Name Withheld
Object
Name Withheld
Object
Canterbury
,
New South Wales
Message
Submission attached
BIKEast Incorporated
Object
BIKEast Incorporated
Object
Bondi Junction
,
New South Wales
Message
Refer to submission letter attached
Colin Charlton
Object
Colin Charlton
Object
Bondi
,
New South Wales
Message
Introduction
The justification for WestConnex is that it will reduce congestion on Sydney's roads
This will not happen
Another road tunnel will encourage more people to use their cars
This will mean more not less traffic on Sydney roads
The principle of induced demand will mean more traffic
Intersections in the vicinity of exit points from WestConnex will be more congested
Motorists avoiding the toll will cause congestion on roads around the tunnel
All over Sydney increased traffic will mean more congestion
The solution is more public transport and encouraging walking and cycling
Public transport is a much more efficient form of transportation
http://i100.independent.co.uk/image/29187-m4oqnr.gif
Area of Study
A major problem with the New M5 EIS is the area of study which is extremely limited. It only covers the area where construction is occurring for the St Peters interchange. This particularly applies to the analysis of traffic in volume G.
The water catchment area does include a wider aspect with water obviously flowing in and out of the area but traffic does not flow in and out of the study area.
Analysis is done to some degree in the Mascot area but none at all in Stanmore Enmore, Newtown, Redfern Alexandria. Despite emails and discussions with Steven Kemp and Rachel Elazzi at Westconnex consultations questions about the following intersections have not been satisfactorily answered. The claim was these were outside the study area and the responsibility of Roads and Maritime.
In the Newtown Stanmore Enmore area other intersections that are not considered are Kingston Rd and Salsbury Rd Missedon and Carillon Avenue and Bridge Rd and Parramatta Rd and Northumberland Ave and Parramatta Rd. The intersection of Crystal St and Parramatta Rd is actually considered in the M4 EIS which is 3.5 km from the Parramatta Rd Haberfield Interchange. This is is 3 times the distance considered in the M5
The Petersham Stanmore Newtown Camperdown area is between the M4 East effected area and New M5 but no traffic analysis has been undertaken in this area.
Fig 18 Volume G The city circle and transport networks are considered outside the study area but not traffic outside the area.
Fig 27 Volume G Crash data 2013 is considered outside the study area but data is not reported outside the study area and no traffic analysis or data is provided outside the study area. Crash data areas are considered further from the study area such as the corner of McEvoy and Botany Rd this is shown on the map but is not discussed.
Area of Study
A major problem with the New M5 EIS is the area of study which is extremely limited. It only covers the area where construction is occurring for the St Peters interchange. This particularly applies to the analysis of traffic in volume G.
The water catchment area does include a wider aspect with water obviously flowing in and out of the area but traffic does not flow beyond the study area.
Analysis is done to some degree in the Mascot area but none at all in Stanmore Enmore, Newtown, Redfern Alexandria. Despite emails and discussions with Steven Kemp and Rachel Elazzi at Westconnex consultations questions about the following intersetions have not been satisfactorily answered. The claim was these were outside the study area and the responsibility of Roads and Maritime.
o McEvoy St & Botany Rd
o Edgeware Rd & Enmore Rd
o Kingston Rd & Salisbury Rd
o Liberty St & Stanmore Rd
o Missendon Rd & King St
o Broadway & King St (some figures included in M4 EIS)
o Lachlan St & South Dowling St
Problem dog leg interesections motorists have to turn left than right to proceed through the intersection such as McEvoy, Bourke St, Lachlan St. and Huntley, Bourke Rd, Collins St are not considered (which is very close to the area of study),
In the Newtown Stanmore Enmore area other intersections that are not considered are Kingston Rd and Salsbury Rd Missedon and Carillon Avenue and Bridge Rd and Parramatta Rd and Northumberland Ave and Parramatta Rd. The intersection of Crystal St and Parramatta Rd is actually considered in the M4 EIS which is 3.5 km from the Parramatta Rd Haberfield Interchange. This is is 3 times the distance considered in the M5
The Petersham Stanmore Newtown Camperdown area is between the M4 East effected area and New M5 but no traffic analysis has been undertaken in this area.
Fig 18 Volume G The city circle and transport networks are considered outside the study area but not traffic outside the area.
