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GREAT WESTERN HIGHWAY UPGRADE, MOUNT VICTORIA TO LITHGOW ALLIANCE

FORTY BENDS UPGRADE – REVIEW OF ENVIRONMENTAL FACTORS

TECHNICAL PAPER 8

TRAFFIC AND TRANSPORT

OCTOBER 2012

Great Western Highway Upgrade, Mount Victoria to Lithgow Alliance Forty Bends Upgrade REF Technical Paper 8: Traffic and Transport

TR-0695-C.doc Page ii

Contents

1. Introduction 1

1.1. Proposal description 1

1.2. Proposal objectives 3

1.3. Scope of this report 4

1.4. Methodology 4

1.5. Proposal study area 4

1.6. Report structure 6

2. Existing condition assessment 7

2.1. Road network 7

2.2. Traffic volumes and vehicle composition 9

2.3. Road network performance 10

2.4. Intersection layouts 12

2.5. Intersection performance 15

2.6. Local resident access 18

2.7. Land uses 18

2.8. Pedestrian and cycle access 21

2.9. Public transport services 21

2.10. Vehicle rest areas 22

2.11. Emergency services access 22

2.12. Historical crash data 23

2.13. Road safety 25

3. Future condition assessment 27

3.1. Without upgrade 27

3.2. With upgrade 28

3.3. Intersection performance 36

3.4. Access management principles 40

3.5. Potential impacts to access 41

3.6. Future development in the local area 41

3.7. Future strategic transport considerations 42

4. General road safety assessment 43

4.1. Managed access 43

4.2. Intersection upgrades 43

4.3. Improved road geometry and sight distance 43

4.4. Black ice 44

5. Construction traffic and staging 45

5.1. Working hours and duration of work 45

5.2. Construction workforce 45

5.3. Construction staging 45

5.4. Resource consumption 46


TR-0695-C.doc Page iii

5.5. Road and lane closures 46

5.6. Construction traffic volumes 46

5.7. Construction traffic volume impacts 47

5.8. Restricted access vehicles (RAVs) 49

5.9. Over-dimension vehicles 50

5.10. Construction compounds, stockpile sites and quarries 50

5.11. Construction access 52

5.12. Traffic management, control and signage 52

5.13. Intersection performance and operation during construction 52

5.14. Impacts to local residents 53

6. Mitigation measures and strategies during construction 55

6.1. Information to local residents 55

6.2. Construction traffic management plan 55

6.3. Vehicle movement plan 58

7. Conclusion 59

8. References 61


TR-0695-C.doc Page iv

List of Tables

Table 2-1: Existing (2011) traffic volumes and composition 10

Table 2-2: Level of Service (LoS) and threshold peak hour flow on two-lane rural road in 100 km/h zone 11

Table 2-3: Existing (2011) peak hour flow on two-lane rural road (veh/hr) 12

Table 2-4: Existing intersection layouts and their description 13

Table 2-5: RMS Levels of Service 16

Table 2-6: 2011 Intersection performance 17

Table 3-1: 2015 forecasted traffic volumes and road performance without the upgrade 27



Table 3-4: 2015 forecasted traffic volumes and road performance with the upgrade 30



Table 3-7: 2015 Intersection performance without upgrade 37



Table 3-10: 2015 Intersection performance with upgrade 38



Table 5-1: Construction traffic types and volumes 47

Table 5-2: 2013 Intersection performance without construction traffic 48

Table 5-3: 2013 Intersection performance with construction traffic 49

Table 6-1: Mitigation measures for construction traffic impacts 57


TR-0695-C.doc Page v

List of Figures

Figure 1-1: Forty Bends proposal study area 5

Figure 2-1: Road network 8

Figure 2-2: Great Western Highway and McKanes Falls Road Intersection 13

Figure 2-3: Great Western Highway and Forty Bends Road Intersection – western connection 14

Figure 2-4: Great Western Highway and Forty Bends Road Intersection – eastern connection 15

Figure 2-5: Land uses in the project corridor 20

Figure 2-6: Crash locations within the study area based on crash data between January 2004 and December 2010 24

Figure 3-1: Proposed Great Western Highway and Forty Bends Road Intersection – western connection 33

Figure 3-2: Proposed Great Western Highway and Forty Bends Road Intersection – eastern connection 34

Figure 3-3: Proposed Great Western Highway and McKanes Falls Road Intersection 35

Figure 3-4: Proposed McKanes Falls Road U-turn facility 36

Figure 5-1: Locations of potential compound and/or stockpile sites 51

Appendix A - RMS Restricted Access Vehicle Maps

Appendix B - 2011 SIDRA Movement Summaries

Appendix C - 2015 SIDRA Movement Summaries

Appendix D - 2025 SIDRA Movement Summaries

Appendix E - 2035 SIDRA Movement Summaries

Appendix F - 2013 SIDRA Movement Summaries


TR-0695-C.doc Page 1

1. Introduction

The Roads and Maritime Services (RMS) is preparing a Review of Environmental Factors (REF)

as part of the Great Western Highway upgrade at Forty Bends. The REF comprises the

environmental assessment under Part 5 of the NSW Environmental Planning and Assessment

Act 1979 (EP&A Act) and addresses the environmental impacts of the proposal. This report

specifically addresses the likely traffic and transport impacts of the proposal.

1.1. Proposal description

The proposal forms part of a series of ongoing upgrades of the Great Western Highway. The

Great Western Highway is the main road link between Sydney and Lithgow and beyond to the

Central West of New South Wales. The Great Western Highway serves as:

A key freight route between Sydney and the central west of NSW, including the timber

insustry in the Oberon area.

A tourist route with destinations including the Blue Mountains, historic Hartley, Jenolan

Caves, Mudgee and Bathurst.

A connection between the many towns and villages along its length.

Key features of the proposal are:

The proposal has been developed based on the concept design that has been prepared

using the available information and current design standards and criteria for the Great

Western Highway upgrade program. Some elements of the design may be further refined

during detailed design. The key elements of the Construction of a new road alignment

consisting of generally three lanes with two lanes eastbound to the east of Whites Creek

and two lanes westbound to the west of Whites Creek. Lane widths would be 3.5 metres

with shoulder widths typically varying between 1.0 metres and 2.5 metres. The upgrade

alignment would diverge up to 40 metres south of the existing Great Western Highway in

the vicinity of Whites Creek.

The design speed for the alignment would be 100 kilometres per hour east of McKanes

Falls Road and 80 kilometres per hour west of McKanes Falls Road. The posted speed limit

for the whole of the new highway alignment would be 80 kilometres per hour.

Widening of the existing alignment predominantly to the south of the Great Western

Highway. The total proposal footprint of the widening works would vary from about

40 metres to 90 metres.

A central median along the length of the proposal of varying widths, ranging up to 9.5

metres. Carriageways would be separated by a combination of vegetated, depressed and

paved medians.



Construction of new twin, five-span bridges, about 150 metres in length across

Whites Creek. The new bridges would comprise four lanes, each 3.5 metres in width, with

two lanes carrying traffic in each direction. The total width of the two bridges would be about

30 metres. Shoulders on the bridges would be between 2.5 and 3.25 metres (off-side) and

1.0 metres on the near side.

Rehabilitation works along the existing alignment of Whites Creek following the removal of

the redundant section of the existing Highway. This would include creating a rehabilitated,

natural creek bed in this location linking the existing alignment of Whites Creek prior to

passing under the new Whites Creek bridge.

Upgrades to four existing local road intersections, including two intersections with

Forty Bends Road, Daintree Close and McKanes Falls Road, to provide connection to the

upgraded highway and property access points. Upgrades would include minor widening and

u-turn facilities located along the western end of Forty Bends Road and about 150 metres

south of the intersection of the Great Western Highway and McKanes Falls Road.

New or improved access from the existing highway to nine properties along the length of the

proposal. The proposal includes provision of new or reconstructed driveways to retain

existing property access.

Closure and relocation of two intersections of Forty Bends Road with the Great Western

Highway. These include:

Closure of the existing intersection at the eastern end of Forty Bends Road to general

traffic (except for emergency vehicles) and a new cul-de-sac constructed on Forty Bends

Road.

Relocation of the existing intersection at the western end of Forty Bends Road to a point

about 200 metres west of the existing intersection.

Five major cuts 14 metres to 19 metres in height located on the northern side of the

proposed alignment.

Five major fill embankments 10 metres to 15 metres in height located predominantly on the

southern side of the proposed alignment.

Three retaining walls would be required at the following locations

Retaining wall 1 – between approximate chainages 32080 and 32190 (about 110 metres

long and up to 7.0 metres high).

Retaining wall 2 – between approximate chainage 32560 and 32725 (about 165 metres


Retaining wall 3 – between approximate chainage 33040 and 33240 (about 200 metres




Removal of about 300 metres of redundant Great Western Highway pavement from about

100 metres east of Whites Creek to about 200 metres west of Whites Creek, and

associated culvert. This would include rehabilitation works to link this area to the existing

alignment of Whites Creek.

Construction of three temporary and five permanent construction basins in addition to

temporary access tracks along the length of the proposal.

Construction of nine new culverts along the length of the proposal to manage cross-

drainage flows and six new culverts across access roads and service roads as part of the

proposal. One existing culvert would be retained at the western end of the proposal. A total

of 23 existing drainage culverts under the Great western Highway would be either

decommissioned or removed.

