Appendix E Intersection Modelling Report · 4.0 Intersection Analysis 9 5.0 Intersection Analysis...

Appendix E Intersection Modelling Report

Schofields Road Upgrade - Review of Environmental Factors 3 December 2007 Page e

Schofields Road UpgradeTraffic Intersection Modelling ReportLandcom

7 November 2007Document No.:

Schofields Road Upgrade

Prepared for

Landcom

Prepared byMaunsell Australia Pty LtdLevel 11, 44 Market Street, Sydney NSW 2000, PO Box Q410, QVB Post Office NSW 1230, AustraliaT +61 2 8295 3600 F +61 2 9262 5060 www.maunsell.comABN 20 093 846 925

7 November 2007

20011006

© Maunsell Australia Pty Ltd 2007

The information contained in this document produced by Maunsell Australia Pty Ltd is solely for the use of the Client identifiedon the cover sheet for the purpose for which it has been prepared and Maunsell Australia Pty Ltd undertakes no duty to oraccepts any responsibility to any third party who may rely upon this document.

All rights reserved. No section or element of this document may be removed from this document, reproduced, electronicallystored or transmitted in any form without the written permission of Maunsell Australia Pty Ltd.

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http://www.maunsell.com/

Table of Contents1.0 Introduction and Backgound 1

1.1 Introduction 11.2 Background 1

2.0 Background Data and Traffic Models 32.1 Netanal Model 32.2 EMME/2 Model 3

3.0 Traffic Forecasting 43.1 Traffic Generation 43.2 Dwelling Numbers 43.3 Trip Generation Rates 43.4 Origin / Destination Split 63.5 Traffic Distribution - Network 63.6 Traffic Distribution - Precinct 73.7 Final Trip Tables 73.8 Traffic Assignment 8

4.0 Intersection Analysis 95.0 Intersection Analysis Conclusions 13 Appendix A Spreadsheet Model a Appendix B SIDRA Output b

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1.0 Introduction and Backgound1.1 IntroductionLandcom is proposing to upgrade and widen the section of Schofields Road between Windsor Roadand Tallawong Road (the proposal) in north west Sydney. The location of the study area is shown inFigure 1.

Maunsell Australia Pty Ltd (Maunsell) have been engaged by the Landcom to prepare a Review ofEnvironmental Factors (REF) for the proposal to conform with the requirements of the NSWEnvironmental Planning and Assessment 1979 (EP&A Act) and Environmental Planning andAssessment Regulation 2000 (EP&A Regulation). The proposal is subject to assessment under Part 5of the EP&A Act, and as such approval is being sought by Landcom (the proponent) from the NSWRoads and Traffic Authority (RTA) as the determining authority before any proposed road works arecarried out.

This REF has been prepared in accordance with the guidance contained in the RTA’s EnvironmentalImpact Assessment, Policy, Guidelines and Procedures (2001).

This report supports the REF by providing traffic engineering advice in developing a concept plan forintersections along Schofields Road. The assessment assumes full development of the North WestSector and includes all traffic movements associated with the Rouse Hill Regional Centre (RHRC) aswell as Second Pond’s Creek and proposed development to the north of Schofields Road.

1.2 BackgroundThe upgrade and widening of Schofields Road is one of the proposed improvements to regionaltransport infrastructure in the North West Growth Centre and is shown on the Growth CentresStructure Plan as one of two east-west mixed use employment corridors.

Development within the Growth Centre, including the Rouse Hill Regional Centre, Second PondsCreek and surrounding Release Areas comprising Area 20, Riverstone East, Riverstone and AlexAvenue, will result in a significant increase in traffic volumes.

The NSW Government’s Metropolitan Strategy for ‘Managing Sydney’s Growth Centres’ has identifiedthe road works to be undertaken in the next five years, including converting Schofields Road from anexisting two lane road to a four land divided road to service the Rouse Hill Regional Centres and NorthWest Sectors.

In formulating plans for development in the North West Growth Centre the Growth CentresCommission and the Department of Planning have identified Schofields Road as a ‘Transit Boulevard’,which is to have two lanes in each direction separated by a wide median. The boulevard visionprovides for an attractive and functional entrance to the North West Growth Centre. Inacknowledgement, Schofields Road has recently been gazetted as an RTA classified main road.

The road network in the local area comprises Schofields Road, Windsor Road, Tallawong Road andRailway Terrace, which provide an outer orbital connection to the North West Growth Centre. Theexisting Schofields Road/Windsor Road/Tallawong Road corridors are prone to traffic congestion,particularly during the morning and evening peak times.

Peak hour classified intersection traffic counts were carried out at various locations along SchofieldsRoad in September 2005. The average AM peak and PM peak traffic counts are summarised asfollows:

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Location Direction AM (8-9) PM (5-6)EB 610 420WB 550 570

Schofields Road betweenTallawong Road and HambledonRoad

Total 1,160 990EB 540 360WB 520 620

Schofields Road west of WindsorRoad

Total 1,060 980

Below is a description of the existing junctions along Schofields Road within the study area: The intersection of Schofields Road and Winsdor Road has recently been upgraded as part of the

RHRC; Scholfieds Road and Cudgegong Road is priority working junction, with priority given to

Scholfields Road; A new offset T junction gives access to the Alam Property Development on the southern side of

Scholfields Road, between Tallawoong Road and Cudgegong Road; and Tallawong Road and Schofields Road is controlled with a roundabout, it is expected that this

junction will ultimately be realigned.

Assuming the peak hour represents approximately 10% of the daily flow, the average daily mid-blockflow for Schofields Road in 2005 is approximately 11,000 vehicles/day.

Currently there are no pedestrian or cycle facilities in the vicinity of Schofields Road. A cycle route isproposed along the southern side of Schofields Road between Cudgegong Road and HambledonRoad as part of the Blacktown Bike Plan.

A bus route will commence along Schofields Road during November 2007.