Fig 27 Volume G Crash data 2013 is considered outside the study area but data is not reported outside the study area and no traffic analysis or data is provided outside the study area. Crash data areas are considered further from the study area such as the corner of McEvoy and Botany Rd this is shown on the map but is not discussed.
Page 212 8.3 Operation of Performance St Peters and Surrounds. Again traffic analysis and data especially on intersection performance is not considered outside the study area.
In an email in response to a question about the study area Rachel Elazzi answered
"The appropriateness of the footprint was tested by assessing the split of WestConnex traffic and general traffic at the footprint edge, which confirmed that general traffic (i.e. non-WestConnex traffic) significantly dominated the traffic at the footprint edge."
In the New M5 "the split of WestConnex traffic and general traffic at the footprint edge," is not provided
The answer according to Rachael was a group effort of herself Sarah, Steve and Nick the source
of this assertion is not provided is "the split of WestConnex traffic and general traffic at the footprint edge," located within hidden traffic studies from outside the study area?
Tables in the EIS show increases in traffic on Euston Rd before Maddox St increasing up to 114%. Vol 1B table 9-51 This increase in traffic would be from the St Peters interchange and the 6+ lane Euston Rd not general traffic at the footprint edge,"
Even if these area of concern are outside the study area the flow on from congestion in these intersections will inevitably impact the study area.
Diverting traffic from King St
Protests and much comment has been had on the impact of the St Peters interchange on King St Newtown.
The way this project is constructed especially the upgrading of the Campbell St highway intersection with result in an increase in LoS has been done to stop any major increase on traffic on King St. Right turn to the city will now be at the Campbell St intersection and not Euston Rd and the highway. If restricting right turns from Mitchell Rd into Campbell St is implemented this will also take traffic away from King St.
It seems the intention is for political reasons to reduce traffic on King St while increasing it on Edgeware Rd and especially on Euston Rd between the Sydney Park Rd intersection and Maddox St.
Road Reservations
A road reservation along Edgeware Rd Campbell St Campbell Rd Euston Rd McEvoy St a short section of Bourke St Lachlan St and Daisy St and even part of Allison Rd has been in place for many years. The Edgeware Rd section was removed under the previous Labor goverment.
One of the major justifications for construction of the St Peters interchange was the use of road reservations on Campbell St and Campbell Rd and Euston Rd. Euston Rd has been repeatedly justified for widening because of the ownership of the section of Sydney Park by RMS.
The road reservation along McEvoy Bourke and Lachlin is outside the footprint of the project and is not considered. New construction along this reservation have been set back.
Tables in the EIS show increases in traffic on Euston Rd before Maddox increasing up to 114%. Vol 1B table 9-51
The project will result in massive increase in traffic on McEvoy Bourke and Lachlan. The use of the road reservation would provide a link to South Dowling and the Eastern Distributor but there is no link to the Eastern Distributor at the Lachlan St intersection. The refusal to even acknowledge the road reservation is farcical.
It seems this unused road reservation is not considered as part of Wesconnex because it would require more property acquisitions with increased costs and disruption.
Traffic modelling is flawed by not considering existing road resevations whih are clearly intended to widen McEvoy Bourke and Lachlan St with its linkage to South Dowling and the CBD
Consultation
The consultation at the Marickville Metro for Westconnex is farcical. Last year this was staffed with copies of the M4 EIS available even though it is some distance from the M4 construction. This year with the release of the M5 EIS it has been staffed but no copies of the M5 EIS have been available even though it is a very close to the St Peters interchange.
A seemingly minor point is the term "this page intentionally left blank". In appendix G on traffic 55 pages were intentionally left blank. This is over 20%. This seems to be an obvious attempt to add bulk to the EIS and make it that much harder to prepare a response.
Despite repeated requests and emails I have never received answers on the numbers of both the M4 and M5 EIS printed and request for it to be available to members of the public in hardcopy, I have offered to pay for a printed copy of the EIS.
The waiting time in contacting WDA by phone has been considerable
M4 - M5 exit
Stage 3 of Westconnex the M4 - M5 link is cited as `2031 `full WestConnex and Southern extension' in both the M4 and M5 EIS.
From M4 EIS
The M4-M5 Link is predicted to reduce volumes to/from the Parramatta Road and Wattle Street portals by 28 per cent and 22 per cent respectively. However, eastbound volumes exiting the Wattle Street portal are actually forecast to increase by around 12 per cent. This is partly a result of a lack of connectivity between the eastbound tunnel and the ANZAC Bridge.
