East West Link (Eastern Section) Comprehensive Impact Assessment. Report of Stephen Pelosi

East West Link (Eastern Section) Comprehensive Impact Assessment Report of Stephen Pelosi 1 Introduction I have been engaged on behalf of Linking Melbourne Authority to peer review the Traffic Impact Assessment contained in the Comprehensive Impact Statement (CIS) prepared for the East West Link (Eastern Section) Project (Project) under the Major Transport Projects Facilitation Act (Vic) 2009. I have also been engaged to: a) review and comment, where necessary, on submissions to the CIS; and b) consider and comment on the performance requirements contained in the CIS insofar as they are relevant to my area of expertise. 2 Qualifications and experience Appendix A contains a statement setting out my qualifications and experience, and the other matters raised by Planning Panels Victoria 'Guide to Expert Evidence'. A copy of the letter of instructions provided to me from Clayton Utz, dated 16 December 2013, is also attached to Appendix A A copy of my curriculum vitae is provided in Appendix B. 3 Traffic and Transport Impact Issues 3.1 Scope of peer review My peer review of the CIS has principally focussed on: a) Chapters 4, 5 and 7 of the CIS and the Mapbook; and b) Technical Appendix E (Traffic Impact Assessment) Through my consideration of the above documentation, I have been guided by the CIS evaluation objectives set out in the Scoping Directions issued by the Minister for Planning, with particular attention given to the Transport connectivity objective: To improve road based transport connectivity between the east of Melbourne and the Port of Melbourne and the wider metropolitan region and the State, while maintaining the connectivity of existing local transport routes. This peer review only examines the East West Link (Eastern Section) Project (between the Eastern Freeway terminal at Hoddle Street and the Port of Melbourne). In examining the eastern section I am also aware that the ultimate full East West Link project envisages a connection between the Eastern Freeway terminal at Hoddle Street and the Western Ring Road.

The full East West Link project aims to meet a number of transport/traffic objectives, including: Enhancing the overall efficiency of the transport network, particularly Melbourne s and Victoria s strategic freeway network Improving the capacity and efficiency of Victoria s freight networks Facilitating public transport improvements Creating opportunities for urban renewal and improved local amenity Providing a freeway connection to address current and future demand for east-west movements across Melbourne Providing an alternative to the M1 corridor 3.2 The CIS Findings 3.2.1 Reference Project Objectives & Modelling Run Scenarios The CIS Reference Project has been used as the basis for assessing the potential impacts and benefits of the East West Link Eastern Section and, in turn, to inform the development of performance requirements. Performance requirements define the outcomes that the project must achieve during its construction and operation, regardless of any specific design solutions adopted. It is evident from the review that I have undertaken of the CIS documentation that the principal traffic/transport objectives of the East West Link Eastern Section project are to improve cross-city transport connectivity, provide an alternative to the M1 corridor, and deliver quantifiable travel benefits for Melburnians. A number of scenarios have been modelled in order to adequately test the ability of the Reference Project to deliver on its stated objectives. The Traffic Impact Assessment used the following modelling runs to analyse the traffic conditions in 2011, 2031 (with no East West Link Eastern Section) and 2031 (with East West Link Eastern Section): 2011 Existing conditions 2031 without East West Link 2031 with East West Link Eastern Section, Hoddle Street to Port Connection 2031 with East West Link Eastern Section, Hoddle Street to CityLink. In addition to complete the sensitivity testing of the 2031 with East West Link Eastern Section model scenario, the following modelling runs have been used: 2031 with East West Link Eastern Section, Hoddle Street to Port Connection without Arden Street ramps 2031 with East West Link Eastern Section, with 2036 population growth. 2031 with East West Link Eastern Section, with 2026 population growth 2031 with East West Link Eastern Section, Hoddle Street to Port Connection increase/decrease tolling rate. The AM peak period (7am 9am) has been the period principally assessed in the Traffic Impact Assessment for the East West Link Eastern Section. Consideration of the PM peak period has been included within the microsimulation assessment for the project. 2

The East West Link Eastern Section tunnel (Part A) is forecast to carry approximately 80,000 vehicles per day on opening, and then grow to between 100,000 and 120,000 vehicles per day in 2031. All strategic modelling used for this assessment assumes that the East West Link Eastern section is tolled. The forecast traffic volumes would be accommodated within twin tunnels both with three traffic lanes. The maximum V/C ratio for the tunnels in the AM peak period is expected to be between 0.7 and 0.9 based on the 2031 strategic modelling results. The East West Link Eastern Section viaduct (Part B) is forecast to carry between 10,000 and 20,000 vehicles per day. This volume would be accommodated on twin 3 kilometre viaducts parallel to CityLink on the western side (both with two traffic lanes). This link is forecast to operate within capacity, with the V/C ratio not exceeding 0.5 in 2031. This part of the project is forecast to carry higher traffic volumes with the extension of the East West Link Eastern Section to the M80 (Western Ring Road), although this was not analysed as part of the Traffic Impact Report Assessment. 3.2.2 Forecast Project Benefits / Establishment of Performance Requirements Overall, the project is forecast to have no major, adverse impacts on the existing transport network, and to provide a number of benefits. Several performance requirements have been identified in the CIS. It is expected that adherence to these performance requirements will enable the traffic impacts associated with construction and operation of the East West Link Eastern Section to be mitigated and managed. In summary, when operational, the East West Link Eastern Section is anticipated to improve traffic conditions at the local, regional and metropolitan level. Key project benefits identified in the CIS include: Decreased traffic along Alexandra Parade This would provide the opportunity to increase the signal green time allocated for the north-south routes (including Wellington Road, Smith Street, Brunswick Road and Nicholson Street), which would reduce delays and improve travel times for public transport, cars and cyclists using these roads. Reduced east-west travel time and improved travel time reliability Currently the average travel time between the Chandler Highway and Footscray Road is approximately 36 minutes in the AM peak with a variance of about 15 minutes. The project is expected to reduce the travel time to approximately 10 to 15 minutes with a relatively consistent travel time. Creation of an alternative east-west route (particularly for freight) East West Link Eastern Section would provide a new, direct connection from the Eastern Freeway to the Port of Melbourne. This link would improve connectivity, accessibility and consequently efficiency of transport freight within Melbourne. The Traffic Impact Assessment Report (Technical Appendix E of the CIS) principally utilises outputs from the VLC strategic model in order to identify the traffic impacts of the East West Link Eastern Section on Melbourne s metropolitan, regional and local transport networks. 3

Importantly, in assessing the merits of the East West Link Eastern Section, the Traffic Impact Assessment Report presents forecast traffic and transport benefits in the context of changes to a range of key performance indicators the data for which is sourced from the strategic modelling. The key performance indicators provide a sound basis to compare the network changes between modelling scenarios and they include: Total trips (The number of vehicle trips) Vehicles kilometres travelled VKT (The total number of kilometres travelled by each vehicle in the network an indicator of trip length) Vehicle hours travelled (VHT) (The total quantity of travel time for each trip in the network) Average speed of vehicles (The average network speed is calculated by dividing the total network distance by the total network travel time) Public transport boardings (A public transport boarding is counted whenever a passenger enters a public transport vehicle (although one public transport trip may consist of one or more boardings). For example, a bus trip to a railway station, where the passenger transfers to a train, is a two boarding trip. I am of the view that the use of these performance indicators provides a comprehensive framework to understand and evaluate traffic/transport impacts. The analysis presented in the Traffic Impact Assessment Report considered metropolitan, regional and local impacts and presented findings on a range of benefits using the performance indicators outlined above. A summary is provided below of the key aspects from this assessment. METROPOLITAN The 2031 with East West Link Eastern Section modelling results indicate the project would improve travel times where the vehicle hours travelled per day reduces by 0.11 per cent, which equates to 4,300 hours per day (across the entire metropolitan area). In addition the number of vehicle kilometres travelled within the network increases by 0.40 per cent (800,000 kilometres). The combination of the two factors results in an overall greater benefit to the road network (as a greater number of kilometres are travelled within the network for less hours compared to the network without the East West Link) indicating reduced levels of congestion. There are a number of roads forecast to have reductions in traffic volumes. These are discussed in more detail in the local section below. At a wider metropolitan scale, the following should be noted: Strategic modelling results indicate that traffic volumes are forecast to decrease by approximately 3% for the daily volumes in 2031 on the M80 (the orbital ring road linking the outer north-eastern and western suburbs) once the East West Link Eastern Section is operational. In addition, the strategic modelling results indicate that traffic volumes on the M1 (currently the only complete east-west freeway road link in Melbourne) are forecast to decrease by approximately 3% for the daily volumes in 2031 once the East West Link Eastern Section is operational. 4

REGIONAL The AM peak travel time plots for the 2031 with East West Link Eastern Section scenario indicate that travel times are expected to decrease substantially compared to the 2031 without East West Link scenario. The travel time data indicates that it would take approximately 10 to 15 minutes to travel between the Chandler Highway interchange on the Eastern Freeway to CityLink (western link), and approximately 15 to 20 minutes to travel the length of the proposed East West Link Eastern Section (between Shepherd Bridge on Footscray Road to the Chandler Highway interchange on the Eastern Freeway). This is a considerable decrease in travel times compared to the 2031 network without the East West Link. In addition, the distance vehicles would be able to travel in an east-west orientation within 20 minutes is anticipated to increase substantially compared to a comparable road network in 2031 without East West Link. For example, the travel time plots indicate that, with the inclusion of the East West Link Eastern Section, vehicles would be able to travel from Shepherd Bridge on Footscray Road to the Doncaster Road/High Street interchange along the Eastern Freeway within 20 minutes. Travelling the same distance is expected to take over 30 minutes in 2031 if the East West Link Eastern Section.. LOCAL The roads with significant reductions in traffic volumes include Alexandra Parade, Macarthur Road and Johnston Street. These roads are all key east-west orientated roads that are expected to decrease by between 20 and 30 per cent in 2031 with the project, compared to the 2031 network without the project. A few road sections are identified as having increases in daily traffic volumes between the scenarios with and without East West Link in 2031. These roads include the Eastern Freeway, Elliott Avenue, Footscray Road and Ormond Road. The strategic modelling results indicate that traffic volumes would increase along the Eastern Freeway by between 40 and 50 per cent. Traffic volumes travelling along Elliott Avenue (between Flemington Road and the new interchange) are forecast to increase by up to 10 per cent when comparing the 2031 no project and 2031 with project scenarios. Traffic volumes along Footscray Road, between Whitehall Street and Sims Street, increase by up to 10 per cent when comparing the two scenarios. This section includes Shepherd Bridge, which is an existing constraint along Footscray Road as the capacity is only two lanes in each direction. Ormond Road is anticipated to experience an increase in traffic volumes by between 30 and 40 per cent between the 2031 with East West Link and without East West Link scenarios. While the increase in traffic volumes appears significant as a percentage, the V/C ratio is expected to remain between 0.9 and 1. It is therefore not anticipated to be a significant issue. Microsimulation modelling results of the interchange at Brunswick Road / Ormond Road indicate the intersection would operate within capacity. Other roads with increases between the 2031 with East West Link and without East West Link scenarios include Nicholson Street, Rathdowne Street, High Street and Hoddle Street (north of Alexandra Parade). All of these links have minor increases (ranging from 0 to 5 per cent), and are not expected to require any upgrades to their capacity. Strategic traffic modelling results indicate that traffic volumes along Hoddle Street (between Alexandra Parade and Victoria Street) remain generally constant between the 2031 with East West Link and without East West Link scenarios. Additionally, the results indicate that Bell Street continues to operate within capacity, and the traffic volumes travelling along the road would reduce once the East West Link Eastern Section was operational. This indicates that the East West Link Eastern Section is likely to improve traffic conditions along this key route. 5

