3. MOD EL EV ELOPMENT · Sdne reate Metropolita Are el Newcastl n Wollongong, ov erin , 7 15 trav ones, ase ensu tatistica oca areas. Th MIA soscop ode ub - are od deriv e ro h Sdne

ROUSE HILL

BLACKTOWNPENRITH EDUCATION AND HEALTH

NORWEST

CASTLE HILL

HORNSBY

NORTHERN BEACHES HOSPITAL PRECINCT

CHATSWOOD

BROOKVALE – DEE WHY

MACQUARIE PARK

RHODES

BONDI JUNCTIONGREEN SQUARE

KOGARAHHURSTVILLE

BURWOOD

BANKSTOWN

SYDNEY OLYMPIC PARK

LEPPINGTONAIRPORT AND PORT

ST LEONARDS

PENRITH

PICTON

WOLLONGONG

PORT KEMBLA

LIVERPOOL

SYDNEYNORTH SYDNEY

CAMPBELLTOWN – MACARTHUR

PARRAMATTA

MARSDEN PARK

CBD

Model extents

N

Strategic centre

RANDWICK HEALTH& EDUCATION

District centre

NARELLAN

WESTERN SYDNEYAIRPORT

PICTONON

0km 10km

5 0 5 1

3. MOD EL D EV ELOPMENT

GREATER MACARTHUR INVESTIGATION AREA

3. 3 MOD EL G EOG RAPHIC AREA

Th e G MIA mesoscopic simulation model is comprised of two components:

■ Sydney G MA static assignment model

■ G MIA mesoscopic model.

B oth of th ese components h av e b een dev eloped and run with in th e Aimsun envi ronment. Th e Sydney G MA model cov ers th e entirety of th e Sydney G reater Metropolitan Area as well as Newcastle and Wollongong, cov ering some 2, 7 15 trav el z ones, b ased on census statistical local areas.

Th e G MIA mesoscopic model is a sub - area model deriv ed f rom th e Sydney G MA model th at cov ers th e study area f or G MIA wh ilst also ex tending north to Narellan Road and west to Old Hume High way/ Camden B ypass.

An ov ervi ew of th e G MIA model ex tents is sh own in F igure 3. 3 and F igure 3. 4 . Th is model is comprised of :

■ Ov er 2, 0 0 0 indivi dual road sections

■ Approx imately 15 0 z ones

■ Ov er 10 0 signalised intersections.

Figure 3.4: Model ex tents

Figure 3.3: Aimsun network and centroid configuration

Aimsun centroid

Aimsun centroid connector

M31

Hum

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Picton Road

Menangle Road

Narellan Road

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3. 4 CALIB RATION AND V ALID ATION

The MI base mesoscopic traffic model has b een calib rated and v alidated according to th e principles outlined in th e RMS Traffic Modelling Guidelines, 2013. Calib ration and v alidation of models is essential to ensure th at th ey are an accurate reflection of observed traffic conditions.

Th is sub section provi des an ov ervi ew of th e calib ration and v alidation results. F urth er detail on th e calib ration and v alidation process is provi ded in th e Greater Macarthur Mesoscopic Traffic Model Calibration and Validation Report (Jacobs, 2017).

Data sourcesTh e G MIA model h as b een calib rated using turning mov ement counts collected across th e study area b etween 20 13 and 20 16 .

Th is data was v alidated to ch eck f or internal inconsistencies b etween intersections. A numb er of inconsistencies were identified, generally b etween counts tak en at dif f erent times. In th ese cases, traffic count data was ad usted to try to resolv e th ese inconsistencies b y identif ying th e most recent or reliab le source of data and adjusting accordingly.

Trav el time surv eys were undertak en along k ey corridors in Nov emb er 20 16 in order to provi de a b asis f or model v alidation. Trav el times were collected f or:

■ M31 Hume Motorway

■ Narellan Road

■ Picton Road.

Model calibrationTh rough a process of demand adjustment and refinement of traffic signal settings and route attractiv eness, th e models were calib rated to th e ob serv ed counts. Th e G MIA model h as b een calib rated according to th e f ollowing criteria:

■ G reater th an 9 5 % of turn comparisons with G EH less th an 10 .

■ G reater th an 8 5 % of all mov ements with G EH less th an 5 .

■ R² of greater th an 0 . 9 5

■ Regression slope b etween 0 . 9 5 and 1. 0 5 .

Th e G EH statistic is used in th e calib ration of traffic models to compare the differences between modelled and observed traffic flows.

Th e R² v alue generally represents th e closeness of fit of the observed data points with the modelled data points and th e slope of th e trendline provi des an indication of wh eth er th e model is generally ov er assigning ( slope greater th an 1) or under assigning slope less than 1 traffic across the network .

A summary of th e regression statistics f or th e morning and ev ening peak D UE calib ration is provi ded in Tab le 3. 1. G EH statistics are sh own in Tab le 3. 2 and Tab le 3. 3. Plots of aggregate turning mov ement regressions are sh own in F igure 3. 3, 3. 5 and F igure 3. 6 . Revi ew of th ese statistics shows that the model is sufficiently wellcalibrated on the basis of turning movement flows, f or b oth peak periods in aggregate and f or each h our with in th ose peak periods.

Table 3.1: S ummary of model calibration – Regression analy sis

Table 3.2: S ummary of turning movement comparisons (AM peak)

Table 3 3: S ummary of turning movement comparisons (PM peak)

Time period R² S lope

6 :0 0 AM to 7 :0 0 AM 0 . 9 7 1 1. 0 0

7 :0 0 AM to 8 :0 0 AM 0 . 9 7 1 1. 0 2

8 :0 0 AM to 9 :0 0 AM 0 . 9 7 7 1. 0 4

9 :0 0 AM to 10 :0 0 AM 0 . 9 7 2 1. 11

Total AM peak – all hourly volumes 0.983 1.05

3:0 0 PM to 4 :0 0 PM 0 . 9 7 4 1. 0 5

4 :0 0 PM to 5 :0 0 PM 0 . 9 7 7 1. 0 2

5 :0 0 PM to 6 :0 0 PM 0 . 9 7 4 1. 0 4

6 :0 0 PM to 7 :0 0 PM 0 . 9 5 7 1. 0 3

Total PM peak – all hourly volumes 0.981 1.05

Measure TargetH our starting

6:00am 7:00am 8:00am 9:00am

G EH< 5 8 5 % 8 5 % 8 6 % 8 7 % 7 9 %

G EH< 10 9 5 % 9 8 % 9 7 % 9 9 % 9 9 %

Measure TargetH our starting

3:00pm 4:00pm 5:00pm 6:00pm

G EH< 5 8 5 % 8 4 % 8 7 % 8 6 % 8 2%

G EH< 10 9 5 % 9 9 % 9 9 % 9 9 % 9 8 %

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Figure 3.5: Turning count regression statistics – 6:00am-10:00am

Figure 3.6: Turning count regression statistics – 3:00pm-7:00pm

Model validationIn order to determine th e suitab ility of th e G MIA mesoscopic simulation model in f orecasting f uture traffic conditions, it is necessary to validate the model against a set of data th at is independent f rom th at used in th e demand estimation and calib ration process.