Measures to mitigate the formation of black ice, including the relocation of the road

alignment to the south away from the Hassans Walls escarpment in key locations and an

active maintenance program.

A main compound site located east of the western end of Forty Bends Road, in addition to

smaller stockpile areas along the length of the proposal during construction.

A combination of wildlife crossing structures, which would include three fauna underpasses

(box culverts), canopy rope bridges at Whites Creek and the western underpass and glider

poles located at Whites Creek and near the western fauna underpass.

Relocation of the existing intersection at the western end of Forty Bends Road to a point

about 200 metres west of the existing intersection.

An overview of the proposal is presented on Figure 1-1.

1.2. Proposal objectives

The overall proposal objectives for the Great Western Highway upgrade between Mount Victoria

and Lithgow (including the Forty Bends upgrade) are to:

Improve road safety.

Improve freight efficiency.

Cater for the mix of local, through and tourist traffic.

Be sensitive to the area’s natural environment, heritage and local communities.

The proposed upgrade is currently at the concept design stage. The concept design represents

the refinement of the preferred route alignment and integrates road safety benefits with local

area improvements such as reduced conflict points and the separation of local and through

traffic.

In this context, a conflict point is the point at which a road user crossing, merging with, or

diverging from a road or driveway conflicts with another road user utilising the same road or

driveway.



The peak year of construction is anticipated to occur in 2013. The assumed year of opening for

the Forty Bends upgrade is 2015. The future design years for traffic volume reporting purposes

are 2025 and 2035.

1.3. Scope of this report

The following scope of works has been completed in preparing this report:

A review of existing conditions within Forty Bends including the road network, road

performance, intersection layouts, road safety concerns, public transport amenity,

pedestrian and cyclist facilities and residential access.

A review of future conditions within Forty Bends without the Great Western Highway being

upgraded.

A review of future conditions within Forty Bends when the Great Western Highway has been

upgraded including the changes and improvements to the road network, road performance,

intersection layouts, road safety concerns, public transport amenity, pedestrian and cyclist

facilities and residential access.

Assessment of the likely impacts of construction traffic and construction works during the

upgrade, the impacts to the local community and residential access.

A review of the proposal’s road safety objectives and the necessary mitigation measures

and strategies to improve road safety and to reduce or minimise impacts.

1.4. Methodology

Traffic volumes stated in this report have been referenced from the Great Western Highway

Upgrade, Mount Victoria to Lithgow Alliance, Concept Design Traffic and Transport Report (April

2012), where a review of all previous traffic volume surveys undertaken had been compiled.

Traffic volumes stated for intersection modelling and mid-block capacity analysis purposes were

applied from traffic surveys undertaken in May 2011.

Future linear traffic growth rates for both light and heavy vehicles have been sourced from the

Great Western Highway Upgrade, Mount Victoria to Lithgow Alliance, Concept Design Traffic

and Transport Report (April 2012).

1.5. Proposal study area

The Forty Bends proposal study area is shown in Figure 1-1 on the following page. The study

area as described throughout this report is defined by the Great Western Highway west of

McKanes Falls Road to east of Forty Bends Road and the side roads including McKanes Falls

Road, Daintree Close, Forty Bends Road. In addition, the study area contains service roads, fire

trails and property accesses off the Great Western Highway.

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LEGENDChainage

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MV2L Alliance does not warrant that thisdocument is definitive nor free of error and doesnot accept liability for any loss caused or arising

from reliance upon information provided herein.

Figure 1-1 Forty Bends project area

Mt Victoria to Lithgow: Great Western Highway Forty Bends upgrade

Aerial Photograph:AUSIMAGE/SKM 2011



1.6. Report structure

This report assesses the traffic and transport impacts of the proposed Great Western Highway

upgrade at Forty Bends, and is structured as follows:

Section 2 provides an existing condition assessment of the road network, traffic volumes,

intersection types, public transport services, pedestrian and cycle facilities, residential

access and road safety.

Section 3 provides a future condition assessment of the road network, traffic volumes,

intersection types, public transport services, pedestrian and cycle facilities, residential

access and future development.

Section 4 discusses the road safety objectives of the proposal and what measures have

been implemented to improve road safety, reduce vehicle conflicts, improve intersection

layouts and provide warnings for black ice.

Section 5 describes the construction of the proposal traffic volumes, staging, lane and road

closures, haulage routes, vehicle restrictions, compound and quarry sites, access sites,

traffic management, traffic control measures, signage, and impacts to local residents.

Section 6 describes the necessary mitigation measures and strategies to reduce the

proposal impacts on the local community, including the preparation of a construction traffic

management plan.

Section 7 provides a brief summary of the key findings and mitigation measures in the form

of a conclusion.

Section 8 provides a listing of referenced documents for this study.

Great Western Highway Upgrade, Mount Victoria to Lithgow Alliance


2. Existing condition assessment

2.1. Road network

The road network in the study area is shown in Figure 2-1 with descriptions of the roads as

below.

2.1.1. Great Western Highway

The Great Western Highway is a classified road that starts at Broadway in the city of Sydney

(also referred to as Parramatta Road) and continues west through Parramatta to Emu Plains.

The Great Western Highway connects to the western end of the M4 Motorway at Emu Plains

where it continues further west towards Bathurst.

The Great Western Highway has a posted speed limit of 80 kilometres per hour within the

study area.

The existing Great Western Highway alignment contains a number of reverse and broken back

curves. The grade of the highway is undulating over this section with maximum grades of up to

7.5 per cent. Shoulder widths are inconsistent across this section.

There are points of direct private access generating slow moving turning traffic which

conflicts with the through highway traffic.

The existing road alignment has a limited number of opportunities for passing other

vehicles.

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Figure 2-1 Road network



LEGENDChainage

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Proposal site

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Local roads

Waterways

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Potential stockpile




2.1.2. Forty Bends Road

Forty Bends Road is a local narrow two-way undivided road that provides access to local

residential properties. Sections of the road have steep gradients of up to 14 per cent and there

are several tight curves. It connects to the Great Western Highway in two locations. The most

prominent connection is at the western end, while the eastern connection is not obvious from

the highway. No posted speed limit signs are located on Forty Bends Road and therefore a

default speed limit of 50 km/h would apply (local road low speed environment).

2.1.3. Daintree Close

Daintree Close is a local narrow unmarked two-way undivided road that provides access to local

residential properties from the Great Western Highway via Forty Bends Road. Daintree Close

intersects with Forty Bends Road just south of its intersection with the Great Western Highway.

No speed limit signs are located on Daintree Close and therefore a default speed limit of 50

km/h would apply (local road low speed environment).

2.1.4. McKanes Falls Road

McKanes Falls Road is a local two-lane two-way undivided road with no shoulders. It has a five

tonne load limit and a posted speed limit of 80 km/h. It connects the Great Western Highway at

the western end of the Forty Bends section and Jenolan Caves Road approximately seven

kilometres to the south.

2.2. Traffic volumes and vehicle composition

Traffic volumes for the Great Western Highway and those local roads that intersect with it

including McKanes Falls Road and Forty Bends Road are shown in Table 2-1. The proportion of

through traffic is approximately 95 per cent with local traffic making up the remaining five per

cent of the traffic. Automatic tube counts were taken over a two week period between 7 and 21

May 2011. The peak hour in Table 2-1 is the highest volume of traffic in a one hour period in the

morning (AM) and in the afternoon (PM). The peak hour volumes indicate the AM peak occurs

between 7:45 am and 8:45 am and the PM peak between 3:30 pm and 4:30 pm.



Table 2.2-1: Existing (2011) traffic volumes and composition

Road Daily traffic

(vehicles per day)

Heavy Vehicle%

Peak hour (vehicles per hour)

AM PM

Great Western Highway

Eastbound 3950 14.7%

220 350

Westbound 3950 260 300

McKanes Falls Road

Northbound 185 5.1%

16 9

Southbound 185 6 21

Forty Bends Road

Northbound 50 -

4 2

Southbound 50 2 6

Traffic in this section is generally evenly split (50 per cent in either direction) over the duration of

a day. This is especially the case on local roads where local residents would have a daily return

trip split.

2.3. Road network performance

The Roads and Traffic Authority Guide to Traffic Generating Developments (2002) sets out two-

way hourly road capacities for two-lane roads for different levels of service, with a design speed

of 100 km/h, as shown in Table 2-2. Although the posted speed limits on the Great Western

Highway is 80 km/h within the study area, Table 2-2 provides guidance in determining the mid-

block Level of Service (LoS) based on the peak hour flow in both directions, and the proportion

of heavy vehicles.

The amount of congestion is related to the volume of traffic, the characteristics of the road and

the composition of the traffic stream. The mid-block LoS is a qualitative measure used to

describe the potential for delay during traffic operation, usually in peak demand situations. Mid-

block LoS is designated by assigning the letters A to F, with LoS A representing the best and F

the worst. LoS ratings of E and F are commonly considered unacceptable. The LoS are

described in the Guide to Traffic Management Part 3 Traffic Studies and Analysis, (Austroads,

2009) as follows:

LoS A is a condition of free flow in which individual drivers are virtually unaffected by the

presence of others in the traffic stream. Freedom to select desired speeds and to

manoeuvre within the traffic stream is extremely high, and the general level of comfort and

convenience provided is excellent.

