing Traffic Volumes and Road Capacity 8 2.6 Existing Intersection Performances 12 2.7 Local Transport and Other Transport Issues 14 3. Proposed Development 18 3.1 General Description 18 4. Traffic Impacts during Construction 20 4.1 Traffic Generation during Construction 20 4.2 Construction Period Road Network and Intersection Performance 24 4.3 Local Transport and Other Transport Issues 26 5. Traffic Impacts during Operation 27 5.1 Traffic Generation Attributed to the Auburn Stabling Project (ASP) 27 5.2 Traffic Generation Attributed to the Auburn Maintenance Centre 28 5.3 Future Total Traffic Generation ASP and AMC 30 5.4 Future Traffic Assignment during Operational Phase 30 5.5 Future Road Network and Intersection Performance 31 6. Conclusions 35 Table Index Table 1 Functional Classification of Roads 4 Table 2 Average Daily Flows 8 Table 3 AM and PM Peak Flows 9 Table 4 Indicative Volume Capacity Ratios 10 Table 5 Environmental Capacity Performance Standards on Residential Streets 11 Table 6 Assessment of Environmental Capacity Performance Standards 11

Table 7 Measures of Effectiveness for Level of Service Definition for Intersections 12 Table 8 Performance Criteria at Intersections 13 Table 9 Existing Intersection Performance 13 Table 10 Affected Bus Service 16 Table 11 Rail Services through Clyde Station and Auburn Station 16 Table 12 Construction Period Traffic Movements 22 Table 13 Environmental Capacity Performance Review Construction 24 Table 14 Construction Period Intersection Performances 25 Table 15 Staffing Requirements 27 Table 16 Total Future Traffic Generation AMC Operation 28 Table 17 Personnel and Shift Configuration during Morning and Evening Peak Periods 29 Table 18 Total Future Traffic Generation AMC Operation 30 Table 19 Total Future Traffic Generation 30 Table 20 Environmental Capacity Performance Review - Operational 32 Table 21 Operational Intersection Performances 32 Figure Index Figure 1 Location Map 3 Figure 2 Figure 3 Figure 4 Looking east along Manchester Road from the intersection with Chisholm Road 5 Looking south along Chisholm Road from the intersection with Manchester Road 6 Looking west along the Private Road, located to the west of Manchester Road 7 Figure 5 Existing Pedestrian Footpaths 15 Figure 6 Construction Traffic Haulage Routes 23 Appendices A Traffic Counts B SIDRA Outputs

1. Introduction Transport Construction Authority (TCA) has commissioned GHD Pty Ltd (GHD) to undertake the Review of Environmental Factors (REF) for the Auburn Stabling Project (ASP). A major component of this is the. The ASP is proposed to be located on RailCorp land, known as the Clyde Marshalling Yards, approximately 20 kilometres west of the Sydney Central Business District and within the Auburn local government area. The ASP site is located to the south-west of the Main West Line rail corridor, with the following four main services: the North Shore and Western line which travels from Berowra via Sydney s north shore to Parramatta and onto Emu Plains and Richmond the South line which travels between the City Circle and Campbelltown via Granville the Blue Mountains line which travels from Central Station through the Blue Mountains to Lithgow the Carlingford line which travels between Clyde and Carlingford. This has been prepared in accordance with the Guide to Traffic Generating Developments (Roads and Traffic Authority 2002) and considers the following issues: Existing Conditions a review of existing road features, traffic volumes, existing intersections performances and public transport. Future Conditions a review of additional traffic generated during construction and from the future operation of the proposed development, the daily traffic profile of the ASP, traffic assignment, assessment of the impact of the construction and future operation of the ASP on the road network and intersection performances in the vicinity of the site. 1

2. Existing Conditions 2.1 Site Description The proposed ASP is situated in the south-western section of an industrial precinct known as Clyde Marshalling Yards. The Clyde Marshalling Yards is an historic term describing a rail operations area dating back to the late 1800s. This area currently incorporates both RailCorp and privately owned industrial land. The Clyde Marshalling Yards is bounded by Parramatta Road to the north, Duck River to the west, Rawson Street to the east and Manchester Road to the south and is split into two sections by the Main West Line rail corridor, which runs east west through the precinct. Land to the west of the proposed ASP is used for industrial and commercial purposes. These businesses are accessed via Manchester Road to the south of the site. Where Manchester Road turns in a northerly direction, it is parallel to the path of Duck River. At this point, Manchester Road becomes a private road owned by RailCorp (referred to as the Private Road). Access to the ASP site is via the Private Road. On the western side of Duck River land use predominantly consists of low density residential dwellings, however a small number of industrial properties are also located along the western bank of Duck River. Land to the south and south-east of the ASP site consists of low density residential dwellings. Approximately 350 metres to the south-east of the site, surrounding Auburn Station, is a commercial and business precinct. The Auburn town centre contains some multi-storey residential dwellings which are generally located above businesses located at street level. A number of community facilities are located in close proximity to the Auburn town centre. These include St John s Primary School, Trinity Catholic College and St Joseph s Public Hospital. Currently there are three existing rail facilities operating within the Clyde Marshalling Yards to the south/south-west of the Main West Line. These facilities are: MainTrain Facility generally situated within the central portion of the site AMC to the north-west of the MainTrain Facility and east of the proposed ASP Manildra to the east of the proposed ASP and the MainTrain Facility. Existing access to the MainTrain Facility by both vehicles and pedestrians is via a level crossing across the existing tracks. This crossing provides vehicular access to the MainTrain site from Manchester Road. Access to the AMC site is via Manchester Road and the Private Road. The level crossing at the Clyde end provides the vehicular connection between the Private Road and the AMC site. Pedestrian access routes around the ASP site are currently limited, and occur at three locations: from the car park, located off Manchester Road to the MainTrain Facility this access is via an existing pedestrian footbridge located adjacent to the existing level crossing and is generally used by MainTrain workers from the AMC car park, located to the north of the ASP site to the AMC this access is via an existing pedestrian overbridge and is used by AMC workers from Clyde Station along the rail corridor to the AMC this access is via an existing pedestrian pathway and provides access across Duck River. 2

The location of the site is shown in Figure 1. Figure 1 Location Map 3

2.2 Existing Operations This section describes the existing operational characteristics and land use traffic generation within the Clyde Marshalling Yards. The RailCorp owned area of the Clyde Marshalling Yards is used as a rail based maintenance facility, with a variety of functions associated with the servicing of existing rail related rolling stock including: construction and engineering of rolling stock components workshops for maintenance of rolling stock workshops for visual presentation of rolling stock, including painting and repair works to carriages storage of rolling stock components and related machinery testing tracks and rail lines for train and carriage interchanges ancillary land uses including administrative office space and car parking. The south-western section of the Clyde Marshalling Yards is primarily accessible via the Private Road. Traffic data collected along the Private Road provides an indication of existing traffic generation of the south-western precinct. This would include some of the traffic associated with the AMC, which has recently become operational. RailCorp has confirmed that the current staffing of the AMC is minimal and only represents the core administration group. Although construction activities have been completed, there are occasionally heavy vehicles accessing the site due to associated minor works. The existing vehicle traffic generation of the south-western section of the Clyde Marshalling Yards accessing via the Private Road was recorded to be 1,074 vehicles per day. Approximately 9.2 percent of the daily vehicle movements (99 vehicles per hour) occur during the morning peak and 8.5 percent (91 vehicles per hour) in the evening peak periods. 2.3 Existing Road Network Characteristics 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. The Roads and Traffic Authority (RTA) has developed a set of road hierarchy classifications (detailed in Table 1) indicating the typical daily and peak hour traffic 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 Daily Traffic Volume (vpd) Peak Hour Traffic Volume (vph) 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 Notes: vph vehicles per hour; vpd vehicles per day 4

2.3.1 Manchester Road This road functions as a collector road with connection to Chisholm Road and the Private Road (access to Clyde Marshalling Yards) at its western end and access to The Crescent South, Normanby Road and Cumberland Road at its eastern end. Manchester Road, shown in Figure 2, has two wide travel lanes, one in each direction, and sufficient width to accommodate kerbside parking lanes. This is a council maintained road. Figure 2 Looking east along Manchester Road from the intersection with Chisholm Road 2.3.2 Chisholm Road Chisholm Road, also a council maintained road, functions as a collector road with connection to Manchester Road at its northern end and Regents Park industrial area at its southern end. Chisholm Road, shown in Figure 3, has two wide travel lanes, one in each direction, and sufficient width to accommodate kerbside parking lanes. Chisholm Road runs north south and is located south of the ASP site. 5

Figure 3 Looking south along Chisholm Road from the intersection with Manchester Road 2.3.3 Private Road The Private Road, owned by RailCorp, functions as an industrial access road to RailCorp s maintenance facilities within the Clyde Marshalling Yards. The Private Road (shown in Figure 4) connects to Manchester Road and Chisholm Road at its eastern end and Clyde Marshalling Yards at its northern end. This road has a sealed carriageway comprising two wide travel lanes, one in each direction. The Private Road has low traffic volumes and is able to accommodate heavy vehicle traffic. This route is currently being used by heavy vehicles and employee traffic accessing sites within the Clyde Marshalling Yards. Residences with private driveway access are located along the southern side of the road while some industrial businesses are located along the northern side of the road. 6

Figure 4 Looking west along the Private Road, located to the west of Manchester Road 2.3.4 The Crescent The Crescent is a council maintained road. It functions as a collector road with connection to Manchester Road and Cumberland Road at its southern end and at its northern end forms a T-junction with South Parade and Alice Street. The Crescent connects to a short section of South Parade that leads towards the railway bridge onto Rawson Street. This road has two travel lanes, one in each direction, and sufficient width to accommodate kerbside parking lanes. The Crescent Road runs east west and provides the link from Manchester Road to Rawson Street. 2.3.5 Rawson Street Rawson Street is a classified regional road performing a sub-arterial function connecting to Parramatta Road at its northern end and St Hilliers Road and Olympic Drive at its south-eastern end. It has a twolane two-way divided carriageway with kerb and gutter between St Hilliers Road and Northumberland Road. There are two lanes on the eastbound direction for the whole stretch of the road. The westbound direction from Northumberland Road to Macquarie Road is reduced to one lane but widens back to two lanes up to The Crescent. Westbound from The Crescent to Yillowra Street is again reduced to one lane but widens back to two lanes from Yillowra Street all the way to the intersection with Parramatta Road. 2.3.6 Cumberland Road Cumberland Road is a council maintained road. It functions as a trunk collector road with connection to Manchester Road at its northern end and St Johns Road at its southern end. It has two wide travel 7

lanes, one in each direction, and sufficient width to accommodate kerbside parking lanes. Cumberland Road runs north south and parallel to Chisholm Road on the east side. 2.4 Existing Traffic Management Controls The existing road network near the vicinity of the ASP site comprises the following traffic management features. Stop Control: On the Manchester Road (east) approach to Chisholm Road On the Private Road approach to Chisholm Road. Sign-Posted Speed Limits: 60 km/h along Manchester Road 60 km/h along Chisholm Road 60 km/hr along The Crescent 50 km/h along Cumberland Road 20 km/hr along The Private Road 2.5 Existing Traffic Volumes and Road Capacity A review of existing traffic operating conditions along Manchester Road and Chisholm Road has been undertaken as part of this study. The traffic conditions along the roads in the vicinity of the ASP site were obtained by undertaking automatic traffic counts along Manchester Road and the Private Road and intersection turning counts at Manchester Road / Chisholm Road. The automatic counts were conducted over a period of seven days from 13 19 May 2010 while the intersection count was undertaken for a 2- hour time period during the morning and the evening peak periods on 13 May 2010. To supplement data from the traffic surveys, recent traffic data available from Auburn City Council was also obtained for the following roads: Chisholm Road (April 2010) Cumberland Road (November 2009) The Crescent (November 2009) Rawson Street (June 2009). A summary of the average daily traffic data (from the survey and from Council) is presented in Table 2. The peak hour traffic data is summarised in Table 3. Detailed results of the surveys are attached in Appendix A. Table 2 Location Average Daily Flows Weekday Direction one (vpd) % HV Direction two (vpd) % HV Chisholm Road (south of 2650 NB 6.3 1600 SB 8.7 8

Location Manchester Road) 1 Weekday Direction one (vpd) % HV Direction two (vpd) % HV Manchester Road (east of 2614 EB 10.2 1392 WB 12.4 Chisholm Road) 1 Private Road (west of 540 EB 15.8 534 WB 16.2 Chisholm Road) 1 The Crescent 2 7716 NB 8.0 7671 SB 9.1 Cumberland Road (south of 2722 NB 6.2 3442 SB 4.1 Manchester Road) 2 Rawson Street 2 9333 NB 10.9 7721 SB 15.2 Notes: NB = Northbound; SB = Southbound; EB = Eastbound; WB = Westbound, HV = Heavy Vehicles; vpd = vehicles per day. 1 GHD Survey data 2 Traffic data from Auburn City Council Table 3 AM and PM Peak Flows Location AM PM Direction one % HV Direction two % HV Direction one % HV Direction two % HV Chisholm Road (south of Manchester Road) 1 Manchester Road (east of Chisholm Road) 1 Private Road (west of Chisholm Road) 1 209 NB 9.1 67 SB 19.4 137 NB 8.7 122 SB 10.6 274 EB 6.2 91 WB 20.8 186 EB 11.8 123 WB 8.1 41 EB 17.1 74 WB 8.1 68 EB 11.7 44 WB 18.1 The Crescent 2 812 NB 7.1 775 SB 7.6 549 NB 6.9 618 SB 6.8 Cumberland Road (south of Manchester Road) 2 266 NB 9.0 285 SB 5.2 278 NB 5.3 354 SB 5.4 Rawson Street 2 693 NB 11.7 446 SB 18.3 663 NB 6.3 613 SB 8.5 Notes: NB = Northbound; SB = Southbound; EB = Eastbound; WB = Westbound, HV = Heavy Vehicles. 1 GHD Survey data 2 Traffic data from Auburn City Council 9