Traffic volumes within the inner northern suburbs of Melbourne (i.e. between Victoria Street and Bell Street, along the length of the Reference Project) will generally decrease, particularly the east-west orientated roads (when comparing the 2031 no project and 2031 with project scenarios). Brunswick Road and Bell Street are forecast to experience reduced traffic volumes of up to 10%. Traffic volumes in Alexandra Parade and Johnston Street are forecast to reduce by between 20 and 30 per cent. The V/C ratio for the majority of these roads is expected to be between 0.7 and 0.9. Overall, when traffic comparing conditions in 2031 with and without the East West Link, the project is expected to result in less surface traffic through the local study area, reduced congestion at key locations, and a reduction in traffic along Alexandra Parade. 3.2.3 The CIS Traffic Impact Assessment Process The key stages associated with the traffic assessment process, as presented in the CIS, include: Risk assessment to identify the potential risks. Consideration of the impacts of the East West Link Eastern Section based on the outputs of the strategic model, additional analysis for key intersections using a microsimulation model, and a qualitative assessment using engineering knowledge / judgement. Development of performance requirements to address the identified impacts. I note that the assessment has been based on the Reference Project and does not consider the impacts of enabling projects that may be required for the East West Link Eastern Section (i.e. widening of the Eastern Freeway beyond the eastern boundary of the Reference Project). The strategic model provides information on the anticipated traffic flows on the road network as a comparison between a base network in 2031 without the East West Link Eastern Section and a modified road network in 2031 that includes the East West Link Eastern Section project. The strategic transport model encompasses the entire metropolitan road network in Melbourne and does not, due to its nature, incorporate specific operational details of existing or future intersection performance. The likely performance at intersections has been analysed using a microsimulation model (a more detailed model that only focuses on the Reference Project and intersecting roads). The microsimulation model forecasts intersection operation and provides insights for potential intersection modifications within the Reference Project area. 3.2.4 Traffic / Transport Impacts The potential impacts (as described in Appendix E of the CIS) are outlined below: a) Construction-phase Impacts Construction-phase impacts would primarily be associated with Precinct 3 Royal Park (Western Portal), although there would also be some other traffic impacts along the length of the project. In assessing likely construction-phase impacts, the CIS concludes that they can be addressed and minimised as part of a detailed construction methodology (which would need to be prepared by the eventual construction contractor) that is specifically designed to meet the performance requirements. 6

The CIS identifies that possible impacts during construction may be associated with: Disruption to key public transport routes during construction increased travel time or distance for public transport, including possible short-term intermittent closure of the Upfield rail line, the tram route through Royal Park and bus services along Hoddle Street. Replacement bus services would be required for affected train/tram services potentially affecting travel times. Reduced connectivity for north-south road users and local access increased congestion and reduced connectivity across the project corridor at locations where works are forecast to occur at ground level. Impact on road safety due to a changed road environment possible increased incidence of accidents due to temporary alterations to road geometry (access points and intersections) to the extent that motorists may be unfamiliar with changed road conditions. In my opinion, all of these potential impacts could be appropriately managed with adherence to the project s performance requirements. b) Locations of Possible Interaction with Existing Road Network The CIS concludes that there will be comparatively few locations of direct interaction with the existing transport network, as the proposed East West Link Eastern Section is a road that is predominantly grade-separated from the majority of the transport network through which it passes. There are four locations that have been identified where the East West Link Eastern Section would mainly interact with, and potentially impact upon, the existing road network. An assessment of the impacts at these locations has been undertaken and presented in the CIS Traffic Impact Assessment report. The key findings are as follows: Eastern Portal Hoddle Street: there would be no significant adverse impacts to Hoddle Street due to the project, as traffic volumes are not forecast to increase with the exception of the section of Hoddle Street north of Alexandra Parade which is anticipated to experience some increase in traffic. Elliott Avenue interchange: traffic volumes are forecast to increase along Elliott Avenue between Flemington Road and the East West Link Eastern Section interchange. To accommodate this increase in traffic volumes, an additional right turn lane from Elliott Avenue into Flemington Road would be provided to boost capacity at this intersection. The Flemington Road exit ramp from CityLink would also be altered to address congestion between Mt Alexander Road and Elliott Avenue. Western Portal CityLink/Brunswick Road interchange: there would be no significant adverse impacts to CityLink or on Brunswick Road due to the new East West Link Eastern Section ramps. Traffic volumes are forecast to increase slightly on city Link and decrease on Brunswick Road, with both these roads operating within capacity. East West Link Eastern Section elevated roadway to the Port: Footscray Road and Arden Street ramps there would be no significant adverse impacts to Footscray Road and Arden Street due to the new East West Link Eastern Section ramps. Traffic volumes are forecast to increase slightly, but these roads would still operate within capacity. In my opinion, the interaction with the existing road network as proposed by the Reference Project is appropriate, allows for safe and efficient outcomes, and the impacts of this interaction can be appropriately managed with adherence to the project s performance requirements. 7

c) Locations of Possible Changes to Existing Traffic Volume Strategic modelling undertaken as part of the CIS assessment indicates that the majority of road lengths within the study area that currently have significant congestion are forecast to have reduced traffic volumes due to the construction of the East West Link Eastern Section. There are four roads within the study area that are forecast to have increased traffic volumes following project completion. These roads are the Eastern Freeway, Elliott Avenue, Footscray Road and Ormond Road. The impacts of the forecast increases are described in greater detail below. Eastern Freeway - The strategic modelling indicates the Eastern Freeway would have sufficient capacity to accommodate the increased traffic volumes with the implementation of widening works to accommodate the tunnel portal lanes. Elliott Avenue The strategic modelling indicates that Elliott Avenue would not be able to accommodate forecast traffic volumes thus necessitating capacity increases along Elliott Avenue in the vicinity of Flemington Road. Footscray Road The strategic modelling indicates traffic volumes would increase along Footscray Road / Napier Street, between Whitehall Street and Sims Street (Shepherd Bridge). The CIS states that capacity improvements would be required. It is my opinion that this would only need to be undertaken when the port connection is developed, if not undertaken sooner through typical network enhancements. Ormond Road The strategic modelling indicates that traffic volume along Ormond Road (west of CityLink) would increase; however there is sufficient capacity to accommodate the forecast future volume. In my opinion, the forecast traffic increases in the above sections of the road network can be appropriately managed as part of the detailed design development process during the project procurement phase. 3.2.5 Summary Having reviewed relevant traffic/transport documentation in the CIS, I am satisfied that the East West Link Eastern Section will make a significant beneficial contribution to addressing established issues with respect to poor east-west connectivity and, more particularly, Melbourne s deficient east-west transport capacity relative to the growing demand for travel across the city. In particular, the East West Link Eastern Section will: Provide the foundation for an alternative to the West Gate Bridge and, more broadly, the West Gate-Monash-CityLink corridor thereby addressing one of Melbourne s most pressing transport needs. Help cater for the expected large forecasts of major population, economic activity and traffic growth in the region that will increase pressure on east-west linkages. Assist with the provision of necessary infrastructure to cater for the growing freight task and improve freight efficiency for both Melbourne and the Victorian industry. Assist in addressing the trend of increasing travel times, congestion and travel time volatility on Melbourne s road network. Address the strong and growing demand for cross-city travel and the lack of direct cross city eastwest connections Provide additional network flexibility and connectivity by contributing to the completion of the key missing links in Melbourne s transport network. 8

3.3 My Opinion 3.3.1 Overall Conclusion It is my opinion that the CIS provides rational conclusions with respect to the likely traffic/transport impacts associated with the East West Link Eastern Section Reference Project. More specifically my view is that the Reference Project will improve traffic conditions at the local, regional and metropolitan level. Furthermore, I am of the view that the access arrangements proposed are appropriate and are capable of providing for safe and efficient access between the Reference Project and the existing road network. Finally, I am satisfied that any potential traffic impacts associated with construction and operation of East West Link Eastern Section can be effectively mitigated and managed by adherence to the performance requirements identified in the CIS. The provision of a grade-separated freeway-standard connection between the Eastern Freeway and the Port of Melbourne will contribute to Melbourne being a well-connected city with access to a range of travel options and choices. Significant additional travel on the road network by freight, public transport and private vehicles has been forecast across metropolitan Melbourne and more specifically in the form of cross-city / east-west movements. The East West Link Eastern Section will enable this growth in travel demand to be adequately accommodated. Further, the project provides opportunities to boost public transport performance, enhance pedestrian and bicycle amenity / connectivity, achieve substantial vehicle travel time savings and reduce traffic volumes on sensitive local roads along the East West Link corridor. 3.3.2 Main Benefits From my review of the relevant sections of the CIS and Traffic Impact Assessment, it is evident that there are multiple traffic/transport benefits that would be realised once East West Link Eastern Section is operational. These include: Provision of an alternative to the M1 corridor with associated greater network flexibility on a metropolitan scale and reduction on the reliance on a single east-west corridor. Creation of significant additional traffic capacity for east-west movements, which will relieve pressure from existing east-west arterial routes. Congestion-alleviation at the point where the Eastern Freeway terminates with Hoddle Street, through provision of an additional traffic route. Significant reduction in the use of local streets by freight traffic. Improvements to the reliability of north-south tram and bus routes, particularly where they will cross the tunnelled section of the East West Link Eastern Section. Improved connectivity and better access to and from the Port of Melbourne and Melbourne Airport to the eastern suburbs (evidenced by significant forecast travel time savings). More efficient use of the Eastern Freeway, particularly during non-peak periods. Faster and more frequent bus services between Doncaster and Melbourne s CBD. In summary, the East West Link Eastern Section provides a range of major benefits across the transport network by redirecting a significant volume of traffic from at-grade arterials and local roads into a fully grade-separated design (underground and above-ground) with significantly reduced interaction with transport movements at ground level. This will result in substantial improvements to both east-west and north-south movements by pedestrians, cyclists, public transport services and local traffic movements atgrade along the Reference Project corridor. 9