V alidation of th e G MIA model h as b een undertak en using trav el time surv eys. A summary of trav el time comparisons is provi ded in Tab le 3. 4

Comparison of modelled trav el times with ob serv ed data sh ows th at th e model is generally replicating th e pattern of delays and ob serv ed cumulativ e trav el times during th e peak periods. There are no significant departures from the v alidation criteria.

RouteAM Peak PM Peak

Observed Modelled Observed Modelled

Picton Road EB 13:5 3 14 :25 15 :0 9 14 :4 2

Picton Road WB 14 :15 14 :23 13:4 2 14 :5 7

M31 Hume Motorway NB 14 :0 0 14 :27 14 :4 7 14 :36

M31 Hume Motorway SB 14 :0 8 14 :11 15 :12 14 :21

Narellan Road EB 19 :4 0 19 :4 5 19 :10 19 :5 0

Narellan Road WB 13:5 5 14 :0 5 22:15 20 :4 8

Table 3.4: S ummary of model validation

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cumulativ e trav el times during th e peak periods. There are no significant departures from the

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Campb elltown

Camden

Narellan

Picton

Appin

EAS T8%

S OU TH13%

W ES T13%

N ORTH66%

W I LTONI N TERN AL

3,400W ES T APPI N

I N TERN AL2,900

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Camden

Narellan

Picton

Appin

MT GI LEADI N TERN AL

1,500

MEN AN GLEPARK I N TERN AL

150

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Area2026 AM 2036 AM 2051 AM

In Out In Out In Out

Menangle Park 1, 4 0 6 2, 4 8 4 9 4 7 2, 39 2 1, 15 7 2, 5 14

G ilead 1, 7 8 2 3, 4 0 5 1, 9 8 1 6 , 4 10 2, 5 9 3 8 , 119

West Appin 8 9 1 38 3 2, 4 5 2 5 , 9 9 9 4 , 6 7 6 12, 7 11

Wilton 5 , 0 9 5 6 , 5 16 5 , 8 32 9 , 25 5 7 , 18 6 10 , 8 5 0

Total 9,174 12,788 11,212 24,056 15,611 34,194

Area2026 PM 2036 PM 2051 PM

In Out In Out In Out

Menangle Park 2, 5 9 2 8 4 8 2, 7 5 8 1, 17 8 2, 9 6 1 1, 4 7 6

G ilead 3, 6 34 1, 130 6 , 9 5 7 2, 25 7 8 , 6 5 6 2, 8 9 6

West Appin 5 33 7 19 6 , 7 6 4 2, 9 22 13, 5 9 0 5 , 334

Wilton 7 , 329 5 , 6 12 11, 5 9 0 8 , 9 5 6 13, 8 6 0 11, 6 8 1

Total 14,088 8,309 28,069 15,313 39,067 21,387

Figure 3.7: Ex ternal vehicle trip distribution (trips leaving study area in the AM peak)

Figure 3.8: I nternal vehicle trip distribution during the AM peak period

3. 5 TRIP G ENERATION

Th ere are two meth ods to estimate th e ov erall trip generation of th e land use structure plan f or

MI . The first method involves the application of th e Sydney Strategic Trav el Model ( STM) and th e second meth od is b ased on th e RMS G uide to Traffic enerating evelopments .

Th e trip generation deriv ed f rom th e STM is b ased on a tour- b ased meth odology, wh ere th e k ey inputs of employment and population are link ed using b eh avi oural models to create two- way “ tours” , wh ich represent th e daily trip b eh avi our of journey to work trips. Th ese tours th en represent th e trav el demand across th e network f or dif f erent times of th e day, ultimately generating matrices of origin- destination trips f or each of th e modelled time periods. Th ese trips are th en run th rough a modal ch oice model, wh ich segments trips into dif f erent trav el modes including car, b us, rail and oth ers.

Th e trip generation deriv ed f rom th e RMS guidelines sh own in Appendix A are b ased on th e numb er of v eh icle trips entering and ex iting a specific area without any consideration of the actual trip purpose. arious traffic generation rates are used f or dif f erent land use types.

Th e meth od of trip generation f or th e G MIA model is a comb ination of b oth th e STM and RMS guidelines. Th e STM h as b een used to generate ex ternal trips - neith er originating nor ending in th e study area – wh ilst th e RMS guidelines h av e b een used to generate internal trips.

Table 3. provides the traffic generation potential f or 20 26 , 20 36 , and 20 5 1 AM and PM peak s based on the proposed land use and traffic generation rates presented in Appendix A.

3. 6 TRIP D ISTRIB UTION

Ov erall trip distrib ution f or th e G MIA model h as b een undertak en on th e b asis of rev ealed trav el patterns f rom th e STM. Trip distrib ution in STM is an iterativ e process th at distrib utes trips b ased on th e prox imity of job s and population f or th e wh ole Sydney G MIA.

Th e ov erall distrib ution patterns f rom th e STM were used as th e b asis f or a more detailed process to distrib ute internal trips generated using th e RMS guidelines. Th e RMS guidelines allow f or th e calculation of th e numb er of ‘ to’ and ‘ f rom’ trips in th e study area. Th e adopted trip distrib ution process th en aligns b oth types of trips with a weigh ting of z ones to represent th e increased attractiv eness of destinations in close prox imity to a particular origin. Th e process also ack nowledges th e potential f or trips to b e attracted to destinations outside th e study area. Any surplus in ‘ to’ or ‘ f rom’ trips is assigned to ex ternal z ones b ased on th e distrib ution patterns ob serv ed in th e STM.