Full WestConnex
The justification for WestConnex is that it will reduce congestion on Sydney's roads
This will not happen
Another road tunnel will encourage more people to use their cars
This will mean more not less traffic on Sydney roads
The principle of induced demand will mean more traffic
Intersections in the vicinity of exit points from WestConnex will be more congested
Motorists avoiding the toll will cause congestion on roads around the tunnel
All over Sydney increased traffic will mean more congestion
The solution is more public transport and encouraging walking and cycling
Public transport is a much more efficient form of transportation
http://i100.independent.co.uk/image/29187-m4oqnr.gif
Area of Study
A major problem with the New M5 EIS is the area of study which is extremely limited. It only covers the area where construction is occurring for the St Peters interchange. This particularly applies to the analysis of traffic in volume G.
The water catchment area does include a wider aspect with water obviously flowing in and out of the area but traffic does not flow in and out of the study area.
Analysis is done to some degree in the Mascot area but none at all in Stanmore Enmore, Newtown, Redfern Alexandria. Despite emails and discussions with Steven Kemp and Rachel Elazzi at Westconnex consultations questions about the following intersections have not been satisfactorily answered. The claim was these were outside the study area and the responsibility of Roads and Maritime.
In the Newtown Stanmore Enmore area other intersections that are not considered are Kingston Rd and Salsbury Rd Missedon and Carillon Avenue and Bridge Rd and Parramatta Rd and Northumberland Ave and Parramatta Rd. The intersection of Crystal St and Parramatta Rd is actually considered in the M4 EIS which is 3.5 km from the Parramatta Rd Haberfield Interchange. This is is 3 times the distance considered in the M5
The Petersham Stanmore Newtown Camperdown area is between the M4 East effected area and New M5 but no traffic analysis has been undertaken in this area.
Fig 18 Volume G The city circle and transport networks are considered outside the study area but not traffic outside the area.
Fig 27 Volume G Crash data 2013 is considered outside the study area but data is not reported outside the study area and no traffic analysis or data is provided outside the study area. Crash data areas are considered further from the study area such as the corner of McEvoy and Botany Rd this is shown on the map but is not discussed.
Area of Study
A major problem with the New M5 EIS is the area of study which is extremely limited. It only covers the area where construction is occurring for the St Peters interchange. This particularly applies to the analysis of traffic in volume G.
The water catchment area does include a wider aspect with water obviously flowing in and out of the area but traffic does not flow beyond the study area.
Analysis is done to some degree in the Mascot area but none at all in Stanmore Enmore, Newtown, Redfern Alexandria. Despite emails and discussions with Steven Kemp and Rachel Elazzi at Westconnex consultations questions about the following intersetions have not been satisfactorily answered. The claim was these were outside the study area and the responsibility of Roads and Maritime.
o McEvoy St & Botany Rd
o Edgeware Rd & Enmore Rd
o Kingston Rd & Salisbury Rd
o Liberty St & Stanmore Rd
o Missendon Rd & King St
o Broadway & King St (some figures included in M4 EIS)
o Lachlan St & South Dowling St
Problem dog leg interesections motorists have to turn left than right to proceed through the intersection such as McEvoy, Bourke St, Lachlan St. and Huntley, Bourke Rd, Collins St are not considered (which is very close to the area of study),
In the Newtown Stanmore Enmore area other intersections that are not considered are Kingston Rd and Salsbury Rd Missedon and Carillon Avenue and Bridge Rd and Parramatta Rd and Northumberland Ave and Parramatta Rd. The intersection of Crystal St and Parramatta Rd is actually considered in the M4 EIS which is 3.5 km from the Parramatta Rd Haberfield Interchange. This is is 3 times the distance considered in the M5
The Petersham Stanmore Newtown Camperdown area is between the M4 East effected area and New M5 but no traffic analysis has been undertaken in this area.
Fig 18 Volume G The city circle and transport networks are considered outside the study area but not traffic outside the area.
Fig 27 Volume G Crash data 2013 is considered outside the study area but data is not reported outside the study area and no traffic analysis or data is provided outside the study area. Crash data areas are considered further from the study area such as the corner of McEvoy and Botany Rd this is shown on the map but is not discussed.