2.5.1 Road Capacity The capacity of urban roads is generally determined by the capacity of the intersections. However, typical one-way mid-block lane capacities for a median or inner lane on urban arterial roads under interrupted flow conditions are 900 vehicles per hour per lane (undivided road) 1,000 vehicles per hour per lane (divided road). 1 The capacity falls to 600 vehicles per hour per lane for a kerbside lane with occasional parked vehicles. These capacities at times may increase under ideal conditions to 1,200-1,400 vehicles per hour per lane. Based on this, the mid-block capacities for the roads can be estimated and compared to the existing traffic volumes. Table 4 presents the indicative range of the volume to capacity ratios for the observed peak flows on the adjacent road network. Table 4 Indicative Volume Capacity Ratios Location Indicative Mid-Block Capacity 3 (vph) AM Peak (vph) Volume Capacity Ratio (VCR) PM Peak (vph) Volume Capacity Ratio (VCR) Chisholm Road (south 1800 276 0.153 259 0.144 of Manchester Road) 1 Manchester Road (east of Chisholm Road) 1 2000 365 0.182 309 0.154 Private Road (west of 1800 115 0.064 112 0.062 Chisholm Road) 1 The Crescent 2 2000 1587 0.793 1167 0.583 Cumberland Road (south of Manchester Road) 2 1800 551 0.306 632 0.351 Rawson Street 2 1900 1139 0.599 1276 0.671 Notes: vph = vehicles per hour. 1 GHD Survey data 2 Traffic data from Auburn City Council 3 Indicative values based on road geometry and lower limits of capacity It is evident from Table 4 that the key roads are operating within the corresponding design capacity. 2.5.2 Environmental Capacity Performance Standards The peak hour flow environmental goal for local and collector roads is determined by the functional classification and the physical characteristics of the street. A summary of the environmental performance standards on local residential streets is provided by the Guide to Traffic Generating Developments (RTA, October 2002) and is presented in Table 5. The environmental performance standards indicated below are typically used for residential streets in urban 1 AUSTROADS Guide to Traffic Engineering Practice Part 2: Roadway Capacity (1999), Table 7.1 10

conditions and mainly relates to streets with direct access to residential properties. Trunk collector roads and spine roads with no direct property access can carry higher traffic flows. Table 5 Environmental Capacity Performance Standards on Residential Streets Road Class Maximum Speed (km/h) Peak Hour Volume (vph) Average Daily Traffic (vpd) Local Access way 25 100 maximum 1,000 maximum Local Street 40 200 environmental goal 300 maximum Collector Street 50 300 environmental goal 500 maximum 2,000 environmental goal 3,000 maximum 3,000 environmental goal 5,000 maximum In Table 6, the RTA guidelines have been applied to the existing peak hour flows on the local road network within the study area to determine whether these streets are meeting the environmental capacity. The environmental capacity performance standards outlined in Table 6 do not directly apply to The Crescent and Rawson Street owing to the fact that both roads function as trunk collector and subarterial roads with property access on only one side of the road. As such, Table 6 only provides an assessment for Chisholm Road, Manchester Road and the Private Road. Table 6 Assessment of Environmental Capacity Performance Standards Road Functional Classification Existing AM average peak hour two-way flows Existing PM average peak hour two-way flows Environmental Capacity (two-way flows) Volume compliance Chisholm Road (south of Manchester Road) Manchester Road (east of Chisholm Road) Private Road (west of Chisholm Road) Collector 276 259 500 Yes Collector 365 309 500 Yes Local 115 112 300 Yes The peak hour flows along Chisholm Road and Manchester Road are below the maximum environmental goal for a collector street. The peak hour flows along the Private Road are below the maximum environmental goal for a local residential street. The results in Table 6 indicate that the traffic demands on the road network in the vicinity of the ASP site during the morning and evening peak periods are within an acceptable range with regard to environmental capacity. 11

2.6 Existing Intersection Performances The performance of the existing road network is largely dependent on the operating performance of key intersections, which are critical capacity control points on the road network. The SIDRA Intersection Analysis model has been used to assess the existing peak hour operating performance of the following intersections: Chisholm Road/ Manchester Road/ Private Road Manchester Road/ The Crescent / Normanby Road/ Cumberland Road. The above intersections form part of the main routes that will be utilised to access the site and are likely to be impacted by the traffic generated by the ASP. The Level of Service (or LoS) is the standard used to measure the performance of the intersection operation. This is defined as the qualitative assessment of the quantitative effect of factors such as speed, traffic volume, geometric features, delays and freedom of movement. The level of service concept is applied to intersections through measures of effectiveness, as summarised in Table 7. Table 7 Measures of Effectiveness for Level of Service Definition for Intersections Intersection Control Sign or merge control Traffic Signals Roundabout Measure of Effectiveness Average Delay (sec/vehicle) Delay to critical movements Queue length for critical movements Average Delay (sec/vehicle) Delay to critical movements Degree of Saturation Cycle Length Queue length for critical movements Average Delay (sec/vehicle) Delay to critical movements Degree of Saturation Queue length for critical movements The criteria for evaluating the operational performance of intersections are provided by the Guide to Traffic Generating Developments (RTA 2002). Table 8 presents the equivalent Level of Service thresholds based on the RTA Guide. The boundary values for average vehicle delays for each Level of Service category as used in the SIDRA intersection modelling is also provided. These boundary values are used in the assessment of intersection operational performance. 12

Table 8 Performance Criteria at Intersections Level of Service Average Delay Per Vehicle (AVD), secs/vehicle Traffic Signals, Roundabout Give-Way and Stop Signs RTA Guide SIDRA boundary values A Less than 14 AVD 14.5 Good operation Good operation B 15 to 28 14.5 < AVD 28.5 Good with acceptable delays and spare capacity Acceptable delays and spare capacity C 29 to 42 28.5 < AVD 42.5 Satisfactory Satisfactory but accident study required D 43 to 56 42.5 < AVD 56.5 Operating near capacity E 57 to 70 56.5 < AVD 70.0 At capacity; at signals incidents will cause excessive delays Near capacity and other accident study required At capacity and requires other control mode F Greater than 70 AVD > 70.0 Roundabouts require other control mode The average delay assessed for signalised intersections is over all movements. 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. The existing performance of the subject intersections during the morning and evening peak periods resulting from the SIDRA analysis are presented in Table 9 and movement summary outputs are attached in Appendix B. Table 9 Existing Intersection Performance Intersection Peak Period Average Delay, secs Level of Service Degree of Saturation Comments (a) (b) (c) Chisholm Road/ Manchester Road/ Private Road AM 19.3 B 0.126 Worst movement Through from Manchester Road Approach All movements satisfactory 13

Intersection Peak Period Average Delay, secs Level of Service Degree of Saturation Comments (a) (b) (c) PM 16.2 B 0.071 Worst movement Through from Manchester Road Approach All movements satisfactory The Crescent /Manchester, Cumberland/ Normanby (roundabout) AM 14.4 A 0.375 Worst movement RT from Manchester Road Approach All movements satisfactory PM 16.6 B 0.143 Worst movement RT from Normandy Road Approach All movements satisfactory Notes: a) The average delay for sign controlled intersections is selected from the movement with the highest average delay. The average delay for roundabouts is selected from the movement on the approach with the highest average delay. b) The level of service for sign controlled intersections is based on the highest average delay per vehicle for the most critical movement during peak conditions. The level of service for roundabouts is based on the highest average delay per vehicle for the most critical movement. c) The Degree of Saturation is defined as the ratio of the arrival flow (demand) to the capacity of each approach. As summarised in Table 9, the intersections of Manchester Road / Chisholm Road and The Crescent / Manchester Road / Cumberland Road currently operate at a satisfactory level of service during morning and evening critical peak periods. 2.7 Local Transport and Other Transport Issues 2.7.1 Pedestrian and Cyclists Fairly low pedestrian activity was observed on the road network surrounding the ASP site. A footpath is provided along the southern side of Manchester Road, between Cumberland Road and Chisholm Road, which facilitates movement for pedestrians. There is also a pedestrian footpath from Clyde Station to the AMC (and ASP site). There are no cyclist facilities provided in the vicinity of the Clyde Marshalling Yards. The main desire line for pedestrian movement in the vicinity of the site is eastbound and westbound along Manchester Road, between the residential suburbs and the train station and town centre. Existing pedestrian facilities provide adequate linkages to the surrounding area and town centre. 14

Figure 5 shows the existing pedestrian desire lines. Figure 5 Existing Pedestrian Footpaths Legend Pedestrian footpath 15

2.7.2 Bus Services A bus service, provided by bus company Veolia, runs along Chisholm Road and Mona Street. The bus service provided is Route 908 that operates between Bankstown and Merrylands via Auburn. The operation of Route 908 is outlined in Table 10. Table 10 Affected Bus Service Route No. Route Description Weekday operation hours Weekday peak service frequency Weekday offpeak service frequency Weekend operation hours Weekend service frequency 908 Bankstown Auburn Merrylands 6.30am 6.30pm 30 mins 1 hour 7:45am 5.30pm 1 hour Levels of Services Only one bus route runs close to the study area. The route operates with a moderate level of service, with the frequency during the morning and evening peak periods of 30 minutes for the services to and from Bankstown. During weekends and the weekday off-peak, the frequency of the bus services declines, to a 1-hour frequency. The bus service provided can be used by workers to travel to and from the ASP site. It is unlikely the bus service would be impacted by additional traffic generation during the construction or future operational stages of the ASP site. 2.7.3 Rail Services The Main West Line is located to the north of the proposed ASP site. Auburn Station is located approximately 1.5 kilometres from the Clyde Marshalling Yards, along South Parade. Clyde Station is located 500 metres from the ASP site to the north-west, with a pedestrian footpath providing access from Clyde Station to the AMC. The operation of the Main West Line is outlined in Table 11. Table 11 Rail Services through Clyde Station and Auburn Station Route Description Weekday peak service frequency Weekday off-peak service frequency Weekend service frequency Western Line 15 mins 30 mins 30 mins Carlingford Line 30 mins 60 mins 60 mins South Line 10 mins 15 mins 30 mins Levels of Services The above information demonstrates that the Western Line operates with a moderate level of service, with the frequency during the morning and evening peak periods of 15 minutes for the services between Penrith and Hornsby. During weekends and weekday off-peak, the frequency of the rail services 16

declines, to a 30-minute frequency. The Carlingford Line operates with a 30 minutes frequency for peak period and 1 hour frequency for off-peak and weekends. The South Line operates with a good level of service, with a frequency of 10 minutes for services during the weekday peak period and 15 minutes during the weekday off-peak period. On weekends, the South Line operates on a 30-minute frequency. 17

3. Proposed Development 3.1 General Description The following sections describe the key features of the ASP. stabling facility capable of holding up to 16 eight-car suburban train sets, in the following arrangement: five terminating tracks along the western edge of the stabling yard which would be accessed from the Auburn Junction six through tracks which can be accessed from either the Auburn or Clyde Junctions five terminating tracks along the eastern edge of the stabling yard which would be accessed from the Clyde Junction walkways constructed between stabling tracks to provide access for personnel to the stabled trains one full length elevated walkway in the centre of the facility located at a level that provides door level access to two stabled trains connections from the existing network to the stabling facility in the vicinity of Auburn and Clyde Stations, involving track work, overhead wiring and signalling primary administration, amenities and storage building which would provide office space, storage facilities and staff amenities secondary amenities and storage building which would provide unisex toilet, storage and first aid facilities a new sectioning hut may be required to assist with powering the stabling facility new staff car park adjacent to the primary administration, amenities and storage building, with provision for approximately 40 vehicles changed access to the MainTrain site, involving the construction of a new overbridge to provide pedestrian and vehicular access across the proposed ASP tracks road works associated with connecting the ASP into the existing street network on the Private Road and at Manchester Road at the location of the new MainTrain access drainage works across the site with a stormwater drainage system noise attenuation structures (e.g. noise walls) two dry detention basins to supplement the site drainage and to mitigate against potential flooding remediation works on the site involving a cap and containment strategy. The works outlined below comprise the traffic and transport related components of the ASP. At-grade walkways through stabling area A series of at-grade walkways would be constructed throughout the stabling yard between the parallel tracks. The proposed walkways would provide cleaning personnel access to the stabled trains, with access available from both sides of each train. At the centre of the stabling yard (likely to be between 18

tracks 8 and 9 which are both through tracks), an elevated walkway would be constructed to provide door level access to the trains stabled on these tracks. Staff Car parking A new staff car park is to be constructed adjacent to the primary administration, amenities and storage building. This car park would be located directly adjacent to the AMC car park and would have space for approximately 40 vehicles. Roadworks A new access road would be provided from the Private Road near Duck River. This access would provide access to the primary building located within the ASP site. A new access point from Manchester Road would be required to provide access to the MainTrain Facility via a new overbridge. The new access is required as the existing access is via a level crossing which would not be able to operate during the operation of the stabling yard due to the frequency of services accessing the site. The new overbridge would be located at the western end of the existing MainTrain car park, approximately 200 metres east of Chisholm Road. The overbridge is to be positioned where the existing tracks are located within a cutting, to minimise the extent of earthworks and substructure required. The bridge would have a span of approximately 20 metres, located approximately six metres above the tracks to provide the required clearance for the new OHW lines. The road approaches would consist of three metre high embankment structures; however the intersection of the new access with Manchester Road would be constructed at the current level. The construction of the new overbridge would require the existing MainTrain car park to be modified, with the temporary loss of 32 car spaces during construction. Should replacement parking spaces be required to meet the parking demand at this site, an alternative location to offset the temporary loss of parking would be investigated prior to construction. The existing level crossing would remain in use for service maintenance and emergency access only. Lockable gates would be installed at the level crossing to prevent everyday use of this crossing. The ASP would not alter the existing MainTrain car park access, with the existing access to continue to provide access to the car park. 19

4. Traffic Impacts during Construction During the construction period, traffic movements would predominantly be related to the arrival and departure of construction workers and the delivery of material and equipment. The construction of the ASP would require approximately 22,400 truck movements. Construction workers movements are estimated at 190 per day. The following sections provide an assessment of the impact of the constructions works on the intersections of Manchester Road / Chisholm Road / Private Road and that of The Crescent / Manchester Road / Cumberland Road. 4.1 Traffic Generation during Construction 4.1.1 Construction Program The construction program for the ASP is divided into four distinct phases of work as follows: Enabling works: involves the adjustment of any existing services within the ASP site that have the potential to affect the reliability of the main rail corridor. Main works: involves earthworks, construction of stabling facilities including the amenities building and overbridge, laying of track work and installation of signalling, power supply and other systems. Commissioning: involves the testing of all infrastructure and equipment prior to the ASP becoming operational for the stabling of trains. Demobilisation and rehabilitation of construction areas: involves the removal of all portable offices and amenities and removal of temporary service utility connections. Landscaping may also be undertaken as part of this final stage of the ASP. 4.1.2 Proposed Work Hours The construction period is likely to occur over a 24-month duration. The working hours proposed for the construction period would be as follows: Monday to Friday (7:00am 6:00pm) Saturday (8:00am 1:00pm) Sunday and public holidays (no work). There is potential for some out of hours construction (excluding any works undertaken during possession periods) in order to minimise the impacts on surrounding land uses. All works would be undertaken in line with the TCA Construction Noise Strategy. Night works would be required to be undertaken during a number of possession periods to connect the overhead wiring for the ASP into the existing CityRail network. Track and signalling connections would be completed as part of the Lidcombe to Granville Corridor Upgrade Program (LGCUP). These works would potentially occur for 24 hours a day during the scheduled possession periods. These possession periods form part of the RailCorp possession regime and would occur regardless of the ASP. 20