4 Comment on Submissions I have read the submissions to the CIS that were allocated to me, as potentially containing issues that are relevant to my area of expertise. The key themes that are discussed in the submissions include matters that cover: Bicycles Congestion / Traffic Flow Freight Interchanges Arden Street Interchanges City Link Interchanges Elliott Avenue Interchanges Hoddle Street Interchanges Ormond Road Intersecting major roads Alexandra Parade Intersecting major roads Mt Alexander Road These following submissions numbers have been referred to me for review: Intersecting major roads Racecourse Road Local Access and connectivity Modelling and traffic volumes Parking Pedestrians Public Transport - trains Public Transport - buses Public Transport trams Safety Transport of spoil 1, 2, 5, 6, 7, 8, 9, 12, 13, 14, 16, 18, 19, 20, 21, 22, 23, 24, 25, 26, 28, 29, 30, 31, 32, 33, 34, 35, 37, 38, 40, 41, 42, 43, 44, 45, 46, 47, 48, 49, 50, 51, 52, 53, 57, 61, 62, 63, 64, 65, 66, 67, 68, 69, 70, 71, 72, 75, 77, 78, 79, 80, 81, 82, 84, 85, 86, 87, 88, 89, 91, 92, 93, 94, 95, 96, 97, 98, 99, 100, 103, 104, 105, 106, 107, 108, 110, 112, 113, 116, 118, 119, 120, 122, 123, 124, 126, 129, 130, 131, 134, 136, 137, 138, 140, 141, 142, 143, 144, 146, 147, 148, 150, 151, 152, 153, 154, 155, 156, 157, 158, 159, 160, 161, 162, 163, 164, 165, 166, 167, 168, 169, 170, 172, 173, 174, 175, 176, 177, 178, 179, 180, 182, 183, 184, 185, 186, 187, 188, 189, 190, 191, 192, 193, 194, 195, 197, 198, 199, 200, 201, 203, 204, 205, 206, 207, 208, 209, 210, 211, 212, 213, 214, 215, 216, 217, 218, 219, 221, 222, 223, 227, 228, 229, 230, 231, 232, 234, 235, 236, 237, 239, 240, 241, 242, 243, 244, 245, 247, 248, 249, 250, 252, 253, 254, 255, 256, 257, 258, 259, 260, 261, 262, 263, 265, 266, 267, 268, 269, 270, 272, 274, 275, 276, 277, 279, 280, 281, 282, 283, 284, 285, 286, 287, 288, 289, 290, 291, 292, 293, 294, 297, 298, 299, 300, 301, 303, 304, 305, 306, 308, 309, 310, 311, 312, 313, 314, 315, 316, 317, 318, 320, 321, 322, 323, 324, 325, 326, 328, 329, 330, 331, 333, 334, 335, 336, 337, 338, 340, 341, 342, 345, 346, 347, 348, 350, 351, 352, 353, 354, 355, 356, 357, 358, 359, 360, 361, 362, 363, 364, 365, 366, 367, 368, 369, 370, 371, 372, 374, 376, 378, 380, 381, 382, 384, 386, 387, 388, 389, 391, 392, 393, 394, 395, 396, 397, 398, 399, 400, 402, 404, 406, 408, 411, 412, 413, 414, 415, 417, 418, 419, 420, 422, 423, 424, 425, 426, 427, 428, 429, 431, 432, 433, 434, 436, 437, 439, 440, 441, 442, 443, 444, 445, 446, 447, 448, 449, 450, 451, 452, 453, 454, 455, 457, 458, 459, 461, 462, 464, 467, 468, 469, 471, 472, 473, 474, 475, 477, 478, 479, 480, 481, 482, 483, 484, 485, 486, 487, 488, 489, 491, 492, 493, 494, 495, 496, 497, 499, 501, 502, 503, 504, 505, 506, 507, 509, 510, 511, 513, 514, 515, 517, 518, 519, 520, 523, 525, 526, 527, 529, 530, 531, 532, 533, 534, 535, 537, 538, 539, 540, 541, 542, 545, 546, 548, 549, 550, 551, 552, 553, 554, 557, 559, 560, 562, 563, 564, 565, 566, 567, 569, 570, 571, 572, 574, 575, 576, 578, 579, 580, 581, 582, 583, 584, 585, 586, 587, 588, 589, 590, 591, 592, 593, 594, 595, 596, 597, 599, 600, 601, 602, 604, 605, 607, 608, 609, 610, 611, 612, 613, 614, 615, 616, 617, 618, 619, 620, 621, 622, 623, 624, 625, 626, 627, 628, 629, 631, 632, 633, 634, 635, 636, 637, 638, 640, 641, 643, 644, 645, 650, 651, 652, 653, 656, 657, 658, 659, 660, 661, 662, 663, 664, 665, 666, 667, 668, 669, 670, 672, 673, 675, 676, 677, 678, 679, 680, 681, 682, 683, 684, 685, 686, 687, 688, 689, 690, 692, 693, 695, 696, 697, 698, 699, 700, 701, 702, 703, 704, 705, 706, 707, 709, 710, 711, 712, 713, 714, 715, 716, 717, 718, 719, 720, 721, 722, 723, 725, 726, 728, 729, 730, 731, 732, 733, 734, 735, 737, 738, 739, 740, 741, 742, 743, 744, 745, 747, 748, 749, 750, 751, 753, 754, 756, 757, 758, 759, 760, 761, 762, 763, 764, 765, 766, 767, 768, 769, 770, 771, 772, 773, 774, 775, 776, 777, 778, 779, 780, 781, 782, 783, 784, 785, 786, 787, 788, 789, 790, 791, 792, 793, 794, 795, 796, 797, 798, 799, 800, 801, 802, 803, 804, 805, 806, 807, 808, 809, 810, 811, 812, 813, 814, 815, 816, 817, 818, 819, 820, 821, 822, 823, 824, 825, 826, 827, 828, 829, 830, 831, 832, 835, 837, 838, 839, 840, 841, 842, 843, 844, 845, 846, 847, 848, 849, 850, 851, 852, 853, 854, 855, 856, 857, 858, 859, 860, 861, 862, 863, 864, 865, 866, 867, 868, 869, 870, 871, 872, 873, 875, 877, 879, 881, 883, 884, 885, 886, 887, 888, 889, 890, 891, 892, 893, 894, 895, 896, 897, 898, 899, 901, 902, 903, 904, 905, 907, 909, 911, 912, 913, 914, 915, 917, 918, 919, 920, 922, 924, 925, 926, 927, 928, 929, 930, 931, 932, 933, 934, 935, 936, 937, 938, 939, 940, 941, 942, 943, 944, 945, 946, 947, 948, 949, 950, 951, 952, 953, 954, 955, 956, 958, 961, 963, 964, 965, 966, 967, 968, 969, 972, 974, 975, 976, 977, 979, 980, 981, 982, 984, 986, 987, 989, 990, 991, 992, 993, 994, 995, 996, 997, 998, 999, 1000, 1002, 1003, 1004, 1005, 1006, 1007, 1009, 1010, 1011, 1012, 1013, 1014, 1015, 1016, 1017, 1019, 1020, 1021, 1023, 1025, 1027, 1028, 1033, 1034, 1038, 10

1039, 1040, 1041, 1042, 1043, 1045, 1046, 1047, 1049, 1050, 1051, 1052, 1053, 1054, 1055, 1057, 1059, 1060, 1062, 1063, 1064, 1065, 1066, 1067, 1068, 1069, 1071, 1072, 1073, 1074, 1075, 1076, 1077, 1078, 1079, 1080, 1081, 1082, 1083, 1085, 1087, 1089, 1090, 1091, 1093, 1095, 1096, 1097, 1098, 1099, 1100, 1111, 1112, 1113, 1114, 1116, 1117, 1118, 1119, 1121, 1122, 1123, 1132, 1135, 1139 1141, 1142, 1143, 1145, 1146, 1147, 1148, 1149, 1151, 1152, 1153, 1154, 1155, 1156, 1157, 1158, 1159, 1160, 1161, 1162, 1163, 1164, 1165, 1166, 1167, 1168, 1169, 1170, 1171, 1172, 1173, 1174, 1175, 1176, 1177, 1178, 1179, 1180, 1181, 1182, 1183, 1184, 1185, 1186, 1187, 1188, 1189, 1190, 1191, 1192, 1193, 1194, 1195, 1196, 1197, 1198, 1199, 1200, 1201, 1202, 1203, 1204, 1205, 1206, 1207, 1208, 1209, 1210, 1211, 1212, 1213, 1214, 1215, 1216, 1217, 1218, 1219, 1220, 1221, 1222, 1223, 1224, 1225, 1226, 1227, 1228, 1229, 1230, 1231, 1232, 1233, 1234, 1235, 1236, 1237, 1238, 1239, 1240, 1241, 1242, 1243, 1244, 1245, 1246, 1247, 1248, 1249, 1250, 1251, 1252, 1253, 1254, 1255, 1256, 1257, 1258, 1259, 1260, 1261, 1262, 1263, 1264, 1265, 1266, 1267, 1268, 1269, 1270, 1271, 1272, 1273, 1274, 1275, 1276, 1277, 1279, 1280, 1281, 1282, 1283, 1284, 1285, 1286, 1287, 1288, 1289, 1292, 1293, 1294, 1295, 1296, 1297, 1298, 1299, 1300, 1301, 1302, 1303, 1304, 1305, 1306, 1307, 1308, 1309, 1310, 1311, 1312, 1313, 1314, 1315, 1316, 1317, 1318, 1319, 1320, 1321, 1322, 1323, 1324, 1325, 1326, 1327, 1328, 1329, 1330, 1331, 1332, 1333, 1334, 1335, 1336, 1337, 1338, 1339, 1340, 1341, 1342, 1343, 1344, 1345, 1346, 1347, 1348, 1349, 1350, 1351, 1352, 1354, 1355, 1356, 1357, 1358, 1359, 1360, 1361, 1362, 1363, 1364, 1365, 1366, 1367, 1368, 1369, 1370, 1371, 1372, 1373, 1375, 1376, 1377, 1378, 1379, 1380, 1381, 1382, 1383, 1384, 1385, 1386, 1387, 1388, 1389, 1390, 1391, 1392, 1393, 1394, 1395, 1396, 1397, 1398, 1399, 1400, 1401, 1402, 1403, 1405, 1409, 1411, 1412, 1413, 1414, 1415, 1416, 1417, 1418, 1419, 1420, 1421, 1422, 1423, 1425, 1426, 1427, 1429, 1430, 1431 There is nothing in those submissions that has caused me to depart from the opinions expressed in my report on traffic and transport impact issues set out above. However, some of the issues raised require more detailed comment and this is set out in Appendix C. 5 Performance Requirements Chapter 17 of the CIS contains various performance requirements that define the environmental outcomes that the East West Link (Eastern Section) Project must achieve during its construction and operation, regardless of any specific design solutions adopted for the Project. These include performance requirements in relation to traffic and transport impact issues which have been developed as part of the Traffic Impact Assessment response to the project s performance objectives which in turn have been developed to satisfy the CIS Transport Connectivity Evaluation Objective in section 3.1, which is: To improve road-based transport connectivity between the east of Melbourne and the Port of Melbourne and the wider metropolitan region and the State, while maintaining the connectivity of existing local transport routes. The full list of CIS performance requirements and performance objectives relevant to traffic and transport impact issues is shown in Table 1. 11