F igure 3. 7 and F igure 3. 8 outline th e ov erall trip distrib ution of trips in th e G MIA in th e 20 5 1 AM peak . It is ob serv ed th at th e majority of trips leavi ng th e study area do so towards th e north . This reflects the regional distribution of obs with in Sydney with th e f act th at b ased on current projections many people will still need to access major employment centres in Sydney CB D and Parramatta.

Table 3.5: S ummary of generated car trips (1 hour peak)

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3. 7 MOD E CHOICE

Modelling of mode ch oice h as b een undertak en using th e Sydney Strategic Trav el Model ( STM) . Mode ch oice is determined in th e STM th rough an iterativ e procedure th at considers th e relativ e attractiv eness of dif f erent modes. Prox imity to pub lic transport at th e h ome and work ends of a tour and oth er f actors including car ownersh ip, licensing and th e f req uency of pub lic transport are also considered.

F or ex ternal trips, th e mode ch oice in STM is reflected in the resultant trip matrices used directly in th e G MIA mesoscopic model.

F or internal trips, th e mode sh ares in STM h av e b een considered wh en ch oosing an appropriate trip generation rate f rom th e RMS guidelines. Trip generation rates h av e an implied mode split factored in which reflects the public transport accessib ility of th e surv eyed sites.

F or th e G MIA model, dif f erent trip generation rates h av e b een used depending on th e lev el of pub lic transport access in each precinct. F or ex ample, more dense areas in close prox imity to h igh capacity rapid transit h av e b een assigned a lower v eh icle trip rate th an lower density dev elopments with access to only a lower order pub lic transport mode.

F igure 3. 9 sh ows potential f uture mode sh ares b ased on STM results.

It is noted th at th e unconstrained nature of th e STM means th at th ese mode sh are results represent pure demand. ithout sufficient inf rastructure and serv cies to cater f or th is demand some customers will not b e ab le to use pub ic transport, leading to an increased car mode sh are.

Figure 3.9: Mode share (S TM results - 2051 AM peak)

3. 8 TRAF F IC ASSIG NMENT

Traffic assignment for the MI mesoscopic traffic modelling has been undertaken in two stages:

■ Stage 1 Static traffic assignment in STM to determine sub area traffic demand based on a trav ersal matrix f rom STM

■ Stage 2: D ynamic eq uilib rium assignment in G MIA Aimsun model.

Th is assignment meth odology is detailed b elow.

S tatic assignment in S TMTh e static assignment step h as b een undertak en to generate a sub - area trav ersal of th e wh ole Sydney G reater Metropolitan Area model, suitab le to be used as an input for future traffic demand with in th e smaller G MIA mesoscopic model. As th is trav ersal is undertak en b ased on an assignment in th e STM, v olumes at th e b orders of the traversal area are fixed to the volumes assigned in STM. Th is restriction is not true f or assignment with in th e model area, wh ich is f ree to assign in a manner th at dif f ers f rom th e static assignment in STM.

Dynamic equilibrium in mesoscopic modelTraffic generation as previously described was assigned to th e G MIA Aimsun model using a D ynamic User Eq uilib rium ( D UE) assignment meth od.

D UE is an ex tension of th e concept of static equilibrium. nder static equilibrium, traffic is assigned to av ailab le path s in an iterativ e process. Af ter each iteration th e generalised costs f or all path s b etween any origin and destination are compared, and traffic switches from high cost path s to lower cost path s until th ere is no longer any ch ange in cost f rom ch anging routes. Th e solution to th is assignment procedure is th e eq uilib rium, and represents th e lowest cost assignment f or all trips on th e network .

D UE uses th e same concept as ab ov e, h owev er unlik e static eq uilib rium, v eh icle simulation is used to generate route costs, rath er th an a mathematical expression of a speed flow curve. Th is h as th e adv antage of tak ing into account th e capacity constraints of th e network in greater detail including traffic signals and intersections, merging and weavi ng on f reeways and th e accumulation of traffic in queues.

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4. APPRAI S AL OF TH E PREFERRED PLAN

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4. APPRAISAL OF THE PREF ERRED PLAN

4 . 1 OV ERV IEW

Th e G MIA mesoscopic model h as b een used as th e b asis f or assessing th e surf ace transportation road network presented in th e structure plan. Th is section ex amines th e ov erall road network perf ormance b ased on th e land use estimates proposed f or th e G MIA and assesses f uture road inf rastructure enh ancements f or 20 26 , 20 36 and 20 5 1. In assessing th e adeq uacy of th e structure plan road network to meet th e proposed f uture land- b ased demands, a desired assessment criteria f or strategic road network planning and intersection perf ormance h as b een dev eloped.

4 . 2 D ESIRED SERV ICE CRITERIA

Midblock flow densityThe MI mesoscopic model has traffic flows constrained b y capacity wh eth er due to saturation flows in midblock sections or due to capacity limitations at intersections. hen traffic demand exceeds capacity, traffic queues form and these are depicted with in th e mesoscopic model as increases in flow density.

In this context, the road network flow density was used to ex amine k ey capacity constraints with in th e road network dev eloped f or th e structure plan. Th e assessment of network perf ormance on th e basis of flow density was used to resolve capacity constraints such as:

■ Traffic unable to exit the M31 Hume Motorway, resulting in traffic queued on the motorway

■ Traffic held up at traffic lights due to traffic signal timing

■ “ G ridlock ” conditions wh ere latent q ueuing from intersections resulted in traffic being unab le to enter th e network at z one connectors.

Road network inf rastructure improv ements identified on the basis of flow density were assessed according to wh eth er th ey increased the volume of traffic that could be assigned to the network .

Midblock level of serviceWh en assessing th e perf ormance of sections of road under future traffic demands, the concept of midb lock lev el of servi ce h as b een used to determine th e perf ormance of th ese sections. Th e midb lock lev el of servi ce h as b een determined b y comparing th e av erage trav el speed on a section of road to th e signposted speed. Th is measure is most ef f ectiv e at identif ying sections of motorway or ma or arterial roads which have insufficient midb lock capacity.

Lev el of servi ce criteria are sh own in Tab le 4 . 1

Level of S ervice S peed/max speed ratio Performance

A 1. 0 – 0 . 9

Satisf actory perf ormanceB 0 . 9 – 0 . 7

C 0 . 7 – 0 . 5

D 0 . 5 – 0 . 4

E 0 . 4 – 0 . 3 At or close to capacity with mark ed delays and constrained trav el speeds

F < 0 . 3Ex ceeds capacity with sub stantial delays and h eav ily constrained trav el

I ntersection level of serviceTh e perf ormance of an urb an road network is largely dependent on th e operating perf ormance of k ey intersections, wh ich are critical capacity control points on th e road network . It is th eref ore appropriate to consider intersection operation as a measure of th e capacity of th e road network .