4.1.3 Construction Staging The construction timeframe is anticipated to commence late 2011 with a target completion date of end 2013. The indicative construction timeframe is as follows: Remediation works to take place from late 2011 to early 2013 Construction of the ASP with local signalling programmed to be carried out from late 2011 until late 2013 Full integration of the signalling with the main network by 2017. 4.1.4 Heavy Vehicle Generation The total number of truck movements is estimated to be approximately 22,400 over the duration of the construction phase, based on single body truck movements. These movements include 8,600 truck movements associated with the importation of material for earthworks. These 8,600 movements for earthworks would occur over approximately a one year period (260 regular working days plus 50 Saturdays) with peak movements of approximately 30 movements per day, or 3 per hour. The other truck movements (13,800) are associated with the deliveries of construction components and materials expected to occur over the two-year duration of the construction. These movements translate to approximately 24 truck movements (during the construction peak period) per day or approximately 3 truck movements per hour during the peak hour. To provide a worst-case assessment of the busiest phase of construction, it has been assumed that a maximum of 54 truck movements per day or 6 truck movements per hour would be required. The majority of truck movements would occur during daylight construction hours. Some deliveries and removal of equipment (such as large cranes) at the site may require trucks to be used outside normal construction hours in accordance with RTA requirements. 4.1.5 Light Vehicle Traffic Generation It is estimated that approximately 95 construction personnel would be on site daily. Based on the worstcase assumption of a car driver rate of 100 per cent (i.e. each employee driving a car), traffic generation in the order of 190 light vehicle movements per day is expected and the workforce traffic movements are likely to be distributed based on a 100/0 split between arrivals and departures during the morning peak period and the reverse during the evening peak period. Based on the above assumptions, the traffic generation during the weekday construction morning peak period is estimated to be 95 light vehicle movements inbound and zero outbound while in the evening peak period, it is estimated to be the reverse at zero light vehicle movements inbound and 95 light vehicle movements outbound. 4.1.6 Total Construction Period Traffic Generation A summary of the traffic movements during the construction period is shown in Table 12. 21

Table 12 Activity Construction Period Traffic Movements Daily traffic movements (vtpd) AM and PM Peak construction traffic movements (vtph) Light Vehicles 190 95 Heavy Vehicles 54 6 Total 244 101 Notes: vtpd = vehicle trips per day 4.1.7 Traffic Assignment during Construction The existing directional traffic flows along the local traffic network surrounding the site forms the basis for the assumptions on the likely traffic movements during construction. For the purpose of this assessment, the future assignment of traffic generated by the proposed development has been predicted on the basis of the current directional split of traffic at the intersection of Manchester Road and Chisholm Road. The flows were observed as follows: Morning Peak 51 per cent or 48 light vehicles and 2 heavy vehicles approach the ASP site via Manchester Road (east of Chisholm Road) 49 per cent or 47 light vehicles and 1 heavy vehicle approach the ASP site via Chisholm Road (south of Manchester Road) 100 per cent of vehicles approach/ depart the ASP site via the Private Road (west of Manchester Road) 67 per cent or 2 heavy vehicles depart the Private Road via Manchester Road (east of Chisholm Road) 33 per cent or 1 heavy vehicle departs the Private Road via Chisholm Road (south of Manchester Road). Evening Peak 67 per cent or 2 heavy vehicles approach the ASP site via Manchester Road (east of Chisholm Road) 33 per cent or 1 heavy vehicle approaches the ASP site via Chisholm Road (south of Manchester Road) 100 per cent of vehicles approach/ depart the ASP site via the Private Road (west of Manchester Road) 44 per cent or 41 light vehicles and 2 heavy vehicles depart the Private Road via Manchester Road (east of Chisholm Road) 56 per cent or 54 light vehicles and 1 heavy vehicle depart the Private Road via Chisholm Road (south of Manchester Road). The likely haulage route is shown in Figure 6. 22

Figure 6 Construction Traffic Haulage Routes 23

It is also noted that the RTA has designated routes for B-Doubles. The estimated number of truck movements assumes single body trucks would be deployed. The truck numbers would be reduced significantly if larger trucks or B-Doubles were deployed but the traffic assignment for the truck movements would have to conform to the RTA designated routes for B-Doubles. Truck movements to the arterial road network would travel along Manchester Road, The Crescent and across the rail corridor, right into Rawson Street, left into St Hilliers Road, where both Parramatta Road and the M4 Motorway can be accessed to travel to either the east or west. 4.2 Construction Period Road Network and Intersection Performance 4.2.1 Environmental Capacity Performance Standards The RTA guidelines described in Section 2.5.1 have been applied to the construction period peak hour flows on the road network surrounding the site to determine whether each street would meet its environmental capacity. The environmental capacity performance of the road network in the vicinity of the site under construction period conditions is shown in Table 13. Table 13 Environmental Capacity Performance Review Construction Road Functional Classification Proposed AM average peak hour two-way flows Proposed PM average peak hour two-way flows Environmental Capacity (two-way) flows) Volume compliance Chisholm Road (south of Manchester Road) Manchester Road (east of Chisholm Road) Private Road (west of Chisholm Road) Collector 325 315 500 Yes Collector 417 354 500 Yes Local 216 213 300 Yes The results indicate that the construction period traffic demands on the road network in the vicinity of the ASP site during the peak hours is within an acceptable range with regards to environmental capacity. 4.2.2 Intersection Performance The main traffic impact concerns the effect of the additional vehicles on the operational performance of key intersections. The SIDRA model has been used to assess the operational performance of the intersections of Chisholm Road / Manchester Road and The Crescent / Manchester Road / Cumberland Road. 24

Table 14 Construction Period Intersection Performances Intersection Peak Period Average Delay (secs) Level of Service (LOS) Comments Chisholm Road/ Manchester Road/ Private Road AM 18.3 B Worst movement Through from Manchester Road Approach All movements satisfactory PM 17.2 B Worst movement Through from Manchester Road Approach All movements satisfactory The Crescent / Manchester Road / Cumberland Road / Normanby (roundabout) AM 14.7 B Worst movement RT from Manchester Road Approach All movements satisfactory PM 16.7 B Worst movement RT from Normandy Road Approach All movements satisfactory Notes: a) The average delay for sign controlled intersections is selected from the movement with the highest average delay. The average delay for roundabouts is selected from the movement on the approach with the highest average delay. b) The level of service for sign controlled intersections is based on the highest average delay per vehicle for the most critical movement during peak conditions. The level of service for roundabouts is based on the highest average delay per vehicle for the most critical movement. The average delay per vehicle for the worst movement has decreased compared to the existing mainly due to the increase in traffic volume (more vehicle sharing the delay time, hence lower average). The results of the SIDRA analysis indicate that the subject intersections would operate satisfactorily under the projected construction traffic demand, with a minor increase in delay in some of the movements during the morning and evening peak periods compared to the existing situation. The results revealed both the intersection of Chisholm Road / Manchester Road / Private Road and the roundabout of The Crescent / Manchester Road / Cumberland Road / Normanby Road operate at Level of Service B for both the morning and evening peak periods. 25

4.3 Local Transport and Other Transport Issues 4.3.1 Pedestrian and Cyclists The increase in vehicle movements generated by the construction at the ASP site is not likely to impact pedestrians and cyclists in the vicinity of the site due to the low number of additional vehicles generated. The pedestrian access to Clyde Station would be retained and would not be impacted by the proposed development. There are no designated cycle paths in the vicinity of the ASP site but cyclists could potentially use the existing footpath along Manchester Road, albeit very minimal. The additional number of vehicles to be generated by the ASP is also not likely to impact on cyclists. The construction of the proposed overbridge would not adversely impact the users of the existing pedestrian footbridge from the MainTrain car park to the MainTrain Facility. The existing pedestrian footbridge would be retained throughout the construction of the proposed overbridge to ensure pedestrians retain their access to the MainTrain Facilty. 4.3.2 Public Transport Bus services in the vicinity of the site would not be adversely affected by the construction at the site. The proposed development would retain satisfactory access to Manchester Road and Chisholm Road which link the site to the bus and rail services. Train services to on the Main West Line can be used by workers to travel to and from the ASP site. The rail service would not be impacted by the construction or future operation of the ASP. 4.3.3 Construction Parking A temporary parking area would be designated on the ASP site to accommodate construction staff parking and heavy vehicle parking. The location of the temporary parking area is likely to be within the construction site to the west of the proposed overbridge, although this would be confirmed developed during detailed design. The construction of the new MainTrain overbridge would involve the temporary removal of 32 parking spaces within the existing MainTrain car park. The need to offset the loss of parking, and an alternative location, would be investigated prior to construction as part of the Traffic Management Plan. The construction of the overbridge would not impact upon the existing access to the MainTrain car park. 26

5. Traffic Impacts during Operation The projected traffic generation during operation would be determined mainly by the number of employees and the associated car usage rate and the number of heavy vehicles likely to access the ASP site. Information on the future number of employees was derived from information provided by RailCorp and may be considered preliminary. The number of heavy vehicles likely to access the site is anticipated to be low. 5.1 Traffic Generation Attributed to the Auburn Stabling Project (ASP) 5.1.1 Future Light Vehicle Traffic Generation of the Site Table 15 identifies the personnel required on site during operation. Table 15 Staffing Requirements Staff Groups Total Quantity Maximum at one time Timing of Maximum Train crew Drivers 35-40 16 3am to 5am 9pm to 12 midnight Guards 25-30 16 3am to 5am 9pm to 12 midnight Depot manager and personal assistant to the depot manager 2 2 Day shift Operations standards managers 1 1 Day/night shift rotation Administrative staff 1 1 Day shift Presentation services Shift manager 1 1 Various Supervisor 3 1 All year round Cleaners 22 13 9pm to 5.30am (7 days) Operations (yard control) Operations control 5 1 All year round Security Guard 2 2 24 hour presence Train technicians Technician 2 1 24 hour presence 27

Asset maintenance Maintenance staff Roving crews would respond to service calls and the maintenance schedule. Table 15 provides an indication of maximum number of staff present at the facility at any one time during operation. Although shift configuration is unknown, it is assumed that there would be a maximum of 52 personnel on-site at one time and they would arrive and depart at different times during a typical weekday. In assessing a worst-case scenario, it has been assumed that the shift changeover period would occur during the morning and evening peak periods. The future peak hour employee traffic generation during the weekday peak period is assumed to be a maximum of 52 light vehicle movements inbound and 52 light vehicle movements outbound during the morning peak and evening peak. 5.1.2 Future Heavy Vehicle Traffic Generation of the Site - ASP It is expected that truck movements during operation would be minimal. At most, it would be two trucks per day. 5.1.3 Total Traffic Generation from the ASP The daily peak hour traffic generation of the ASP is set out in Table 16. The maximum traffic generation due to the operation of the AMC is in the order of: 104 light vehicle movements per hour during morning peak period, comprising 104 employee trips (52 in and 52 out) and 2 heavy vehicle movements (1 in and 1 out) 104 light vehicle movements per hour during evening peak period, comprising 104 employee trips (52 in and 52 out) and 2 heavy vehicle movements (1 in and 1 out). Table 16 Total Future Traffic Generation AMC Operation Component Morning Peak (vtph) Evening Peak (vtph) Employee Traffic 104 104 Heavy Vehicle Traffic 2 2 Total 106 106 Notes: vtph vehicle trips per hour 5.2 Traffic Generation Attributed to the Auburn Maintenance Centre Construction of the AMC has recently been completed and operations are still in the initial stages. RailCorp has advised that only core administrative staff and personnel are currently attending the site and hence, the traffic counts undertaken for this study would not yet include the maximum expected traffic generation numbers for staff movements. 28

5.2.1 Employee Traffic Generation - AMC Under operational conditions, it was assumed that there would be a maximum of 90 AMC employees onsite at one time, which would arrive and depart at different times during a typical weekday. The assumed typical car driver rate is 100 percent (i.e. each employee driving a car), which has been used for the purpose of understanding the impacts from a worst-case assessment. It was assumed the facility would be staffed by shift workers as well as staff working general office hours. A total of 8 staff would work during general office hours and approximately 300 (AMC and RailCorp) staff would work on shifts on any one 24 hour period. The peak traffic generation period was expected to occur during the shift changeover periods, during the arrival of employees commencing a shift and the departure of employees that have finished a shift. To allow a worst-case assessment it was assumed that this changeover period would occur during the morning and evening peak periods. In addition to the traffic generated by the shift changeover, the arrival and departure of the office workers is likely to occur during the morning and evening peak periods. Hence, the operational peak hour employee traffic generation during the weekday peak periods was assumed to be a maximum of 218 light vehicle movements per hour comprising 128 inbound and 90 outbound during the morning peak period. During the evening peak period, an estimated 90 inbound and 128 outbound would occur. These estimates are based on a 50 / 50 split between arrivals and departures for shift workers during morning and evening peak periods and a 100 / 0 split between arrivals and departures for office workers during the morning peak and with the reverse split during the evening peak as outlined in Table 17. Table 17 Personnel and Shift Configuration during Morning and Evening Peak Periods Total 6am Shift 8am Shift 6pm Shift 4:30pm Shift AMC Personnel Max No. On-site at one time 90 40 in / 40 out 50 in / 50 out 40 in / 40 out 50 in / 50 out RailCorp Personnel Administration Crew 8 60 30 in 8 in 8 out 30 out Total changeover during peak periods 128 in / 90 out 90 in / 128 out 218 Total 218 Total 5.2.2 Heavy Vehicle Traffic Generation of the Site - AMC It was noted that most deliveries would be made by rail and road deliveries by truck would be minimal. Under operational conditions, it was estimated that 66 heavy vehicle movements would be generated by the AMC site per day. This figure of 66 (33 in and 33 out) was provided by RailCorp at the time of the assessment (July 2006) and was expected to consist of 8 large trucks and 25 small trucks. It was further assumed that 20 per cent of all daily truck movements would occur during the morning peak period and evening peak periods. Based on the operating conditions observed, the majority of existing heavy vehicle generation would have an arrival/ departure split of 50/ 50 in the morning peak 29

period and 50/ 50 in the evening peak period. Application of these assumptions yielded a traffic generation during the weekday peak period of 6 vehicles per hour, comprised of 3 in / 3 out during the morning peak period and evening peak periods. 5.2.3 Total Traffic Generation from the AMC The daily peak hour traffic generation of the AMC is set out in Table 18. The maximum traffic generation due to the operation of the AMC is in the order of: 224 light vehicle movements per hour during morning peak period, comprising 218 employee trips (128 in and 90 out) and 6 heavy vehicle movements (3 in and 3 out) 224 light vehicle movements per hour during evening peak period, comprising 218 employee trips (90 in and 128 out) and 8 heavy vehicle movements (3 in and 3 out). Table 18 Total Future Traffic Generation AMC Operation Component Morning Peak (vtph) Evening Peak (vtph) Employee Traffic 218 218 Heavy Vehicle Traffic 6 6 Total 224 224 Notes: vtph vehicle trips per hour 5.3 Future Total Traffic Generation ASP and AMC In total, the maximum peak hour traffic generation of the site is set out in Table 19, accounting for the future operation of the ASP and the AMC: 330 vehicle movements per hour during morning peak period, comprising 322 employee trips (180 in and 142 out) and 8 heavy vehicle movements (4 in and 4 out) 330 vehicle movements per hour during evening peak period, comprising 322 employee trips (142 in and 180 out) and 8 heavy vehicle movements (4 in and 4 out). Table 19 Total Future Traffic Generation Component Morning Peak (vtph) Evening Peak (vtph) Employee Traffic 322 322 Heavy Vehicle Traffic 8 8 Total 330 330 Notes: vtph vehicle trips per hour 5.4 Future Traffic Assignment during Operational Phase The existing directional traffic flows along the local traffic network surrounding the site forms the basis for the assumptions on the likely traffic movements during construction. For the purpose of this assessment, 30

