The M5 is the first of the County of Cumberland Planning Scheme freeways to be completed to its original length, quite surprising considering proper construction did not begin until the late 1980s. It connects General Holmes Drive at Kyeemagh with the Hume Highway at Prestons, forming the major part of the commuter route from Campbelltown to the CBD. It closely parallels the East Hills Railway line for its entire journey, thus making it no coincidence that the railway line in question had a fall in patronage following the completion of the motorway.

This history section is devoted to the M5 South Western Motorway from Kyeemagh to Prestons. For information and photos on the Department of Main Roads’ F5 – South Western Freeway (now part of the Hume Highway) please see the Hume Highway page.

The motorway is owned and operated as a toll road by Interlink Roads between Heathcote Road and King Georges Road, as well as the Casula Bypass. The state owns the Liverpool Bridge and the M5 East section.

A corridor for the F5 – South Western Freeway was provided for in the County of Cumberland Planning Scheme 1951 as the major radial route for the south-western suburbs. Further planning by the Department of Main Roads in the 1950s saw the extension of the reservation outside of the County of Cumberland as far as Aylmerton, near Mittagong. The Department of Main Roads had this to say about the proposed F5 Freeway:

"The planned route of the F5 South Western Freeway extends from the proposed F6 - Southern Freeway at Tempe, in a generally westerly direction to the Cross Roads near Liverpool and thence in a southerly direction through semi-rural areas via Campbelltown, Menangle and Douglas Park towards Mittagong."1

Construction of the freeway is separated into three distinct sections: the M5 East; from King Georges Rd to Prestons; and from Prestons to Mittagong. The latter is not covered in this article, rather it is covered under the Hume Highway section.

Planning and construction of the M5 East is closely linked to operations at Port Botany and another County of Cumberland Planning Scheme route, the Cooks River County Road, between Kyeemagh and Chullora. In the February 1976 report of the Urban Transport Advisory Council it was noted that: “At the present time there is no single, clearly defined route that parallels [the Cooks River County Road]. Instead, traffic filters through local streets in Ashfield, Canterbury and Marrickville municipalities.” And “In view of the importance of providing adequate land transport links for traffic associated with the Kingsford Smith Airport and the Botany Bay Port Development and the surrounding industrial area, a start be made forthwith on the planned County Road link between Kyeemagh and Chullora.”3 URTAC proposed that construction commence in 1979/80 with a view to completion in 1985/86, however the Government did not adopt their recommendation, instead commissioning further analysis of route options. In 1980 a Commission of Inquiry into possible transport improvements between Kyeemagh and Chullora was released. The South Western Freeway option considered by the Inquiry involved the construction of a four-lane undivided road between King Georges Road and General Holmes Drive on what would ultimately become one carriageway of a full freeway standard road. Several alignment alternatives were considered before a preferred alignment on the southern side of Wolli Creek valley was chosen. The Inquiry recommended against the freeway option because of the perceived negative environmental impacts of the route on the Wolli Creek valley, including displacement (113 to 158 houses would need to be demolished4), severance, noise, ecological and open space concerns. Thus, the project stalled.

The Department of Main Roads recommenced public consultation in 1986 and, as a result of representations received, the State Government announced in August 1988 that part of the County Road reservation for the South Western Freeway traversing the Wolli Creek valley would be lifted and that the Roads and Traffic Authority would undertake a formal programme of consultation on the alternatives available for future roadworks in the area.5 Extensive public consultation was undertaken by the Department of Main Roads and a preferred alignment was chosen. As well, a scheme involving a tunnel, which had a great deal of community support, was presented for consideration.

Consequently, an Environmental Impact Statement was prepared and exhibited in July 1989, showcasing the preferred option as a six-lane surface freeway, generally in the existing County Road reservations between King Georges Road and Euston Rd, St Peters, but with a more southerly alignment through Turrella and across the Cooks River. The freeway would also be located slightly to the east to avoid remnants of the former shoreline of Botany Bay which have been exposed on the eastern side of a quarry at St Peters. The Environmental Impact Statement also proposed construction could commence in January 1990 and be completed in the two stages by the end of 1994, subject to funding. While the community recognised and accepted the need for road improvements there was still strong opposition to any proposal for a freeway. While the EIS presented a surface route as the preferred option, two tunnel alternatives were considered and it also noted that, if tunnels were constructed, they should be twin two-lane tunnels on the short tunnel alignment (Bexley North to Turrella). The EIS had this to say regarding the preferred scheme:

“After consideration of the issues raised, the Roads and Traffic Authority’s preferred scheme for assessment in this Environmental Impact Statement is Option B8, which locates a proposed six-lane freeway in the Wolli Creek valley between Bexley North and Turrella and meets the requirements of preserving the Wolli Creek bushland while minimising social dislocation. The area within which a proposed freeway could be located extends from the northern side of the railway to the southern boundary of the recently released part of the County Road reservation. This allows sufficient space to accommodate a six-lane freeway and some increase in the capacity of the rail network.”6