Th e criteria f or ev aluating th e operational perf ormance of intersections is provi ded b y th e RTA Guide to Traffic Generating Development (2002); th ese criteria are sh own in Tab le 4 . 2.

Th e criteria f or ev aluating th e operational perf ormance of intersections is b ased on a q ualitativ e measure ( th e lev el of servi ce) wh ich is applied to each b and on th e b asis of av erage delay. Th is av erage v eh icle delay is eq uated to a corresponding lev el of servi ce f rom A ( b est) to F ( worst) .

B ased on th e perf ormance measures sh own in Tab le 4 . 2 a target max imum lev el of servi ce th resh old f or new intersections of lev el of servi ce D h as b een adopted f or peak period conditions f or f uture intersection perf ormance wh ere practicab le.

Level of S ervice Average delay (sec/veh)

S ignalised intersections and roundabouts Give way and stop signs

A < 14 G ood operation G ood operation

B 15 – 28G ood with acceptab le delaysand spare capacity

Acceptab le delays and spare capacity

C 29 - 4 2 Satisf actorySatisf actory b ut accident study req uired

D 4 3- 5 6 Operating near capacityNear capacity and accident study req uired

E 5 6 - 7 0At capacity; incidents willcause ex cessiv e delays

At capacity, req uires oth er control mode

F > 7 0Ov er capacity, unstab leoperation, ex cessiv e q ueuing

Ov er capacity. Unstab le operation

Source: Guide to Traffic Generating Developments, NSW RTA (2002)

Table 4.1: Midblock level of service

Table 4.2: I ntersection level of serviceNot of road to th e signposted speed. Th is measure is

Not of road to th e signposted speed. Th is measure is most ef f ectiv e at identif ying sections of motorway

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4 . 3 F UTURE NETWORK PERF ORMANCE

Future traffic volumesThe traffic volume plots demonstrate the ma or v eh icle mov ement corridors in th e G MIA. Th ey provide a useful indication of the volume of traffic using a road and h elps to understand th e demand f or access to th e road network .

The future traffic volume plots show

■ Th e M31 Hume Motorway continues to serv e as the primary movement corridor with flows in ex cess of 6 , 0 0 0 v eh icles per h our in each direction b y 20 36

■ Sections of Narellan Road and Appin Road are f orecast to carry up to 4 , 0 0 0 v eh icles per h our in each direction

■ Spring F arm Link Road and Macq uariedale Road are th e k ey east- west connections through the centre of the study area with flows in ex cess of 2, 0 0 0 v eh icles per h our in each direction

■ Picton Road is f orecast to carry up to 3, 0 0 0 v eh icles per h our in each direction

■ Sections of Menangle Road near Maldon are f orecast to carry 3, 0 0 0 v eh icles per h our in each direction.

Figure 4.1: 2026 AM volumes

Figure 4.2: 2026 PM volumes





Flow (veh/hr)0 - 1000

1000 - 2000

2000 - 3000

3000 - 4000

4000 - 5000

5000 - 6000

> 6000

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Future midblock level of serviceA ratio of modelled v eh icle speed compared to free flow speed has been calculated for all road sections with in G MIA. Midb lock sections of th e network f orecast to ex perience lower lev els of serv ice include:

■ Narellan Road, particularly eastb ound in th e PM peak on approach to th e M31 Hume Motorway interch ange

■ Approach es to th e Spring F arm Link Road/Hume Motorway interch ange

■ Sections of Appin Road ( b etween Spring F arm Park way and Appin) , south b ound in th e PM peak .

It is noted th at slower speeds on approach to signalised intersections are to b e ex pected in an urb an road network during critical peak periods. Midb lock lev el of servi ce measurements are most appropriately used to ex amine uninterrupted sections of road with out closely spaced intersections. In th is contex t, th e M31 Hume Motorway is ob serv ed to perf orm satisf actorily ( with some minor congestion at Spring F arm Link Road) in all f uture scenarios af ter capacity enh ancements, wh ich is f urth er discussed in Section 4 . 4 .

Figure 4.7: 2026 AM midblock level of service

Figure 4.8: 2026 PM midblock level of service





Speed/free �ow speed

LoS A-C

LoS D-E

LoS F

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Future intersection level of serviceF uture intersection perf ormance metrics are prov ided in F igures 4 . 13 to 4 . 18 . Th e results represent only th e b usiest one h our period on th e road network .

Results f rom th e mesoscopic model sh ow th at:

■ Th e network perf orms satisf actorily in th e 20 26 scenario, with th e majority of intersections operating at lev el of servi ce D or b etter. Some localised constraints are evi dent along Narellan Road and at th e Spring F arm Park way/ Hume Motorway interch ange

■ Results of th e 20 36 scenario demonstrate th at Narellan Road continues to ex perience moderate delay. Access into and out of new dev elopment at Mt G ilead also places more pressure on th e Spring F arm Park way/ Hume Motorway interch ange and th e north ern section of Appin Road

■ Results of th e ultimate dev elopment scenario in 20 5 1 sh ow continued constraints at Narellan Road, Camden B ypass, Spring F arm Park way/Hume Motorway interch ange and th e north ern section of Appin Road

■ Intersection perf ormance is worse at th e North Eastern part of th e study area. Th is is evi dent in 20 36 and worse in f uture years

■ Th e numb er of ov er capacity intersections ( lev el of servi ce E and F ) generally increases ov er time, with eigh t intersections in 20 36 and up to 15 intersections in 20 5 1.

Figure 4.13: 2026 AM intersection level of service

Figure 4.14: 2026 PM intersection level of service





Intersection LoSA

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4 . 4 STAG ING OF THE NETWORK

The MI mesoscopic traffic model has been used to determine th e optimum staging of th e proposed road inf rastructure improv ements to th e transport network .