LoS B is in the zone of stable flow and drivers still have reasonable freedom to select their

desired speed and to manoeuvre within the traffic stream, although the general level of

comfort and convenience is a little less than with LoS A.



LoS C is also in the zone of stable flow, but most drivers are restricted to some extent in

their freedom to select their desired speed and to manoeuvre within the traffic stream. The

general level of comfort and convenience declines noticeably at this level.

LoS D is close to the limit of stable flow and is approaching unstable flow. All drivers are

severely restricted in their freedom to select their desired speed and to manoeuvre within

the traffic stream. The general level of comfort and convenience is poor, and small

increases in traffic flow will generally cause operational problems.

LoS E occurs when traffic volumes are at or close to capacity, and there is virtually no

freedom to select desired speeds or to manoeuvre within the traffic stream. Flow is unstable

and minor disturbances within the traffic stream will cause break-down.

LoS F is in the zone of forced flow. The amount of traffic approaching the point under

consideration exceeds that which can pass it. Flow break-down occurs, and queuing and

delays result.

Table 2-2: Level of Service (LoS) and threshold peak hour flow on two-lane rural road in 100 km/h zone

Terrain Level of Service

Threshold peak hour flow (veh/hr)

0% heavy vehicles

5% heavy vehicles

10% heavy vehicles

15% heavy vehicles

Level B 630 590 560 530

C 1030 970 920 870

D 1630 1550 1480 1410

E 2630 2500 2390 2290

Source: RTA Guide Traffic Generating Developments (2002) Level of Service (LoS) A applies to peak hour flows less

than the LoS B threshold flows

The capacity of a single lane with uninterrupted flow is calculated by using the following

equation:

C = 1800 fW fHV

C = 1800*0.80*0.69 = approximately 1,000 vehicles per hour per lane

Where:

C = capacity in vehicles per hour under prevailing roadway and traffic conditions

FW = adjustment factor for narrow lanes and lateral clearances

FHV = adjustment factor for heavy vehicles

FHV = 1/[1+PHV (EHV -1)]

FHV = 1/[1+0.147 (4 -1)] = 0.69



PHV = the proportion of heavy vehicles in the traffic stream, expressed as a decimal

EHV = the average passenger car equivalents for heavy vehicles

(Source: Austroads Guide to Traffic Management Part 3: Traffic Studies and Analysis)

Based on the information gathered from the traffic surveys, the existing road network mid-block

performance is shown in Table 2-3.

Table 2-3: Existing (2011) peak hour flow on two-lane rural road (veh/hr)

Road Section No of Lanes

Period Volume (veh/hr)

Capacity (veh/hr)

Heavy vehicle

(%)

LoS V/C ratio

Great Western Highway between McKanes Falls Road and at the eastern end of Forty Bends Road

2 AM peak 480 20001 14.7% A 0.24

PM peak 650 20001 14.7% B 0.33

McKanes Falls Road south of the Great Western Highway

2 AM peak 20 20001 5.2% A 0.01

PM peak 30 20001 5.2% A 0.02

Note 1 – this is the capacity for two lanes

The existing peak hour flows show that the Great Western Highway within the Forty Bends

section operates at a good Level of Service (LoS A for AM peak and LoS B for PM peak) under

existing (2011) conditions. McKanes Falls Road operates at a good Level of Service (LoS A in

both the AM and PM peak). Given the minimal traffic volumes on Forty Bends Road, which are

lower than those on McKanes Falls Road, Forty Bends Road would operate at good Level of

Service (LoS A in both the AM and PM peak).

2.4. Intersection layouts

Three priority sign controlled intersections currently exist on the Great Western Highway at

McKanes Falls Road and either end of Forty Bends Road. Table 2-4 describes the intersections

on the highway in the study area.



Table 2-4: Existing intersection layouts and their description

Intersection Control Layout type Permitted movements

Great Western Highway and McKanes Falls Road

Priority sign Channelised right turn (Type CHR)

All

Great Western Highway and Forty Bends Road (western connection)

Priority sign Channelised right turn (Type CHR)

All

Great Western Highway and Forty Bends Road (eastern connection)

Priority sign Basic T-junction (Type BA) All

Further detail of these intersections is provided below.

2.4.1. Great Western Highway and McKanes Falls Road

This intersection consists of a channelised right turn (Type CHR) intersection with left and right

turn auxiliary/deceleration turn lanes (refer to Figure 2-2). No acceleration lanes are provided.

Figure 2-2: Great Western Highway and McKanes Falls Road Intersection



2.4.2. Great Western Highway and Forty Bends Road – western connection

This intersection consists of a channelised right turn (Type CHR) intersection with a right turn

deceleration turn lane (refer to Figure 2-3). No acceleration lanes are provided.

The intersection of Forty Bends Road and Daintree Close is approximately 15 metres south of

this intersection. This intersection is currently unmarked with little indication to vehicle priority.

Figure 2-3: Great Western Highway and Forty Bends Road Intersection – western connection

2.4.3. Great Western Highway and Forty Bends Road – eastern connection

This intersection consists of a basic T intersection (refer to Figure 2-4). Forty Bends Road is

unsealed at the intersection with no formalised linemarking or delineation. Forty Bends Road at

this location is primarily utilised by local residents for access to and from the Great Western

Highway and acts more like a driveway with no formalised turning facilities. This intersection has

no movement restrictions. Primary use of this intersection is left-in left-out. The Great Western

Highway at this intersection has one lane northbound and two lanes southbound with sealed

shoulders varying in width between one to two metres.



Figure 2-4: Great Western Highway and Forty Bends Road Intersection – eastern connection

2.5. Intersection performance

2.5.1. Intersection performance parameters

The ability of the key intersection to cater for future traffic forecasts was investigated using the

SIDRA intersection software package. This package provides several useful indicators in order

to determine the level of intersection performance. This report has used four typical

performance parameters as listed and described below:

Level of service (LoS)

Degree of saturation (DoS)

Average intersection delay

Queue length.



Level of Service (LoS) LoS is a basic performance parameter used to describe the operation of an intersection. Levels

of Service range from A (indicating good intersection operation) to F (indicating over saturated

conditions with long delays and queues). At signalised intersections, the LoS criteria are related

to average intersection delay (seconds per vehicle). At priority controlled (give-way and stop

controlled) and roundabout intersections, the LoS is based on the modelled delay (seconds per

vehicle) for the most delayed movement (refer to Table 2-5).

Table 2-5: RMS Levels of Service

Level of service Average delay (seconds per

vehicle)

Traffic signals, Roundabout

Priority Intersection (‘Stop’ and ‘Give Way’)

A Less than 14 Good operation Good operation

B 15 to 28 Good with acceptable delays and spare capacity

Acceptable delays and spare capacity

C 29 to 42 Satisfactory Satisfactory, but accident study required

D 43 to 56 Operating near capacity Near capacity and accident study required

E 57 to 70 At capacity. At signals, incidents will cause excessive delays. Roundabouts require other control mode

At capacity, requires other control mode

F Greater than 71 Unsatisfactory with excessive queuing

Unsatisfactory with excessive queuing; requires other control mode

Source: RTA Guide to Traffic Generating Developments (2002)

Degree of saturation (DoS) DoS is the ratio of demand flow to capacity, and therefore has no unit. As it approaches 1.0,

extensive queues and delays could be expected. For a satisfactory situation, DoS should be

less than the nominated practical degree of saturation, usually 0.9. The intersection DoS is

based on the movement with the highest value.

Average delay Delay is the difference between interrupted and uninterrupted travel times through the

intersection and is measured in seconds per vehicle. At signalised intersections and

roundabouts, the average intersection delay is usually reported. At priority controlled

intersections, the average delay for the most delayed movement is usually reported.



Queue length Queue length is directly related to the number of vehicles waiting at the yield or stop line and is

usually quoted as the 95th percentile back of queue, which is the value below which 95 per cent

of all observed queue lengths fall. It is measured as the length occupied by the vehicles per

traffic lane in metres at the start of the green period, when traffic starts moving again after a red

signal. The intersection queue length is taken from the movement with the longest queue

length.

2.5.2. Intersection performance

Intersection performance analysed in SIDRA based on the performance parameters discussed

in section 2.5.1 is shown in Table 2-6.

Table 2-6: 2011 Intersection performance

Intersection AM peak PM peak

DoS Average delay (s)

LoS Max 95th percentile queue (m)



Great Western Highway and

McKanes Falls Road 0.15 181 B1 1 0.21 201 B1 1

Great Western Highway and Forty

Bends Road (western connection)

0.13 19# B1 1 0.21 201 B1 1


Bends Road (eastern connection)

0.15 10 A - 0.18 11 A -

Note 1 - the right turn movement at this intersection is a staged movement. The average delay encountered at the

yield line and for the merge have been added together to get the overall average delay for this movement.

The main intersections currently operate with acceptable delays. As these intersections are

priority controlled, the average delays are based on the approach with the longest delay. This is

the right turn movement from the side road onto the Great Western Highway for the two main

intersections. However, the current demand and queuing from the right turn movement does not

affect the operation of the other approaches.