Table 1 Transport/Traffic Performance Objectives & Performance Requirements Performance Objectives PR Code Performance Requirements To improve road-based transport connectivity between the east of Melbourne and the Port of Melbourne and the wider metropolitan region and the State, while maintaining the connectivity of the existing local transport routes. To minimise disruption to motor vehicle traffic, parking, bicycle and pedestrian movements during construction. To minimise disruption to public transport and rail freight during construction. To minimise potential for accidents by managing road safety for all new road linkages. T1 T2 T3 T4 T5 Optimise the design of East West Link Eastern Section in consultation with appropriate road management authorities as part of the detailed design process to: Minimise adverse impact on travel times Maintain, and where feasible, enhance the existing traffic movements at interchanges Maintain and enhance north-south traffic movements across Alexandra Parade Design interchanges and intersections to meet VicRoads requirements Maintain, and where feasible, enhance pedestrian movements and bicycle connectivity Develop a strategy with public transport authority to manage impact on trams and rail and, where feasible, enhance public transport facilities including Upfield and South Morang/Hurstbridge Railway lines, and Tram Route 55 through Royal Park Minimise loss of car parking in consultation with local Council. Develop and implement traffic management measures to minimise disruption to motor vehicle traffic, parking, bicycle and pedestrian movements during construction in consultation with relevant road management authorities, including: Management of any temporary or partial closure of traffic lanes along: o Local roads, including provision for suitable routes for vehicles, cyclists and pedestrians to maintain connectivity for road and shared path users o Eastern Freeway, Hoddle Street and Alexandra Parade o Flemington Road and Elliott Avenue o CityLink traffic lanes on and access ramps to and from, between Brunswick Road and Flemington Road o Macaulay Street, Arden Street and Dynon Road o Footscray Road and Appleton Dock Road and the intersections Maintaining access to the Melbourne Zoo and State Netball and Hockey Centre Developing potential routes for the transport of spoil from tunnelling Restricting the number of local roads to be used for constructionrelated transportation to minimise impacts on amenity, including truck movements along Manningham Street/Oak Street north of Ross Straw Field The reinstatement of access if disrupted Providing on-site parking to accommodate the construction workforce Preventing parking on local roads or use of public car parks including those at the Melbourne Zoo and State Netball and Hockey Centre Providing safe access points to laydown areas and site compounds Implementing a communications strategy to advise affected users of any changes to transport conditions. Develop and implement measures to minimise disruption during construction to the South Morang/Hurstbridge and Upfield railway lines to the satisfaction of VicTrack and MTM and tram routes on Flemington Road to the satisfaction of Public Transport Victoria. Minimise disruption to the rail infrastructure south of Arden Street to the satisfaction of the operators. Design new works in accordance with applicable road design standards and undertake road safety audits after each stage of detailed design. 12

The CIS performance requirements in Table 1 were developed after an assessment of the risks and impacts likely to be generated by the project. The performance requirements are designed to avoid, manage and mitigate these impacts. The performance requirements that have been outlined are designed to mitigate both construction phase issues as well as the ultimate operation of the completed East-West Link. The existing Performance Requirements include a requirement to Optimise the design of East West Link Eastern Section in consultation with appropriate road management authorities as part of the detailed design process. I am of the view that this consultative process would assist to deliver a detailed design that will address the requirements of municipalities, VicRoads and the public transport authority. I have not identified any new or modified performance requirements or mitigation measures that I recommend be adopted for the Project. Declaration I have made all the inquiries that I believe are desirable and appropriate and that no matters of significance which I regard as relevant have to my knowledge been withheld from the Assessment Committee. To my knowledge I have no significant financial or other pecuniary interest in relation to the East West Link (Eastern Section) Project.... Signed Date: 20 February 2014 13

Appendix A Matters Raised by PPV Guide to Expert Evidence (a) the name and address of the expert; Stephen Pelosi, Suite 2, 33 Chessell Street, South Melbourne. (b) the expert's qualifications and experience; I am a director of movendo Pty Ltd and I have 28 years of experience in transport planning and traffic engineering in Australia, New Zealand, the Middle East, Asia, Latin America and the US. My full CV is attached as Appendix B. I completed a Bachelor of Engineering (Civil) at RMIT University in 1985. I have held senior executive positions in government and consulting firms and in these roles I have been responsible for the delivery of major transport projects and for the provision of strategic and business advice to governments, infrastructure providers and operators on patronage, revenue potential, risk assessment and management strategies. My work across the world has included masterplanning projects, detailed transport systems analysis, land use/transport studies, multi-modal transport assessments, road safety plans, asset management studies, Intelligent Transport Systems, development of transport models, preparation of sustainable transport strategies, demand forecasting, route planning, public transport studies and bicycle & pedestrian plans. (c) a statement identifying the expert's area of expertise to make the report; My training and experience, as highlighted in my CV, including involvement with many major transport infrastructure projects in Victoria qualifies me to comment on the traffic implications of the proposed East West Link (Eastern Section) Project. Through my career, I have had considerable involvement in transport infrastructure planning and design particularly, including various public transport and rail projects (Craigieburn Rail Electrification, South Morang Rail Extension project, City Circle Tram, Box Hill tram extension in Melbourne), several road projects (Peninsula Link, West Link, East Link, Calder Freeway, Geelong Bypass and the Western Sydney Orbital). I have also appeared, as expert traffic and transport witness, at numerous tribunal and panel hearings, EES/EIS hearings and planning scheme amendment hearings. In particular I have appeared as witness for the Peninsula Link Freeway project in Melbourne, Bass Gas, Otway Gas, Calder Freeway and Geelong Bypass projects in Victoria and also prepared an Expert Witness Statement for the Victorian Desalination Plant EES. I have also prepared traffic management plans as part of the tender processes for the Western Sydney Orbital, and the land impacts associated with the Services Relocation for the Channel Deepening project in Melbourne s Port Phillip Bay. (d) a statement identifying all other significant contributors to the report and where necessary outlining their expertise; I have been assisted in my peer review by Nicole Broekman of movendo Pty Ltd. Nicole has over 18 years of experience across all facets of traffic and transport planning and engineering. Her project work includes traffic and revenue demand forecasting, transport modelling, simulation of transport systems, policy formulation, expert witness testimony, economic analyses, parking studies, route management strategies, pedestrian and bicycle planning & strategies, road safety engineering, traffic impact assessment, intersection modelling, public consultation, transport survey design & delivery. 14

She has worked both as a consultant and directly for transport agencies and government organisations, and has thus developed a strong appreciation for the delivery of major transport projects, including complex road and public transport schemes both internationally and across Australia. She is highly experienced in quantitative methods for project assessment and metrics used for the justification of transport schemes and investment decisions and models. (e) all instructions that define the scope of the report (original and supplementary and whether in writing or oral); I have been requested by Linking Melbourne Authority to express my expert opinion as to the traffic implications of the proposed East West Link (Eastern Section) Project by taking into consideration relevant documentation from the CIS and submissions received. I have also received a letter of instructions from Clayton Utz dated 16 December 2013 (a copy of this letter is attached to this Appendix A). (f) the identity of the person who carried out any tests or experiments upon which the expert relied in making this report and the qualifications of that person; Not Applicable (g) the facts, matters and all assumptions upon which the report proceeds; My report is based on a peer review of the CIS that has principally focussed on: a) Chapters 4, 5 and 7 of the CIS and the mapbook; and c) Technical Appendix E (Traffic Impact Assessment) I assume that all submissions relevant to my area of expertise have been allocated to me. (h) reference to those documents and other materials the expert has been instructed to consider or take into account in preparing the report, and the literature or other material used in making the report; Not Applicable other than documents referenced in part (g) (i) a statement identifying any provisional opinions that have not been fully researched for any reason (identifying the reason why such opinions have not been or cannot be fully researched); Not Applicable (j) a statement setting out any questions falling outside the expert's expertise and also a statement indicating whether the report is incomplete or inaccurate in any respect. In the process of preparing this report, I have not identified any questions outside of my area of expertise in traffic engineering and transport planning. I have visited the site, undertaken observations and reviewed relevant documentation assigned to me. I have also drawn on my 28 years of experience in traffic and transport planning. As a result of my deliberations, I have formed the views outlined in this report with respect to the traffic and transport implications of the Project. I have made all enquiries that I believe are desirable and appropriate. No matters of significance which I regard as relevant have to my knowledge been withheld from the Assessment Committee. Accordingly, I believe that the report is a complete and accurate statement of the likely traffic and transport impacts of the proposed East West Link (Eastern Section) Project. 15

Letter of Instruction to S Pelosi by Clayton Utz 16

Appendix B CV 17

Stephen Pelosi José Employment History Current 2001. 2011 1997. 2001 1986. 1996 Director, movendo Technical Director, AECOM Senior Associate, Traffic & Transport Leader, Connell Wagner (now Aurecon) Team Leader Traffic Engineering & Transport Planning, City of Melbourne Career History Stephen has 29 years of experience in transport planning and traffic engineering in Australia, the Middle East, Asia, the United States and Latin America. He has held senior executive positions in government and consulting firms and in these roles he has been responsible for the delivery of major transport projects and for the provision of strategic and business advice to governments, infrastructure providers and operators on patronage, revenue potential, risk assessment and management strategies. Stephen has led the transport analysis for, and appeared to provide expert testimony on, several major projects, including Peninsula Link Freeway, Geelong Bypass, Calder Freeway, Victorian Desalination Plant, Channel Deepening Project in Port Phillip Bay and Bass Gas/Otway Gas projects. His work across the world has included masterplanning projects, detailed transport systems analysis, land use/transport studies, multi-modal transport assessments, road safety plans, asset management studies, formulation and implementation of Intelligent Transport Systems, development of transport models, preparation of sustainable transport strategies, demand forecasting, route planning, public transport schemes and bicycle & pedestrian plans. He has also advised developers and government agencies on transport and infrastructure issues, with emphasis on economically viable, efficient, safe and sustainable transport systems. Stephen s extensive project experience in delivering a wide variety of programs and projects in the traffic and transport sector has enabled him to develop excellent leadership capabilities, as well as appreciate the importance of undertaking effective consultation and negotiations with a wide range of community and stakeholder groups. Over nearly 3 decades, Stephen has established a strong reputation as a group facilitator working with communities, technical experts and policy makers to proactively engage communities in decision-making, support policy development and implementation and manage processes of change and conflict. His primary focus has been facilitating an integrated approach to the planning of transport infrastructure and systems recognising, and having respect for, the cultural and social planning requirements as well as understanding the aspirations of communities; with an eye to delivering more sustainable outcomes for the future. Stephen has regularly taken the opportunity to share his considerable experience through preparation of technical papers and participation in conferences, including most recently various workshop sessions in 2012 in support of the 2010-2020 National Traffic and Transport Strategy for Kuwait, sponsored by the United Nations Development Programme and the government of Kuwait.