Figure 1 Locality Plan


2.0 Background Data and Traffic ModelsTwo strategic traffic models with relevance to the study area exist. Both of these models are for thePM peak period and model traffic across the Sydney metropolitan area. The first is the Sims VarleyNetanal model developed for the Second Ponds Creek (SPC) Traffic Management and AccessibilityReport (TMAP). The second is the Roads and Traffic Authority (RTA) EMME/2 strategic model. Bothof these models include the northwest growth sector development, as well as other appropriatenetwork adjustments. However, due to the Northwest growth sector development being in the initialplanning stages, both models have different assumptions regarding both land use and road networkchanges.

2.1 Netanal ModelThe Netanal model developed by SIMS Varley includes a detailed road network for the SPC site andsuburbs immediately surrounding. However, the Netanal model assumes that there are noconnections to Schofields Road from the north. That is, that the existing Tallawong Road andCudgegong Road will no longer connect to Schofields Road. This is not consistent with the generalnetwork arrangement outlined in the Northwest Structure Plan.

As a result traffic generated from the Area 20, East Riverstone and Riverstone precincts find alternateaccess to Old Windsor Road, via Garfield Road east. It is expected that flows along Schofields Roadare probably lower than expected as they do not accurately reflect traffic movements associated withrelease areas to the north. The forecast flows on Schofields Road associated with SPC areconsidered to be more robust and have been used in this analysis.

2.2 EMME/2 ModelThe RTA EMME/2 model utilises a more generalised network arrangement. This network is broadly inline with the network shown in the Northwest Structure Plan. However, the EMME/2 model lacks anysignificant detail in the SPC and Alex Avenue precinct areas. The “base” case assumes thatSchofields Road remains only a single lane in each direction and thus forms a “Do Nothing” scenario.

The model also considers two additional options for the upgrade of Schofields Road. Both Optionsmodel a dual lane Schofields Road with a western connection across the Richmond rail line toRichmond Road. The main difference between the two options is the location of the westernconnection into the existing road network.

Due to the strategic nature of the road network, the EMME/2 model indicates significant use of theStanhope Parkway road corridor, as it bypasses congestion on Old Windsor Road. The EMME/2model flows along Schofields Road are considerably lower as a result of traffic using StanhopeParkway.

It is therefore expected that the EMME/2 model also under represents future flows off SchofieldsRoad. The EMME/2 flows along Schofields Road are more balanced than the Netanal flows with aneast/west directional split of 45/55, 45% of traffic on Schofields Road is heading east, 55% headingwest. In contrast, the Netanal model directional split is 25/75. It is our view that the EMME/2 modelrepresents the attraction of RHRC whilst the Netanal model represents routes from work to home.


3.0 Traffic ForecastingAs a third option to the two network models, Maunsell has developed a spreadsheet model whichestimates trips generated by the release areas and assigns it to Schofields Road. The spreadsheetmodel has been developed in stages to produce turning movements at the four junctions to beanalysed. These key stages are Traffic Generation, Traffic Distribution and Traffic Assignment.Figure 2 on the following page summarises the spreadsheet development methodology.

3.1 Traffic GenerationIn Stage one, an estimate of the total amount of traffic that the Northwest Growth Sectordevelopments will generate, adjacent to the study area, has been calculated. The approach isdescribed below.

The NSW Governments metropolitan strategy Structure Plan explanatory notes for the NorthwestGrowth Centre 2005 lists five precincts that lie in proximity to Schofields Road. These precincts are:

Area 20; Riverstone East; Riverstone; Schofields; and Alex Avenue.

3.2 Dwelling NumbersThe structure plan lists for each of these precincts the number of dwellings that are forecast for fulldevelopment. Another large scale development adjacent to Schofields Road exists, the SPC site.The TMAP for this site lists the forecast number of dwellings at full development. It is assumed thattogether these six sites generate the majority of traffic that will use Schofields Road.

Table 1 Dwelling Numbers

Precinct Number of dwellingsArea 20 1500

Riverstone East 6000Riverstone 8000Schofields 5000

Alex Avenue 7000Seconds Ponds Ck 3200

3.3 Trip Generation RatesThe RTA Guide to Traffic Generating Developments provides a top rate of 0.85 vehicle trips perresidential dwelling in the weekday peak hour. The Guide states that around 25% of trips generatedare internal to the subdivision consisting of local shopping, schools and local social trips. The SPCTMAP report uses a rate of 1.0 vehicle trip per dwelling in the weekday peak hour to account for ananticipated higher level of car dependence in the area.


Figure 2 Maunsell Spreadsheet Model Methodology

It should be noted that the planned Northwest Rail Link will connect to the RHRC in 2017/18, and thenlink with the Richmond Rail line at Vinyard. In addition, the Northwest Transitway will link Parramattato RHRC, adjacent to Old Windsor Road (opened in March 2007) and will link Blacktown to Parklea,adjacent to Sunnyholt Road (opening in December 2007). These public transport improvements willenhance the accessibility of the six residential precincts for non car models and contribute towardsreducing car dependency. The trip rates for the six precincts have been adjusted to account for futurepublic transport improvements and reflect their relative accessibility to these modes.

TrafficGeneration

TrafficDistribution

TrafficAssignment

IntersectionAssessment

Trip GenerationRate per Dwelling

Origin / DestinationSplit

Dwelling Numbersper Precinct

Traffic Generation by Precinct

JTW directionalsplit for Blacktown

- North

Directional Split byPrecinct

Proportion ofPrecinct to use

Schofields Road

Origins and Destination by Precinct and Direction usingSchofields Road

Schofields Road Traffic Model with Turning Movements

Existing TrafficCounts along

Schofields Road

Assignment oftrips to / from each

Precinct Area

SIDRA Analysis


Table 2 Assumed Trip Rates

Precinct Number of dwellingsArea 20 0.70

Riverstone East 0.90Riverstone 0.75Schofields 0.70

Alex Avenue 0.75Seconds Ponds Ck 0.90

3.4 Origin / Destination SplitFor the purposes of this modelling exercise, it has been assumed that in the PM peak hour, the splitbetween origins and destinations for the generated traffic will be 35/65. That is, 35% of tripsgenerated will have origins in the six precincts and travel to locations outside the study area, whilst65% of trips generated will have destinations within the six precincts and travel from locations outsidethe study area. This assumed split is based on the EMME/2 and Netanal model forecasts but isconsidered to be a more realistic proportional split between trips travelling to/from work as well asto/from RHRC.