Given the low traffic volumes on the Great Western Highway (approximately 480 vehicles in

both directions during the AM peak hour and 650 vehicles in the PM peak hour) and the low

volumes on the side intersecting roads of McKanes Falls Road (approximately 25 vehicles in

both directions during both the AM and PM peak hour) and Forty Bends Road (approximately

five vehicles in both directions during both the AM and PM peak hour), both these intersections

operate at a good LoS within capacity under existing (2011) conditions and therefore

intersection performance is not considered an issue.



2.6. Local resident access

Direct access off the Great Western Highway is provided for properties that front the Great

Western Highway. Access to local side roads is provided by the key intersections of McKanes

Falls Road and Forty Bends Road including the connection to Daintree Close. Refer to

Figure 2-1 which shows the road network in the study area.

2.7. Land uses

Land uses within the project corridor include a combination of conservation use, rural uses,

including grazing, horticulture and rural residential and transport uses.

Nearby townships and urban areas include Hartley to the east and South Bowenfels to the west.

The town of Lithgow is located approximately five kilometres west and north of the proposal. It

contains more diverse land uses, including urban development, services and community

facilities to support the surrounding rural areas.

2.7.1. Residential land

Residential uses within the study area are located along the Great Western Highway and

McKanes Falls Road and generally comprise dwellings on rural properties or low-density rural

residential development. In particular, a number of rural residential properties are located at

Daintree Close on the southern side of the Great Western Highway.

Areas of urban residential development are also located near to the study area at South

Bowenfels and Lithgow.

2.7.2. Commercial and industrial land

There is a limited number of commercial land uses located within the study area, with these

generally comprising agri-businesses and an art gallery located at Daintree Close.

East of the study area, a number of small businesses are located adjacent to the Great Western

Highway at Little Hartley and Hartley including cafes, short-term accommodation and specialty

shops.

2.7.3. Infrastructure and utilities

Existing infrastructure and utilities are limited within the study area and generally comprise

overhead and underground transmission lines (administered by Telstra and Optus), fibre optic

cable (administered by Telstra) and water utilities running parallel to the existing highway.

Classified roads maintained by the RMS within and adjacent to the study area include the Great

Western Highway, Bells Line of Road, and Darling Causeway. Other public roads are

maintained by Lithgow City Council.



2.7.4. Environmental protection

An area identified for environmental protection is located north of the Great Western Highway.

This includes Hassans Walls Reserve and lookout. The Hassans Walls Lookout is located

approximately 1100 metres above sea level and is the highest lookout in the Blue Mountains.

The lookout provides views over Mount Wilson, Mount York, Mount Tarana and Mount Blaxland

as well as the whole of the Hartley Valley.

2.7.5. Agricultural land

Agricultural land uses within the study area generally comprise grazing and horticulture uses,

including orchards (fruit trees).

Agriculture is an important industry in the Lithgow local government area. At a regional level,

agricultural land use covers about 29 per cent of the Lithgow local government area with the

majority of this area being used for grazing (Lithgow City Council, 2011). The majority of

agricultural capable land has been divided into holdings less than 400 hectares, with only 33 per

cent of the land within the local government area classed as suitable for agricultural production

(Lithgow City Council, 2011).

Land uses in the proposal corridor are shown in Figure 2-5.

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Waterways

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Tree & Shrub Cover

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Grazing

Transport & Other Corridors




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Potential stockpile


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Figure 2-5 Landuse





2.8. Pedestrian and cycle access

Pedestrian or cyclist facilities are not provided within the proposal site, or the adjoining side

roads including McKanes Falls Road, Daintree Close and Forty Bends Road.

Currently, pedestrian and bicycle movements along and across the Great Western Highway

outside of Mount Victoria are restricted by a lack of formal facilities. There are no dedicated

bicycle and pedestrian paths, with narrow shoulders restricting the use of the highway by

cyclists. With future subdivisions proposed in the area, it is likely that the amount of non-

vehicular traffic would increase.

2.8.1. Strategic Planning for cyclists and pedestrians

The Blue Mountains Bike Plan 2020 (Blue Mountains City Council, 2007) highlighted a number

of potential bicycle routes through the Blue Mountains area. It indicated the potential need for a

cycleway system connecting the Blue Mountains to Lithgow, the Hawkesbury, Penrith and

Sydney, maximising connectivity to neighbouring regions. One key route highlighted that will

have some impact on the study area is the Mount Victoria to Hartley (Lithgow LGA) – Off-road

cycle route. Although travelling through the study area for this proposal, this cycle route would

be located off-road and therefore would not impact on the existing or future Great Western

Highway operation.

The Metropolitan Greenspace Program (MGP), as part of the Metropolitan Plan for Sydney

2036 (NSW Government, 2010), identified the Upper Blue Mountains trail as being significantly

important to the local and regional cycling and walking networks. In 2010, funding was granted

to Blue Mountains City Council to commence planning and detailed design work for a section of

the Great Blue Mountains Trail, the Wentworth Falls to Mount Victoria trail (approximately 17

kilometres in length), with links to the Lithgow and Oberon trail networks. Potential links to the

trail network could occur from the northern side of the study area.

2.9. Public transport services

2.9.1. Local bus services

There are no regular public bus services available to connect Mount Victoria and Lithgow. The

Jones Bros Bus Company, a private bus company is based in Lithgow. However, it does not

operate any scheduled services in the study area.

Local residents rely on private vehicles for transport within and beyond the study area. Despite

this, a number of buses do travel through the study area, as discussed in sections 2.9.2 to 2.9.4

below.

There are no formal bus stops within the study area.



2.9.2. Regular regional bus routes

Greyhound coaches travel through the study area enroute between Sydney/Katoomba and

Lismore/Orange. There are no stops within the study area.

2.9.3. School buses

Jones Bros Bus Company operates eight school bus routes which utilise the Great Western

Highway between Mount Victoria and Lithgow. Some of these operate as express services

between Mount Victoria and Lithgow, while others pick up and set down along the highway and

on side roads.

School bus routes are dynamic in nature and tend to alter from year to year in response to

student demand. Currently a mixture of local services and express services between Lithgow

and Mount Victoria/Blackheath/Katoomba are in operation.

Buses generally stop at formal stops along their route (outside the study area), and also pick up

and set down passengers at informal gathering points which may include locations within the

study area. Many students are collected from the driveway of private properties along the

highway.

While buses do not currently use McKanes Falls Road, it may be utilised in the future if demand

requires.

2.9.4. Tour buses

Numerous tour buses operate daily, mainly from Sydney and Katoomba to the Blue Mountains

and Jenolan Caves. Some operators travel to and from Lithgow as part of their tour and

therefore would pass through the study area.

2.10. Vehicle rest areas

There are no heavy vehicle rest areas within the study area.

The closest heavy vehicle rest area to the study area is located at River Lett Hill, about 1.1

kilometres east of the eastern connection of Forty Bends Road. This rest area provides

approximately six westbound parking spaces and three eastbound parking spaces.

There are no rest areas within the study area. There are rest areas outside the study area,

however these would not be changed as part of the construction works.

2.11. Emergency services access

There are informal access points to fire trails on the northern side of the existing alignment.

Emergency service access including fire trails is shown in Figure 2-1.



2.12. Historical crash data

Crash data between January 2004 and December 2010 recorded 23 crashes, of which two

were fatal crashes and 12 were injury crashes. The location of the crashes indicates that there

is a string of crashes east of Forty Bends Road (western intersection with Great Western

Highway) as shown in Figure 2-6 below. Out of the 23 crashes; 57 per cent of the crashes were

the result of vehicles leaving the carriageway on a curve or while turning; 17 per cent of the

crashes were the result of vehicles leaving the carriageway on the straight; 17 per cent of the

crashes were the result of vehicles travelling in the opposing directions; and nine per cent of the

crashes were the result of vehicles travelling in the same direction.

The two fatalities occurred in 2004 in wet conditions, both involving heavy vehicles and within

the vicinity of McKanes Falls Road and Forty Bends Road intersections. One fatality was the

result of the vehicle leaving the carriageway while the other involved a head on collision.

Eighteen of the 23 crashes occurred between 2004 and 2009, of which nearly 80 per cent of the

crashes occurred in conditions of poor visibility (raining, overcast or snow/ice). Crash data for

2010 did not provide the weather conditions for these crashes.

The RTA's State Plan has a target of “reducing road fatalities to 0.7 per 100 million vehicle

kilometres (Mvkt) travelled by 2016”. This whole length of Great Western Highway, from

Marrangaroo to Soldiers Pinch, including the Forty Bends section, has a fatality rate

approximately double the target figure with 1.5 per 100 Mvkt (Source: Mount Victoria to Lithgow

Great Western Highway Upgrade Strategic review of a Newnes Plateau corridor, Cardno 2008).

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Figure 2-6 Crash locations



LEGENDChainage

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Proposal site

Existing highway

Waterways

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!P Crashes

!C Fatal crash



Compound site and stockpile locationsPotential compound

Potential stockpile




2.13. Road safety

A number of road safety initiatives have been implemented as part of the upgrades to the Great

Western Highway between Mount Victoria and Lithgow. Within the Forty Bends section, barriers

(both W-beam barriers on the edge and concrete barriers in the centre) were installed in 2004 to

assist with road safety and reduce the number of vehicles leaving the carriageway.