This staging plan aims to provide sufficient network capacity in line with th e dev elopment of th e region. Inf rastructure h as b een staged in accordance with th e f ollowing modelled scenarios:

■ 20 26 - approx imatley 15 , 0 0 0 dwellings

■ 20 36 - approx imatley 38 , 0 0 0 dwellings

■ 20 5 1 - approx imatley 6 0 , 0 0 0 dwellings

Table 4.3: I nfrastructure recommendations - 2026 (approx 15,000 dwellings)

I D Location Description

1 Picton Road Widened to 2 lanes in each direction

2 Hume Motorway Widened to 3 lanes in each direction

3 Spring F arm Park way New arterial road with 2 lanes in each direction

4 Spring F arm Park way interch angeF ull grade separated interch ange with Hume Motorway. North and south f acing ramps

5 Appin Road - North Widened to 2 lanes in each direction

6 Camden B ypassWidened to 2 lanes in each direction b etween Old Hume High way and Macarth ur Road

7 Camden B ypassWidened to 3 lanes in each direction b etween Spring F arm Park way and Narellan Road

8 Transit corridor - Northew corridor with segregated transit and 1 traffic lane in

each direction

Figure 4.19: Recommended network - 2026 (approx 15,000 dwellings)

In reality, inf rastructure will b e gradually deliv ered b etween th ese time h oriz ons. In th is contex t, it will b e vi tal to deliv er k ey pub lic transport inf rastructure as soon as possib le with in th e giv en timef rame in order to sh ape th e trav el patterns of residents and employees of th e G MIA. Instilling efficient travel behaviour will give the region th e b est ch ance to dev elop into a th rivi ng and sustainab le community.

F igure 4 . 19 to F igure 4 . 21 and Tab le 4 . 3 to Tab le . set out the staging of identified infrastructure

recommendations f or th e G MIA.

Not Gov

ernmen

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9

10

18

17

1615

14

13

12

11

19

20

21 22






9 Macq uariedale RoadWidened to 3 lanes in each direction and ex tended to F inns Road

10 Macq uariedale Road interch angeF ull grade separated interch ange with Hume Motorway. North and south f acing ramps

11 Hume MotorwayWidened to 4 lanes in each direction north of Macq uariedale Road

12 Spring F arm Park way - WestWidened to 3 lanes in each direction west of Hume Motorway

13 Appin Road – North Widened to 3 lanes in each direction

14 Appin Road - South Widened to 2 lanes in each direction

15 Camden B ypassWidened to 3 lanes in each direction b etween Spring F arm Park way and Narellan Road

16 Narellan Road Widened to 4 lanes in each direction

17Hume Motorway/ Picton Road Interch ange

Interchange upgrade with flyover from Picton Road to Hume Motorway north b ound.

18 North Wilton ConnectionNew road and b ridge connecting North Wilton to Menangle Road

19 Menangle Road Widened to 2 lanes in each direction

20 F inns Road Widened to 2 lanes in each direction

21 Link Road BNew arterial road and b ridge connecting West Appin and Macq uariedale Road with 2 lanes in each direction.

22 Transit corridor - Southew corridor with segregated transit and 1 traffic lane in

each direction. B ridge and connection to D ouglas Park .

N/ A South ern High lands rail line lectrification of line to Maldon

Not Not Not Not Not Gov

ernmen

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Govern

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olicy

23

24

27

26

2928

30






23 Link Road ANew east- west arterial road link ing Menangle and Appin Road. 2 lanes in each direction

24 Link Road A interch angeF ull grade separated interch ange with Hume Motorway. North and south f acing ramps

26 Transit corridoridened to traffic lanes in each direction and transit

connected to D ouglas Park

27 Spring F arm Park way – EastWidened to 3 lanes in each direction east of Hume Motorway

28 Picton RoadWidened to 3 lanes in each direction 1. 5 k m eith er side of th e Hume Motorway interch ange

29 B rough ton Pass New b ridge ov er B rough ton Pass

30 D ouglas Park D riv e

Upgraded and ex tended arterial road b etween Wilton Road and Menangle Road v ia D ouglas Park . Included f ull grade separated interch ange with Hume Motorway. North and south f acing ramps.

Not Gov

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7 6 GREATER MACARTHUR INVESTIGATION AREA


5. S U MMARY AN D FI N DI N GS

Not Gov

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Policy

7 97 8

5. SUMMARY AND F IND ING S


5 . 1 OV ERV IEW

Ja cob s h as dev eloped and tested a staged transport network in order to support th e long term growth of th e G reater Macarth ur Inv estigation Area. Th is h as included strategic transport modelling in STM and mesoscopic traffic modelling using Aimsun in order to determine th e scope of road and pub lic transport inf rastructure.

5 . 2 F UTURE TRANSPORT TASK

Th e proposed land use scenario f or th e G MIA includes th e estab lish ment of new population centres at Menangle Park , Mt G ilead, West Appin and Wilton. Th ese f our centres h av e th e potential to deliv er up to 6 0 , 0 0 0 h omes ( 16 0 , 0 0 0 people) and 37 , 0 0 0 job s in th e G MIA. Th ese land uses h av e th e potential to generate in ex cess of 7 0 , 0 0 0 v eh icle trips in th e 1h r AM peak wh en f ully dev eloped. Additional capacity needs to b e added to th e G MIA transport network in th e f orm of h igh er- order modes of pub lic transport to meet th e f uture growing population needs. It is important to provi de an integrated range of options such as pub lic transport, walk ing and cycling th at can b e efficiently accessed and used by people travelling to and f rom G MIA to serv e th eir indiv idual needs.

5 . 3 ROAD NETWORK REQUIREMENTS

Th e study h as f ound th e f ollowing transport inf rastructure improv ements to b e req uired if G MIA dev elops as f orecast. The below represents the ultimate configurations req uired b y 20 5 1:

■ Picton Road – widened to 3 lanes in each direction th rough th e new Wilton urb an area and 2 lanes in each direction elsewh ere

■ H ume Motorway – widened to 3 lanes in each direction b etween Picton Road and Macq uariedale Road and 4 lanes in each direction north of Macq uariedale Road

■ S pring Farm Parkway – New arterial road with 3 lanes in each direction

■ S pring Farm Parkway interchange - G rade separated interch ange with th e Hume Motorway with north and south f acing ramps

■ Appin Road – Widened to 3 lanes in each direction b etween Narellan Road and Macq uariedale Road, and 2 lanes in each direction south of Macq uariedale Road

■ Camden B y pass – Widened to 2 lanes in each direction with 3 lanes in each direction north of th e Old Hume High way

■ Macquariedale Road – New arterial road with 2 lanes in each direction

■ Macquariedale Road interchange – G rade separated interch ange with th e Hume Motorway with north and south f acing ramps

■ N arellan Road – Widened to 4 lanes in each direction

■ H ume Motorway /Picton Road I nterchange – Interchange upgrade with flyover from Picton Road to Hume Motorway north b ound

■ Link Road A – New arterial road with 2 lanes in each direction connecting Menangle Road with Appin Road

■ Link Road A interchange – G rade separated interch ange with th e Hume Motorway with north and south f acing ramps

■ N orth W ilton Connection – New connection b etween Menangle Road and Wilton Town Centre

■ Menangle Road – Widened to 2 lanes in each direction

■ Finns Road – Widened to 2 lanes in each direction

■ Link Road B – New arterial road and b ridge connecting West Appin and Macq uariedale Road with 2 lanes in each direction.