Page 212 8.3 Operation of Performance St Peters and Surrounds. Again traffic analysis and data especially on intersection performance is not considered outside the study area.
In an email in response to a question about the study area Rachel Elazzi answered
"The appropriateness of the footprint was tested by assessing the split of WestConnex traffic and general traffic at the footprint edge, which confirmed that general traffic (i.e. non-WestConnex traffic) significantly dominated the traffic at the footprint edge."
In the New M5 "the split of WestConnex traffic and general traffic at the footprint edge," is not provided
The answer according to Rachael was a group effort of herself Sarah, Steve and Nick the source
of this assertion is not provided is "the split of WestConnex traffic and general traffic at the footprint edge," located within hidden traffic studies from outside the study area?
Tables in the EIS show increases in traffic on Euston Rd before Maddox St increasing up to 114%. Vol 1B table 9-51 This increase in traffic would be from the St Peters interchange and the 6+ lane Euston Rd not general traffic at the footprint edge,"
Even if these area of concern are outside the study area the flow on from congestion in these intersections will inevitably impact the study area.
Diverting traffic from King St
Protests and much comment has been had on the impact of the St Peters interchange on King St Newtown.
The way this project is constructed especially the upgrading of the Campbell St highway intersection with result in an increase in LoS has been done to stop any major increase on traffic on King St. Right turn to the city will now be at the Campbell St intersection and not Euston Rd and the highway. If restricting right turns from Mitchell Rd into Campbell St is implemented this will also take traffic away from King St.
It seems the intention is for political reasons to reduce traffic on King St while increasing it on Edgeware Rd and especially on Euston Rd between the Sydney Park Rd intersection and Maddox St.
Road Reservations
A road reservation along Edgeware Rd Campbell St Campbell Rd Euston Rd McEvoy St a short section of Bourke St Lachlan St and Daisy St and even part of Allison Rd has been in place for many years. The Edgeware Rd section was removed under the previous Labor goverment.
One of the major justifications for construction of the St Peters interchange was the use of road reservations on Campbell St and Campbell Rd and Euston Rd. Euston Rd has been repeatedly justified for widening because of the ownership of the section of Sydney Park by RMS.
The road reservation along McEvoy Bourke and Lachlin is outside the footprint of the project and is not considered. New construction along this reservation have been set back.
Tables in the EIS show increases in traffic on Euston Rd before Maddox increasing up to 114%. Vol 1B table 9-51
The project will result in massive increase in traffic on McEvoy Bourke and Lachlan. The use of the road reservation would provide a link to South Dowling and the Eastern Distributor but there is no link to the Eastern Distributor at the Lachlan St intersection. The refusal to even acknowledge the road reservation is farcical.
It seems this unused road reservation is not considered as part of Wesconnex because it would require more property acquisitions with increased costs and disruption.
Traffic modelling is flawed by not considering existing road resevations whih are clearly intended to widen McEvoy Bourke and Lachlan St with its linkage to South Dowling and the CBD
Consultation
The consultation at the Marickville Metro for Westconnex is farcical. Last year this was staffed with copies of the M4 EIS available even though it is some distance from the M4 construction. This year with the release of the M5 EIS it has been staffed but no copies of the M5 EIS have been available even though it is a very close to the St Peters interchange.
A seemingly minor point is the term "this page intentionally left blank". In appendix G on traffic 55 pages were intentionally left blank. This is over 20%. This seems to be an obvious attempt to add bulk to the EIS and make it that much harder to prepare a response.
Despite repeated requests and emails I have never received answers on the numbers of both the M4 and M5 EIS printed and request for it to be available to members of the public in hardcopy, I have offered to pay for a printed copy of the EIS.
The waiting time in contacting WDA by phone has been considerable
M4 - M5 exit
Stage 3 of Westconnex the M4 - M5 link is cited as `2031 `full WestConnex and Southern extension' in both the M4 and M5 EIS.
From M4 EIS
The M4-M5 Link is predicted to reduce volumes to/from the Parramatta Road and Wattle Street portals by 28 per cent and 22 per cent respectively. However, eastbound volumes exiting the Wattle Street portal are actually forecast to increase by around 12 per cent. This is partly a result of a lack of connectivity between the eastbound tunnel and the ANZAC Bridge.
Full WestConnex