the future assignment of traffic generated by the proposed development during the operational phase has been predicted on the basis of the current directional split of traffic at the intersection of Manchester Road and Chisholm Road. The flows were observed as follows: Morning Peak 51 per cent or 92 light vehicles and 2 heavy vehicles approach the ASP site via Manchester Road (east of Chisholm Road) 49 per cent or 88 light vehicles and 2 heavy vehicle approach the ASP site via Chisholm Road (south of Manchester Road) 100 per cent of vehicles approach/ depart the ASP site via the Private Road (west of Manchester Road) 55 per cent or 78 light vehicles and 2 heavy vehicles depart the Private Road via Manchester Road (east of Chisholm Road) 45 per cent or 64 light vehicles and 2 heavy vehicles depart the Private Road via Chisholm Road (south of Manchester Road). Evening Peak 55 per cent or 78 light vehicles and 2 heavy vehicles approach the ASP site via Manchester Road (east of Chisholm Road) 45 per cent or 64 light vehicles and 2 heavy vehicles approaches the ASP site via Chisholm Road (south of Manchester Road) 100 per cent of vehicles approach/ depart the ASP site via the Private Road (west of Manchester Road) 44 per cent or 79 light vehicles and 2 heavy vehicles depart the Private Road via Manchester Road (east of Chisholm Road) 56 per cent or 101 light vehicles and 2 heavy vehicles depart the Private Road via Chisholm Road (south of Manchester Road). 5.5 Future Road Network and Intersection Performance 5.5.1 Environmental Capacity Performance Standards The RTA guidelines described in Section 2.5.1, have been applied to the operational peak hour flows on the road network surrounding the site to determine whether streets are meeting their environmental capacity, for the operational traffic demands. The environmental capacity performance of the road network in the vicinity of the site under operational conditions is shown in Table 20. 31

Table 20 Environmental Capacity Performance Review - Operational Road Functional Classification Proposed AM average peak hour two-way flows Proposed PM average peak hour two-way flows Environmental Capacity (two-way flows) Volume Compliance Chisholm Road (south of Manchester Road) Manchester Road (east of Chisholm Road) Private Road (west of Chisholm Road) Collector 432 428 500 Yes Collector 539 470 500 Partly Local 445 442 300 No The results in Table 20 indicate that the operational traffic demands on both Manchester Road and Chisholm Road in the vicinity of the site during the peak periods are within an acceptable range with regard to environmental capacity except for Manchester Road AM peak where the average peak hour two-way flow exceeds the environmental capacity. The Private Road exceeds the environmental capacity in the morning and evening peak periods. This road is a private road that was built for the purpose of accessing the Clyde Marshalling Yards site and has limited access points. Therefore any potential impacts would be isolated to the Private Road and are not likely to significantly impact on the surrounding road network. 5.5.2 Intersection Performance The main traffic impact concerns the effect of the additional vehicles on the operational performance of key intersections. The SIDRA model has been used to assess the operational performance of the following intersections: Chisholm Road/ Manchester Road/ Private Road Manchester Road/ The Crescent South/ Cumberland Road. The results of the analysis are contained in Table 21. Table 21 Operational Intersection Performances Intersection Peak Period Average Delay (secs) Level of Service (LOS) Comments Chisholm Road/ Manchester Road/ Private Road AM 18.7 B Worst movement LT from Manchester Road Approach All movements satisfactory 32

Intersection Peak Period Average Delay (secs) Level of Service (LOS) Comments PM 15.8 B Worst movement LT from Manchester Road Approach All movements satisfactory Crescent /Manchester, Cumberland/Normanby (roundabout) AM 14.5 A Worst movement RT from Cumberland Road Approach All movements satisfactory PM 17.1 B Worst movement RT from Normandy Road Approach All movements satisfactory Notes: a) The average delay for sign controlled intersections is selected from the movement with the highest average delay. The average delay for roundabouts is selected from the movement on the approach with the highest average delay. b) The level of service for sign controlled intersections is based on the highest average delay per vehicle for the most critical movement during peak conditions. The level of service for roundabouts is based on the highest average delay per vehicle for the most critical movement. The average delay per vehicle for the worst movement has decreased compared to the existing mainly due to the increase in traffic volume (more vehicle sharing the delay time, hence lower average). The results of the SIDRA analysis indicate that the intersections of Chisholm Road/Manchester Road/Private Road and Manchester Road/The Crescent South/Cumberland Road would both operate at a good level of service under the projected operational traffic demand. 5.5.3 Staff Parking The new staff car park would have space for approximately 40 vehicles. It has been assumed that the maximum number of staff that could be on-site at one time would be 52 staff. To cater to a potential shortfall in the number of car parking spaces within the ASP parking area, there is an arrangement with the adjacent AMC car park to allow for additional parking spaces to be utilised by ASP staff where necessary. 5.5.4 Pedestrian and Cyclists The increase in truck movements generated by the operation of the site is not likely to impact on pedestrians and cyclists in the vicinity of the site as the low number of additional vehicles generated are not likely to conflict with the pedestrian desire line along Manchester Road. 33

To encourage staff to cycle to work, one of the sustainability initiatives identified for further consideration during the detailed design is to provide bicycle lockers and/or racks near the entrance to the site for at least 5 per cent of the permanent staff. 5.5.5 Public Transport The ASP is located in close proximity to public transport with Clyde and Auburn Stations in the vicinity of the ASP. Given the operation hours and shift start and finish times it is considered public transport is unlikely to be used. The operation of the ASP would not adversely impact upon the operation of any public transport networks. 34

6. Conclusions The following conclusions are made based on the above investigations: The existing road conditions along Manchester Road, Chisholm Road and the Private Road are generally considered satisfactory to accommodate the additional number and type of vehicles likely to be generated by the construction and operation of proposed development, based on a worst-case assessment. The worst-case assessment of the additional traffic demand on Manchester Road, Chisholm Road and the Private Road as a consequence of the construction and operation of the proposed development concluded that it had minimal impact on the current network operations and is considered acceptable. The worst-case assessment also concluded that increases in traffic generated during the construction period and by the proposed development would be modest when distributed on the surrounding road network, and would not result in any adverse effects on the operational performance of key intersections. Additional traffic demand on Manchester Road and Chisholm Road as a consequence of the construction and operation of the proposed development is considered acceptable and does not increase the level of traffic activity on these roads to an unacceptable level. The projected traffic demand on these roads, as a result of construction and operation of the proposed development, is within the limits specified by the RTA Guidelines for collector roads. The operational peak hour traffic volumes on the Private Road (west of Manchester Road) exceed the acceptable traffic volume for a local road, and exceed the environmental capacity in the morning and evening peak periods. This road is a private road that was built for the purpose of accessing the Clyde Marshalling Yards site and has limited access points. As a result, potential impacts would generally be isolated to the Private Road and are not likely to significantly impact on the surrounding road network. Future traffic levels along the road network in the vicinity of the site, including both Manchester Road and Chisholm Road during the peak periods are generally within an acceptable range with regard to environmental capacity. However, the average AM peak flow on Manchester Road is expected to slightly exceed the environmental capacity. Additional traffic demand on Manchester Road and Chisholm Road as a consequence of the proposed development is not likely to have a significant impact on pedestrians and cyclists or public transport services. The ASP staff car park would accommodate 40 vehicles. An arrangement has been made with the adjacent AMC car park to cater to the potential overflow should there be a shortfall in the number of car parking spaces particularly during shift changeovers. As this would potentially occur only during shift changeovers, the overflow would be temporary in nature and during short time periods of the day. 35

Appendix A Traffic Counts

4249 - Manchester Road, Auburn - IC May-10 JOB NUMBER 4249 JOB NAME CLIENT SURVEY TYPE DATE Manchester Road, Auburn GHD Intersection Count (IC) Thursday, 13 May 2010 SURVEY LOCATIONS 1 Chisholm Road and Manchester Road 2 John Holland Car Park Entrance Austraffic (NSW) - 2/33 Daking Street, North Parramatta, NSW 2151 - Ph: (02) 9683 3444- Fax: (02) 9683 3466

Intersection of Chisholm Road and Manchester Road Thursday, 13 May 2010 Austraffic Survey Start 7:00 AM 16:00 PM Intersection Type T Junction Intersection No. 1 North Approach East Approach Manchester Road South Approach Chisholm Road West Approach Manchester Road Date 13/05/10 Classification Light Heavy Manchester Road 11 10 N 9 7 5 6 Manchester Road Chisholm Road Camera Position VEHICLE MOVEMENT VEHICLE MOVEMENT TIME PERIOD 4 5 6 7 8 1 2 3 11 12 9 10 GRAND TOTAL Light Heavy Light Heavy Light Heavy Light Heavy Light Heavy Light Heavy Light Heavy Light Heavy Light Heavy Light Heavy Light Heavy Light Heavy Light Heavy 11 0 11 11 5 16 36 0 36 10 0 10 1 3 4 2 0 2 71 8 79 7:00-7:15 7:15-7:30 9 0 9 8 1 9 47 6 53 13 0 13 1 0 1 1 0 1 79 7 86 7:30-7:45 8 0 8 15 2 17 38 7 45 5 0 5 3 0 3 3 0 3 72 9 81 7:45-8:00 1 0 1 14 2 16 36 5 41 5 1 6 1 0 1 4 0 4 61 8 69 8:00-8:15 7 0 7 9 2 11 41 4 45 7 1 8 1 0 1 2 1 3 67 8 75 8:15-8:30 4 2 6 12 2 14 45 3 48 5 1 6 0 3 3 5 1 6 71 12 83 8:30-8:45 7 0 7 23 1 24 41 1 42 2 0 2 4 0 4 0 2 2 77 4 81 8:45-9:00 4 1 5 14 1 15 30 4 34 2 0 2 0 0 0 1 1 2 51 7 58 51 3 54 106 16 122 314 30 344 49 3 52 11 6 17 18 5 23 549 63 612 VEHICLE MOVEMENT VEHICLE MOVEMENT TIME PERIOD 1 2 3 4 5 7 8 9 10 11 12 6 GRAND TOTAL Light Heavy Light Heavy Light Heavy Light Heavy Light Heavy Light Heavy Light Heavy Light Heavy Light Heavy Light Heavy Light Heavy Light Heavy Light Heavy 6 1 7 15 3 18 35 3 38 2 0 2 18 0 18 9 1 10 85 8 93 16:00-16:15 16:15-16:30 2 1 3 20 3 23 28 2 30 1 0 1 4 0 4 7 0 7 62 6 68 16:30-16:45 0 0 0 20 3 23 33 4 37 0 0 0 6 0 6 6 0 6 65 7 72 16:45-17:00 2 0 2 20 4 24 25 2 27 1 1 2 6 0 6 2 1 3 56 8 64 17:00-17:15 1 0 1 22 0 22 33 0 33 0 2 2 11 1 12 6 0 6 73 3 76 17:15-17:30 2 0 2 23 0 23 27 0 27 0 0 0 7 0 7 4 0 4 63 0 63 17:30-17:45 0 0 0 20 0 20 28 1 29 0 0 0 4 0 4 5 0 5 57 1 58 17:45-18:00 0 0 0 23 2 25 27 1 28 3 2 5 1 0 1 4 0 4 58 5 63 13 2 15 163 15 178 236 13 249 7 5 12 57 1 58 43 2 45 519 38 557 VEHICLE MOVEMENT VEHICLE MOVEMENT TIME PERIOD 1 2 3 4 5 6 7 8 9 10 11 12 GRAND TOTAL Light Heavy Light Heavy Light Heavy Light Heavy Light Heavy Light Heavy Light Heavy Light Heavy Light Heavy Light Heavy Light Heavy Light Heavy Light Heavy 29 0 29 48 10 58 157 18 175 33 1 34 6 3 9 10 0 10 283 32 315 7:00-8:00 Peak 7:15-8:15 25 0 25 46 7 53 162 22 184 30 2 32 6 0 6 10 1 11 279 32 311 7:30-8:30 20 2 22 50 8 58 160 19 179 22 3 25 5 3 8 14 2 16 271 37 308 7:45-8:45 19 2 21 58 7 65 163 13 176 19 3 22 6 3 9 11 4 15 276 32 308 8:00-9:00 22 3 25 58 6 64 157 12 169 16 2 18 5 3 8 8 5 13 266 31 297 VEHICLE MOVEMENT VEHICLE MOVEMENT TIME PERIOD 1 2 3 4 5 6 7 8 9 10 11 12 GRAND TOTAL Light Heavy Light Heavy Light Heavy Light Heavy Light Heavy Light Heavy Light Heavy Light Heavy Light Heavy Light Heavy Light Heavy Light Heavy Light Heavy 10 2 12 75 13 88 121 11 132 4 1 5 34 0 34 24 2 26 268 29 297 16:00-17:00 Peak 16:15-17:15 5 1 6 82 10 92 119 8 127 2 3 5 27 1 28 21 1 22 256 24 280 16:30-17:30 5 0 5 85 7 92 118 6 124 1 3 4 30 1 31 18 1 19 257 18 275 16:45-17:45 5 0 5 85 4 89 113 3 116 1 3 4 28 1 29 17 1 18 249 12 261 17:00-18:00 3 0 3 88 2 90 115 2 117 3 4 7 23 1 24 19 0 19 251 9 260 4249 - GHD - Manchester Road, Auburn - IC.xlsx May 2010