■ B roughton Pass – New b ridge ov er B rough ton Pass

■ Link Road C – New sub - arterial road connecting West Wilton and Picton Road.

5 . 4 PUB LIC TRANSPORT NETWORK REQUIREMENTS

Th e proposed strategic network is centred around core north - south transit spines with h igh er density dev elopment f ocused around transit stops, supported b y a local network . Th e f ollowing strategic pub lic transport servi ces h av e b een identified

■ Mass transit spine (M1) – Picton to Macarth ur

■ I ntermediate transit (I 1) – D ouglas Park to Macarth ur vi a Appin

■ I ntermediate transit (I 2) – D ouglas Park North to Wollongong vi a Univ ersity of Wollongong

■ I ntermediate transit (I 3) – Maldon to East Wilton. To b e inv estigated as part of Maldon to D omb arton b usiness case

■ Local transit (L1) – Picton to Wilton J unction vi a West Wilton

■ Local transit (L2) – D ouglas Park to Wilton South vi a B ingara G orge

■ Local transit (L3) – Camden to D ouglas Park North vi a Camden South

■ Local transit (L4) – Appin to Macarth ur vi a Appin Road

■ Local transit (L5) – G ilead to Narellan vi a Menangle Park .

Th e req uired inf rastructure to support th is network includes:

■ Transit corridor – North west corridor link ing Macarth ur and D ouglas Park .

■ S outhern H ighlands rail line - Potential electrification of line south of Macarthur

■ N ew rail stations – Potential new stations at Maldon and D ouglas Park North

■ K ey interchanges - Interch ange locations at Macarth ur, Menangle Park , D ouglas Park and Picton.

5 . 5 WALK ING AND CY CLING NETWORK REQUIREMENTS

Th e proposed walk ing and cycling network h as b een dev eloped in order to max imise th e attractiv eness of activ e modes th rough out th e G MIA. All k ey strategic road corridors will include provision for safe, connected and efficient cycling and walk ing inf rastructure.

K ey north - south regional connections will b e provi ded b y f ully segregated of f - road path s along:

■ Hume Motorway

■ Menangle Road

■ F inns Road- Old Hume High way- Camden B ypass

■ Appin Road.

K ey east- west regional connections will b e provi ded b y f ully segregated of f - road path s along:

■ Narellan Road

■ Spring F arm Park way

■ Maq uariedale Road

■ Picton Road.

A legib le and well connected grid network of local streets will ensure permeab ility is max imised f or walk ing and cycling trips. Provi ding h igh lev els of priority to pedestrians and cyclists th rough out th e lower order network will h elp to minimise auto- dependency b y promoting activ e modes and increasing pub lic transport accessib ility.

Not New arterial road with 2 lanes

Not New arterial road with 2 lanes

in each direction connecting Menangle Road Not in each direction connecting Menangle Road Gov

ernmen

t Poli

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Policy■ I ntermediate transit (I 3) –

PolicyI ntermediate transit (I 3) – Wilton. To b e inv estigated as part of Maldon to

PolicyWilton. To b e inv estigated as part of Maldon to

8 0

5. SUMMARY AND F IND ING S


5 . 6 F REIG HT NETWORK REQUIREMENTS

Th e pref erred plan mak es provi sion to respond to implications of f uture rail- b ased goods mov ement and intermodal transf er of goods b etween road and rail and oth er f reigh t h andling strategies.

K ey f reigh t corridors th at will driv e f reigh t mov ement in and around th e G MIA include:

■ Protection of f uture f reigh t corridors such as Maldon to D omb arton ( M2D ) f reigh t rail link and th e Outer Sydney Orb ital

■ Inv estigate th e potential realignment of M2D on th e south ern side of Picton Road to minimise conflict between community and f reigh t uses with in Wilton Town Centre

■ Capacity enh ancements along th e South ern Sydney F reigh t Line ( SSF L)

■ apacity, efficiency and safety enhancements f or f reigh t mov ement at th e M31 Motorway and Picton Road interch ange to cater f or f uture ex pansion of Port K emb la

■ Upgrades to Narellan Road, Picton Road and M31 Motorway to cater f or increase in growth and f reigh t related mov ement.

5 . 7 WILTON ACCESS REQUIREMENTS

D etailed microsimulation modelling h as b een undertaken to assess the specific access req uirements f or Wilton. Inf rastructure req uired to f acilitate access to/ f rom th e new Wilton town centre under th e proposed land- use scenario:

Th e results of th e detailed analysis of access options f or Wilton Town Centre are located in Appendix A .

Not Upgrades to Narellan Road, Picton Road and

Not Upgrades to Narellan Road, Picton Road and

Not M31 Motorway to cater f or increase in growth Not M31 Motorway to cater f or increase in growth Gov

ernmen

t f or f reigh t mov ement at th e M31 Motorway and

Govern

ment

f or f reigh t mov ement at th e M31 Motorway and

Upgrades to Narellan Road, Picton Road and Govern

ment

Upgrades to Narellan Road, Picton Road and

Policy

2 3

A APPEN DI X A: WILTON ACCESS REQUIREMENTS


A. 1 OV ERV IEW

B ased on th e pref erred land use scenario describ ed in Section 2 and f ollowing sev eral work sh ops with stak eh older agencies, th ree access options h av e b een prepared f or Wilton Town Centre. Th ese are summarised b elow and describ ed in more detail with in th e f ollowing section. It is anticipated th at th e majority of f uture dev elopment with in G MIA will b e completed b y 20 5 1. Accordingly, one h oriz on year ( 20 5 1) h as b een ch osen representing a longer- term h oriz on used to assess th e ab ility of f uture road infrastructure to accommodate future traffic loads and to identif y a pref erred option.