Qualifications Stephen s technical expertise covers all areas related to the planning of sustainable transport systems and cost effective infrastructure provisions: Traffic engineering for road, public transport, bicycle and pedestrian projects Transport planning Transport system design for mixed-use developments Traffic and patronage forecasting Transport network evaluation Transport policy analysis Infrastructure feasibility studies Transport modeling Road safety Logistics 1985 RMIT University Bachelor of Engineering (Civil) Project Experience WestLink Planning and Consultation Study Frankston Bypass (Peninsula Link) client Linking Melbourne Authority location Melbourne year 2009-2010 While at AECOM, Stephen was one of the principal traffic and transport analysts for this study, which included a review and assessment of a variety of infrastructure options to help inform selection of a preferred design solution. The eventual evaluation of a number of shortlisted options included alignment and arrangements for connections to the Western Ring Road and alignments for connection with Dynon and Footscray Roads taking into account transport modelling forecasts and induced demand factors. The traffic engineering investigations also comprised review of required upgrades to existing roads and intersections with consideration for future road widenings and land acquisition. client Linking Melbourne Authority location Melbourne year 2007-2009 While at AECOM, Stephen was the technical transport director for a planning feasibilty study of a new freeway extending for over 20 kilometers on Melbourne s south-eastern fringe. Originally known as the Frankston Bypass, the roadway is nearing completion and is now known as Peninsula Link. The study, conducted in 2008/09, involved preparation of preliminary road designs (tested with modelling and microsimulation) and also included a full environmental assessment of various road options. In his role as technical transport director, Stephen provided traffic safety and traffic engineering advice to test different road options. He also provided expert witness evidence to a Panel hearing covering all modeling aspects (including the development/validation of a sub area traffic model - extracted from the metropolitan wide model - for the base and future year forecasts). Mitcham Frankston Motorway (now East Link) client VicRoads location Melbourne year 2004-2005 Stephen led the development of a dynamic VISSIM traffic microsimulation model of this major highway project (40km highway with a tunnel and around 20 grade separated intersections) and managed the traffic analysis for this study. The project involved creating a corridor model, using VISSIM, suitable for input of traffic forecasts by a metropolitan transport model - CUBE. The application of multiple VISSIM simulation scenarios enabled effective options analysis and resolution of the preferred highway scheme design. All freeway interchanges were included in the VISSIM model and tested with varying traffic loads based on tolling assumptions. VISSIM enabled optimisation of weaving and merging sections.

Western Sydney orbital traffic study client Road Transport Authority location Sydney year 2003-2004 While at AECOM, Stephen coordinated the preparation of traffic management plans for the Western Sydney Orbital (WSO) the major circumferential freeway through Sydney s north western suburbs; a 40 km motorway linking three other key motorways and saving motorists significant amounts of time. The project included regional modeling and detailed traffic engineering design for: -17 interchanges along the motorway to provide access to adjoining communities and improve transport options to these areas. -38 underpasses and overpasses to maintain local access for pedestrians, cyclists and motorists along the full length of the motorway -40 km off-road shared cycle / pedestrian pathway traverses the motorway and connects with the Sydney Cycleway network As a result of the implementation of the WSO, motorists travelling on the road can avoid up to 48 sets of traffic lights on the overall trip. The study also included the use of ITS to provide: -Intelligent vehicle speed detection and operate at variable speeds up to 100 km/h. -A cashless, free-flow electronic tollway with no toll booths and no slowing or stopping. Update of Singapore economic evaluation parameters client Land Transport Authority location Singapore year 2008-2009 Singapore s Land Transport Authority (LTA) employs a project appraisal framework that incorporates an economic evaluation procedure to facilitate decision-making in transport infrastructure investment, ensuring the efficient use of resources and timely investment in projects. The procedure uses outputs from LTA s Strategic Transport Model, together with monetary unit values for relevant parameters, to estimate social benefits. The principal benefits from transport projects include travel time savings, reductions in vehicle operating costs and accident costs, as well as environmental costs such as air pollution and greenhouse gas emissions. In some cases, wider economic benefits that are not captured in the conventional economic analysis approach are also calculated. In 2008, LTA awarded a study to update the value of time (VOT), vehicle operating costs (VOC) and accident costs (AC) by undertaking the necessary surveys, data collection and analysis, as well as reviewing and recommending a methodology to quantify the environmental costs and wider economic benefits. Stephen was nominated Project Director, while at AECOM, leading a multi-disciplinary team for this year-long project. The study recognised that in order to accurately carry out evaluations of transport infrastructure investments, it is necessary to use a true value of accident cost that would reflect the community s willingness-to-pay (WTP). The study team proposed an approach where, for the first time in Singapore, accident costs were to be derived using a WTP approach. Singapore had been using the traditional human capital approach, which derives a valuation of fatalities based on the discounted future average income value for a traffic accident victim. However, the AECOM study team proposed a WTP approach for Singapore recognising that a number of countries had derived values of accident cost based on such as approach by applying Contingent Valuation (CV) methods and Stated Preference (SP) methods to derive WTP values of statistical life and severe injury. The project built upon this pioneering work and provided the WTP value of accident costs in Singapore. The study involved the design/delivery of SPS surveys, which involved more than 4,000 interviews of Singaporean residents, and included both CV and SP methods to derive accident costs in the context of urban travel. The CV and SP results were then compared and calibrated against each other. In addition, the WTP values were compared against those obtained from using the human capital valuation method, and also against other WTP accident cost values from other developed countries. Finally, the study also reviewed and recommended a methodology for assessing wider economics and environmental benefits associated with infrastructure investment in Singapore.

Docklands transport plan and model client Places Victoria location Melbourne year 2011-2012 In 2011-2012, Stephen led the preparation of a Transport Plan and Transport Model for Docklands. The Docklands area is located on the western edge of Melbourne s central business district and is an extension of the city s major employment hub. From one of Victoria s first ports to an industrial wasteland in the 1990s, Docklands is being transformed into a modern residential, commercial and visitor destination in the heart of Melbourne. The headquarters of some of the biggest businesses in Australia are now located in Docklands, along with a growing residential community. The study involved an extensive survey program with thousands of online and paper surveys undertaken with workers, residents, visitors and those attending events at Etihad Stadium, to understand travel behaviour of people moving to and from Docklands. The work included development of a Transport Model, which takes into account existing and future development and infrastructure proposals in and around Docklands to provide traffic predictions, forecasts of public transport usage and an analysis of pedestrian and cycling patterns at key stages of Docklands development. The Model forecasts traffic volumes when various assumptions are made regarding land use and development yield, infrastructure configuration and capacity, and travel mode split. The Docklands Transport Model was used as a key tool for testing and ultimately defining the preferred land use, transport infrastructure and travel behaviour outcomes for Docklands. The Transport Plan used Model outputs and other sources to examine the key issues and infuences on access and mobility at Docklands, and identify the priority transport projects and initiatives required in Docklands over the next ten years and beyond, to ensure Docklands is well placed to cope with the substantial growth still to occur. Congestion management strategy Kallang Paya Lebar expressway St Kilda Road microsimulation Traffic and transport studies for the Melbourne CBD client Land Transport Authority location Singapore year 2007-2008 While at AECOM, Stephen project managed this commission from the Singapore Land Transport Authority (LTA) to develop a congestion management strategy for the 8.5 kilometre KPE Tunnel (built at a cost of around U$1 billion and the longest subterranean road tunnel in southeast Asia and the world s 6th longest underground road project - at its time of construction). The study examined both weekday commuter peak period demands, as well as emergencies and other specific incidents within the tunnel. Central to development of the congestion management strategy was the use of a large-scale VISSIM traffic micro-simulation model. As a result of the approach adopted, critical improvements to the initially proposed road-layout designs were identified in advance of tunnel opening and a number of ITS options were proposed and tested in VISSIM, including the first potential implementation of ramp metering on the island of Singapore. Phase 1 of the KPE, a 3km limited-movement section of tunnel, opened in October 2007 incorporating designs developed directly from the VISSIM modeling. Study recommendations for the fully-open tunnel, incorporating further geometric refinements, were prepared in advance of full scheme opening in 2008. client City of Melbourne location Melbourne year 2008-2009 While at AECOM, Stephen led this project, which examined traffic signal coordination along St Kilda Road a major boulevard leading into Melbourne s CBD carrying high traffic volumes and one of the busiest and most popular cycling corridors in Melbourne. The project specifically studied physical changes to road infrastructure and traffic signal technology measures as part of a plan to improve the safety, convenience and capacity of cycling facilities on this corridor. The overall aim was to increase the modal share of trips to work by bicycle. The proposed treatments extend for over 4km along the length of St Kilda Road and include provision for a new segregated bicycle lane (Copenhagen style), use of ITS and electronic signage, and changes to signal phasing. Stephen used a complex 3-D VISSIM microsimulation model to assess the impact that the Copenhagen Lanes would have on traffic conditions on St Kilda Road and parallel strategic traffic routes. client City of Melbourne location Melbourne year 1986-2014 Over the past 28 years, Stephen has authored several studies that examined methods for achieving greater pedestrian emphasis in the center of Melbourne, particularly along its civic spines. The purpose of these studies was to evaluate the implication of revised traffic arrangements in the heart of Melbourne s CBD retail core. Throughout this time, Stephen has participated in a range of projects in Melbourne aimed at revitalizing the city center.

Moonee Valley walking and cycling strategy Transport system review - City North and Arden Macaulay Maribyrnong integrated transport strategy Transport system impacts - Melbourne CBD North Edge client City of Moonee Valley location Melbourne year 2010-2012 Between 2010 and 2012, Stephen led the preparation of a walking and cycling strategy for the inner-city municipality of Moonee Valley in inner Melbourne. Moonee Valley, located a short distance north of the Melbourne CBD, has a population of around 120,000 people. The city s strategic goals include providing smart, sustainable and accessible transport that connects its people and communities to achieve a healthy environment and sustainable future. The project involved walking and cycling audits, safety reviews, evaluation of intersection improvements, network development, as well as the preparation, conduct and analysis of pedestrian and cyclist surveys. The study also involved input from key stakeholders and community groups. The site work and consultative activities, including numerous focus groups, were informed by an extensive literature review of previous studies and best international practices in terms of safety and infrastructure provision for pedestrians and cyclists. The strategy developed a comprehensive set of recommendations for infrastructure improvement actions, policy and planning changes and associated travel behaviour programs. client City of Melbourne location Melbourne year 2011 In 2011, Stephen project managed a transport system review for the north western precincts in the City of Melbourne. This review was undertaken in order to support the planning for substantial residential and employment growth in the urban renewal areas known as City North and Arden-Macaulay. These two areas are expected to accommodate more than 45,000 residents and 50,000 jobs over the next 30 years. Faced with this growth, Council needed a comprehensive transport system review to respond to the future challenges. The analysis undertaken in this review was based on the behaviour of future residents and employees matching the low car dependency already exhibited by residents and workers in inner city precincts. A further shift to more sustainable transport modes was also factored in the analysis expected to progressively occur over a 30 year horizon. The expected modal shift from private cars is consistent with the significant move to both active transport and public transport that has already manifested itself in Melbourne in parallel with the increased density and diversity of land uses that has been delivered, especially in the inner city, in recent decades. Application of these sustainable mode share targets provided Council with a range of forecast trips by all modes that were distributed onto the transport system in order to identify future road network and public transport system issues and needs. client City of Maribyrnong location Melbourne year 2011-2012 Stephen was technical leader in the delivery of an Integrated Transport Strategy for the inner city municipality of Maribyrnong in Melbourne. The study included a review of existing transport development plans and policies and the collection of demographic and transport data for Maribyrnong and surrounding areas. The analysis considered conditions not only in the City of Maribyrnong, but also in surrounding areas in order to understand the influence of other municipal, regional and state transport issues and activities upon Maribyrnong. Significant consultation and engagement with relevant authorities and stakeholders were undertaken. The main outcome of the project was the identification and prioritisation of actions, through an Implementation Plan, with respect to transport access and mobility elements that emphasise sustainable transport solutions and will guide transport planning within Maribyrnong over the next ten years. The transport strategy policies and actions aim to make Maribyrnong a city where it is possible for people to walk and cycle more often, and catch public transport with ease, thus relieving congestion on the road network, and reducing the City of Maribyrnong s contribution to transport related greenhouse gas emissions. client City of Maribyrnong location Melbourne year 2011-2012 In 2011 and 2012 Stephen directed this project, focussed on defining options to improve transport system performance in the CBD s northern environs. The intensification of development in this area in recent years has highlighted an opportunity for improvement of traffic conditions. Furthermore, the anticipated major redevelopment forecast to the immediate north and north/west of the CBD and in Docklands has created the need to review the role of roads along the CBD s northern edge. The study examined the current situation and proposed a new framework for managing traffic flows in the CBD s north. The study reviewed the transport function of three key routes on the northern edge of the Melbourne CBD, in order to explore opportunities to enhance the amenity for pedestrians and cyclists, while retaining adequate levels of accessibility and mobility by car.