“The opportunity exists to link the proposed freeway with the Pyrmont to Alexandria traffic management proposal. The combined route of Euston Rd and McEvoy St was considered the most suitable for this purpose while also providing numerous north-west/south-east connections to the existing road network. For example, Huntley Street, Maddox St, Harley St, Bowden St and Fountain St would all provide access to the adjoining network. A signalised intersection at Campbell Rd and associated extension and widening would also provide important access to the suburbs to the north-west and south-east of the proposed freeway.”7

Still not happy with the preferred scheme, the Roads and Traffic Authority undertook a ‘Review of the Kyeemagh-Chullora Road Inquiry 1980 for M5 East Expressway’ during 1993 which examined the relevance of the recommendations of the Kirby Inquiry. A previous review, in June 1987, acknowledged that between 1980 and 1985 port operations within Sydney had altered such that some of the recommendations of Kirby Inquiry were no longer relevant. Thus, the Roads and Traffic Authority provided the following justification for a proposed southern alignment, terminating at General Holmes Drive , Kyeemagh.

“Recommendation 1: ‘the southern alignment (terminating at General Holmes Drive, Kyeemagh) is unsatisfactory. It should not be pursued’ for the following reasons:
1. A northern alignment would provide better access to and from the Central Industrial Area and Port Botany
Comment (1993): Current traffic modelling suggests that a link to General Holmes Drive would improve heavy vehicle access to and from Port Botany.
2. A southern alignment would aggravate congestion within the tunnel beneath the Airport.
Comment (1993): Construction of a southern terminus will necessitate the upgrade of the tunnel. A study is presently underway by the Roads and Traffic Authority to consider ways of increasing the capacity of the tunnel. Any upgrade is likely to comprise the addition of two extra lanes in conjunction with a tidal flow arrangement.”8

In April 1993 the Roads and Traffic Authority engaged Manidis Roberts Consultants to prepare another Environmental Impact Statement, this time for construction of a motorway standard road between Fairford Road and Botany/Mascot. While the Kirby Commission of Inquiry recommended against the adoption of a south western freeway option, the RTA claimed this proposal differs from the proposal upon which the recommendations were based as this intended as a transport link to Liverpool/Campbelltown rather than to Chullora.

The Environmental Impact Statement was released in June 1994 with a new preferred option – that of a four-lane toll road, connecting to General Holmes Drive at Kyeemagh. Twin two-lane tunnels would carry the motorway below the Wolli Creek valley (Bexley Road to Turrella Railway Station) and a viaduct would carry the motorway over two railway lines, the Princes Highway at West Botany Street, and Marsh Street. No interchange would be provided at Kingsgrove Road, and toll plaza would be located near the south end of Garema Circuit, Armitree Street and Glamis Street. The southern alignment (connecting to General Holmes Drive at Kyeemagh) was preferred because it would:
- Provide the most direct link to Port Botany, the focus of most large commercial vehicles;
- Link well into the emerging strategic road network, including General Holmes Drive, Foreshore Drive and Southern Cross Drive, which are all of appropriate standard and directly link to major destinations;
- Form part of an orbital route for Sydney which can be developed into a ring road of appropriate environmental standard, which supports economic development in Sydney.9

Following extensive community submissions10, particularly in regard to the proposed viaduct at Arncliffe, a supplement to the EIS was exhibited in December 1996. The supplement proposed significant changes including:
- Four-lane, 13.2km long, motorway standard road with limited access, between Fairford Road, Padstow and General Holmes Drive, Kyeemagh. The surface road will generally have 3.5m wide lanes, with an outer shoulder of 2.5-3.5m and an inner shoulder of 1m;
- Ramps to and from the east at Fairford Road would be opened to traffic. Toll collection facilities would be located on these ramps. However, there will be no toll between King Georges Road and General Holmes Drive;
- The motorway would pass over King Georges Road, rather than under, with pedestrian access under the motorway;
- Former toll plaza would become an enforcement/inspection area
- Twin two-lane tunnels would be constructed between Bexley Road and Marsh Street. Tunnel lanes would be 3.5m wide. There would be no breakdown lanes, but breakdown lanes would be provided at 1km intervals. The tunnel would be up to 80m deep and 4km long.
- It would cross the Cooks River on a bridge.
- An additional traffic lane in each direction would be provided in the Airport Tunnel by re-marking the road.11

In response to various concerns raised by the public during the exhibition of the Environmental Impact Statement supplement, the Roads and Traffic Authority proposed future modifications. These include an underpass at King Georges Road, new ramps at Kingsgrove Road, changes to interchange layout at Princes Hwy/West Botany Street/Marsh St, alignment changes between Marsh Street and Cooks River, a tunnel rather than a bridge crossing of the Cooks River.

One major concern raised by many public representations was that many people purchased properties in Bardwell Park and Arncliffe at a higher price specifically to be away from the road reservation. Approximately two-thirds of representations received requested that the proposal be placed back under the Wolli Creek road reservation. Consequently, the Department of Urban Affairs and Planning undertook a review of the EIS supplement in November 1997 which resulted in the M5 East project receiving planning approval.

Construction was commenced at the Fairford Road end in September 1997 and duplication of the existing motorway between Fairford Road and King Georges Road, and the construction of east-facing ramps at Fairford Rd, was completed in August 1999. The M5 East Motorway project was officially opened on 9 December 2001 and opened to traffic the next day.