A. 2 SUMMARY OF ACCESS OPTIONS

To take this approach, traffic forecasts and assessments h av e b een produced in consultation with D PE, Tf NSW and RMS f or th e th ree access options sh own. G iv en th e complex nature of th e road network and access ramps connecting to th e M31 Hume Motorway, microsimulation modelling using the traffic model was undertaken to more accurately assess th e impacts of merging and weavi ng mov ements associated with motorway access ramps.

Option 1 Option 1 assumes th e network dev eloped as part of proponent led structure plan f or Wilton Centre. Th e k ey road network planning elements:

■ North f acing ramps near th e ex isting ov erpass at Niloc B ridge. New ov erpass to b e provi ded.

■ South b ound ex it ramp on th e M31 Hume Motorway b etween Picton Road and Niloc B ridge

■ Upgrade of th e M31 Hume Motorway and Picton Road interch ange.

Option 1

Menan

gle R

oad

Picton Road

Picton Road

Nepean River

Nepean River

Ne p ean R iver

M31 H

ume M

otorw

ay

M31

Hum

e M

otor

way

Major roadAccess ramp

N

Option 2Option 2 assumes th e f ollowing road network planning elements:

■ The same configuration of M31 Hume Motorway ramps as defined in Option 1

■ Upgrade of th e M31 Hume Motorway and Picton Road interch ange

■ Additional ex ternal connection f rom Wilton Centre road network to Menangle Road.

Option 3 Option 3 assumes th e f ollowing road network planning elements:

■ No direct connections to th e M31 Hume Motorway b etween D ouglas Park D riv e and Picton Road

■ Upgrade of th e M31 Hume Motorway and Picton Road interch ange

■ Additional ex ternal connection f rom Wilton Centre road network to Menangle Road.

Option 2

Menan

gle R

oad

Picton Road

Picton Road

Nepean River

Nepean River

Ne p ean R iver

M31 H

ume M

otorw

ay

M31

Hum

e M

otor

way


New Menangle RoadConnection

N

Option 3

Menan

gle R

oad

Picton Road

Picton Road

Nepean River

Nepean River

Ne p ean R iver

M31 H

ume M

otorw

ay

M31

Hum

e M

otor

way


New Menangle RoadConnection

N

Not Option 1 assumes th e network dev eloped as part Not Option 1 assumes th e network dev eloped as part

Govern

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4 5



A. 3 ACCESS OPTIONS EV ALUATION

In assessing th e adeq uacy of th e road network to meet f uture demands, th e concept of ‘ mid-b lock ’ lev el of servi ce h as b een used to provi de indication of acceptab le operation of th e v arious parts of th e Wilton road network . Th e mid-block level service has been defined based on a comb ination of speed and th e ratio v olume to capacity. A Lev el of Servi ce of D f or mid- b lock sections or b etter is generally considered an acceptab le network perf ormance.

Option 1 F igure 5 . 1 and 5 . 2 provi des a summary of mid-b lock lev el of serv ice perf ormance f or Option 1 f or 20 5 1 during th e AM and PM peak periods. Th e analysis sh ows:

■ Significant congestion resulting in reduced trav el speeds f or b oth th e M31 Hume Motorway and Picton Road

■ Internal link roads with in Wilton Centre experiencing significant congestion during the peak periods

■ North f acing ramps at Niloc B ridge experiencing significant congestion impacting main line flows on the M31 Hume Motorway as a result of q ueues propagating north f rom th is interch ange

■ D elays at intersections on Picton Road ( west of M31 Hume Motorway) are lik ely to increase b eyond manageab le lev els impacting access to internal link roads. Th is is a result of q ueues propagating with in th e internal road network f rom th e primary constraints at Picton Road.

Figure A.2: Option 1 midblock level of service (2051 PM)

Figure A.1: Option 1 midblock level of service (2051 AM)

Speed/free �ow speed

LoS A-C

LoS D-E

LoS F

Legend

Option 2

F igure 5 . 3 and 5 . 4 provi des a summary of mid-b lock lev el of servi ce perf ormance f or Option 2 f or 20 5 1 during th e AM and PM peak periods. Th e analysis sh ows:

■ Reduced congestion on Picton Road due to additional capacity provi ded b y connection to Menangle Road

■ Internal road network perf orms satisf actorily during th e AM and PM peak periods

■ Minor congestion f or v eh icles entering/ ex iting th e M31 Hume Motorway with minimal impacts to mainline flows

■ Menangle Road connection perf orms satisfactorily reducing traffic loads on M31 Hume Motorway and Picton Road

■ Some internal link s at Wilton ( south east) ex perience some congestion on th e approach to Picton Road ( east of M31 Hume Motorway) .



Not Not Gov

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Policy■ Menangle Road connection perf orms

PolicyMenangle Road connection perf orms

6 7



Option 3

F igure 5 . 5 and 5 . 6 provi des a summary of mid-b lock lev el of serv ice perf ormance f or Option 3 f or 20 5 1 during th e AM and PM peak periods. Th e analysis sh ows:

■ Significant congestion resulting in reduced trav el speeds f or b oth th e M31 Hume Motorway and Picton Road

■ Internal link roads with in Wilton Centre experiencing significant congestion during the PM peak period

■ Th e perf ormance of Picton Road and Menangle Road significantly deteriorates in th e PM peak

■ Significant increase in congestion along Picton Road ( east of M31 Hume Motorway) during th e AM peak

■ Menangle Road near new connection f rom Wilton Centre ex periences delays westb ound during th e PM peak .



Th e av erage speed comparisons f or each option are also summarised in Tab le 5 . 1 f or k ey road corridors. It is ob serv ed th at Option 1 and Option 3 result in unacceptab le delays to th e M31 Hume Motorway, particularly in th e PM period. Th is section of th e M31 Hume Motorway is a nationally significant freight corridor and significant delays to f reigh t mov ements need to b e minimised. A network which maintains the efficiency of the M31 Hume Motorway is vi tal to av oid th e long term economic impacts of a significant impediment to f reigh t mov ements in th e region.

Option 1 and Option 3 also result in unacceptab le delays and f or Picton Road ( west of th e M31 Hume Motorway) in th e PM peak .