A summary of trip generation for each precinct is shown in Table 3.

Table 3 Traffic Generation by Precinct

Precinct Origins Destinations Total ExternalArea 20 276 512 788

Riverstone East 1418 2633 4050Riverstone 1673 3108 4781Schofields 919 1706 2625

Alex Avenue 1378 2559 3938Second Ponds Ck 756 1404 2160

Total trips 6419 11,922 18,341

3.5 Traffic Distribution - NetworkThe second stage of the spreadsheet model development determines where trips are drawn to andfrom. Using Journey to Work (JTW) data for 2001 for the Statistical Local Area (SLA) of Blacktown –North, proportions of car trips travelling in each direction (north, east, south, west) have beencalculated.

The main destination points are described below:

25% of trips travel south using any (or all) of Railway Terrace, Hambledon Road, Ridge Road,North South Road as appropriate;

55% of trips head east or north. It is assumed that most of these trips are traveling to the RHRCand other nearby industrial and employment regions. 20% of trips head west, drawn to newdevelopment along Richmond Road reached via the extension of Schofields Road across theRichmond rail line; as well as to the Richmond rail line to change mode.


Table 4 summarizes the JTW and assumed directional splits.

Table 4 Traffic Generation by Precinct

Direction Total Car Trips % Assumed distributionfor model

Internal 2829 13% 0%N 24 0% 15%S 6242 28% 25%E 11,628 53% 40%W 1334 6% 20%

Total 22,057 100% 100%

3.6 Traffic Distribution - PrecinctThe large scale of precincts and multiple access points required to serve them would result in trafficusing a variety of different routes to reach certain destinations. Table 5 summaries the proportion oftrips from each precinct that is assumed to use Schofields Road within the study area as part of theirjourney.

Table 5 Proportion of Precinct Generated Traffic Assumed to use Schofields Road by Movement

Precinct West South East (inc RHRC)Area 20 85% 0%* 0%*

Riverstone East 20% 20% 20%Riverstone 0%* 15% 15%Schofields 0%* 20% 20%

Alex Avenue 30% 20% 35%Second Ponds Ck 305 20% 35%

*Journey paths for these trips are assumed to lie outside the study area rather than not use Schofields Road explicitly.

3.7 Final Trip TablesWhen the traffic generated is assigned to the network based on the directional splits highlightedabove, the following trip tables are produced:

Table 6 – Origins by movement

Precinct West SouthEast (incRHRC) Total Origins

Area 20 47 0 0 47Riverstone East 57 71 156 284

Riverstone 0 63 138 201Schofields 0 46 101 147

Alex Avenue 83 69 265 417Second Ponds Ck 45 38 146 229Total Trips 232 286 806 1,324


Table 7 – Destinations by movement

Precinct West SouthEast (incRHRC) Total Origins

Area 20 87 0 0 87Riverstone East 105 132 290 527

Riverstone 0 117 256 373Schofields 0 85 188 273

Alex Avenue 154 128 493 774Second Ponds Ck 84 70 270 425Total Trips 430 532 1,497 2,458

3.8 Traffic AssignmentThe third stage of the spreadsheet modelling process is to assign traffic to the network.Each of the trip groups shown in Tables 6 and 7 are assigned to the study area network individually.The cumulative totals from the individual assignments, combined with existing traffic, form the turningmovements at the four junctions to be assessed.


4.0 Intersection AnalysisThe four junctions assessed were:

Intersection 1 - Schofields Road with Hambledon Road (three arm junction)Intersection 2 - Schofields Road with Tallawong Road and Ridge Road (four arm junction)Intersection 3 - Schofields Road with Cudgegong Road (three arm junction)Intersection 4 - Schofields Road with North South Road (SPC Access Road) (three arm junction)

Each of the junctions includes a bus priority lane along Schofields Road and is shown as a diagonalapproach on the intersection diagrams. Each cycle includes a bus jump phase although this wouldonly be called when a bus approaches the stop line. The SIDRA analysis is therefore considered tobe conservative as the bus jump phase will not occur every cycle. Figure 3 below contains plots ofthe intersection geometry.

Figure 3 – SIDRA Intersection Geometry

GeometrySchofields Road with Hambledon Road Schofields Road with Tallawong Road and Ridge

Road

Schofields Road with Cudgegong Road Schofields Road with North South Road

The analysis was conducted for the intersection turning movement numbers produced in the Maunsellspreadsheet model. To generate AM peak hour volumes, the origin / destination split were simplyreversed. The AM peak turning flow for each intersection is shown in Figure 4.


Figure 4 AM Peak Turning Flows

Schofields Road with Hambledon Road Schofields Road with Tallawong Road and RidgeRoad

AM Scenario AM ScenarioInput Flows Input Flows

Schofields Rd east

1000

WB Bus l

ane a

nd left t

urn

400

10

Hambledon Rd

400 600

20

Scho

field

s R

d w

est

1100

400

20

EB Bus

lane

10

Tallawong Rd

200100

100

20

Schofields Rd

1300100

WB Bus lan

e10

0

10

Ridge Rd

5050

100

20

Scho

field

s R

d

1600

50

20

EB Bus

lane

50

10

Schofields Road with Cudgegong Road Schofields Road with North South RoadAM Scenario AM ScenarioInput Flows Input Flows

Cudgegong Rd

200100

50

Schofields Rd

1400100

50

WB Bus lan

e

10

Scho

field

s R

d

1800

EB Bus

lane

100

10

Schofields Rd east

1500

WB Bus l

ane a

nd left t

urn

100

10

North South Rd

50 200

20

Scho

field

s R

d w

est

2000

50

20

EB Bus

lane

10

A summary of the results for each of the junctions is provided in Table 8.