Intersection of John Holland Car Park Entrance Thursday, 13 May 2010 Austraffic Survey Start 7:00 AM 16:00 PM Intersection Type T Junction Intersection No. 2 North Approach East Approach John Holland Car Park Entrance South Approach West Approach Date 13/05/10 Classification Light Heavy N IN OUT John Holland Car Park Entrance TIME PERIOD VEHICLE MOVEMENT IN OUT GRAND TOTAL Light Heavy Light Heavy Light Heavy 7:00-7:15 4 0 4 0 0 0 4 0 4 7:15-7:30 5 0 5 2 0 2 7 0 7 7:30-7:45 6 0 6 0 0 0 6 0 6 7:45-8:00 3 0 3 0 0 0 3 0 3 8:00-8:15 2 0 2 0 0 0 2 0 2 8:15-8:30 0 0 0 1 0 1 1 0 1 8:30-8:45 1 0 1 0 0 0 1 0 1 8:45-9:00 1 0 1 1 0 1 2 0 2 22 0 22 4 0 4 26 0 26 TIME PERIOD VEHICLE MOVEMENT IN OUT GRAND TOTAL Light Heavy Light Heavy Light Heavy 16:00-16:15 0 0 0 4 0 4 4 0 4 16:15-16:30 0 0 0 4 0 4 4 0 4 16:30-16:45 0 0 0 5 0 5 5 0 5 16:45-17:00 0 0 0 2 0 2 2 0 2 17:00-17:15 0 0 0 1 0 1 1 0 1 17:15-17:30 0 0 0 0 0 0 0 0 0 17:30-17:45 0 0 0 3 0 3 3 0 3 17:45-18:00 1 0 1 1 0 1 2 0 2 1 0 1 20 0 20 21 0 21 VEHICLE MOVEMENT IN OUT GRAND TOTAL TIME PERIOD Light Heavy Light Heavy Light Heavy 7:00-8:00 18 0 18 2 0 2 20 0 20 Peak 7:15-8:15 16 0 16 2 0 2 18 0 18 7:30-8:30 11 0 11 1 0 1 12 0 12 7:45-8:45 6 0 6 1 0 1 7 0 7 8:00-9:00 4 0 4 2 0 2 6 0 6 VEHICLE MOVEMENT IN OUT GRAND TOTAL TIME PERIOD Light Heavy Light Heavy Light Heavy 16:00-17:00 0 0 0 15 0 15 15 0 15 Peak 16:15-17:15 0 0 0 12 0 12 12 0 12 16:30-17:30 0 0 0 8 0 8 8 0 8 16:45-17:45 0 0 0 6 0 6 6 0 6 17:00-18:00 1 0 1 5 0 5 6 0 6 4249 - GHD - Manchester Road, Auburn - IC.xlsx May 2010

Road Manchester Rd Average Weekday 4006 Location East of Chisholm Rd 7 Day Average 3765 Site No. 1 Weekday Heavy's 11.0% Start Date Thursday 13-May-10 7 Day Heavy's 9.4% Direction Combined Day of Week Mon Tue Wed Thu Fri Sat Sun Ave 7 Day Time 17-May 18-May 19-May 13-May 14-May 15-May 16-May W'day Ave AM Peak 352 346 338 344 365 250 238 PM Peak 307 293 279 305 317 264 262 0:00 14 34 23 20 41 38 44 26 31 1:00 21 13 17 17 12 18 29 16 18 2:00 12 10 12 9 10 27 21 11 14 3:00 13 21 35 27 31 31 29 25 27 4:00 29 23 33 38 30 74 26 31 36 5:00 99 113 114 100 111 64 41 107 92 6:00 352 346 338 344 365 97 38 349 269 7:00 271 281 275 268 272 130 55 273 222 8:00 273 296 301 268 296 188 100 287 246 9:00 227 264 219 245 222 250 169 235 228 10:00 231 254 176 221 268 226 193 230 224 11:00 252 227 147 257 288 247 238 234 237 12:00 238 230 149 151 284 260 262 210 225 13:00 257 233 133 238 250 264 234 222 230 14:00 303 293 216 290 293 232 211 279 263 15:00 307 268 279 305 317 234 225 295 276 16:00 258 262 248 256 242 191 223 253 240 17:00 216 250 229 224 231 235 171 230 222 18:00 207 179 206 207 214 172 151 203 191 19:00 146 163 149 162 174 140 109 159 149 20:00 94 89 123 127 101 102 83 107 103 21:00 97 74 85 118 115 108 91 98 98 22:00 61 55 64 57 88 75 61 65 66 23:00 61 53 47 57 81 75 41 60 59 Total 4039 4031 3618 4006 4336 3478 2845 4006 3765 % Heavies 12.0% 11.8% 10.4% 10.3% 10.3% 5.3% 3.4% 11.0% 9.4% 400 350 300 Vehicles 250 200 150 100 50 0 0:00 1:00 2:00 3:00 4:00 5:00 6:00 7:00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00 Hour Starting Ave W'day 7 Day Ave Prepared by : Austraffic

Road Manchester Rd Average Weekday 1074 Location West of Chisholm Rd 7 Day Average 891 Site No. 2 Weekday Heavy's 16.0% Start Date Thursday 13-May-10 7 Day Heavy's 16.4% Direction Combined Day of Week Mon Tue Wed Thu Fri Sat Sun Ave 7 Day Time 17-May 18-May 19-May 13-May 14-May 15-May 16-May W'day Ave AM Peak 98 102 102 84 111 47 21 PM Peak 90 92 89 95 88 43 39 0:00 5 6 4 2 2 0 0 4 3 1:00 0 0 2 8 4 0 4 3 3 2:00 3 5 4 4 1 7 5 3 4 3:00 1 3 5 5 2 5 5 3 4 4:00 7 5 9 8 7 4 0 7 6 5:00 36 33 36 17 32 20 7 31 26 6:00 81 100 93 84 105 37 19 93 74 7:00 98 102 102 82 111 39 21 99 79 8:00 73 67 87 66 69 29 17 72 58 9:00 59 80 61 63 53 38 16 63 53 10:00 73 68 64 68 73 37 19 69 57 11:00 81 66 47 76 86 47 16 71 60 12:00 76 81 85 75 80 31 20 79 64 13:00 76 83 73 80 86 42 16 80 65 14:00 90 83 82 82 81 34 30 84 69 15:00 89 92 89 95 88 37 34 91 75 16:00 73 78 78 77 82 43 39 78 67 17:00 52 50 46 55 40 11 14 49 38 18:00 38 22 41 18 19 15 16 28 24 19:00 18 20 18 15 18 5 17 18 16 20:00 14 18 6 11 9 7 10 12 11 21:00 16 14 10 12 13 13 5 13 12 22:00 13 8 22 17 6 11 15 13 13 23:00 19 13 14 11 8 3 6 13 11 Total 1091 1097 1078 1031 1075 515 351 1074 891 % Heavies 16.8% 13.9% 16.5% 15.7% 17.3% 17.9% 19.1% 16.0% 16.4% 120 100 80 Vehicles 60 40 20 0 0:00 1:00 2:00 3:00 4:00 5:00 6:00 7:00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00 Hour Starting Ave W'day 7 Day Ave Prepared by : Austraffic

CfeIT bob.white@cfeit.com (02) 9740 8600 Traffic Count Summary Report Count Number Street Location 5712 Ref : AUB CHISHOLM ROAD, AUBURN : From ROSE CRESCENT to MANCHESTER STREET : NORTH BOUND Around House No 99 (near Rickard) ELP RP00225 Lat/Long : S33 51 24.5 / E151 01 11.3 Carriageway UBD 231 J-5 TOTAL COUNT MATRIX Start Date Start Time Duration Interval 19-APR-10 1800 7 DAYS 1 HOUR Weekly 50th Percentile Speed 53 Weekly 85th Percentile Speed 60 Five Day AADT 4651 Seven Day AADT 4403 Midnight - 1am 1am - 2am 2am - 3am 3am - 4am 4am - 5am 5am - 6am 6am - 7am 7am - 8am 8am - 9am 9am - 10am 10am - 11am 11am - Midday Midday - 1pm 1pm - 2pm 2pm - 3pm 3pm - 4pm 4pm - 5pm 5pm - 6pm 6pm - 7pm 7pm - 8pm 8pm - 9pm 9pm - 10pm 10pm - 11pm 11pm - Midnight Total MON TUE WED THU FRI SAT SUN 19TH / 26TH 20TH 21ST 22ND 23RD 24TH 25TH 35 24 28 40 38 64 83 24 9 11 11 18 24 61 17 10 13 14 12 19 24 17 13 11 18 14 15 19 18 19 23 22 22 45 23 30 92 78 83 88 30 25 44 193 184 187 170 67 40 48 262 246 260 234 113 38 73 391 374 370 348 201 80 143 274 273 279 293 293 109 164 238 239 209 219 305 149 200 209 240 224 234 290 205 220 234 225 233 264 284 240 221 239 245 236 298 322 267 251 269 304 296 278 389 246 251 364 413 402 402 292 257 274 412 468 391 414 312 249 402 471 440 474 443 330 250 346 333 379 377 361 276 189 254 274 250 250 253 180 151 152 181 179 191 168 144 139 173 184 170 179 163 147 135 88 120 111 121 134 126 114 69 60 53 68 107 111 94 3514 4875 4957 4935 4975 4379 3187 5 Day 7 Day Total Average Total Average 165 73 66 73 104 371 778 1050 1556 1262 1069 1107 1176 1239 1398 1832 1959 2230 1796 1281 871 869 574 357 33 15 13 15 21 74 156 210 311 252 214 221 235 248 280 366 392 446 359 256 174 174 115 71 312 158 109 107 172 426 885 1201 1837 1664 1523 1602 1700 1828 2033 2381 2520 2810 2261 1612 1154 1151 814 562 45 23 16 15 25 61 126 172 262 238 218 229 243 261 290 340 360 401 323 230 165 164 116 80 23256 4651 30822 4403 Copyright 1996 CFE Information Technologies Page : 1 Data displayed has been compiled from pneumatic traffic count processes and is subject to the documented limitations

CfeIT bob.white@cfeit.com (02) 9740 8600 Traffic Count Summary Report Count Number Street Location 5712 Ref : AUB CHISHOLM ROAD, AUBURN : From MANCHESTER STREET to ROSE CRESCENT : SOUTH BOUND Around House No 99 (near Rickard) ELP RP00225 Lat/Long : S33 51 24.5 / E151 01 11.3 Carriageway UBD 231 J-5 TOTAL COUNT MATRIX Start Date Start Time Duration Interval 19-APR-10 1800 7 DAYS 1 HOUR Weekly 50th Percentile Speed 53 Weekly 85th Percentile Speed 60 Five Day AADT 4308 Seven Day AADT 4079 Midnight - 1am 1am - 2am 2am - 3am 3am - 4am 4am - 5am 5am - 6am 6am - 7am 7am - 8am 8am - 9am 9am - 10am 10am - 11am 11am - Midday Midday - 1pm 1pm - 2pm 2pm - 3pm 3pm - 4pm 4pm - 5pm 5pm - 6pm 6pm - 7pm 7pm - 8pm 8pm - 9pm 9pm - 10pm 10pm - 11pm 11pm - Midnight Total MON TUE WED THU FRI SAT SUN 19TH / 26TH 20TH 21ST 22ND 23RD 24TH 25TH 38 24 26 22 33 54 43 17 17 17 12 8 36 40 12 7 10 13 13 14 36 16 20 30 20 27 24 12 14 24 27 26 18 24 18 18 80 79 78 77 45 17 46 228 208 221 205 74 37 49 289 310 302 294 97 58 66 405 398 419 403 227 76 122 234 246 233 224 258 132 175 225 221 202 197 285 144 218 232 196 227 227 297 188 223 233 256 242 239 296 242 224 224 230 211 257 299 217 233 297 285 294 283 279 248 182 312 341 291 319 263 211 188 306 315 328 335 277 206 345 339 370 345 355 303 222 274 309 286 298 349 246 224 206 242 257 219 238 181 127 202 169 188 195 146 141 121 158 160 154 177 137 133 106 94 88 116 111 125 130 103 72 78 76 80 88 128 73 3192 4542 4642 4566 4597 4111 2901 5 Day 7 Day Total Average Total Average 143 71 55 113 109 332 908 1244 1691 1059 1020 1100 1193 1146 1392 1445 1472 1754 1516 1162 900 786 534 394 29 14 11 23 22 66 182 249 338 212 204 220 239 229 278 289 294 351 303 232 180 157 107 79 240 147 105 149 151 394 1019 1399 1994 1449 1449 1585 1731 1662 1919 1919 1955 2279 1986 1470 1162 1025 767 595 34 21 15 21 22 56 146 200 285 207 207 226 247 237 274 274 279 326 284 210 166 146 110 85 21539 4307 28551 4078 Copyright 1996 CFE Information Technologies Page : 1 Data displayed has been compiled from pneumatic traffic count processes and is subject to the documented limitations

CfeIT bob.white@cfeit.com (02) 9740 8600 Traffic Count Summary Report Count Number Street Location 4640 Ref : AUB RAWSON STREET, AUBURN : From ST HILLIERS ROAD to PARRAMATTA ROAD : NORTH BOUND South of Highgate Street, House No. 253, ELP PA01494 Lat/Long : S33 50 26.4 / E151 01 35.1 Carriageway UBD 211 M-14 TOTAL COUNT MATRIX Start Date Start Time Duration Interval 12-JUN-09 100 7 DAYS 1 HOUR Weekly 50th Percentile Speed 54 Weekly 85th Percentile Speed 60 Five Day AADT 9333 Seven Day AADT 8918 Midnight - 1am 1am - 2am 2am - 3am 3am - 4am 4am - 5am 5am - 6am 6am - 7am 7am - 8am 8am - 9am 9am - 10am 10am - 11am 11am - Midday Midday - 1pm 1pm - 2pm 2pm - 3pm 3pm - 4pm 4pm - 5pm 5pm - 6pm 6pm - 7pm 7pm - 8pm 8pm - 9pm 9pm - 10pm 10pm - 11pm 11pm - Midnight Total MON TUE WED THU FRI SAT SUN 15TH 16TH 17TH 18TH 12TH 13TH 14TH 94 93 109 86 110 119 150 58 59 49 55 63 80 103 59 74 67 62 78 72 64 60 78 72 83 80 92 61 104 96 87 97 88 95 80 215 235 238 230 236 146 95 510 544 516 511 528 256 147 692 650 680 682 710 285 195 683 673 713 685 710 388 205 532 522 516 500 507 486 368 452 494 501 474 472 557 432 488 517 478 468 495 630 565 515 535 505 531 520 618 588 537 577 578 570 596 577 590 597 522 578 592 649 680 554 679 664 633 664 674 639 543 688 653 609 635 654 609 480 621 581 633 638 684 560 481 477 494 446 564 452 476 371 350 368 331 402 405 325 289 269 265 270 305 290 282 234 215 214 225 253 234 232 215 173 166 179 207 221 247 183 132 141 165 133 189 203 114 9200 9215 9178 9427 9645 8654 7107 5 Day 7 Day Total Average Total Average 492 284 340 373 472 1154 2609 3414 3464 2577 2393 2446 2606 2858 2938 3314 3239 3157 2433 1856 1399 1141 946 760 98 57 68 75 94 231 522 683 693 515 479 489 521 572 588 663 648 631 487 371 280 228 189 152 761 467 476 526 647 1395 3012 3894 4057 3431 3382 3641 3812 4025 4172 4496 4328 4198 3280 2470 1915 1588 1376 1077 109 67 68 75 92 199 430 556 580 490 483 520 545 575 596 642 618 600 469 353 274 227 197 154 46665 9333 62426 8918 Copyright 1996 CFE Information Technologies Page : 1 Data displayed has been compiled from pneumatic traffic count processes and is subject to the documented limitations