During the winter months, mist can reduce visibility and it is not uncommon for snow to settle

and close the highway for short periods. Black ice also forms at some locations when the

temperature drops below freezing which leads to unsafe driving conditions when travelling at

higher speeds as the road pavement becomes icy and slippery.

The formation of black ice is a key community concern and an important consideration for the

proposal. Measures to address black ice are discussed in section 4.1.4.



3. Future condition assessment

As part of the future condition assessment, scenarios without upgrade (do nothing) and with the

upgrade have been considered and are discussed in this section.

3.1. Without upgrade

If this proposal did not proceed in the future then the road performance of the Great Western

Highway would continue to operate similar to existing conditions as discussed in section 2.

Future road mid-block performance is shown in Table 3-1 to 3-3 and intersection performance

shown in section 3.3.1.

Tables 3-1 to 3-3 show the forecast traffic volumes on the Great Western Highway without the

upgrade for 2015, 2025 and 2035 respectively, and include both peak hourly and daily traffic

volumes.

Table 3-1: 2015 forecasted traffic volumes and road performance without the upgrade

Road Daily traffic (vehicles per day)

Heavy Vehicle%


LoS

AM PM AM PM



230 380 A B


McKanes Falls Road

Northbound 190 5.2%

16 9 A A

Southbound 190 6 22

Forty Bends Road

Northbound 50 -

4 2 A A

Southbound 50 2 6





Heavy Vehicle%


LoS

AM PM AM PM



270 450 B B


McKanes Falls Road

Northbound 200 5.3%

17 9 A A

Southbound 200 7 23

Forty Bends Road

Northbound 55 - 4 2 A A

Southbound 55 2 7



Heavy Vehicle%


LoS

AM PM AM PM



320 530 B B


McKanes Falls Road

Northbound 210 5.3%

18 10 A A

Southbound 210 7 24

Forty Bends Road


Southbound 55 2 7

3.2. With upgrade

If this proposal was to proceed in the future then the road performance of the Great Western

Highway would improve from existing conditions with increased safety. Changes to the road

network and intersection layouts as part of the proposal is discussed further below.



3.2.1. Road network

The upgrade of Forty Bends includes three lanes east of Whites Creek, with two lanes

eastbound. West of Whites Creek there would be three lanes with two lanes westbound. The

existing alignment would be widened predominately to the south, diverging up to 40 metres

south of the existing alignment in the vicinity of Whites Creek. A new bridge would be

constructed at Whites Creek, about 150 metres in length. The existing road network would be

upgraded (including Forty Bends Road, Daintree Close and McKanes Falls Road) to connect to

the upgraded highway and property access points. U-turn facilities would be provided on

McKanes Falls Road and Forty Bends Road to enable safe local traffic movements.

Forty Bends Road changes The existing intersection at the western end of Forty Bends Road would be closed and

reinstated via Daintree Close to connect to the Great Western Highway (approximately 180

metres west of the existing intersection). A U-turn facility would be incorporated on Forty Bends

Road for improved access when a central median is installed on the Great Western Highway

restricting turning movements to dedicated intersections. Vehicles travelling eastbound on the

Great Western Highway wishing to travel in the opposite direction (westbound) would make a

right turn movement into Forty Bends Road, travel to the U-turn facility, travel back on Forty

Bends Road towards the Great Western Highway and then make the left turn to travel

westbound.

Forty Bends Road would be truncated at the eastern end, with access to emergency vehicle

only via a formalised fire trail/track to the Great Western Highway with locked gates at each end.

All vehicular access to and from Forty Bends Road from the Great Western Highway would be

via a new connection at the western end. A cul-de-sac would be created at the truncated end of

Forty Bends Road.

U-turn facility on McKanes Falls Road U-turn facilities would be incorporated for improved access and U-turn capability. Vehicles

travelling eastbound on the Great Western Highway wishing to travel in the opposite direction

(westbound) would make a right turn movement into McKanes Falls Road, travel to the U-turn

facility, travel back on McKanes Falls Road towards the Great Western Highway and then make

the left turn to travel westbound.

Property access New or improved access from the existing highway to nine properties would be provided along

the length of the proposal. The proposal includes provision of new or reconstructed driveways to

retain existing property access.



3.2.2. Traffic volumes and vehicle composition

Based on previous traffic surveys and growth predictions completed for the greater Mount

Victoria to Lithgow (MV2L) project, a linear traffic growth rate of 1.7 per cent per annum has

been adopted for light vehicles and 1.3 per cent per annum for heavy vehicles (Great Western

Highway Upgrade, Mount Victoria to Lithgow Alliance, Concept Design, Traffic and Transport

Report April 2012). These traffic growth rates have been applied to predict future traffic volumes

on the Great Western Highway in the proposed opening year (2015) and future year design

horizons (2025 and 2035). Tables 3-4 to 3-6 show the forecast traffic volumes on the Great

Western Highway with the upgrade for 2015, 2025 and 2035 respectively, and include both

peak hourly and daily traffic volumes.

Table 3-4: 2015 forecasted traffic volumes and road performance with the upgrade


Heavy Vehicle%


LoS

AM PM AM PM



230 380 A A


McKanes Falls Road

Northbound 190 5.2%

16 9 A A

Southbound 190 6 22

Forty Bends Road

Northbound 50 -

4 2 A A

Southbound 50 2 6



Heavy Vehicle%


LoS

AM PM AM PM



270 450 A A


McKanes Falls Road

Northbound 200 5.3%

17 9 A A

Southbound 200 7 23

Forty Bends Road


Southbound 55 2 7





Heavy Vehicle%


LoS

AM PM AM PM



320 530 A A


McKanes Falls Road

Northbound 210 5.3%

18 10 A A

Southbound 210 7 24

Forty Bends Road


Southbound 55 2 7

The percentage of heavy vehicles on the Great Western Highway would remain unchanged to

the design year due to the similar percentage of annual growth between light and heavy

vehicles over the projected timeframe.

3.2.3. Road network performance

Changes to the highway cross section, carriageway width and improvements to alignment and

sight distance would improve traffic flow leading to improved Level of Service. With the addition

of a lane in either direction for the majority of this proposal, the Level of Service on the Great

Western Highway would improve from LoS B to LoS A in the PM peak in 2015, and from a LoS

B to LoS A in both the AM and PM peaks in 2025 and 2035. Although volumes on the highway

would increase into the future at a predicted steady traffic growth rate, ample road capacity

would remain and traffic flow performance would continue to operate well within capacity.

3.2.4. Intersection layouts

Left-in and left-out fire trail and minor property accesses along the northern side of the highway

would be provided wherever an existing property access is located. The upgrades to the main

intersections along the Great Western Highway and realignment of side roads connecting with

the Great Western Highway are discussed further below.



Proposed Great Western Highway and Forty Bends Road Intersection Access to Forty Bends Road would be retained via a seagull intersection layout at the western

end of the proposal. This intersection would permit all movements to and from the proposal.

Forty Bends Road would be truncated to form a cul-de-sac at the eastern end. The intersection

of the Great Western Highway and Forty Bends Road (eastern connection) would be restricted

to emergency vehicle access only. Gated access would be provided between the Great Western

Highway and Forty Bends Road at this location. Vehicle restrictions at this intersection would

reduce the traffic volumes through this intersection, therefore reducing vehicle movements and

potential conflicts, and increasing the safety of this intersection. The cul-de-sac would provide a

turn-around area for local traffic to travel back to the Great Western Highway via the Forty

Bends Road (western connection) intersection. Vehicle access between the cul-de-sac and the

Great Western Highway would be restricted to emergency vehicle access only and therefore the

need for a turn-around area would be provided in the form of a cul-de-sac at this location. A U-

turning facility would also be provided on the realigned Forty Bends Road to facilitate U-turn

movements. A formalised bus stop would be installed at this U-turn facility.

Figure 3-1 shows the proposed Forty Bends Road connection with the Great Western Highway

and Daintree Close as well as the U-turn facility on Forty Bends Road. Figure 3-2 shows the

proposed Forty Bends Road T-intersection realignment for emergency vehicle access with the

Great Western Highway and the cul-de-sac at the eastern end of Forty Bends Road. Figure 3-3

shows access to McKanes Falls Road which would be retained via a seagull intersection layout

allowing all movements to and from the proposal. A U-turn facility would be provided on

McKanes Falls Road to facilitate U-turn movements for west bound traffic originating to the west

of the intersection and for buses to turn around.

Figure 3-2 shows the proposed Forty Bends Road T-intersection realignment for emergency

vehicle access with the Great Western Highway and the cul-de-sac at the eastern end of Forty

Bends Road.

Proposed Great Western Highway and McKanes Falls Road Access to McKanes Falls Road would be retained via a seagull intersection layout which would

permit all movements to and from the proposal. A U-turn facility would be provided on McKanes

Falls Road to facilitate U-turn movements for west bound traffic originating to the west of the

intersection and for buses to turn around.

Figure 3-3 shows the proposed Great Western Highway and McKanes Falls Road intersection.

Figure 3-4 shows the proposed McKanes Falls Road U-turn facility.



Figure 3-1: Proposed Great Western Highway and Forty Bends Road Intersection – western connection



Figure 3-2: Proposed Great Western Highway and Forty Bends Road Intersection – eastern connection



Figure 3-3: Proposed Great Western Highway and McKanes Falls Road Intersection



Figure 3-4: Proposed McKanes Falls Road U-turn facility

3.3. Intersection performance

Future condition intersection performance has been assessed with and without the upgrade.