Table 8 – Summary of SIDRA output for AM Peak Period

IntersectionSchofields/Hambledon

IntersectionSchofields/Tallawong

IntersectionSchofields/Cudgegong

IntersectionSchofields/North-South

IntersectionSummaryDegree ofSaturation

0.832 0.837 0.840 0.743

AverageOverallDelay (sec)

28.3 28.7 21.0 10.6

Level ofService(LOS)

C C C B

MovementSummaryLongestqueue (m)

170 (THRwestbound)

258 (THReastbound)

288 (THReastbound)

139 (THRwestbound)

Worst delay(sec)

54.8 75.1 75.2 72.7

Worst LOS D (RHTnorthbound)

E (RHT northbound) E (RHT westbound) E (RHTeastbound)

The PM peak turning flow for each intersection is shown in Figure 5.

Figure 5 PM Peak Turning Flows

Schofields Road with Hambledon Road Schofields Road with Tallawong Road andRidge Road

PM Scenario PM ScenarioInput Flows Input Flows

Schofields Rd east

1200

WB Bus l

ane a

nd left t

urn

500

10

Hambledon Rd

400 400

20

Scho

field

s R

d w

est

900

400

20

EB Bus l

ane

10

Tallawong Rd

10050

50

20

Schofields Rd

1700200

WB Bus l

ane

100

10

Ridge Rd

50100

100

20

Scho

field

s R

d

1200

50

20

EB Bus l

ane

100

10


Schofields Road with Cudgegong Road Schofields Road with North South RoadPM Scenario PM ScenarioInput Flows Input Flows

Cudgegong Rd

100100

50

Schofields Rd

2000200

20

WB Bus lan

e

10

Scho

field

s R

d

1300

EB Bus l

ane

100

10

Schofields Rd east

2100

WB Bus l

ane a

nd left t

urn

200

10

North South Rd

50 100

20

Scho

field

s R

d w

est

1400

50

20

EB Bus lan

e

10

Table 9 – Summary of SIDRA output for PM Peak Period





IntersectionSummaryDegree ofSaturation

0.940 0.860 0.719 0.912

AverageOverallDelay (sec)

30.8 32.3 21.0 17.0

Level ofService(LOS)

C C C B

MovementSummaryLongestqueue (m)

231 (THRwestbound)

285 (THRwestbound)

256 (THRwestbound)

377 (THR westbound)

Worst delay(sec)

62.3 75.1 64.6 72.7

Worst LOS E (RHTeastbound)

E (RHTnorthbound)

E (RHT westbound) E (RHT eastbound)

Additional model output from the SIDRA analysis is provided at Appendix B.


5.0 Intersection Analysis ConclusionsTwo through lanes in both directions along Schofields Road is sufficient to accommodate the forecasttraffic volumes generated in the Maunsell spreadsheet model. Dedicated turn lanes are required ateach junction for major right hand turns. A summary of the right turn lane lengths at each intersectionis provided in Table 10 below.

Table 10 – Summary of right turn lane dimensions





MovementSummarySchofields Rd West/Hambledon Rd

100m

Hambledon Rd/Schofields Rd East

100m

Schofields Rd/Ridge Road 100mSchofields Rd/Tallawong Rd 100mRidge Rd/Schofields Rd 30m

Cudgegong Rd/Schofields Rd 50mSchofields Rd/Cudgegong Rd 100mSchofields Rd West/North South Rd

100m

North South Rd/Schofields Rd west

50m

The bus priority lanes can also serve as left hand turn lanes providing a small net benefit for thethrough movements.

Generally, there seems to be more spare capacity in the AM peak period than the PM peak periodwith average delays and degrees of saturation slightly lower in the AM than PM period. However, inboth periods, all junctions operate with a LOS of C or better.

The longest queue lengths are for the peak direction through movement. The queue lengths forecastare not sufficient to cause blocking back issues with adjacent upstream or downstream junctions.

The main conflicts are between the large through movements and the opposing right hand turns intoor out of the various side roads.

Intersections will need to be refined once planning of the Riverstone, Alex Avenue and Area 20residential areas are completed.

Overall, the analysis confirms that the junctions modelled are sufficient to accommodate the forecastdevelopment of the Northwest Growth Centre region.


Appendix A Spreadsheet Model

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PM Peak hour Traffic Generation based on dwelling estimates from metro Strategy

% external trips 75%

No. of dwellings Trip Rate Origins Destinations Total external

to/from split 35% 65%

A Area 20 1,500 0.70 276 512 788B Riverstone East 6,000 0.90 1,418 2,633 4,050C Riverstone 8,500 0.75 1,673 3,108 4,781D Schofields 5,000 0.70 919 1,706 2,625E Alex Avenue 7,000 0.75 1,378 2,559 3,938F Second Ponds Ck 3,200 0.90 756 1,404 2,160

Total trips 6,419 11,922 18,341

NotesNumber of DwellingsDwelling numbers come from NSW Government's Metropolitan Strategy Structure Plan - explanatory notes, North West Growth Centre (2005)

Trip RatesRTA Guide to Traffic Generating Developments lists a trip rate of 0.85 trips per dwelling per hour in the Weekday peakThe Guide goes on to suggest that around 25% of these trips are internal to the subdivision, involving local shopping schools etcSPC TMP use a rate of 1.0 trips per dwelling per hour to account for high car dependence.Given the close proximity of numerous public transport options, an upper trip rate of 0.9 per dwelling seems reasonable. This rate has been applied to the Area 20 and East Riverstone precincts. The others, all lying closer to a train line are given a trip rate of 0.7 or 0.75.