CfeIT bob.white@cfeit.com (02) 9740 8600 Traffic Count Summary Report Count Number Street Location 4640 Ref : AUB RAWSON STREET, AUBURN : From PARRAMATTA ROAD to ST HILLIERS ROAD : SOUTH BOUND South of Highgate Street, House No. 253, ELP PA01494 Lat/Long : S33 50 26.4 / E151 01 35.1 Carriageway UBD 211 M-14 TOTAL COUNT MATRIX Start Date Start Time Duration Interval 12-JUN-09 100 7 DAYS 1 HOUR Weekly 50th Percentile Speed 55 Weekly 85th Percentile Speed 64 Five Day AADT 7722 Seven Day AADT 7616 Midnight - 1am 1am - 2am 2am - 3am 3am - 4am 4am - 5am 5am - 6am 6am - 7am 7am - 8am 8am - 9am 9am - 10am 10am - 11am 11am - Midday Midday - 1pm 1pm - 2pm 2pm - 3pm 3pm - 4pm 4pm - 5pm 5pm - 6pm 6pm - 7pm 7pm - 8pm 8pm - 9pm 9pm - 10pm 10pm - 11pm 11pm - Midnight Total MON TUE WED THU FRI SAT SUN 15TH 16TH 17TH 18TH 12TH 13TH 14TH 96 83 73 101 86 133 152 62 59 52 49 67 80 107 50 71 61 61 50 66 75 52 69 60 57 69 72 46 61 86 83 76 85 87 66 227 246 230 234 208 150 108 372 382 390 364 362 216 120 402 424 412 395 413 228 127 431 394 400 431 431 321 197 424 418 442 447 391 430 329 417 456 422 446 429 470 386 474 480 439 428 409 519 433 463 469 429 453 441 544 544 444 442 486 415 441 588 537 422 432 473 481 484 516 564 528 536 547 507 514 616 545 552 599 538 564 586 587 591 677 612 603 556 617 579 536 402 422 442 453 443 434 324 273 290 269 337 334 293 269 223 223 246 313 242 225 249 223 233 241 326 240 231 207 189 201 193 194 213 286 177 136 147 130 152 178 217 124 7600 7774 7661 7840 7733 7888 6813 5 Day 7 Day Total Average Total Average 439 289 293 307 391 1145 1870 2046 2087 2122 2170 2230 2255 2228 2292 2632 2839 3065 2162 1503 1247 1263 990 743 88 58 59 61 78 229 374 409 417 424 434 446 451 446 458 526 568 613 432 301 249 253 198 149 724 476 434 425 544 1403 2206 2401 2605 2881 3026 3182 3343 3353 3372 3793 4017 4180 2920 2065 1721 1701 1453 1084 103 68 62 61 78 200 315 343 372 412 432 455 478 479 482 542 574 597 417 295 246 243 208 155 38608 7721 53309 7615 Copyright 1996 CFE Information Technologies Page : 1 Data displayed has been compiled from pneumatic traffic count processes and is subject to the documented limitations

CfeIT bob.white@cfeit.com (02) 9740 8600 Traffic Count Summary Report Count Number Street Location 5896 Ref : AUB CUMBERLAND ROAD, AUBURN : From WELLINGTON ROAD to MONA STREET : NORTH BOUND Outside 163 ELP RP00285 Lat/Long : S33 51 28.9 / E151 01 26.9 Carriageway UBD 231 M-6 TOTAL COUNT MATRIX Start Date Start Time Duration Interval 31-MAY-10 1200 7 DAYS 1 HOUR Weekly 50th Percentile Speed 54 Weekly 85th Percentile Speed 64 Five Day AADT 2722 Seven Day AADT 2566 Midnight - 1am 1am - 2am 2am - 3am 3am - 4am 4am - 5am 5am - 6am 6am - 7am 7am - 8am 8am - 9am 9am - 10am 10am - 11am 11am - Midday Midday - 1pm 1pm - 2pm 2pm - 3pm 3pm - 4pm 4pm - 5pm 5pm - 6pm 6pm - 7pm 7pm - 8pm 8pm - 9pm 9pm - 10pm 10pm - 11pm 11pm - Midnight Total MON TUE WED THU FRI SAT SUN 31ST / 7TH 1ST 2ND 3RD 4TH 5TH 6TH 12 13 11 14 16 23 49 7 6 5 10 16 10 19 10 4 3 4 5 13 14 5 11 8 9 8 14 11 7 8 11 11 15 15 14 56 69 64 72 52 22 12 112 100 124 90 105 49 25 165 167 158 175 153 56 20 270 261 265 267 269 78 52 170 181 157 175 201 121 99 126 139 125 128 142 132 116 110 107 127 123 136 144 138 119 127 145 126 136 151 144 134 146 164 153 152 160 150 145 166 173 172 158 214 149 304 277 274 268 269 196 137 178 185 199 211 167 162 161 173 173 196 182 165 192 129 144 147 183 158 143 166 143 111 140 135 148 138 142 120 93 104 84 88 92 117 72 68 81 103 86 101 105 67 51 50 49 50 76 74 56 28 24 27 37 62 71 31 2598 2686 2790 2757 2777 2427 1928 5 Day 7 Day Total Average Total Average 66 44 26 41 52 313 531 818 1332 884 660 603 653 749 814 1392 940 889 775 672 461 439 276 178 13 9 5 8 10 63 106 164 266 177 132 121 131 150 163 278 188 178 155 134 92 88 55 36 138 73 53 66 81 347 605 894 1462 1104 908 885 948 1059 1177 1725 1263 1210 1084 934 650 611 406 280 20 10 8 9 12 50 86 128 209 158 130 126 135 151 168 246 180 173 155 133 93 87 58 40 13608 2721 17963 2566 Copyright 1996 CFE Information Technologies Page : 1 Data displayed has been compiled from pneumatic traffic count processes and is subject to the documented limitations

CfeIT bob.white@cfeit.com (02) 9740 8600 Traffic Count Summary Report Count Number Street Location 5896 Ref : AUB CUMBERLAND ROAD, AUBURN : From MONA STREET to WELLINGTON ROAD : SOUTH BOUND Outside 163 ELP RP00285 Lat/Long : S33 51 28.9 / E151 01 26.9 Carriageway UBD 231 M-6 TOTAL COUNT MATRIX Start Date Start Time Duration Interval 31-MAY-10 1200 7 DAYS 1 HOUR Weekly 50th Percentile Speed 55 Weekly 85th Percentile Speed 64 Five Day AADT 3442 Seven Day AADT 3264 Midnight - 1am 1am - 2am 2am - 3am 3am - 4am 4am - 5am 5am - 6am 6am - 7am 7am - 8am 8am - 9am 9am - 10am 10am - 11am 11am - Midday Midday - 1pm 1pm - 2pm 2pm - 3pm 3pm - 4pm 4pm - 5pm 5pm - 6pm 6pm - 7pm 7pm - 8pm 8pm - 9pm 9pm - 10pm 10pm - 11pm 11pm - Midnight Total MON TUE WED THU FRI SAT SUN 31ST / 7TH 1ST 2ND 3RD 4TH 5TH 6TH 14 31 19 30 25 54 68 6 20 10 14 16 24 30 8 9 7 6 9 19 19 4 11 8 9 6 16 23 8 14 11 6 16 10 18 32 36 41 38 41 30 11 104 98 94 87 83 39 22 170 174 148 154 141 83 38 292 278 284 283 290 105 51 178 154 180 170 189 167 109 164 145 167 125 161 162 141 142 143 130 173 179 184 137 142 168 170 160 168 199 163 167 176 193 181 236 209 201 249 265 237 295 257 221 203 379 338 364 334 354 243 205 274 288 310 277 285 219 199 268 312 309 267 279 243 243 195 202 208 254 226 218 174 169 208 186 188 189 193 165 127 139 128 136 117 147 125 103 112 103 134 100 119 86 93 72 79 82 119 109 74 36 56 54 50 59 85 31 3324 3449 3440 3453 3545 3098 2536 5 Day 7 Day Total Average Total Average 119 66 39 38 55 188 466 787 1427 871 762 767 808 953 1303 1769 1434 1435 1085 940 647 552 445 255 24 13 8 8 11 38 93 157 285 174 152 153 162 191 261 354 287 287 217 188 129 110 89 51 241 120 77 77 83 229 527 908 1583 1147 1065 1088 1170 1363 1727 2217 1852 1921 1477 1298 919 757 628 371 34 17 11 11 12 33 75 130 226 164 152 155 167 195 247 317 265 274 211 185 131 108 90 53 17211 3442 22845 3263 Copyright 1996 CFE Information Technologies Page : 1 Data displayed has been compiled from pneumatic traffic count processes and is subject to the documented limitations

CfeIT bob.white@cfeit.com (02) 9740 8600 Traffic Count Summary Report Count Number Street Location 5190 Ref : AUB CUMBERLAND ROAD, AUBURN : From THE CRESCENT to NORMANBY ROAD : NORTH EAST UBD 231 M-1 10metre closer to corner from Boundary of Shops 4 and 6 Carriageway 1 TOTAL COUNT MATRIX Start Date Start Time Duration Interval 07-NOV-09 100 7 DAYS 1 HOUR Weekly 50th Percentile Speed 36 Weekly 85th Percentile Speed 44 Five Day AADT 7671 Seven Day AADT 7034 Midnight - 1am 1am - 2am 2am - 3am 3am - 4am 4am - 5am 5am - 6am 6am - 7am 7am - 8am 8am - 9am 9am - 10am 10am - 11am 11am - Midday Midday - 1pm 1pm - 2pm 2pm - 3pm 3pm - 4pm 4pm - 5pm 5pm - 6pm 6pm - 7pm 7pm - 8pm 8pm - 9pm 9pm - 10pm 10pm - 11pm 11pm - Midnight Total MON TUE WED THU FRI SAT SUN 9TH 10TH 11TH 12TH 13TH 7TH 8TH 49 28 51 42 48 68 103 29 24 23 23 25 48 64 35 34 27 23 27 36 48 34 47 38 35 42 43 35 76 80 84 93 71 49 32 258 260 274 233 267 129 63 548 575 557 595 575 211 94 679 607 712 674 659 274 110 801 764 838 862 775 368 176 463 500 459 474 468 365 261 337 377 366 366 412 371 302 359 361 346 349 416 392 347 361 377 375 359 438 427 349 377 381 355 377 391 416 325 395 426 464 415 429 366 366 544 498 525 587 618 344 307 440 450 428 468 467 320 353 402 353 391 456 414 326 287 317 328 319 311 380 347 278 320 242 303 299 273 325 264 219 250 254 264 317 291 230 212 220 191 191 237 196 204 143 154 147 139 156 191 148 86 111 107 110 140 150 81 7484 7447 7634 7745 8045 6053 4827 5 Day 7 Day Total Average Total Average 218 124 146 196 404 1292 2850 3331 4040 2364 1858 1831 1910 1881 2129 2772 2253 2016 1655 1437 1304 1051 739 554 44 25 29 39 81 258 570 666 808 473 372 366 382 376 426 554 451 403 331 287 261 210 148 111 389 236 230 274 485 1484 3155 3715 4584 2990 2531 2570 2686 2622 2861 3423 2926 2629 2280 2026 1825 1451 1078 785 56 34 33 39 69 212 451 531 655 427 362 367 384 375 409 489 418 376 326 289 261 207 154 112 38355 7671 49235 7033 Copyright 1996 CFE Information Technologies Page : 1 Data displayed has been compiled from pneumatic traffic count processes and is subject to the documented limitations

CfeIT bob.white@cfeit.com (02) 9740 8600 Traffic Count Summary Report Count Number Street Location 5189 Ref : AUB Lat/Long : S33 50 45.7 / E151 01 36.7 CUMBERLAND ROAD, AUBURN : From THE CRESCENT to NORMANBY ROAD : NORTH EAST UBD 231 M-1 Boundary of Shops 4 and 6 Carriageway 1 TOTAL COUNT MATRIX Start Date Start Time Duration Interval 07-NOV-09 100 7 DAYS 1 HOUR Weekly 50th Percentile Speed 36 Weekly 85th Percentile Speed 44 Five Day AADT 7716 Seven Day AADT 7080 Midnight - 1am 1am - 2am 2am - 3am 3am - 4am 4am - 5am 5am - 6am 6am - 7am 7am - 8am 8am - 9am 9am - 10am 10am - 11am 11am - Midday Midday - 1pm 1pm - 2pm 2pm - 3pm 3pm - 4pm 4pm - 5pm 5pm - 6pm 6pm - 7pm 7pm - 8pm 8pm - 9pm 9pm - 10pm 10pm - 11pm 11pm - Midnight Total MON TUE WED THU FRI SAT SUN 9TH 10TH 11TH 12TH 13TH 7TH 8TH 49 31 53 45 50 70 106 30 27 23 23 25 51 65 35 34 29 22 27 37 49 34 47 38 34 44 46 36 77 81 86 94 73 49 33 261 258 275 240 268 130 63 554 575 562 598 583 216 93 685 617 712 683 663 277 112 807 763 845 869 776 371 180 464 506 468 475 467 370 263 343 379 370 375 408 376 302 364 366 350 354 418 400 349 365 378 379 357 447 437 349 380 386 354 380 368 422 326 401 433 470 419 429 370 369 545 500 490 593 617 344 306 443 453 429 453 472 322 354 401 356 392 459 419 328 288 323 330 321 314 380 350 278 320 244 303 303 318 325 265 220 249 256 264 317 291 231 214 220 193 192 236 200 207 145 154 147 141 157 192 148 87 112 88 110 143 151 81 7547 7499 7633 7797 8105 6125 4853 5 Day 7 Day Total Average Total Average 228 128 147 197 411 1302 2872 3360 4060 2380 1875 1852 1926 1868 2152 2745 2250 2027 1668 1488 1306 1055 744 540 46 26 29 39 82 260 574 672 812 476 375 370 385 374 430 549 450 405 334 298 261 211 149 108 404 244 233 279 493 1495 3181 3749 4611 3013 2553 2601 2712 2616 2891 3395 2926 2643 2296 2078 1828 1462 1084 772 58 35 33 40 70 214 454 536 659 430 365 372 387 374 413 485 418 378 328 297 261 209 155 110 38581 7716 49559 7079 Copyright 1996 CFE Information Technologies Page : 1 Data displayed has been compiled from pneumatic traffic count processes and is subject to the documented limitations