3.3.1. Without upgrade

Intersection performance in 2015, 2025 and 2035 without the upgrade is shown in Table 3-7 to

Table 3-9.



Table 3-7: 2015 Intersection performance without upgrade







0.16 191 B1 1 0.22 201 B1 1


0.14 191 B1 1 0.22 201 B1 1


0.16 11 A - 0.19 11 A -

Note 1 - The right turn movement at this intersection is a staged movement. The average delay encountered at the









0.19 191 B1 1 0.27 221 B# 1


0.16 191 B1 1 0.26 211 B# 1


0.19 11 A - 0.22 12 A -












0.23 201 B# 1 0.32 231 B1 1


0.19 201 B# 1 0.31 231 B1 1


0.23 12 A - 0.26 13 A -



The results indicate that without the upgrade, the performance of the intersections would remain

relatively similar to the 2011 results (refer to Table 2-6) in 2015, 2025 and 2035, with slight

increases in the average delay. These increases in delay do not change the LoS indicator.

3.3.2. With upgrade

Intersection performance in 2015, 2025 and 2035 with the upgrade is shown in Table 3-10 to

Table 3-12.

Table 3-10: 2015 Intersection performance with upgrade







0.14 121 A 1 0.22 141 A 1


0.14 121 A 1 0.22 131 A 1


0.08 10 A - 0.11 11 A -

Note 1 - The right turn movement at this intersection is not a staged movement. The average delay is encountered at

the yield line and once a vehicle has made the right turn a continuous lane is provided with no vehicle merge

required.










McKanes Falls Road 0.16 131 A 1 0.27 151 B 1



0.16 131 A 1 0.26 141 A 1



0.10 11 A - 0.13 11 A -



required.








McKanes Falls Road 0.19 151 B 1 0.32 171 B 1



0.19 151 B 1 0.31 161 B 1



0.11 11 A - 0.16 12 A -



required.

The results indicate the upgrade would improve the LoS at the two main intersections so they

both operate well in 2015, 2025 and 2035, with slight decreases in the average delay.



Changes to traffic volumes from the existing (2011) conditions to future conditions would be

minimal, with forecast annual linear traffic growth rates at 1.7 per cent for light vehicles and 1.3

per cent for heavy vehicles. The intersections of McKanes Falls Road and Forty Bends Road

with the Great Western Highway would be upgraded in the proposed opening year (2015),

providing enhanced safety for turning movements and improved intersection capacity and

performance. Given the forecasted low traffic volumes on the Great Western Highway in 2025

and 2035, (approximately 590 to 710 vehicles in both directions during the AM peak hour and

830 to 980 during the PM peak hour) and the low volumes on the side intersecting roads of

McKanes Falls Road (approximately 30 vehicles in both directions during both peak periods)

and Forty Bends Road (approximately five vehicles in both directions during both peak periods),

both these intersections would continue to operate well within capacity under future conditions

and therefore intersection performance is not considered an issue.

3.4. Access management principles

An access management review has been conducted as part of the concept design

development. This review has examined provisions for mobility and access for the proposal,

seeking to consolidate, optimise and improve access for all modes of transport, whilst retaining

or improving the level of safety afforded to road users. A number of documents and reports

(refer to Section 8 References) have been prepared previously which address traffic and

transport, and road safety matters for the upgrade and the following basic access management

principles and have been incorporated into the design of the Forty Bends section:

Property access on the proposal – left in/left-out favoured. Right turn out not permitted.

Right turns in to property access points to be avoided if possible. Provide for school buses.

Other local roads – provision for school buses to be retained on side roads where required.

Design vehicle is a 19 metre semi-trailer (articulated vehicles).

These principles have been supported by the implementation of a centre median and upgrades

of the McKanes Falls Road and Forty Bends Road intersections with the Great Western

Highway to seagull intersection layouts.

The design of the highway upgrades have been completed in a manner to control access, using

the access management principles to derive the design layout, thus eliminating conflict points,

and concentrating vehicle movements to formalised intersections, further increasing safety.

3.4.1. Pedestrian and cycle access

There would be no provision for pedestrians on the upgraded section of the Great Western

Highway. The provision for cyclists would be accommodated in the 2.5 metre wide shoulders.

3.4.2. Public transport services

No changes are foreseen to public transport services. However, a formalised bus stop would be

provided at the U-turn facility on McKanes Falls Road.



3.5. Potential impacts to access

3.5.1. Local residents

The implementation of a divided carriageway along the Great Western Highway with opening for

turning/crossing vehicle movements only at the intersections of McKanes Falls Road and Forty

Bends Road (western connection) would lead to increased travel times for local residents living

adjacent to the highway. These residents would have to travel up to about 900 metres to the

nearest U-turn facility prior to making a turn in the desired direction of travel.

3.5.2. Emergency services

It is recognised that suitable access for emergency services vehicles, particularly Rural Fire

Service vehicles, is required. As the development of the design progresses, consultation with

relevant stakeholders would be undertaken to ensure that their requirements are met. Access to

emergency vehicles is confined to median openings on the highway and would remain

unchanged at the McKanes Falls Road and Forty Bends Road intersections.

3.5.3. Pedestrian and cycle access

There would be no impacts to access for both pedestrians and cyclists.

3.5.4. Public transport services

Buses would not be permitted to pull over adjacent to the highway at informal bus stops. A

formalised bus stop would be created at the U-turn facility on McKanes Falls Road with

passengers having to walk back to the highway to reach their property.

3.6. Future development in the local area

Future land uses near the upgrade mainly comprise proposed residential development, which is

generally located in South Bowenfels, also referred to as the South Bowenfels Release Area.

Recent rezoning of land in South Bowenfels to 1(d) Rural (Future urban) has allowed for about

862 potential lots on the western side of the Great Western Highway and a further 105 lots on

the eastern side of the Highway. The South Bowenfels area is subject to the provisions of the

South Bowenfels Development Control Plan – Residential Development (2006).

The provision of future residential land in the Lithgow local government area is generally

restricted by the availability of critical infrastructure such as water and wastewater treatment, the

adjacent Blue Mountains National Park and World Heritage Area, the topography, and the need

to protect the Sydney Drinking Water Catchment. Existing road corridors also restrict residential

development.

Previous consultation for the Great Western Upgrade project also identified a desire by the

community within the local government area for the low density rural-residential character in the

region to be maintained.



Whilst future residential developments are likely to occur in the vicinity of the proposal (e.g. on

McKanes Falls Road), they are not expected to adversely affect the operation of the new

intersection. The posted speed limit on McKanes Falls Road would remain at 80 km/h.

3.7. Future strategic transport considerations

A review of the Central West Transport Needs Study Final Report (May 2009) prepared by

Sinclair Knight Merz determined that:

When future traffic volumes were applied to the existing network within the region, no

capacity problems were identified.

The existing size of the network (road lanes and the number of train paths required to move

traffic on the network) would be adequate for future needs for at least 25 years.

Road safety and network improvements on the Great Western Highway may be warranted

to improve transport efficiency.

The costs of improving the Bathurst-Sydney rail service and the regional rail services are

likely to outweigh the user benefits given the low demand to use rail. Additional or improved

bus services are likely to be the least costly alternative to improved rail passenger transport

services.

The viability of the Central West economy is dependent on access to ports. Access and

capacity to Port Botany (up to 2021) can be maintained by extending train lengths and from

the proposed Sydney rail network improvements. Beyond 2021, when Port Botany may be

at capacity, growth in freight traffic could be partially diverted to Newcastle.

The review of this study has been relevant to this proposal as it considers future transport

needs for both road and rail infrastructure within the study area.



4. General road safety assessment

One of the key objectives for this proposal is to improve road safety. The design of the Forty

Bends upgrade has adopted a controlled access approach, using the access management

principles to derive the design layout, thus eliminating conflict points, and concentrating vehicle

movements to formalised intersections, further increasing safety. Several road safety measures

would be implemented for this proposal to improve road safety and include the following.

4.1. Managed access

The implementation of a centre median as part of the proposal would restrict right turning

movements and provide for left-in left-out movements only at minor intersections and at property

accesses. This would enhance safety by eliminating unnecessary risk such as overtaking

manoeuvres and crossing centreline crashes and reducing the number of vehicle conflict points.

This would also assist in the prevention of head on collisions, which was a result of a fatality in

this location.

U-turn facilities are proposed to be provided on McKanes Falls Road and Forty Bends Road

which have lower traffic volumes and a lower speed environment when compared to the Great

Western Highway. These facilities would provide vehicles a safe and controlled location to turn

around and travel in the opposite direction. These facilities would assist with local motorist

accessing left-in left out intersections that have been restricted by the central median.

4.2. Intersection upgrades

Intersection upgrades along the Great Western Highway at McKanes Falls Road and Forty

Bends Road would further improve intersection operation and safety at the intersection. The

improvement in the design of the intersections by providing dedicated turning lanes and

improving the road geometry on the approach would further improve safety.

The upgrade of the eastern connection of Forty Bends Road formalises this intersection.

Although this intersection would be gated and is only proposed for emergency services, it would

improve the safety and visibility of vehicles entering and exiting at this location.