Pedestrian Priority Network (PPN) Travel demand management for the Tall Tower 2006 Commonwealth Games client Victoria Department of Transport (DoT) location Melbourne year 2010 While at AECOM, Stephen worked with Tract Consultants on the definition of PPNs for the DoT. PPNs represent a key step in helping to realise Government objectives for a more sustainable transport system. The study team developed a simple yet robust methodology that can be consistently applied to identify PPNs to enable transport practitioners to readily identify areas for action, prioritise investment and maximise walking within activity centres across Victoria. client Nakheel location Dubai, United Arab Emirates year 2008-2009 While at AECOM, Stephen was responsible for the sustainable transport components involved in the masterplanning for the Tall Tower project in Dubai. The Tall Tower was a proposed skyscraper in Dubai, estimated to be up to 1,400 m tall. The project was conceived by developer Nakheel but ultimately cancelled in December 2009, following the global financial crisis. The proposed tower would have been the focal point of Nakheel's plans for the Ibn Battuta Mall redevelopment next to Jumeirah Islands and Jumeirah Lake Towers. It was envisaged as the centre of the Nakheel Harbor and Tower complex, which would have included about 20 smaller towers of up to 90 stories, a marina, and part of the Arabian Canal. The development would also have been located next to the revamped shopping mall. Despite the project s cancellation, the planning work had advanced considerably. The project work delivered by the AECOM team included transport modelling, conceptual design, examination of travel demand management and parking policy aspects necessary to promote urban sustainability by reducing travel demand, enhancing accessibility, providing travel alternatives, and promoting low-emitting transport modes. The work helped to inform overall land use and transport planning for the site and focus development around the public transport system specifically integration with the Dubai Metro. Stephen s team also analysed in detail a number of innovative initiatives for the development site, including personal rapid transit and mobility on demand. On this project, the team also estimated reductions in vehicle travel and associated emissions and energy consumption, for a variety of transport mode share and development scenarios. The calculations used base data obtained from Dubai s strategic transport model and took into consideration changes in public transport ridership, overall trips and distances travelled, and modal split. client Department of Infrastructure location Melbourne year 2005-2006 While at AECOM, Stephen was responsible for the development of a transport model to obtain estimates of the likely impact of the transport task for the Melbourne Commonwealth Games on the normal base load flows on the transport system. This two-year project included forecasting impacts on and utilisation of all forms of public transport as well as private vehicles on the road network. As part of this study, solutions were developed that involved: intersection analysis and design, traffic signal coordination strategies, traffic operations and staging during events, and special pedestrian management in the vicinity of the Sports Stadia. Sustainable transport strategy for Southbank structure plan client City of Melbourne location Melbourne year 2010 While at AECOM, Stephen provided traffic and transport planning advice supporting development of this structure plan for one of inner Melbourne s fastest growing, high density and mixed use precincts. The Southbank area is immediately south of Melbourne s CBD and includes cultural, arts and institutional uses, in addition to extensive office, residential, retail leisure and entertainment facilities. It is an important tourist hub and is bounded by some of Melbourne s most significant open spaces. Stephen s work specifically focussed on the traffic engineering and transport network planning aspects of the study. The aim was to deliver a sustainable blueprint for transport system provisioning and operation. Within that context, the project faced major challenges, including the need to address existing significant congestion and cater for an expected increase in vehicle traffic in the future. Structure plan scenarios envisaged a range of options to increase resident and worker population. The solutions developed included: strategic identification of new road linkages and networks for cars, public transport, pedestrians and bicyclists; redefinition and revitalization of high traffic and congested roads; and prioritization of public transport services. The package of initiatives was designed to optimise sustainable transport outcomes and encourage the lowest level of vehicle dependency throughout Southbank and for trips into and out of the precinct, thus enhancing environmental, economic and social outcomes.

Grand prix feasibility study Islamic port of Jeddah masterplan and transport model client State of Bahrain location Bahrain year 2001-2002 While at AECOM, Stephen managed a traffic and transport study undertaken for the purposes of assessing Bahrain s transport systems in support of a broader feasibility study for introducing Formula One Grand Prix racing to Bahrain. The study examined the capacity of existing traffic routes, the necessity for road capacity upgrades, parking impacts and requirements, public transport and pedestrian movement both inside and outside the proposed track location and concluded with a set of recommended improvement actions. The key recommendations were ultimately implemented, enabling the successful staging of the inaugural Bahrain Grand Prix. client Xenel Industries Ltd location Saudi Arabia year 2006-2008 While at AECOM, Stephen led the preparation of a port expansion Masterplan and a traffic simulation model for the Port Authority of Jeddah. The planning involved the reclaimed Tusdeer precinct of the Port. Acting on behalf of Xenel Industries Ltd, Stephen managed the AECOM team responsible for developing the masterplan for the port, as well as for constructing and calibrating a large-scale VISSIM micro-simulation of all local and strategic roads likely to be affected by any future expansion of freight and other commercial activities in the area. The model covered an area of several square kilometres (including two major freeways) in the general environs of the port. The modelling work involved detailed-level simulation analyses of traffic flows across a range of scenarios. This enabled assessment of the interactions of local and development traffic, the impact of differing levels of assumed development in the port area on local traffic conditions, traffic composition impact analysis and, critically, a multimodal evaluation that incorporated consideration of pedestrian and cyclist needs in the road network design and operation. An assessment was also undertaken of rail road traffic intersection operations under grade-separated and level-crossing layout options. The modeling undertaken assisted the local and national highway authorities to agree a sustainable and successful expansion of the port s future activities with the developer, in advance of site operation. Concept drawings were prepared to illustrate road improvements both on the local port network as well as major intervention schemes on interchanges with the adjacent freeway network. Southbank Arts Precinct Melbourne transport system assessment CityScope Analysis with the Massachusetts Institute of Technology client Arts Victoria location Sydney year 2012 The Southbank Arts Precinct in central Melbourne is home to around 20 arts and cultural venues which collectively attract in excess of 15 million visitors annually. The Precinct is an important contributor to Victoria s economy and cultural life. In recognition of the importance of promoting sustainable travel to and from the Precinct, the Victorian Government commissioned various studies to better understand existing transport and access dynamics and movement systems in the Precinct. In 2012, Stephen participated in a comprehensive review of transport and traffic conditions in the Precinct, in order to identify all the key transport issues of relevance to the area. A principal objective of the study was to identify current access and mobility patterns and issues from the perspective of the venues in the Southbank Arts Precinct, with a particular focus on the travel behavior of visitors and staff of the arts venues. Use was made of available information with respect to walking, cycling and traffic volumes, as well as public transport patronage and car parking utilization in the Southbank Arts Precinct. A range of improvement options was then developed which included recommendations implement a number of high level actions for enhancement of access and connectivity by all transport modes in the Precinct. client MIT location Boston year 2013-current Stephen, in collaboration with the Changing Places Research Group of the Massachusetts Institute of Technology (MIT) Media Lab, is using CityScope to inform the planning process for a new community of 50,000 people in Queensland. CityScope is a modelling tool developed by MIT scientists to create a tangible, interactive, real-time data observatory and urban intervention simulator. The system consists of physical scale models (built of LEGO bricks), 3D projection mapping (using Rhino, Illustrator and Photoshop) and 3D parametric modelling (using Grasshopper) to prototype the design of communities by quantifying system-level effects of planning decisions on travel behaviour, energy consumption, food production and emissions (greenhouse gases and air pollutants). CityScope is designed to help people understand complex inter-relationships, and to make informed decisions about urban design, public policy, planning and the introduction of new urban systems and technology.

Selected Publications and Presentations March and November 2012 June 2010 June 2010 May 2010 April 2009 August 2008 National Traffic and Transport Sector Strategy for Kuwait 2010-2020, Towards Sustainable and Safe Transport for Current and Future Generations International Training Workshops, Kuwait Sustainable Transport: Integration of Land Use and Transport at the 2010 Australasian Centre for the Governance and Management of Urban Transport (GAMUT) Conference on Sustainable Transport: Varied Contexts Common Aims, University of Melbourne, Australia Transporte Sostenible: Integración de Planeación Urbana y Transporte in REvive Monterrey Fórum 2010: Innovative Transportation Solutions, Monterrey, México Sustainable Transport: Integration of Land Use and Transport in World Metro Rail Summit Shanghai, China Singapore Kallang-Paya Lebar Expressway - Developing a Tunnel Congestion Management Strategy Using Micro-Simulation in Traffic Engineering and Control (TEC) Journal Singapore Kallang-Paya Lebar Expressway - Tunnel Congestion Management Strategy Developed with VISSIM and Accident Incident Management/ Road Safety Plan at the 8th International Symposium on Transport Simulation Surfers Paradise, Queensland, Australia 2001-2011 Guest Lecturer in Transport Planning and Traffic Engineering at the University of Melbourne Faculty of Architecture, Building and Planning Melbourne, Australia