Appendix B SIDRA Outputs

MOVEMENT SUMMARY Manchester Road / Chisholm Road Intersection Existing AM Peak Stop (Two-Way) Site: AUBURN 01 - Base AM Peak Movement Performance - Vehicles Mov ID Turn Demand Deg. Average Level of 95% Back of Queue Prop. Effective Average Flow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South Chisholm Road 1 L 33 0.0 0.102 10.7 LOS A 0.0 0.0 0.00 0.69 50.8 3 R 157 0.0 0.102 8.4 LOS A 0.0 0.0 0.00 0.71 48.6 Approach 190 0.0 0.102 8.8 LOS A 0.0 0.0 0.00 0.70 48.9 East Manchester Road 4 L 58 17.2 0.126 17.8 LOS B 1.1 9.6 0.48 0.52 44.0 5 T 48 39.6 0.126 19.3 LOS B 1.1 9.6 0.48 0.88 45.1 Approach 106 27.4 0.126 18.5 LOS B 1.1 9.6 0.48 0.68 44.4 West Private Road 11 T 10 0.0 0.035 8.9 LOS A 0.2 1.3 0.42 0.83 20.2 12 R 9 33.3 0.035 13.4 LOS A 0.2 1.3 0.42 0.92 20.2 Approach 19 15.8 0.035 11.0 LOS A 0.2 1.3 0.42 0.87 20.2 All Vehicles 315 10.2 0.126 12.2 NA 1.1 9.6 0.19 0.71 43.6 LOS (Aver. Int. Delay): NA. The average intersection delay is not a good LOS measure for two-way sign control due to zero delays associated with major road movements. Level of Service (Worst Movement): LOS B. LOS Method for individual vehicle movements: Delay (RTA NSW). Approach LOS values are based on the worst delay for any vehicle movement. Processed: Wednesday, 8 September 2010 11:27:44 PM Copyright 2000-2009 Akcelik & Associates Pty Ltd SIDRA INTERSECTION 4.0.10.982 www.sidrasolutions.com Project: G:\21\19479\Tech\06 Traffic and transport\sidra\2010\final RTA\Copy of Auburn_2010.sip 8000065, GHD PTY LTD, UNLIMITED

MOVEMENT SUMMARY Manchester Road / Chisholm Road Intersection Existing PM Peak Stop (Two-Way) Site: AUBURN 01 - Base PM Peak Movement Performance - Vehicles Mov ID Turn Demand Deg. Average Level of 95% Back of Queue Prop. Effective Average Flow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South Chisholm Road 1 L 4 0.0 0.068 10.7 LOS A 0.0 0.0 0.00 0.68 50.8 3 R 121 0.0 0.067 8.4 LOS A 0.0 0.0 0.00 0.70 48.6 Approach 125 0.0 0.067 8.5 LOS A 0.0 0.0 0.00 0.70 48.7 East Manchester Road 4 L 88 14.8 0.071 15.3 LOS B 0.8 6.0 0.39 0.61 45.7 5 T 13 23.1 0.071 16.2 LOS B 0.8 6.0 0.39 0.84 47.3 Approach 101 15.8 0.071 15.4 LOS B 0.8 6.0 0.39 0.64 45.9 West Private Road 11 T 37 35.1 0.112 13.2 LOS A 0.6 4.7 0.37 0.86 20.4 12 R 34 0.0 0.112 7.8 LOS A 0.6 4.7 0.37 0.94 20.4 Approach 71 18.3 0.112 10.7 LOS A 0.6 4.7 0.37 0.90 20.4 All Vehicles 297 9.8 0.112 11.4 NA 0.8 6.0 0.22 0.73 36.0 LOS (Aver. Int. Delay): NA. The average intersection delay is not a good LOS measure for two-way sign control due to zero delays associated with major road movements. Level of Service (Worst Movement): LOS B. LOS Method for individual vehicle movements: Delay (RTA NSW). Approach LOS values are based on the worst delay for any vehicle movement. Processed: Wednesday, 8 September 2010 11:51:43 PM Copyright 2000-2009 Akcelik & Associates Pty Ltd SIDRA INTERSECTION 4.0.10.982 www.sidrasolutions.com Project: G:\21\19479\Tech\06 Traffic and transport\sidra\2010\final RTA\Copy of Auburn_2010.sip 8000065, GHD PTY LTD, UNLIMITED

MOVEMENT SUMMARY Manchester Road / Chisholm Road Intersection During Construction AM Peak Stop (Two-Way) Site: AUBURN 01 - Construction AM Peak Movement Performance - Vehicles Mov ID Turn Demand Deg. Average Level of 95% Back of Queue Prop. Effective Average Flow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South Chisholm Road 1 L 81 1.2 0.129 10.8 LOS A 0.0 0.0 0.00 0.70 50.8 3 R 157 0.0 0.129 8.4 LOS A 0.0 0.0 0.00 0.71 48.6 Approach 238 0.4 0.129 9.2 LOS A 0.0 0.0 0.00 0.71 49.3 East Manchester Road 4 L 58 17.2 0.202 18.0 LOS B 1.6 12.7 0.51 0.48 43.9 5 T 98 21.4 0.202 18.3 LOS B 1.6 12.7 0.51 0.91 45.0 Approach 156 19.9 0.202 18.2 LOS B 1.6 12.7 0.51 0.75 44.5 West Private Road 11 T 12 16.7 0.051 13.4 LOS A 0.2 2.1 0.48 0.83 19.9 12 R 10 40.0 0.051 14.6 LOS B 0.2 2.1 0.48 0.97 19.9 Approach 22 27.3 0.051 13.9 LOS B 0.2 2.1 0.48 0.89 19.9 All Vehicles 416 9.1 0.202 12.8 NA 1.6 12.7 0.22 0.73 43.9 LOS (Aver. Int. Delay): NA. The average intersection delay is not a good LOS measure for two-way sign control due to zero delays associated with major road movements. Level of Service (Worst Movement): LOS B. LOS Method for individual vehicle movements: Delay (RTA NSW). Approach LOS values are based on the worst delay for any vehicle movement. Processed: Thursday, 9 September 2010 1:35:58 PM Copyright 2000-2009 Akcelik & Associates Pty Ltd SIDRA INTERSECTION 4.0.10.982 www.sidrasolutions.com Project: G:\21\19479\Tech\06 Traffic and transport\sidra\2010\final RTA\Auburn_2010.sip 8000065, GHD PTY LTD, UNLIMITED

MOVEMENT SUMMARY Manchester Road / Chisholm Road Intersection Construction PM Peak Stop (Two-Way) Site: AUBURN 01 - Construction PM Peak Movement Performance - Vehicles Mov ID Turn Demand Deg. Average Level of 95% Back of Queue Prop. Effective Average Flow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South Chisholm Road 1 L 5 20.0 0.068 11.8 LOS A 0.0 0.0 0.00 0.71 50.8 3 R 121 0.0 0.068 8.4 LOS A 0.0 0.0 0.00 0.70 48.6 Approach 126 0.8 0.068 8.6 LOS A 0.0 0.0 0.00 0.70 48.7 East Manchester Road 4 L 88 14.8 0.076 15.6 LOS B 0.9 7.0 0.41 0.58 45.4 5 T 15 33.3 0.076 17.2 LOS B 0.9 7.0 0.41 0.84 46.9 Approach 103 17.5 0.076 15.8 LOS B 0.9 7.0 0.41 0.62 45.6 West Private Road 11 T 80 18.8 0.248 11.1 LOS A 1.4 10.7 0.40 0.85 20.4 12 R 89 1.1 0.248 8.2 LOS A 1.4 10.7 0.40 0.95 20.4 Approach 169 9.5 0.248 9.6 LOS A 1.4 10.7 0.40 0.90 20.4 All Vehicles 398 8.8 0.248 10.9 NA 1.4 10.7 0.28 0.77 30.3 LOS (Aver. Int. Delay): NA. The average intersection delay is not a good LOS measure for two-way sign control due to zero delays associated with major road movements. Level of Service (Worst Movement): LOS B. LOS Method for individual vehicle movements: Delay (RTA NSW). Approach LOS values are based on the worst delay for any vehicle movement. Processed: Thursday, 9 September 2010 1:45:03 PM Copyright 2000-2009 Akcelik & Associates Pty Ltd SIDRA INTERSECTION 4.0.10.982 www.sidrasolutions.com Project: G:\21\19479\Tech\06 Traffic and transport\sidra\2010\final RTA\Auburn_2010.sip 8000065, GHD PTY LTD, UNLIMITED

MOVEMENT SUMMARY Manchester Road / Chisholm Road Intersection Operational AM Peak Stop (Two-Way) Site: AUBURN 01 - Operational AM Peak Movement Performance - Vehicles Mov ID Turn Demand Deg. Average Level of 95% Back of Queue Prop. Effective Average Flow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South Chisholm Road 1 L 123 1.6 0.151 10.8 LOS A 0.0 0.0 0.00 0.70 50.8 3 R 157 0.0 0.152 8.4 LOS A 0.0 0.0 0.00 0.71 48.6 Approach 280 0.7 0.152 9.5 LOS A 0.0 0.0 0.00 0.71 49.5 East Manchester Road 4 L 58 17.2 0.276 18.7 LOS B 2.1 16.7 0.56 0.43 43.4 5 T 142 14.8 0.276 18.5 LOS B 2.1 16.7 0.56 0.94 44.4 Approach 200 15.5 0.276 18.6 LOS B 2.1 16.7 0.56 0.79 44.1 West Private Road 11 T 72 2.8 0.303 11.1 LOS A 1.8 12.9 0.54 0.93 20.0 12 R 93 5.4 0.302 11.7 LOS A 1.8 12.9 0.54 1.05 20.0 Approach 165 4.2 0.302 11.4 LOS A 1.8 12.9 0.54 1.00 20.0 All Vehicles 645 6.2 0.303 12.8 NA 2.1 16.7 0.31 0.81 34.4 LOS (Aver. Int. Delay): NA. The average intersection delay is not a good LOS measure for two-way sign control due to zero delays associated with major road movements. Level of Service (Worst Movement): LOS B. LOS Method for individual vehicle movements: Delay (RTA NSW). Approach LOS values are based on the worst delay for any vehicle movement. Processed: Thursday, 9 September 2010 12:03:13 AM Copyright 2000-2009 Akcelik & Associates Pty Ltd SIDRA INTERSECTION 4.0.10.982 www.sidrasolutions.com Project: G:\21\19479\Tech\06 Traffic and transport\sidra\2010\final RTA\Copy of Auburn_2010.sip 8000065, GHD PTY LTD, UNLIMITED

MOVEMENT SUMMARY Manchester Road / Chisholm Road Intersection Operational PM Peak Stop (Two-Way) Site: AUBURN 01 - Operational PM Peak Movement Performance - Vehicles Mov ID Turn Demand Deg. Average Level of 95% Back of Queue Prop. Effective Average Flow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South Chisholm Road 1 L 70 2.9 0.104 10.9 LOS A 0.0 0.0 0.00 0.70 50.8 3 R 121 0.0 0.104 8.4 LOS A 0.0 0.0 0.00 0.71 48.6 Approach 191 1.0 0.104 9.3 LOS A 0.0 0.0 0.00 0.71 49.3 East Manchester Road 4 L 88 14.8 0.172 15.8 LOS B 1.4 10.3 0.43 0.57 45.3 5 T 93 5.4 0.172 15.6 LOS B 1.4 10.3 0.43 0.87 46.8 Approach 181 9.9 0.172 15.7 LOS B 1.4 10.3 0.43 0.73 46.0 West Private Road 11 T 108 13.9 0.401 12.7 LOS A 3.0 22.4 0.52 0.96 20.0 12 R 137 1.5 0.402 10.6 LOS A 3.0 22.4 0.52 1.10 20.0 Approach 245 6.9 0.402 11.5 LOS A 3.0 22.4 0.52 1.04 20.0 All Vehicles 617 6.0 0.402 12.1 NA 3.0 22.4 0.33 0.84 30.4 LOS (Aver. Int. Delay): NA. The average intersection delay is not a good LOS measure for two-way sign control due to zero delays associated with major road movements. Level of Service (Worst Movement): LOS B. LOS Method for individual vehicle movements: Delay (RTA NSW). Approach LOS values are based on the worst delay for any vehicle movement. Processed: Thursday, 9 September 2010 12:13:23 AM Copyright 2000-2009 Akcelik & Associates Pty Ltd SIDRA INTERSECTION 4.0.10.982 www.sidrasolutions.com Project: G:\21\19479\Tech\06 Traffic and transport\sidra\2010\final RTA\Copy of Auburn_2010.sip 8000065, GHD PTY LTD, UNLIMITED

MOVEMENT SUMMARY Manchester Rd/The Crescent/Normanby Rd/Cumberland Rd Existing AM Peak Roundabout Site: AUBURN 02 - Base AM Peak Movement Performance - Vehicles Mov ID Turn Demand Deg. Average Level of 95% Back of Queue Prop. Effective Average Flow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South Cumberland Road 1 L 142 2.8 0.654 8.8 LOS A 7.4 52.7 0.62 0.64 47.3 2 T 658 2.7 0.653 7.5 LOS A 7.4 52.7 0.62 0.60 47.5 3 R 11 0.0 0.647 12.8 LOS A 7.4 52.7 0.62 0.74 45.7 Approach 811 2.7 0.653 7.8 LOS A 7.4 52.7 0.62 0.61 47.5 East Normanby Road 4 L 23 0.0 0.050 9.1 LOS A 0.3 2.4 0.52 0.64 47.7 5 T 23 8.7 0.050 7.5 LOS A 0.3 2.4 0.52 0.55 48.0 6 R 1 0.0 0.050 13.1 LOS A 0.3 2.4 0.52 0.75 45.1 Approach 47 4.3 0.050 8.4 LOS A 0.3 2.4 0.52 0.60 47.8 North The Crescent 7 L 10 0.0 0.303 7.3 LOS A 2.6 20.2 0.27 0.55 49.0 8 T 247 7.7 0.306 5.9 LOS A 2.6 20.2 0.27 0.41 49.5 9 R 144 18.1 0.306 9.4 LOS A 2.6 20.2 0.27 0.52 46.0 Approach 401 11.2 0.306 7.2 LOS A 2.6 20.2 0.27 0.45 48.2 West Manchester Road 10 L 221 8.1 0.400 11.4 LOS A 3.4 25.6 0.83 0.86 45.3 11 T 49 4.1 0.398 10.8 LOS A 3.4 25.6 0.83 0.84 45.5 12 R 3 66.7 0.375 14.4 LOS A 3.4 25.6 0.83 0.90 42.7 Approach 273 8.1 0.399 11.3 LOS A 3.4 25.6 0.83 0.86 45.3 All Vehicles 1532 5.9 0.654 8.3 LOS A 7.4 52.7 0.56 0.61 47.2 Level of Service (Aver. Int. Delay): LOS A. Based on average delay for all vehicle movements. LOS Method: Delay (RTA NSW). Level of Service (Worst Movement): LOS A. LOS Method for individual vehicle movements: Delay (RTA NSW). Approach LOS values are based on the worst delay for any vehicle movement. Roundabout Capacity Model: SIDRA Standard. Processed: Wednesday, 8 September 2010 11:35:32 PM Copyright 2000-2009 Akcelik & Associates Pty Ltd SIDRA INTERSECTION 4.0.10.982 www.sidrasolutions.com Project: G:\21\19479\Tech\06 Traffic and transport\sidra\2010\final RTA\Copy of Auburn_2010.sip 8000065, GHD PTY LTD, UNLIMITED