4.3. Improved road geometry and sight distance

Improvements to the vertical and horizontal geometry and the alignment of the Great Western

Highway at Forty Bends would be made leading to improved sight stopping distances (SSD)

and safe intersection sight distance (SISD).

The improvement in the widths of the travel lanes and shoulders to the current standard would

improve the travel along this section, and increase the safety of motorists that have stopped on

the side of the road. This facility would also improve the safety for cyclists with the improvement

in the shoulder width.



The widening of shoulders would also provide an area for errant vehicles to recover, extra

tracking width for heavy vehicles, space for on road cycling, room for evasive manoeuvres and

a refuge for broken down vehicles.

4.4. Black ice

A number of design measures are proposed to prevent the pooling of cold air on the road

surface which would help reduce the formation of black ice. The following measures would be

adopted with the proposed upgrade;

Where safety barriers are required, wire rope barriers would be utilised between

carriageways, together with road grading to prevent pooling of cold air.

Development of an active winter maintenance program.

Installation of a weather station to obtain local meteorological data.

Ice warning signage.



5. Construction traffic and staging

The following section discusses construction working hours, traffic generation, access to

worksites and intersection operation during construction.

5.1. Working hours and duration of work

In accordance with the Interim Construction Noise Guidelines (DECC 2009), construction works

are typically restricted to the hours of:

7am and 6pm Monday to Friday.

8am to 1pm Saturday.

No work on Sundays or public holidays.

However, it is possible that the construction hours for this proposal could be extended to

manage local constraints such as climate and traffic. Construction activities could take place

from 6am to 7pm, Monday to Friday and 7am to 4pm Saturday (the daytime period), with no

work on Sundays or public holidays.

There may be certain activities that require work outside these hours, such as asphalting under

traffic.

5.2. Construction workforce

The construction workforce would vary depending on the phase of construction and associated

activities. The workforce would include construction and design personnel. An on-site workforce

of up to 120 persons could be engaged at any given time during the construction period.

5.3. Construction staging

As the proposed upgrade is predominantly on the same alignment as the existing highway, the

construction would be required to be built in stages.

It is proposed to construct the westbound carriageway whilst the traffic generally remains on the

existing highway as Stage 1. Some temporary widening and temporary realignment of the

existing highway would be undertaken to allow this stage to be built. The existing traffic would

be reduced to two-lane two-way operation for this stage.

The bridges at Whites Creek are away from the highway and would be constructed without

affecting the existing traffic configuration. The bridges would be constructed as part of the Stage

1 works.

In Stage 2, the traffic would be switched in a two-lane two-way configuration onto the new

westbound carriageway to allow the eastbound upgrade to be constructed. Where the ultimate

westbound carriageway is proposed to be one lane, some temporary pavement works would be

required to allow the temporary two way traffic flow.



The final stage involves opening the new westbound and eastbound carriageways in their

ultimate traffic flow condition, the removal of temporary pavements and final finishing works.

5.4. Resource consumption

The proposal is a highway upgrade that involves widening an existing fill embankment and

cutting into the lower slopes of Hassans Walls. Bridge and concrete works, retaining walls and

drainage works are involved.

The major resource requirements for the proposal include:

Earth fill.

Quarry products including road base and drainage rock.

Construction water.

Concrete and reinforcement.

Asphalt and bitumen.

5.5. Road and lane closures

The traffic staging has been designed to ensure two-lane two-way traffic flow is always

maintained.

Some short-term work under traffic control or lane closure would be required for traffic switches,

barrier installation work and asphalt overlay work. No road closures or traffic diversions are

anticipated during the construction period.

5.6. Construction traffic volumes

The following construction traffic volumes on the local area are anticipated. Table 5-1 shows the

vehicle types and volumes expected for the proposal.



Table 5-1: Construction traffic types and volumes

Vehicle type Movements per day

Impacted roads Duration

Light vehicle 200 - 500 Great Western Highway, McKanes Falls Road, Forty Bends Road

24 Months

Truck – external earth

50 - 130 Great Western Highway, McKanes Falls Road, Forty Bends Road

16 Months

Truck – internal earth

50 - 130 Great Western Highway 16 Months

Water Truck 0 - 20 Great Western Highway 16 Months

Trucks – external pavement

50 - 130 Great Western Highway 16 Months

Concrete Trucks 10 - 100 Great Western Highway 16 Months

Delivery Trucks 0 - 10 Great Western Highway, McKanes Falls Road, Forty Bends Road

24 Months

5.7. Construction traffic volume impacts

As documented in Table 5-1 above, the proposal would create increased traffic due to

construction over a 16 to 24 month period. Vehicle access to and from the site would be from

the Great Western Highway, McKanes Falls Road and Forty Bends Road. Given the location of

the proposal, alternative haulage and travel routes are generally not available.

The vast majority of light vehicle movements generated by construction workers would occur

outside the background peak period due to the shift start and finish times (7am and 6pm

respectively). The existing peak periods are between 7:45am and 8:45am in the morning and

3:30pm and 4:30pm in the afternoon. It is expected that approximately 20 to 50 light vehicle

movements per hour would be generated by construction workers outside of the peak hours

based on an 11 hour working day. It is assumed that 60 per cent of the light vehicle movements

would originate from the west and 40 per cent from the east.



Delivery and heavy vehicle movements would occur throughout the working shift. It is expected

that approximately 15 to 50 heavy vehicle movements in a peak hour based on an 11 hour

working day. Based on the 2011 volumes with linear traffic growth applied to 2013, the traffic at

Forty Bends would increase from 480 to 530 vehicle movements during the AM peak hour (10

per cent increase) and from 650 to 700 vehicle movements during the PM peak hour (eight per

cent increase) during construction. This increase in traffic volumes due to construction vehicles

is not expected to change the Level of Service on the highway, and the highway would continue

to operate at LoS A in the AM peak and LoS B in the PM peak (refer to Table 2-2). It is

assumed that external soil would be imported with an even split from local quarries. Trucks

delivering pavement and concrete trucks are assumed to originate from the west, while the

delivery trucks have been assumed to be evenly split between the west and east.

The following assumptions have been applied to the distribution of construction traffic at the

McKanes Falls Road and Forty Bends Road intersections with the Great Western Highway:

20 light vehicles and 50 heavy vehicles as through traffic in either direction on the Great

Western Highway.

20 light vehicles and 25 heavy vehicles turning right onto both McKanes Falls Road and

Forty Bends Road and left onto the Great Western Highway (return movement).

20 light vehicles and 25 heavy vehicles turning left onto both McKanes Falls Road and Forty

Bends Road and right onto the Great Western Highway (return movement).

Intersection performance in 2013 with and without construction traffic at its peak is shown in

Table 5-2 and Table 5-3.

Table 5-2: 2013 Intersection performance without construction traffic







0.16 191 B1 1 0.22 201 B1 1


0.13 191 B1 1 0.21 201 B1 1





Table 5-3: 2013 Intersection performance with construction traffic







McKanes Falls Road

0.21 331 C1 6 0.27 401 C1 6



0.19 331 C1 6 0.27 391 C1 6



The decrease in the LoS at the two main intersections is a result in the increase in the volumes

of traffic turning right from the side roads. This increase is from the assumed volume of

construction vehicles using the side roads to access a compound/ stockpile or to use a U-turn

facility.

During construction it would be necessary to move a large amount of on-site excavated

materials from cuttings to fill areas. Where practical, side-tracks would be constructed and

haulage and movements would be maintained within the work area zone and separate from the

travelling public. There are, however sections of the works where haulage across the proposal

site would be required. Any haulage movement across or along the Great Western Highway

would be in accordance with an approved traffic control plan.

Material being imported from the local quarries would use the Great Western Highway, and

access the work areas from established and designated access points.

5.8. Restricted access vehicles (RAVs)

Heavy vehicle routes are designated on the RMS map of Travel Restrictions Vehicle Routes

(RMS 2008). Appendix A includes maps showing the 4.6 metre high restricted vehicle routes

and approved B-double routes to and from the proposal site. These are the most suitable routes

for construction-related trucks.

It is expected that the majority of construction truck movements for the proposal would be tipper

trucks in the form of a truck and dog trailer or semi- trailer (articulated vehicle) and therefore

would have no difficulty in accessing the proposal site.



5.9. Over-dimension vehicles

Vehicles which are overheight, oversize or overmass are subject to special operating conditions.

Operators of trucking contractors would be required to apply for the necessary permits and a

review of information including vehicle route maps, route assessment guidelines, travel

restrictions and curfew times. The need for pilot vehicles and police escort vehicles would also

need to be assessed as part of the Construction Traffic Management Plan (CTMP).

Oversize vehicles are required to deliver bridge beams and would travel via the Golden

Highway, Castlereagh Highway and then on to the Great Western Highway from the Lithgow

end. The oversize vehicle transporting contractor would need to apply for the necessary permits

prior to delivery.

5.10. Construction compounds, stockpile sites and quarries

A number of locations have been identified as potential compounds and/or stockpile sites. The

main compound site is just west of the proposed bridge over Whites Creek. This location has

been identified as it is next to the major structure of the proposal and at a location central to the

works, opposite the site of a large cutting and next to a large fill location. There is also access

available off Forty Bends Road. Access to the compound and/or stockpile sites would be

implemented at suitable locations with direct access off the Great Western Highway or via side

road access where required via McKanes Falls Road or Forty Bends Road. This is to be

established in locations where sight distance for entering and exiting construction vehicles is

adequate.