Origin / Destination SplitIt has been assumed that there is a 35/65 split for origins and destinations

Precinct

JTW distribution of Car trips for the SLA of Blacktown - North

M06_Description

Direction from

Blacktown North Car driver Car passenger Total trips

Ashfield E 58 6 64Auburn S 782 46 828Bankstown S 444 27 471Baulkham Hills E 2,388 229 2,617Blacktown - North Internal 2,464 365 2,829Blacktown - South-East E 2,939 352 3,291Blacktown - South-West S 698 74 772Blue Mountains W 25 3 28Botany Bay E 152 6 158Burwood E 83 12 95Camden S 3 3Campbelltown S 78 9 87Canterbury S 101 3 104Cessnock N 3 3 6Concord E 161 16 177Drummoyne E 49 9 58Fairfield S 740 46 786Gosford N 9 9Hawkesbury W 533 65 598Holroyd E 896 45 941Hornsby E 588 30 618Hunters Hill E 37 37Hurstville S 32 6 38Kiama S 3 3Kogarah E 15 15Ku-ring-gai E 156 21 177Lane Cove E 177 12 189Leichhardt E 128 18 146Liverpool S 277 6 283Maitland N 3 3Manly E 22 22Marrickville E 78 6 84Mosman E 15 15Newcastle - Inner N 3 3Newcastle - Remainder N 3 3North Sydney E 233 18 251Parramatta S 2,644 214 2,858Penrith W 656 52 708Pittwater E 21 21Randwick E 43 3 46Rockdale E 45 45Ryde E 850 53 903South Sydney E 322 18 340Strathfield E 213 15 228Sutherland Shire - East E 27 27Sutherland Shire - West E 9 3 12Sydney - Inner E 220 64 284Sydney - Remainder E 166 29 195Sydney Undefined E 30 30Warringah E 124 6 130Waverley E 25 25Willoughby E 328 35 363Wollondilly E 3 3Wollongong S 9 9Woollahra E 15 6 21Total 20126 1931 22057

DirectionTotal car

driver trips % Total trips %

Assumed dist for model

Internal 2464 12% 2,829 13% 0%N 21 0% 24 0% 15%S 5811 29% 6,242 28% 25%E 10616 53% 11,628 53% 40% RHRCW 1214 6% 1,334 6% 20%

Total 20,126 22,057

For the pursposes of modelling, it has been assumed that: - 20% of trips head south using any (or all) of Railway Tce, Hambledon Rd, Ridge Rd, North South Rd as appropriate. - 40% of trips head east. It is assumed that most of these trips head to the RHRC or at least east along Schofields Rd to Old Windsor Rd. Alternatively, they change mode at RHRC. - 20% of trips head west to new development along Richmond Rd, or to change mode. - 15% of trips head north to new development north of RHRC. These trips are all assumed to head east along Schofields Rd first and are hereafter included in the 'East' split.

Proportion of precinct generated traffic assumed to use Schofields Rd by movement

Internal West SouthEast (inc RHRC)

A Area 20 0% 85% 0% 0%B Riverstone East 0% 20% 20% 20%C Riverstone 0% 0% 15% 15%D Schofields 0% 0% 20% 20%E Alex Avenue 0% 30% 20% 35%F Second Ponds Ck 0% 30% 20% 35%

All values in the table above are estimates and are not based on any data.

Precinct

PM Traffic Distribution

Origins

Internal West SouthEast (inc RHRC) Total Origins

directional split 0% 20% 25% 55% 100%

A Area 20 0 47 0 0 47B Riverstone East 0 57 71 156 284C Riverstone 0 0 63 138 201D Schofields 0 0 46 101 147E Alex Avenue 0 83 69 265 417F Second Ponds Ck 0 45 38 146 229

Total trips 0 232 286 806 1,324

Destinations

Internal West SouthEast (inc RHRC)

Total Destinations

directional split 0% 20% 25% 55% 100%

A Area 20 0 87 0 0 87B Riverstone East 0 105 132 290 527C Riverstone 0 0 117 256 373D Schofields 0 0 85 188 273E Alex Avenue 0 154 128 493 774F Second Ponds Ck 0 84 70 270 425

Total trips 0 430 532 1,497 2,458

Derived using input from previous three sheets

Precinct

Precinct

Precinct A Assignment

Hambledon Tallawong Rd Cudgegong Rd North South RdRidge Rd

1 2

3 87 4 87 0 87 5 87 0 87 6 87 0 87 7 87 847 47 0 47 47 0 47 47 0 47 47

9 10 11Flow e of North South Rd 134

0 0 0 0 0 Dailyflow (peak hour x 10) 1,339

87 47 0 0 87 470 0 87 47 0 0 0 0

0 0 87 47

0 0 0 0 0 0 0

Precinct mvt flow mvt flow mvt flow mvt flowA 9-4-3 0 10-5-4 0 7-6-5 47 11-7-6 0A 9-4-5 0 10-5-1 0 7-6-2 0 11-7-8 0A 5-4-9 0 10-5-6 0 2-6-7 0 8-7-11 0A 5-4-3 47 6-5-10 0 2-6-5 0 8-7-6 47A 3-4-5 87 6-5-4 47 5-6-2 0 6-7-8 87A 3-4-9 0 6-5-1 0 5-6-7 87 6-7-11 0A 1-5-6 0A 1-5-10 0A 1-5-4 0A 4-5-1 0A 4-5-6 87A 4-5-10 0

total 134 total 134 total 134 total 134

Assignment AssumptionsAccess to Schofields Rd, e of North South Rd intersectionWest - proceed straight along Schofields RdSouth - outside study areaEast (inc RHRC) - outside study area

Precinct B Assignment


1 2

3 105 4 105 0 105 5 131 0 131 6 191 0 191 7 191 857 57 0 57 173 0 173 355 0 355 355



105 57 53 145 191 3550 0 53 28 53 211 0 0

0 0 78 145

0 0 0 66 0 0 0

Precinct mvt flow mvt flow mvt flow mvt flowB 9-4-3 0 10-5-4 0 7-6-5 145 11-7-6 0B 9-4-5 0 10-5-1 66 7-6-2 211 11-7-8 0B 5-4-9 0 10-5-6 0 2-6-7 113.4 8-7-11 0B 5-4-3 57 6-5-10 0 2-6-5 28 8-7-6 355B 3-4-5 105 6-5-4 28 5-6-2 52.65 6-7-8 191B 3-4-9 0 6-5-1 145 5-6-7 78 6-7-11 0B 1-5-6 77.963B 1-5-10 35.438B 1-5-4 28.35B 4-5-1 52.65B 4-5-6 53B 4-5-10 0


Assignment AssumptionsAccess to Schofields Rd via Tallwong and Cudgegon RdsOnly 25% of entire precinct traffic make use of Schofields. Remaining 75% use other access points such as Garfield Rd east, Rouse Rd, Guntawong Rd or any new connections built as development takes place.West - equal flow use Tallawong and Cudgegong Rds to access Schofields Rd. Proceed straight along Schofields Rd to access rail to west.South - half of flow proceeds south at Tallawong Rd, the remaining flow uses Cudgegong and Schofields to access Old Windsor RdEast (inc RHRC) - equal flow use Tallawong and Cudgegong Rds to access Schofields Rd. Proceed straight along Schofields Rd to access RHRC and Old Windsor Rd to east.