Appendix C Comment on Submissions Issue Statutory Authorities Submission No. and relevant page Comment Moreland City Council 427 Toll Values Page 3, part 1.1.3 Council contends that the Traffic Impact Assessment (TIA) contains very little information about road tolls. I do not agree that provision of additional data for road tolls is necessary for evaluation of the project in the CIS for the purposes of determining whether or not it should be approved. Sensitivity testing in Appendix E indicates a range of impacts with variations to toll rate, and states that the majority of impacts would be similar. Screen Lines Page 4, part 1.1.4 Council contends that the traffic volume data along screenlines has not been sufficiently disaggregated. I do not agree that provision of additional data for traffic screenlines is necessary for evaluation of the project in the CIS for the purposes of determining whether or not it should be approved. Screenlines provide an indication of changes in overall demand across sectors of Melbourne. Detailed street level impacts are provided in table 23 of Appendix E. Micro-simulation modelling Page 4, part 1.1.5 Council has stated that the future forecast traffic volumes will be realised before the desired design year but has not provided a justification for having reached that conclusion. Microsimulation modelling is not a traffic volume forecasting tool. It uses traffic volume forecasts obtained from the VLC modelling. I am satisfied with the VLC modelling and I am not aware of any evidence that would support the Council s assertion that forecast traffic volumes will be realised earlier than 2031. Metropolitan Melbourne Page 4, part 1.1.6 Council makes the accurate observation that the total number of trips on roads across metropolitan Melbourne will increase marginally with the East West Link, and that public transport patronage will experience a negligible decrease. Council also notes that vehicle hours travelled will decrease by a small amount across metropolitan Melbourne. However, it is also evident (from other sections of the GHD report) that opportunities to boost public transport performance, achieve vehicle travel time savings and reduce traffic volumes on sensitive local roads will be far more significant along the East West Link corridor rather than on a metropolitan scale. Hoddle Street Page 6, part 1.2 Council s opinion is that traffic on Hoddle Street may increase south of Alexandra Parade, due to the improved network connectivity and flexibility provided by the East West Link (specifically making trips between City Link and Hoddle Street easier). However no justification has been provided by Council to support this opinion. In my view, any increase in traffic volumes on Hoddle Street south of Alexandra Parade would have been revealed by the transport modelling which instead reveals a reduction in traffic on Hoddle Street, with the exception of the section of Hoddle Street north of Alexandra Parade that is anticipated to experience some increase in traffic. Council also suggests that in the event of an accident or breakdown on the Bolte Bridge, motorists may elect to use the East West Link to reach Hoddle Street bypassing the congestion. In my opinion, the provision of enhanced network flexibility and multiple route options, particularly in emergency situations as described by Council, is a highly desirable feature of a transport system. 18

Issue Submission No. and relevant page Comment Brunswick Road/Ormond Road Page 6, part 1.3 Council has expressed concern at potential increases in traffic volumes on Brunswick Road and the local road network in the general vicinity, and has requested detailed traffic volume modelling outputs for Brunswick Road in order to better understand the potential impacts of the Ormond Road exit ramp. The Traffic Impact Assessment has identified a likely reduction in traffic volumes on Brunswick Road and modelling outputs for Ormond Road have also been provided in the traffic microsimulation report (appendix B TIA) which demonstrates that Ormond Road will operate satisfactorily. In my opinion, the forecast interaction of the East West Link with Brunswick and Ormond Roads can be appropriately managed with adherence to the project s performance requirements. Impacts on the public transport network - During Construction Impacts on the public transport network - post construction Impacts on the public transport network - public transport opportunities Page 7, part 2.1 Page 7, part 2.2 Page 7, part 2.3 Council has expressed concern at the potential impacts on train and tram services during construction. It is common practice to manage any potential disruption to public transport services in full consultation and with the ultimate approval of Public Transport Victoria. The analysis, planning and design of any intervention on the public transport system is most appropriately undertaken when specific construction details are known for the East West Link in turn such details can only by determined once a construction contractor is appointed. I am satisfied that project performance requirements T3 and T4 (which are designed to minimise disruption to public transport and rail freight during construction) will enable successful management of any construction impacts. Council has expressed concern at potential post-construction impacts on public transport services specifically a decline in service levels and patronage in the absence of intervention. I am satisfied that significant opportunities exist to enhance the performance of public transport services adjacent to the East West corridor, and in particular tram services crossing Alexandra Parade. In my opinion, these opportunities can be realised during the detailed design phase and through adherence to the project s performance requirements, and in conjunction with the State Government s recent announcement regarding public transport upgrades. Council has suggested the establishment of a cross-city bus route on the East West Link, potentially linking Nunawading Station to Melbourne Airport. I agree that the establishment of public transport services on the East West Link could be explored by Public Transport Victoria as it may offer a greater variety of travel options to key destinations such as Melbourne Airport. The investigation into, and potential establishment of, a cross-city bus route could be undertaken at any stage from project procurement onwards, and should not impact project approvals. Disruption to the Cycling network Page 8, part 3 Council has expressed concern at possible impacts on the existing bicycle network and specifically a portion of the Capital City Trail that may be disrupted by the construction of the western tunnel portal. I am satisfied that project performance requirement T2 (Develop and implement traffic management measures to minimise disruption to motor vehicle traffic, parking, bicycle and pedestrian movements during construction in consultation with relevant road management authorities) will enable successful management of any construction impacts on the Capital City Trail. 19

Issue Submission No. and relevant page Comment City of Moonee Valley 712 Traffic modelling forecasts Page 2, part 1.3 Council has contends that media reports discuss traffic modelling undertaken for the project that disputes the LMA position that overall the East West Link Eastern section is not forecast to have any major adverse impacts on the existing transport network. Council further states that Racecourse Road, near CityLink, would have up to 20% more cars during the morning peak, and that Mount Alexander Road would have around 25% more vehicles. My understanding is that this information is inaccurate and out-of-date. The most up-todate and relevant information is contained in the CIS. My evaluation has been based on the information provided to me and presented in the Comprehensive Impact Statement and Traffic Impact Assessment. Increased traffic on local roads Page 6, part 1.7 Council s opinion is that there would be traffic/congestion impacts on local streets during construction and operation of the freeway. However, no justification (such as alternate modelling or analyses) has been provided by Council in support of this conclusion. Furthermore, Council does not identify what local streets would be affected. In my opinion, potential impacts on local streets can be managed satisfactorily through adherence to the project s performance requirements. Increased traffic on Ormond, Racecourse and Mt Alexander Roads Transport Impact Assessment - Impacts on Moonee Valley Page 6, part 1.7 Page 23, part 3.1 Council has expressed concern at the projected increase in traffic volumes on Ormond Road, Racecourse Road and Mt Alexander Road. In particular, Council notes that there is a predicted 30-40% increase in traffic on Ormond Road according to the CIS. The modelling undertaken for the project shows an increase in traffic volumes but supports a conclusion that the project traffic can be managed. I am satisfied with this conclusion and that the local streets can be adequately protected. Council asserts that the Traffic Impact Assessment is flawed in that it examines the traffic impact of the entire Eastern Section of the project (from the Eastern Freeway to the Port), which differs from the funded project, the eastern section Part A (from the Eastern Freeway to CityLink). Council has expressed concern that the traffic impact of only constructing Part A has not been assessed and that there will be significant increases in local traffic from the termination of the project at CityLink and the provision of ramps to the local area. Traffic forecasts for the Part A only scenario are assessed in the microsimulation work in appendix B to the TIA. The traffic volumes under this scenario are also set out in Table 26 in the TIA. I am satisfied that the traffic impacts associated with Part A can be successfully managed on the basis of the traffic microsimulation undertaken. Further, I understand that the CIS is required to assess the impacts of the entire project, and that the potential for any part of it to not be constructed is a matter that is outside of the scope of the CIS. Rat running in local streets Page 24, part 3.1 Council has expressed concern that the increase in traffic will likely result in additional rat running through the local street network. In my opinion, potential impacts on local streets can be managed satisfactorily. 20

Issue Submission No. and relevant page Comment Strategic needs for ramps at Elliot Avenue and Ormond Road Mount Alexander Road/Ormond Road intersection Page 25, part 3.1 Page 27, part 3.1 Council has stated that locating access ramps at Elliot Avenue and Ormond Road will result in an increase in traffic with the local area. I am satisfied that the ramps proposed offer a balanced traffic distribution to service the origins and destinations of most motorists. I am also satisfied that the VLC modelling and the microsimulation traffic modelling demonstrate that any increased traffic on Ormond Road can be managed. Further, the presence of ramps alone will not, in my opinion, cause traffic to increase on local roads. Council has stated that reconfiguration of Ormond Road and traffic mitigation and priority measures for the Mount Alexander Road/Ormond Road intersection should be explored. LMA has considered Moonee Valley City Council's proposed transport impact mitigation measures in its response (dated 11 February 2014) to the East West Link (Eastern Section) Assessment Committee Request for Information. In this response LMA has noted that: Intersection analysis of the Mt Alexander Road / Ormond Road intersection indicates that this intersection is not likely to operate at a significantly lower level of service with the introduction of the East West Link. LMA would however welcome reasonable considerations for minor improvements at this intersection if they can be achieved reasonably within the available land. However, any major proposed changes, such as those provided by Moonee Valley regarding tram operations, would need to be dealt with by VicRoads and Yarra Trams. It is envisaged that the proposed layout changes would require a large amount of land acquisition either side of Mount Alexander Road to provide sufficient space for separated tram tracks and therefore may not be possible. In my opinion the response is appropriate. Mt Alexander Road - Trams Page 28, part 3.1 Council has expressed concern at the impact that the increase in traffic on Mount Alexander Road (south of Ormond Road) would have on tram journey times. Council has stated that a tram fairway with super stops and cyclist infrastructure would be desirable. Provision of tram and cyclist improvements will help improve the efficiency of the overall transport network however I do not agree that provision of additional analysis for tram journey times on Mt Alexander Road is necessary for evaluation of the project in the CIS for the purposes of determining whether or not it should be approved. Changes to performance requirements Page 28, part 3.1 Council has listed a number of amendments/additions to the traffic performance requirements. In my opinion, these recommendations refer to detailed design aspects as well as road management and operational aspects, solutions to which need to be developed as part of the detailed design for the project. The current project performance requirements already capture these intended outcomes in a satisfactory manner and will allow for these suggestions to be considered. The existing performance requirements provide the necessary framework, to be used during the detailed design phase, for the new road network requirements to be identified, managed and designed (where required) with appropriate mitigation measures. 21

Issue Submission No. and relevant page Comment Yarra City Council 901 Limited data for Base Case year and 2031 Page 14 Council asserts that there is very limited data regarding both the base case year of 2011 and the forecast year of 2031. More specifically, Council states that the 2011 data consists only of Figure 10 of the TIA and Tables 22 and 23 with the daily (24 hour) volume data. Council also noted that the 2031 data is incomplete as the data does not indicate when the modelled change in traffic volumes is expected to occur. I do not agree that provision of additional data for base case and forecast years is necessary for evaluation of the project in the CIS for the purposes of determining whether or not it should be approved. As stated, it is my opinion that the CIS provides rational conclusions with respect to the likely traffic/transport impacts associated with East West Link. Data for period between opening and 2031 Page 15 Council states that no data is presented for the period between the opening year of the EWL and 2031. I do not agree that provision of additional data for an intermediate forecast year is necessary for evaluation of the project in the CIS for the purposes of determining whether or not it should be approved. All projects of this nature are assessed on a scenario of 10 years after opening. This is appropriate to understand the impacts. Time saving impacts (positive and negative) Page 15 Council contends that the TIA failed to properly assess the time saving impacts (positive and negative) of the EWL. The assessment of the economic or other non-traffic benefits of time savings is beyond my expertise. I do not agree, on traffic grounds, with the Council s assessment and consider that additional travel time analysis is not necessary for evaluation of the project in the CIS for the purposes of determining whether or not it should be approved. Various travel time graphs and statistics are already provided in the TIA with respect to traffic performance and travel time savings along key routes, corridors and across metropolitan Melbourne. Improvements in traffic flows Page 16 Council comments that there is no reliable basis upon which the Committee could draw any conclusions about the improvement in traffic flows. I do not agree with Council s view. The TIA does show an improvement in travel time across metropolitan Melbourne. More specifically, it shows a reduced east-west travel time, as well as improved travel time reliability along the East West Link corridor. More specifically, on the East West Link, the expected reduction in travel time is from around 36 minutes in the AM peak (variance of 15 minutes) to 10-15 minutes. Local impacts Page 17 Council contends that the CIS fails to identify local impacts, effects of congestion on local streets and intermediate year impacts. I do not agree that provision of additional data/analysis is necessary for evaluation of the project in the CIS for the purposes of determining whether or not it should be approved, and believe that the impacts have been addressed. Intermediate year impacts are not required as the 2031 assessment addresses the biggest impact. Impacts on traffic in the local area network Page 21 Council has expressed concern over the impact of the EWL on traffic in the local area network. My 30 years of experience and evaluation of the project information give me confidence that local impacts can be managed satisfactorily, particularly through adherence to the project s performance requirements. 22