MOVEMENT SUMMARY Manchester Rd/The Crescent/Normanby Rd/Cumberland Rd Existing PM Peak Roundabout Site: AUBURN 02 - Base PM Peak Movement Performance - Vehicles Mov ID Turn Demand Deg. Average Level of 95% Back of Queue Prop. Effective Average Flow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South Cumberland Road 1 L 104 0.0 0.591 9.9 LOS A 6.0 51.3 0.66 0.68 47.2 2 T 437 33.4 0.592 6.7 LOS A 6.0 51.3 0.66 0.58 47.3 3 R 8 0.0 0.571 13.7 LOS A 6.0 51.3 0.66 0.74 44.9 Approach 549 26.6 0.592 7.4 LOS A 6.0 51.3 0.66 0.61 47.2 East Normanby Road 4 L 68 0.0 0.142 12.5 LOS A 1.1 7.7 0.77 0.80 44.8 5 T 23 4.3 0.142 11.3 LOS A 1.1 7.7 0.77 0.77 45.1 6 R 2 0.0 0.143 16.6 LOS B 1.1 7.7 0.77 0.79 42.3 Approach 93 1.1 0.142 12.2 LOS B 1.1 7.7 0.77 0.80 44.8 North The Crescent 7 L 8 0.0 0.571 7.6 LOS A 6.5 49.9 0.35 0.55 48.5 8 T 617 2.8 0.557 6.3 LOS A 6.5 49.9 0.35 0.45 49.1 9 R 134 46.3 0.556 8.1 LOS A 6.5 49.9 0.35 0.44 46.0 Approach 759 10.4 0.557 6.6 LOS A 6.5 49.9 0.35 0.45 48.5 West Manchester Road 10 L 137 6.6 0.242 9.9 LOS A 1.9 14.0 0.72 0.75 46.7 11 T 31 3.2 0.242 9.3 LOS A 1.9 14.0 0.72 0.73 46.4 12 R 20 0.0 0.241 14.6 LOS B 1.9 14.0 0.72 0.79 43.9 Approach 188 5.3 0.242 10.3 LOS B 1.9 14.0 0.72 0.75 46.3 All Vehicles 1589 14.9 0.592 7.7 LOS A 6.5 51.3 0.53 0.56 47.6 Level of Service (Aver. Int. Delay): LOS A. Based on average delay for all vehicle movements. LOS Method: Delay (RTA NSW). Level of Service (Worst Movement): LOS B. LOS Method for individual vehicle movements: Delay (RTA NSW). Approach LOS values are based on the worst delay for any vehicle movement. Roundabout Capacity Model: SIDRA Standard. Processed: Wednesday, 8 September 2010 11:39:13 PM Copyright 2000-2009 Akcelik & Associates Pty Ltd SIDRA INTERSECTION 4.0.10.982 www.sidrasolutions.com Project: G:\21\19479\Tech\06 Traffic and transport\sidra\2010\final RTA\Copy of Auburn_2010.sip 8000065, GHD PTY LTD, UNLIMITED

MOVEMENT SUMMARY Manchester Rd/The Crescent/Normanby Rd/Cumberland Rd Construction AM Peak Roundabout Site: AUBURN 02 - Construction AM Peak Movement Performance - Vehicles Mov ID Turn Demand Deg. Average Level of 95% Back of Queue Prop. Effective Average Flow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South Cumberland Road 1 L 166 2.4 0.692 9.5 LOS A 8.6 61.6 0.69 0.69 47.0 2 T 658 2.7 0.692 8.3 LOS A 8.6 61.6 0.69 0.65 47.1 3 R 11 0.0 0.688 13.5 LOS A 8.6 61.6 0.69 0.76 45.1 Approach 835 2.6 0.692 8.6 LOS A 8.6 61.6 0.69 0.66 47.1 East Normanby Road 4 L 23 0.0 0.055 9.3 LOS A 0.4 2.6 0.54 0.65 47.7 5 T 27 7.4 0.055 7.8 LOS A 0.4 2.6 0.54 0.56 47.9 6 R 1 0.0 0.056 13.3 LOS A 0.4 2.6 0.54 0.75 45.0 Approach 51 3.9 0.055 8.6 LOS A 0.4 2.6 0.54 0.61 47.7 North The Crescent 7 L 10 0.0 0.323 7.2 LOS A 2.8 21.6 0.28 0.54 49.0 8 T 247 7.7 0.322 5.9 LOS A 2.8 21.6 0.28 0.40 49.5 9 R 166 16.9 0.322 9.6 LOS A 2.8 21.6 0.28 0.53 45.9 Approach 423 11.1 0.322 7.4 LOS A 2.8 21.6 0.28 0.46 48.0 West Manchester Road 10 L 223 9.0 0.413 11.6 LOS A 3.6 27.4 0.84 0.88 45.0 11 T 49 4.1 0.412 11.0 LOS A 3.6 27.4 0.84 0.86 45.3 12 R 3 66.7 0.429 14.7 LOS B 3.6 27.4 0.84 0.92 42.6 Approach 275 8.7 0.413 11.5 LOS B 3.6 27.4 0.84 0.87 45.1 All Vehicles 1584 6.0 0.692 8.8 LOS A 8.6 61.6 0.60 0.64 47.0 Level of Service (Aver. Int. Delay): LOS A. Based on average delay for all vehicle movements. LOS Method: Delay (RTA NSW). Level of Service (Worst Movement): LOS B. LOS Method for individual vehicle movements: Delay (RTA NSW). Approach LOS values are based on the worst delay for any vehicle movement. Roundabout Capacity Model: SIDRA Standard. Processed: Thursday, 9 September 2010 1:58:47 PM Copyright 2000-2009 Akcelik & Associates Pty Ltd SIDRA INTERSECTION 4.0.10.982 www.sidrasolutions.com Project: G:\21\19479\Tech\06 Traffic and transport\sidra\2010\final RTA\Auburn_2010.sip 8000065, GHD PTY LTD, UNLIMITED

MOVEMENT SUMMARY Manchester Rd/The Crescent/Normanby Rd/Cumberland Rd Construction PM Peak Roundabout Site: AUBURN 02 - Construction PM Peak Movement Performance - Vehicles Mov ID Turn Demand Deg. Average Level of 95% Back of Queue Prop. Effective Average Flow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South Cumberland Road 1 L 104 0.0 0.598 10.1 LOS A 6.1 52.7 0.67 0.69 47.1 2 T 437 33.4 0.597 6.8 LOS A 6.1 52.7 0.67 0.60 47.2 3 R 8 0.0 0.615 13.9 LOS A 6.1 52.7 0.67 0.75 44.7 Approach 549 26.6 0.597 7.5 LOS A 6.1 52.7 0.67 0.62 47.2 East Normanby Road 4 L 68 0.0 0.145 12.6 LOS A 1.1 8.0 0.78 0.81 44.7 5 T 23 4.3 0.146 11.4 LOS A 1.1 8.0 0.78 0.78 45.0 6 R 2 0.0 0.143 16.7 LOS B 1.1 8.0 0.78 0.80 42.3 Approach 93 1.1 0.145 12.4 LOS B 1.1 8.0 0.78 0.80 44.7 North The Crescent 7 L 8 0.0 0.571 7.8 LOS A 6.9 52.4 0.40 0.56 48.3 8 T 617 2.8 0.573 6.4 LOS A 6.9 52.4 0.40 0.46 48.8 9 R 136 47.1 0.574 8.3 LOS A 6.9 52.4 0.40 0.46 46.0 Approach 761 10.6 0.573 6.8 LOS A 6.9 52.4 0.40 0.46 48.3 West Manchester Road 10 L 169 6.5 0.299 10.0 LOS A 2.4 17.8 0.74 0.77 46.6 11 T 38 2.6 0.299 9.5 LOS A 2.4 17.8 0.74 0.76 46.2 12 R 25 0.0 0.298 14.7 LOS B 2.4 17.8 0.74 0.80 43.8 Approach 232 5.2 0.298 10.4 LOS B 2.4 17.8 0.74 0.77 46.2 All Vehicles 1635 14.7 0.615 7.9 LOS A 6.9 52.7 0.56 0.58 47.4 Level of Service (Aver. Int. Delay): LOS A. Based on average delay for all vehicle movements. LOS Method: Delay (RTA NSW). Level of Service (Worst Movement): LOS B. LOS Method for individual vehicle movements: Delay (RTA NSW). Approach LOS values are based on the worst delay for any vehicle movement. Roundabout Capacity Model: SIDRA Standard. Processed: Thursday, 9 September 2010 2:01:42 PM Copyright 2000-2009 Akcelik & Associates Pty Ltd SIDRA INTERSECTION 4.0.10.982 www.sidrasolutions.com Project: G:\21\19479\Tech\06 Traffic and transport\sidra\2010\final RTA\Auburn_2010.sip 8000065, GHD PTY LTD, UNLIMITED

MOVEMENT SUMMARY Manchester Rd/The Crescent/Normanby Rd/Cumberland Rd Operational AM Peak Roundabout Site: AUBURN 02 - Operational AM Peak Movement Performance - Vehicles Mov ID Turn Demand Deg. Average Level of 95% Back of Queue Prop. Effective Average Flow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South Cumberland Road 1 L 188 2.1 0.726 10.5 LOS A 10.2 73.2 0.75 0.74 46.8 2 T 658 2.7 0.726 9.2 LOS A 10.2 73.2 0.75 0.71 46.7 3 R 11 0.0 0.733 14.5 LOS A 10.2 73.2 0.75 0.78 44.3 Approach 857 2.6 0.726 9.6 LOS A 10.2 73.2 0.75 0.71 46.7 East Normanby Road 4 L 23 0.0 0.060 9.4 LOS A 0.4 2.8 0.55 0.66 47.6 5 T 30 6.7 0.060 7.9 LOS A 0.4 2.8 0.55 0.58 47.8 6 R 1 0.0 0.059 13.4 LOS A 0.4 2.8 0.55 0.75 44.9 Approach 54 3.7 0.060 8.7 LOS A 0.4 2.8 0.55 0.62 47.7 North The Crescent 7 L 10 0.0 0.345 7.3 LOS A 3.1 23.5 0.31 0.54 48.8 8 T 247 7.7 0.342 6.0 LOS A 3.1 23.5 0.31 0.41 49.2 9 R 185 15.1 0.341 9.8 LOS A 3.1 23.5 0.31 0.55 45.9 Approach 442 10.6 0.342 7.6 LOS A 3.1 23.5 0.31 0.47 47.7 West Manchester Road 10 L 271 7.4 0.500 12.9 LOS A 5.1 37.6 0.89 0.95 43.9 11 T 60 3.3 0.500 12.3 LOS A 5.1 37.6 0.89 0.94 44.1 12 R 4 50.0 0.500 14.3 LOS A 5.1 37.6 0.89 0.95 41.6 Approach 335 7.2 0.500 12.8 LOS A 5.1 37.6 0.89 0.95 43.9 All Vehicles 1688 5.6 0.733 9.7 LOS A 10.2 73.2 0.66 0.69 46.4 Level of Service (Aver. Int. Delay): LOS A. Based on average delay for all vehicle movements. LOS Method: Delay (RTA NSW). Level of Service (Worst Movement): LOS A. LOS Method for individual vehicle movements: Delay (RTA NSW). Approach LOS values are based on the worst delay for any vehicle movement. Roundabout Capacity Model: SIDRA Standard. Processed: Thursday, 9 September 2010 2:16:02 PM Copyright 2000-2009 Akcelik & Associates Pty Ltd SIDRA INTERSECTION 4.0.10.982 www.sidrasolutions.com Project: G:\21\19479\Tech\06 Traffic and transport\sidra\2010\final RTA\Auburn_2010.sip 8000065, GHD PTY LTD, UNLIMITED

MOVEMENT SUMMARY Manchester Rd/The Crescent/Normanby Rd/Cumberland Rd Operational PM Peak Roundabout Site: AUBURN 02 - Operational PM Peak Movement Performance - Vehicles Mov ID Turn Demand Deg. Average Level of 95% Back of Queue Prop. Effective Average Flow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South Cumberland Road 1 L 143 0.0 0.656 11.6 LOS A 8.0 67.6 0.75 0.77 46.0 2 T 437 33.4 0.656 8.4 LOS A 8.0 67.6 0.75 0.71 46.6 3 R 8 0.0 0.667 15.4 LOS B 8.0 67.6 0.75 0.79 43.5 Approach 588 24.8 0.657 9.2 LOS B 8.0 67.6 0.75 0.73 46.4 East Normanby Road 4 L 68 0.0 0.165 13.0 LOS A 1.3 9.3 0.81 0.83 44.3 5 T 31 3.2 0.165 11.9 LOS A 1.3 9.3 0.81 0.80 44.7 6 R 2 0.0 0.167 17.1 LOS B 1.3 9.3 0.81 0.80 42.0 Approach 101 1.0 0.165 12.7 LOS B 1.3 9.3 0.81 0.82 44.4 North The Crescent 7 L 8 0.0 0.615 7.8 LOS A 7.4 56.7 0.44 0.56 48.1 8 T 617 2.8 0.600 6.5 LOS A 7.4 56.7 0.44 0.47 48.5 9 R 164 39.0 0.599 8.0 LOS A 7.4 56.7 0.44 0.45 45.9 Approach 789 10.3 0.599 6.9 LOS A 7.4 56.7 0.44 0.47 47.9 West Manchester Road 10 L 189 5.8 0.338 10.1 LOS A 2.9 20.8 0.77 0.79 46.5 11 T 43 2.3 0.339 9.6 LOS A 2.9 20.8 0.77 0.78 46.1 12 R 28 0.0 0.337 14.8 LOS B 2.9 20.8 0.77 0.81 43.7 Approach 260 4.6 0.337 10.6 LOS B 2.9 20.8 0.77 0.79 46.1 All Vehicles 1738 13.8 0.667 8.6 LOS A 8.0 67.6 0.62 0.62 46.9 Level of Service (Aver. Int. Delay): LOS A. Based on average delay for all vehicle movements. LOS Method: Delay (RTA NSW). Level of Service (Worst Movement): LOS B. LOS Method for individual vehicle movements: Delay (RTA NSW). Approach LOS values are based on the worst delay for any vehicle movement. Roundabout Capacity Model: SIDRA Standard. Processed: Thursday, 9 September 2010 2:18:42 PM Copyright 2000-2009 Akcelik & Associates Pty Ltd SIDRA INTERSECTION 4.0.10.982 www.sidrasolutions.com Project: G:\21\19479\Tech\06 Traffic and transport\sidra\2010\final RTA\Auburn_2010.sip 8000065, GHD PTY LTD, UNLIMITED

GHD 133 Castlereagh St Sydney NSW 2000 - T: 2 9239 7100 F: 2 9239 7199 E: sydmail@ghd.com.au GHD 2010 This document is and shall remain the property of GHD. The document may only be used for the purpose for which it was commissioned and in accordance with the Terms of Engagement for the commission. Unauthorised use of this document in any form whatsoever is prohibited. Document Status Rev No. Author Reviewer 00 G Ortiz S Manahan Approved for Issue Name Signature Name Signature Date 01 G Ortiz / S Manahan 02 G Ortiz / S Manahan S Manahan S Manahan R Manahan 13 /09/2010 03 S Manahan S Manahan R Manahan 06/10/2010 04 S Manahan S Manahan R Manahan 04/11/2010