Precinct C Assignment


1 2

3 201 4 138 0 138 5 138 0 138 6 138 0 138 7 138 8373 256 0 256 256 0 256 256 0 256 256



138 256 0 0 138 25663 0 138 256 0 0 0 0

0 0 138 256

117 0 0 0 0 0 0

Precinct mvt flow mvt flow mvt flow mvt flowC 9-4-3 117 10-5-4 0 7-6-5 256 11-7-6 0C 9-4-5 0 10-5-1 0 7-6-2 0 11-7-8 0C 5-4-9 0 10-5-6 0 2-6-7 0 8-7-11 0C 5-4-3 256 6-5-10 0 2-6-5 0 8-7-6 256C 3-4-5 138 6-5-4 256 5-6-2 0 6-7-8 138C 3-4-9 63 6-5-1 0 5-6-7 138 6-7-11 0C 1-5-6 0C 1-5-10 0C 1-5-4 0C 4-5-1 0C 4-5-6 138C 4-5-10 0


Assignment AssumptionsAccess to Schofields Rd outside study area (w of Hambledon)Only 15% of entire precinct traffic make use of Schofields. Remaining 85% use other access points such as Garfield Rd east, Rouse Rd, Guntawong Rd or any new connections built as development takes place.West - out of study areaSouth - flow turns at Hambledon East (inc RHRC) - proceeds straight along Schofields Rd to access RHRC and Old Windsor Rd to east.

Precinct D Assignment


1 2

3 147 4 101 0 101 5 101 0 101 6 101 0 101 7 101 8273 188 0 188 188 0 188 188 0 188 188



101 188 0 0 101 18846 0 101 188 0 0 0 0

0 0 101 188

85 0 0 0 0 0 0

Precinct mvt flow mvt flow mvt flow mvt flowD 9-4-3 85 10-5-4 0 7-6-5 188 11-7-6 0D 9-4-5 0 10-5-1 0 7-6-2 0 11-7-8 0D 5-4-9 0 10-5-6 0 2-6-7 0 8-7-11 0D 5-4-3 188 6-5-10 0 2-6-5 0 8-7-6 188D 3-4-5 101 6-5-4 188 5-6-2 0 6-7-8 101D 3-4-9 46 6-5-1 0 5-6-7 101 6-7-11 0D 1-5-6 0D 1-5-10 0D 1-5-4 0D 4-5-1 0D 4-5-6 101D 4-5-10 0


Assignment AssumptionsAccess to Schofields Rd outside study area (w of Hambledon)Only 25% of entire precinct traffic make use of Schofields. Remaining 75% use other access points such as Stanhope Pkwy, Quakers Hill Rd or any new connections built as development takes place.West - out of study areaSouth - flow turns at Hambledon East (inc RHRC) - proceeds straight along Schofields Rd to access RHRC and Old Windsor Rd to east.

Precinct E Assignment


1 2

3 321 4 334 0 334 5 334 0 334 6 334 0 334 7 334 8393 621 0 621 621 0 621 621 0 621 621



167 310 0 0 334 621154 310 334 621 0 0 0 0

0 0 334 621

83 167 0 0 0 0 0

Precinct mvt flow mvt flow mvt flow mvt flowE 9-4-3 83 10-5-4 0 7-6-5 621 11-7-6 0E 9-4-5 167.1 10-5-1 0 7-6-2 0 11-7-8 0E 5-4-9 310.32 10-5-6 0 2-6-7 0 8-7-11 0E 5-4-3 310 6-5-10 0 2-6-5 0 8-7-6 621E 3-4-5 167 6-5-4 621 5-6-2 0 6-7-8 334E 3-4-9 154 6-5-1 0 5-6-7 334 6-7-11 0E 1-5-6 0E 1-5-10 0E 1-5-4 0E 4-5-1 0E 4-5-6 334E 4-5-10 0

total 1,191 total 955 total 955 total 955

Assignment AssumptionsAccess to Schofields Rd at Hambledon and Ridge Rd, as well as outside study area (w of Hambledon)Only 35% of traffic to/from West+Rail and South make use of Schofields. Only 50% of trips to/from East use Schofields Rd. Remainder use other access points such as Stanhope Pkwy, Quakers Hill Rd or any new connections built as development takes place.West - flow turns at HambledonSouth - flow turns at Hambledon East (inc RHRC) - proceeds straight along Schofields Rd to access RHRC and Old Windsor Rd to east.

Precinct F Assignment


1 2

3 84 4 67 0 67 5 107 0 107 6 107 0 107 7 183 845 36 0 36 154 0 154 154 0 154 340



67 36 0 0 73 13617 0 34 18 0 0 34 204

34 136 107 154

9 0 18 0 73 18 110

Precinct mvt flow mvt flow mvt flow mvt flowF 9-4-3 9 10-5-4 18.144 7-6-5 154 11-7-6 18.144F 9-4-5 0 10-5-1 0 7-6-2 0 11-7-8 110F 5-4-9 0 10-5-6 73.332 2-6-7 0 8-7-11 204.28F 5-4-3 36 6-5-10 136 2-6-5 0 8-7-6 136F 3-4-5 67 6-5-4 18 5-6-2 0 6-7-8 73F 3-4-9 17 6-5-1 0 5-6-7 107 6-7-11 33.696F 1-5-6 0F 1-5-10 0F 1-5-4 0F 4-5-1 0F 4-5-6 34F 4-5-10 33.696