Issue Submission No. and relevant page Comment Data for period between opening and 2031 Page 22 Council asserts that no data is presented for the period between the opening year of the EWL and 2031 (particularly as the EWL could open as early as 2019). I do not agree that provision of additional data for an intermediate forecast year is necessary for evaluation of the project in the CIS for the purposes of determining whether or not it should be approved. As stated, it is my opinion that the CIS provides rational conclusions with respect to the likely traffic/transport impacts associated with East West Link. Inadequate assessment of construction impacts Page 23 Council has expressed concern over the construction effects on traffic flow and the lack of a proper assessment. I am satisfied with the conclusion of the CIS and believe that construction impacts can managed satisfactorily. The analysis, planning and design for addressing any potential construction impacts is most appropriately undertaken when more specific project design details are known for the East West Link. In my opinion, the management of any potential construction impacts can be appropriately addressed as part of the project procurement and delivery phases of the project and through adherence to the project s performance requirements. Impacts on pedestrians and cyclists Page 26 As the majority of the new connection will be in tunnel, the only impacts to these transport modes will be at the interchanges. This is addressed by Performance Requirement T1. 23

Issue Submission No. and relevant page Comment City of Melbourne 902 Part B of the East West Link - Eastern Section Page 6, part 1.2.1 & Page 10, part 2.1.1 Council s view is that the CIS has not set out a sufficiently strong rationale for the design of Part B of the East West Link Eastern Section. More specifically Council considers that the CIS does not sufficiently examine whether the existing City Link infrastructure can provide the required traffic function for this section of the full East West Link for the longer term. Council concludes that the full East West Link transport function can be achieved without a significant portion of the proposed extra viaduct of Part B. The need for the northeast ramps of the Elliott Avenue interchange Improve Arden-Macaulay s local road network and remove the Arden Street ramps Upgrade the Arden-Macaulay section of the Upfield railway line Alternative ramp alignment option Repair parkland alienated by Macarthur Road by discontinuing the arterial road function Page 7, part 1.2.2 & Page 18, part 2.3.1 & Page 27, part 4.1.3.1 Page 11, part 2.1.2 Page 11, part 2.1.4 Page 16, part 2.2.3.3 Page 18, part 2.3.2 I am satisfied that the modelling undertaken for the CIS justifies the inclusion of Part B. I am also of the view that the existing City Link infrastructure is already operating at capacity for long periods during the weekday morning and evening traffic peaks (characterised by long queues, congested conditions and slow-moving traffic). In my opinion City Link cannot provide the required traffic function for this section of the full East West Link for the longer term. Council considers that the north-east facing ramps are unnecessary at the Elliott Avenue interchange and may induce significant additional traffic around the Zoo and through Royal Park impacting on road safety. I am satisfied that the VLC modelling is comprehensive and it has not revealed any significant issues in terms of traffic growth through Royal Park. Council is opposed to the provision of the Arden Street ramps and has proposed, as an alternative, the augmentation of the local road network in the Arden-Macaulay precinct to facilitate access to the existing City Link ramps at Racecourse Road and Dynon Road. It is my view that the Arden Street ramps are optimally located to service the significant anticipated growth in the Arden-Macaulay urban renewal area. They are located central to the precinct and thus provide the shortest and potentially quickest route to/from East West Link and land parcels in Arden-Macaulay. Council proposes the provision of pedestrian/bicycle bridges/tunnels across the Upfield railway line at the Flemington Bridge and Macaulay Stations to improve local east-west walking and cycling connectivity. Performance Requirement T1 details the requirement to maintain, and where feasible, enhance pedestrian movements and bicycle connectivity. Council has proposed an alternative ramp alignment option essentially a redesign of the western interchange to bury the north facing ramps under Ross Straw Field and provide new south facing ramps. This proposed ramp arrangement simply provides an alternate connection to City Link in the context of not providing Part B of East West Link. The ramp arrangement provides the same overall traffic functionality as the Reference Design. Whether or not the ramps should or should not be buried is otherwise beyond the scope of my expertise. Council has proposed a discontinuance of Macarthur Road on the basis that its arterial road function would be substantially replaced by the East West Link. Macarthur Road is an arterial road providing an important connection through Royal Park. It is also part of the VicRoads over dimensional route OD3. Given its strategic importance, it is not proposed to close Macarthur Road as part of East West Link (Eastern). Any such proposal would require further discussion with VicRoads. 24

Issue Impacts on local roads, public transport operations, bicycle and pedestrian networks Performance requirements affecting local and arterial roads, public transport and pedestrians Impacts on trams and busses Performance requirements in relation to public transport Traffic in Parkville Gardens and Parkville Submission No. and relevant page Pages 25-27, part 4.1.1.1 Page 27, part 4.1.2.1 Page 28, part 4.2.1 Page 29, part 4.2.2 Page 29, part 4.2.3 Comment Council has expressed concern that the CIS lacks detail with respect to the impact of the project on local roads, public transport operations, bicycle and pedestrian networks. Council has also estimated that the cost of mitigation measures required to maintain local amenity would be approximately $5 million. I do not agree that provision of additional data/information is necessary for evaluation of the project in the CIS for the purposes of determining whether or not it should be approved. Performance Requirement T1 addresses this concern. Council has made a number of detailed suggestions with respect to performance requirements affecting local and arterial roads, public transport and pedestrians. I am satisfied that project performance requirement T1 (Optimise the design of East West Link Eastern Section in consultation with appropriate road management authorities as part of the detailed design process) will enable successful management of any project impacts associated with local and arterial roads, public transport and pedestrians. Council has expressed concern at the possible adverse impacts of the project on tram and bus services particularly on roads that are forecast to experience traffic growth. Council has also suggested that improvements to public transport services should be extended to all north south public transport routes crossing the Alexandra Parade, Princes Street, Cemetery Road East, Cemetery Road West and Macarthur Road route. I have no objection to the suggested enhancement of tram and bus services, and this should be examined in the detailed design phase for the East West Link. Council has made the suggestion that a performance requirement should be added to the CIS stating that no deterioration of public transport service levels will be tolerated. I am satisfied that project performance requirement T1 (Optimise the design of East West Link Eastern Section in consultation with appropriate road management authorities as part of the detailed design process) will provide the framework for the successful management of any public transport impacts and the development of improvement options. Council has expressed concern at the possible infiltration of traffic into Parkville Gardens and Parkville (bound for the Elliott Avenue interchange). Council has therefore suggested the preparation of a traffic management plan to protect local residents, particularly in the AM peak from using the Brunswick Road / Park Street / Oak Street / Manningham Street / Church Street / Flemington Road route. I do not agree that provision of a local traffic management plan is necessary for evaluation of the project in the CIS for the purposes of determining whether or not it should be approved. Moreland Road and Mt Alexander Road provide higher-order alternatives for this traffic. 25

Issue Submission No. and relevant page Comment Cycling facilities Page 30, part 4.3 Council has expressed concern that the CIS lacks detail with respect to improvements to on and off road cycling facilities across the project area. Council has also suggested a number of improvements to bicycle facilities. I do not agree that the identification of all enhancements to bicycle facilities is necessary for evaluation of the project in the CIS for the purposes of determining whether or not it should be approved. Performance Requirement T1 requires the project to maintain, and where feasible, enhance pedestrian movements and bicycle connectivity. Pedestrian facilities Page 31, part 4.4 Council has suggested a number of improvements to pedestrian facilities. I do not agree that the identification of all enhancements to pedestrian facilities is necessary for evaluation of the project in the CIS for the purposes of determining whether or not it should be approved. These issues are addressed in Performance Requiirement T1. Construction traffic Page 31, part 4.5 Council has expressed concern at the possible traffic and parking impacts associated with construction activities. I am satisfied that project performance requirement T2 (Develop and implement traffic management measures to minimise disruption to motor vehicle traffic, parking, bicycle and pedestrian movements during construction in consultation with relevant road management authorities) will enable successful management of any construction impacts. Traffic performance of roads connecting to the project Part B Public transport connectivity Part B - Arden Street ramps Cycling Connectivity - Part B - Footscray Road and Arden Street Page 33, part 4.6 Page 39, part 4.7 Page 39, part 4.8 Council has expressed concern at the justification for Part B of the East West Link Eastern Section and particularly its interaction with the Arden-Macaulay urban renewal area. Council also expresses concern at potential infiltration of traffic into the local street network as a result of the Arden Street ramps. I am satisfied that the modelling undertaken for the CIS justifies the inclusion of Part B. I am also of the view that the existing City Link infrastructure is already operating at capacity for long periods during the weekday morning and evening traffic peaks (characterised by long queues, congested conditions and slow-moving traffic). In my opinion City Link cannot provide the required traffic function for this section of the full East West Link for the longer term. I have no objection to the suggestion to protect local areas in Kensington and North Melbourne, and consider this to be a matter that can be examined in the detailed design phase for the East West Link. Council has expressed concern at the potential impact on public transport services on Arden Street. The suggested need to protect the travel time performance of bus routes 401 and 402 could be examined in the detailed design for the East West Link. Council has expressed concern at the potential impact on the existing and proposed bicycle facilities in Footscray Road and Arden Street. I have noted that high-standard bicycle facilities exist on Footscray Road. In my opinion, the protection of existing and proposed bicycle facilities in Footscray Road and Arden Street can be realised through adherence to the project s performance requirements. Pedestrian connectivity Part B - Arden Street Page 39, part 4.9 Council has expressed concern at the potential impact on pedestrian levels of service, safety and facilities in Arden Street. The suggested need to maintain safety and high levels of service for pedestrians is addressed in Performance Requirement T1. 26

Issue Construction traffic Part B - Traffic and train services Submission No. and relevant page Page 40, part 4.10 Comment Council has expressed concern at potential impacts on traffic and train services during construction. The analysis, planning and design of any intervention on the roads and rail system is most appropriately undertaken when specific construction details are known for the East West Link in turn such details can only by determined once a construction contractor is appointed. I am satisfied that project performance requirements T2 (Develop and implement traffic management measures to minimise disruption to motor vehicle traffic, parking, bicycle and pedestrian movements during construction in consultation with relevant road management authorities) and T3 and T4 (which are designed to minimise disruption to public transport and rail freight during construction) will enable successful management of any construction impacts. 27