Route2051 AM speed (km/h) 2051 PM speed (km/h)

Option 1 Option 2 Option 3 Option 1 Option 2 Option 3

Hume Motorway ( NB ) 93 95 90 94 95 90

Hume Motorway ( SB ) 54 96 85 17 50 25

Picton Road ( west of Hume Motorway) ( EB )

55 62 41 14 58 15

Picton Road ( west of Hume Motorway) ( WB )

48 58 57 60 60 61

Picton Road ( east of Hume Motorway) ( EB )

70 70 70 72 72 65

Picton Road ( east of Hume Motorway) ( WB )

64 64 39 65 65 66

Table A.1: Average speed comparison (colours based on midblock level of service: Green A-C, Yellow D-E, Red F)

Notes:NB = north b ound WB = westb oundEB = eastb ound SB = south b ound

Not Not Gov

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cyTable A.1: Average speed comparison (colours based on midblock level of service: Green A-C, Yellow D-E, Red F)

PolicyTable A.1: Average speed comparison (colours based on midblock level of service: Green A-C, Yellow D-E, Red F)

8 9



A. 4 ROAD NETWORK AND CONNECTIONS

Th e options ev aluation indicates th at Option 2 provi des an acceptab le lev el of perf ormance f rom a traffic modelling perspective for the ultimate h oriz on year 20 5 1 f or b oth th e AM and PM peak periods. It is clearly evi dent th at to cater f or land use demands imposed b y th e f uture dev elopment at Wilton, multiple road network access points will be required to provide sufficient road carrying capacity.

Th e results indicate th at an additional road connection to Menangle Road will b e req uired f rom Wilton Centre to cater f or th e ex pected f uture traffic demands. The initial modelling results indicate th at th is connection carries more th an 2, 0 0 0 v eh icles per h our in th e peak direction during th e PM period.

F urth ermore, th e internal road network is req uired to carry a significant amount of traffic, with some link s carrying up to 1, 5 0 0 - 2, 0 0 0 v eh icles per hour. This indicates that the classification of th ese internal road link s in th e road h ierarch y, particularly link ing th e M31 Hume Motorway are accommodating significantly higher traffic volumes wh ich req uires an ex amination of adjacent land uses and road network f unctions.

Figure A.8: 2051 PM peak hour volumes (Option2)

Figure A.7: 2051 AM peak hour volumes (Option2)

Flow (veh/hr)0 - 1000

1000 - 2000

2000 - 3000

3000 - 4000

4000 - 5000

5000 - 6000

> 6000

Legend

Some roads may also benefit from geometric realignment to maintain network legib ility and continuity across Wilton, in particular f rom th e M31 Hume Motorway to Menangle Road. A more direct connection f rom th e M31 Hume Motorway to Menangle Road using a sub - arterial road would av oid th e current arrangement of trav ersing a circuitous local road network to access th e motorway. Th is also assists in adh ering to th e access management principles identified earlier in th is report b y ensuring th at roads with similar roles with in th e h ierarch y are connected to minimise traffic flow interference associated with access mov ements to/ f rom th e motorway network .

Possib le alignment options of th is more direct connection may include a realignment of th e currently proposed internal network or a new connection b etween D ouglas Park D riv e and Menangle Road. Th ese indicativ e options are sh own in F igure 5 . 9 and sh ould b e inv estigated f urth er to determine th e optimum location and alignment req uirements. A risk assessment f rom an envi ronmental perspectiv e will b e req uired to understand th e comparab le impacts of each of th e options as some of th e alignments transv erse h igh v alue v egetation.

Option 2

Opt

ion

1

Option 3

M31 Hume Motorw

ay

Picton Road

Menangle Road

Mac

arth

ur D

rive

Douglas Park D

rive

Figure A.9: Possible sub-arterial connections to be investigated

Not Not Gov

ernmen

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cyconnection may include a realignment of th e

Policy

connection may include a realignment of th e currently proposed internal network or a new

Policycurrently proposed internal network or a new

connection b etween D ouglas Park D riv e and Policy

connection b etween D ouglas Park D riv e and Menangle Road. Th ese indicativ e options are Poli

cy

Menangle Road. Th ese indicativ e options are

10



A. 5 SUMMARY

Th e results of th e detailed analysis of access options f or Wilton Centre h av e b een used to determine th e f ollowing summary of req uirements:

■ Upgrade and capacity enh ancements of M31 Hume Motorway/ Picton Road interch ange. Including grade separated flyover for right turn f rom Picton Road westb ound to M31 Hume Motorway north b ound

■ A direct connection f rom M31 Hume Motorway to Menangle Road with 2 lanes in each direction to provi de additional road carrying capacity to accommodate expected traffic demands

■ D irect access f rom M31 Hume Motorway to b e f rom h igh er order road connections such as sub - arterial or arterial road

■ In addition to th e M31 Hume Motorway/Picton Road interch ange, north f acing ramps are req uired f rom th e direct Menangle Road connection. An additional ex it ramp is also req uired connecting to th e internal link road

■ D irect access ( vi a ramps) to th e M31 Hume Motorway ( b etween D ouglas Park D riv e and Picton Road) sh all b e appropriately located and designed to av oid disruption and interference on main line flows to the motorway

■ Picton Rd intersections to h av e a minimum of 5 0 0 m spacing to th e west of M31 Hume Motorway. Spacing to th e east of M31 Hume Motorway sh all b e at least 1k m due to th e significant use of this corridor by freight v eh icles

■ Major Picton Road intersections at Almond Street, Pemb rok e Parade and Wilton Park Road operate satisf actorily as signalised intersections b y 20 5 1 b ut it is recommended th at th ese intersections b e f uture proof ed f or potential grade separated interch anges in th e longer term.

■ An internal road connection link ing Wilton and B ingara G orge will b e req uired ov er th e M31 Hume Motorway. Ideally a more direct alignment th an sh own in proponent’ s plans would b e provi ded h owev er it is noted th at ex isting residential dev elopment and a water treatment f acility pose sub stantial constraints.

Not connection. An additional ex it ramp is also

Not connection. An additional ex it ramp is also req uired connecting to th e internal link roadNot req uired connecting to th e internal link road

Govern

ment

Picton Road interch ange, north f acing ramps

Govern

ment

Picton Road interch ange, north f acing ramps are req uired f rom th e direct Menangle Road

Govern

ment

are req uired f rom th e direct Menangle Road connection. An additional ex it ramp is also Gov

ernmen

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connection. An additional ex it ramp is also

Policy

Documents

3. MOD EL EV ELOPMENT · Sdne reate Metropolita Are el Newcastl n Wollongong, ov erin , 7 15 trav ones, ase ensu tatistica oca areas. Th MIA soscop ode ub - are od deriv e ro h Sdne