Assignment AssumptionsAccess to Schofields Rd at Ridge Rd and North South Rd.Only 60% of traffic to/from West+Rail or to/from East make use of Schofields. Only 20% of trips to/from South use Schofields Rd. The remainder use other access points such as Stanhope Pkwy, Merriville Rd or any new connections built as development takes place.West - 20% flow turns at Hambledon, 36% at Ridge, and 24% at North South Rd.South - 24% turn at Ridge Rd, 36% at North SouthEast (inc RHRC) - 24% turn at Ridge Rd, 36% at North South

Appendix B SIDRA Output

Schofields Road UpgradeK:\20011006_00_SCHOFIELDS\Eng-Plan\REF\REF REPORT\Traffic intersection Modelling\Trafficintersection modelling report RevB.docRevision B 7 November 2007 Page b

Schofields Road with Hambledon RoadAM Scenario PM ScenarioInput Flows Input Flows

Schofields Rd east

1000

WB Bus l

ane a

nd left t

urn

400

10

Hambledon Rd

400 600

20

Scho

field

s R

d w

est

1100

400

20

EB Bus

lane

10

Schofields Rd east

1200

WB Bus l

ane a

nd left t

urn

500

10

Hambledon Rd

400 400

20

Scho

field

s R

d w

est

900

400

20

EB Bus l

ane

10

Phasing (AM and PM peak periods)

A Phase B Phase C Phase D Phase

Schofields Road UpgradeK:\20011006_00_SCHOFIELDS\Eng-Plan\REF\REF REPORT\Traffic intersection Modelling\Trafficintersection modelling report RevB.docRevision B 7 November 2007 Page b-1

Schofields Road with Hambledon RoadAM Scenario PM Scenario

Degree of Saturation Degree of Saturation

Schofields Rd east

0.829

WB Bus l

ane a

nd left t

urn

0.378

0.376

Hambledon Rd

0.368 0.811

Scho

field

s R

d w

est

0.44

90.

832

EB Bus

lane

0.022

Schofields Rd east

0.907

WB Bus l

ane a

nd left t

urn

0.443

0.443

Hambledon Rd

0.392 0.541

Scho

field

s R

d w

est

0.36

70.

940

EB Bus l

ane

0.020

Average Delay Average Delay

Schofields Rd east

37.8

WB Bus l

ane a

nd left t

urn

20.2

11.0

Hambledon Rd

13.6 54.8

32.0

Scho

field

s R

d w

est

5.0

52.0

44.2

EB Bus

lane

20.7

Schofields Rd east

44.4

WB Bus l

ane a

nd left t

urn

19.3

10.1

Hambledon Rd

16.2 47.5

29.6

Scho

field

s R

d w

est

4.7

62.3

44.2

EB Bus l

ane

18.7


Schofields Road with Hambledon RoadAM Scenario PM Scenario

Level of Service Level of Service

Schofields Rd east

LOS D

WB Bus l

ane a

nd left t

urn

LOS C

LOS B

Hambledon Rd

LOS B LOS D

LOS D

Scho

field

s R

d w

est

LOS

ALO

S D LO

S E

EB Bus

lane

LOS C

Schofields Rd east

LOS D

WB Bus l

ane a

nd left t

urn

LOS B

LOS B

Hambledon Rd

LOS B LOS D

LOS CSc

hofie

lds

Rd

wes

t

LOS

ALO

S E LO

S E

EB Bus l

ane

LOS B

Queue Length Queue Length

Schofields Rd east

170

WB Bus l

ane a

nd left t

urn

86

86

Hambledon Rd

64 118

0

Scho

field

s R

d w

est

6015

1

0

EB Bus

lane

6

Schofields Rd east

231

WB Bus l

ane a

nd left t

urn

101

101

Hambledon Rd

75 75

0

Scho

field

s R

d w

est

4716

6

0

EB Bus l

ane

6


Schofields Road with Tallawong Road and Ridge RoadAM Scenario PM ScenarioInput Flows Input Flows

Tallawong Rd

200100

100

20

Schofields Rd

1300100

WB Bus lan

e10

0

10

Ridge Rd

5050

100

20

Scho

field

s R

d

1600

50

20

EB Bus

lane

50

10

Tallawong Rd

10050

50

20

Schofields Rd

1700200

WB Bus l

ane

100

10

Ridge Rd

50100

100

20Sc

hofie

lds

Rd

1200

50

20

EB Bus l

ane

100

10

Phasing Phasing

A Phase B Phase A Phase B Phase

C Phase D Phase C Phase D Phase

E Phase E Phase F Phase


Schofields Road with Tallawong Road and Ridge RoadAM Scenario PM Scenario

Degree of Saturation Degree of SaturationTallawong Rd

0.3930.308

0.811

Schofields Rd

0.6800.811

WB Bus lan

e0.1

00

0.100

Ridge Rd

0.3330.154

0.811

Scho

field

s R

d

0.83

70.

405

EB Bus

lane

0.059

0.059

Tallawong Rd

0.1580.154

0.405

Schofields Rd

0.8600.811

WB Bus lan

e0.1

33

0.133

Ridge Rd

0.3410.308

0.811

Scho

field

s R

d

0.82

30.

541

EB Bus l

ane

0.133

0.133

Average Delay Average DelayTallawong Rd

45.747.9

75.1

21.6

Schofields Rd

19.375.0

WB Bus lan

e14

.0

4.8

Ridge Rd

42.246.4

75.1

21.6

Scho

field

s R

d

23.8

69.1

54.2

EB Bus

lane

15.2

6.0

Tallawong Rd

27.746.4

69.2

27.3

Schofields Rd

24.242.4

WB Bus lan

e18

.4

9.2

Ridge Rd

43.947.9

75.1

17.6

Scho

field

s R

d

36.0

72.6

54.2

EB Bus l

ane

18.4

9.2


Schofields Road with Tallawong Road and Ridge RoadAM Scenario PM Scenario

Level of Service Level of ServiceTallawong Rd

LOS DLOS D

LOS E

LOS C

Schofields Rd

LOS B

LOS E

WB Bus lan

eLOS B

LOS A

Ridge Rd

LOS DLOS D

LOS E

LOS C

Scho

field

s R

d

LOS

CLO

S E LO

S E

EB Bus

lane

LOS B

LOS A

Tallawong Rd

LOS CLOS D

LOS E

LOS C

Schofields Rd

LOS C

LOS D

WB Bus lan

eLOS B

LOS A

Ridge Rd

LOS DLOS D

LOS E

LOS BSc

hofie

lds

Rd

LOS

DLO

S E LO

S E

EB Bus l

ane

LOS B

LOS A

Queue Length Queue LengthTallawong Rd

7948

58

0

Schofields Rd

16958

WB Bus lan

e13

13

Ridge Rd

2226

58

0

Scho

field

s R

d

258

30

0

EB Bus

lane

9

9

Tallawong Rd

3326

30

0

Schofields R

d

28567

WB B

us lan

e21

21

Ridge Rd

2348

58

0

Sch

ofie

lds

Rd

220

31

0

EB Bus l

ane

21

21


Schofields Road with Cudgegong RoadAM Scenario PM ScenarioInput Flows Input Flows

Cudgegong Rd

200100

50

Schofields Rd

1400100

50WB Bus l

ane

10

Scho

field

s R

d

1800

EB Bus

lane

100

10

Cudgegong Rd

100100

50

Schofields Rd

2000200

20

WB Bus lan

e

10

Scho

field

s R

d

1300

EB Bus l

ane

100

10




Schofields Road with Cudgegong RoadAM Scenario PM Scenario

Degree of Saturation Degree of SaturationCudgegong Rd

0.8400.324

Schofields Rd

0.5200.811

WB Bus l

ane

0.013

Scho

field

s R

d

0.80

5

EB Bus l

ane

0.081

0.081

Cudgegong Rd

0.4030.351

Schofields Rd

0.7190.669

WB Bus l

ane

0.015

Scho

field

s R

d

0.65

8

EB Bus l

ane

0.091

0.091

Average Delay Average DelayCudgegong Rd

58.756.3

14.5

Schofields Rd

9.475.2

54.2

WB Bus lan

e

8.5

Scho

field

s R

d

21.4

EB Bus

lane

12.8

3.6

Cudgegong Rd

38.062.0

19.9

Schofields Rd

11.464.6

59.1

WB Bus l

ane

13.2

Scho

field

s R

d

25.1

EB Bus l

ane

16.4

7.2


Schofields Road with Cudgegong RoadAM Scenario PM Scenario

Level of Service Level of ServiceCudgegong Rd

LOS ELOS E

LOS B

Schofields Rd

LOS A

LOS ELO

S EWB Bus l

ane

LOS A

Scho

field

s R

d

LOS

C

EB Bus

lane

LOS B

LOS A

Cudgegong Rd

LOS DLOS E

LOS B

Schofields Rd

LOS B

LOS ELO

S E

WB Bus lan

e

LOS B

Scho

field

s R

d

LOS

C

EB Bus l

ane

LOS B

LOS A

Queue Length Queue LengthCudgegong Rd

9149

0

Schofields Rd

14358

0

WB Bus lan

e

4

Scho

field

s R

d

288

EB Bus

lane

18

18

Cudgegong Rd

4053

0

Schofields Rd

25697

0

WB Bus lan

e

6

Scho

field

s R

d

213

EB Bus l

ane

25

25


Schofields Road with North South RoadAM Scenario PM ScenarioInput Flows Input Flows

Schofields Rd east

1500

WB Bus l

ane a

nd left t

urn

100

10

North South Rd

50 200

20

Scho

field

s R

d w

est

2000

50

20

EB Bus

lane

10

Schofields Rd east

2100

WB Bus l

ane a

nd left t

urn

200

10

North South Rd

50 100

20

Scho

field

s R

d w

est

1400

50

20

EB Bus lan

e

10




Schofields Road with North SouthRoadAM Scenario PM Scenario

Degree of Saturation Degree of Saturation

Schofields Rd east

0.652

WB Bus l

ane a

nd left t

urn

0.080

0.080

North South Rd

0.213 0.649

Scho

field

s R

d w

est

0.74

30.

541

EB Bus

lane

0.013

Schofields Rd east

0.912

WB Bus l

ane a

nd left t

urn

0.144

0.144

North South Rd

0.213 0.324

Scho

field

s R

d w

est

0.52

00.

541

EB Bus l

ane

0.013

Average Delay Average Delay

Schofields Rd east

10.3

WB Bus l

ane a

nd left t

urn

12.3

3.1

North South Rd

43.7 59.7

13.5

Scho

field

s R

d w

est

3.6

72.7

54.2

EB Bus

lane

7.8

Schofields Rd east

23.3

WB Bus l

ane a

nd left t

urn

11.8

2.6

North South Rd

43.7 56.3

13.5

Scho

field

s R

d w

est

2.7

72.7

54.2

EB Bus l

ane

7.8


Schofields Road with North South RoadAM Scenario PM Scenario

Level of Service Level of Service

Schofields Rd east

LOS B

WB Bus l

ane a

nd left t

urn

LOS B

LOS A

North South Rd

LOS D LOS E

LOS B

Scho

field

s R

d w

est

LOS

ALO

S E LO

S E

EB Bus

lane

LOS A

Schofields Rd east

LOS C

WB Bus l

ane a

nd left t

urn

LOS B

LOS A

North South Rd

LOS D LOS E

LOS BSc

hofie

lds

Rd

wes

t

LOS

ALO

S E LO

S E

EB Bus l

ane

LOS A

Queue Length Queue Length

Schofields Rd east

139

WB Bus l

ane a

nd left t

urn

17

17

North South Rd

23 91

0

Scho

field

s R

d w

est

110

31

0

EB Bus

lane

4

Schofields Rd east

377

WB Bus l

ane a

nd left t

urn

27

27

North South Rd

23 49

0

Scho

field

s R

d w

est

5531

0

EB Bus l

ane

4


Appendix E Intersection Modelling Report · 4.0 Intersection Analysis 9 5.0 Intersection Analysis...

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Transcript of Appendix E Intersection Modelling Report · 4.0 Intersection Analysis 9 5.0 Intersection Analysis...