Site compound access and temporary access requirements during construction would be

designed to facilitate the largest design vehicle required for the proposal.

Suitable potential stockpile sites have been identified at each end of the proposal. Figure 5-1

shows the locations of potential compound and/or stockpile sites.

There are two quarries located in the vicinity of the proposal. These are:

Austen Quarry (Hy-Tec) - which is located approximately 20 kilometres south of the

intersection of the existing highway and Jenolan Caves Road. Access to the proposed

upgrade is via Jenolan Caves Road and McKanes Falls Road.

Marrangaroo (Metromix) – seven kilometres west of Lithgow. Access to the Great Western

Highway is via Oakley Forest Road.

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Figure 5-1 Location of potential compound and/or stockpile sites



LEGENDChainage

Proposal

Proposal site

Existing highway

Waterways

Property boundary




Potential compound

Potential stockpile




5.11. Construction access

Access points at the eastern and western tie-ins would be required to facilitate construction

activities. At the site compound entry, and where construction volumes are likely to be high or

where adverse geometry exists, widened shoulders would be provided. All access points and

side roads would:

Have safe intersection sight distance.

Accommodate the turning movements of the largest heavy vehicle.

Provide left and right turn deceleration lanes.

Provide painted median treatments for vehicle delineation.

Provide suitable intersection layouts during the works.

5.12. Traffic management, control and signage

The proposed construction works would be programmed to minimise interaction between the

construction works and the local and regional road network. This would minimise disruption to

local and through traffic.

Standard traffic management measures would be employed to minimise short-term traffic

impacts expected during construction. These measures would be identified in specific traffic

management plans and would be developed in accordance with the RTA’s Traffic Control at

Works Sites Manual (Version 4.0 June 2010).

A construction traffic management plan (CTMP) would be created for this proposal and would

detail the traffic management, traffic control and road signage requirements. This is further

discussed in section 6.2. The CTMP aims to remove or mitigate any proposal traffic related

impacts to the road users.

5.13. Intersection performance and operation during construction

There is a channelised right turn intersection at the western end of the proposal with McKanes

Falls Road and Forty Bends Road (western connection). Based on the intersection performance

assessment in section 5.7, both these intersections would operate at a satisfactory Level of

Service (LoS C in both the AM and PM peaks). It is considered that the traffic can be managed

through the site during construction due to the reasonably low traffic volumes. This area of

works would be staged so that construction at the actual intersection would be limited to the

shortest possible duration.



5.14. Impacts to local residents

There are a small number of rural properties throughout the proposal site which would be

affected by the works. It is proposed to limit access to Forty Bends Road to one point at the

western end which is to continue through to the final layout. Properties that have vehicular

accesses from the Great Western Highway would have access maintained during construction

with temporary disruption during specific activities. This would be dependent on the location of

the rolling works. Traffic controllers would assist with vehicle access to and from the Great

Western Highway from affected properties.

5.14.1. Local access to property

Local access to property is proposed to be maintained during construction although localised

changes to access methods and locations may be implemented as necessary. These would be

dealt with on an individual basis with property owners consulted prior to the works. However,

short-term lane closures may be implemented during the works.

5.14.2. Detours or alternate routes

Whilst it is possible to avoid the majority of the proposal site by utilising McKanes Falls Road

and Jenolan Caves Road, this route constitutes a detour of approximately 13 kilometres and is

not considered a viable alternative route. Another alternative detour is via Browns Gap Road,

The Gap Road and Hartley Valley Road to access Lithgow. The Great Western Highway would

remain operational during construction and therefore an alternative route would not be required.

Should the need for the temporary closure of the Great Western Highway be required, this

would be undertaken using appropriate traffic control and management measures.

5.14.3. Increased travel times

During construction, the speed limit would be reduced to 60 km/h (40 km/h where required)

through the construction works area. This would add less than one minute to the overall travel

time, however, in heavy traffic this delay may be increased as there would not be opportunity to

pass slow moving traffic through the upgrade area as only one travel lane may be provided at

any one time.

There may be additional delays due to traffic control to allow site traffic to cross the highway.

This would be monitored throughout construction to ensure traffic flow is maintained on the

highway.



6. Mitigation measures and strategies during construction

6.1. Information to local residents

6.1.1. Information signage (Static, Portable VMS or Permanent VMS)

Static signage and portable variable message signs (VMS) would be positioned to provide

necessary proposal information, guidance and warning to motorists that drive through, past or

adjacent to the proposal area.

Permanent variable message signs (VMS) are located on the Great Western Highway at two

locations within close proximity. One VMS faces westbound motorists, and is located just east of

Jenolan Caves Road in Hartley and the other, facing eastbound motorists, is located just west

of Main Street in Lithgow. The permanent VMS are able to provide additional proposal related

information in advance of the proposal, and therefore motorists would have enough time to slow

down and prepare to stop at the work sites.

6.2. Construction traffic management plan

A construction traffic management plan (CTMP) would be prepared as part of the pre-

construction planning. The plan would detail how the traffic associated with the construction

would be managed in accordance with the Roads and Traffic Authority 2010, Traffic Control at

Work Sites, as well as relevant Australian Standards including AS1742.

The CTMP would also be used to develop site-specific traffic management measures once the

construction methods and haulage routes are finalised. These measures would be developed

as part of the site-specific traffic management plans to indicate how traffic would be controlled

and managed during each stage of the construction.

The construction traffic management plan would contain the following information.

Proposed construction activities.

Estimated duration of the works.

Increased traffic volume by vehicle type.

Anticipated or designated routes for the delivery of materials and equipment.

Summary of the potential construction impacts on the road network and any feasible

measures to reduce the forecast impacts.



Additional considerations would include:

Identification of haulage routes and ensuring impacts to local routes are minimised.

Identification of traffic management requirements during construction.

Ensure at least one lane of traffic is maintained in each direction at all times.

Maintaining the capacity of local roads.

Minimising impacts on the Great Western Highway and local traffic.

Providing access to local roads and properties.

Including methods for minimising road user delays.

Retention of local property and emergency access where practicable.

Provision of a swept path analysis to ascertain that sufficient manoeuvring space is

provided for all vehicles at intersections along the haulage routes.

Warning signs to advise road users in advance of work zones and surrounding

intersections.

Safety signage to be installed to warn construction vehicle drivers of the presence of

cyclists and pedestrians.

U-turn facilities for construction vehicles where necessary.

With respect to stakeholders, the CTMP would include:

Identification of the main stakeholders.

Roles and responsibilities of all stakeholders.

Contact details for all stakeholders.

The person responsible for developing, updating and implementing the plan.

Any required approvals and licenses.

With respect to community consultation, the CTMP would include:

Letterbox drops to local residents advising of potential property access restrictions (if

required).

Consult with affected landowners and residents prior to any impacts to access.

Provision to maintain safe access to bus services.

Provide safe access for pedestrians.

Signposting and advertising to warn motorists of proposed road closures and traffic

diversions and other temporary traffic arrangements.

Advertisements in local newspapers.



Traffic control plans would be prepared as part of the CTMP for specific stages of work or

locations as required. A review of temporary road work traffic control measures, signage and

speed limits in areas of potential risk would also be undertaken.

The CTMP would also outline procedures to audit implementation of the plan and particularly to

ensure safety aspects are being observed.

A list of the proposed mitigation measures during construction is provided below in Table 6-1.

Table 6-1: Mitigation measures for construction traffic impacts

Mitigation

Design and pre-construction

Traffic impacts to the users of the local and regional road network would be considered when developing the preferred design arrangement, such as:

Limiting the number of points where new alignments cross the existing road network.

Limiting the need to occupy areas of the existing road.

Identifying haulage routes for construction traffic.

Undertaking road condition surveys of local roads prior to construction.

Consultation with bus service operators.

Individual construction worksites

At the individual construction worksites, the objective is to minimise traffic impacts by adopting the following guiding principles:

Planning construction through the use of construction staging and temporary roadworks to

minimise interaction with the existing road network and night time freight vehicle movements.

Minimising the road space occupied by works, and the time of construction.

Minimising the impacts of construction works on local and regional traffic by using the new

carriageway, as far as practical, for construction traffic.

Implementing traffic control measures only when necessary.

Maintaining property access for the duration of the construction, and where reasonable and

feasible, provide alternative access in consultation with affected landowners.

Where possible the site access should try to provide a deceleration bay within the sites.

Monitoring of weather conditions and undertake inspection of roads during fog, ice and snow

conditions during the winter months. Identify any impacts to safety including driver sight distance

and road pavement conditions.

Stop or restrict vehicle movements during periods of adverse weather conditions that may impact

upon the road and the safety of workers.



Coordinating works

The objective is to ensure that road users do not experience excessive delays on their journeys, due to frequent road works. This can be achieved through:

Coordinating the delivery of construction materials, and the movement of construction plant and

equipment to and from construction sites.

Consideration of any cumulative traffic impacts from nearby development and to ensure

coordination of works and construction traffic movements.

Coordinating all RMS works, and any works by other agencies that affect traffic flow.

Coordinating with transport operators regarding schedules, abnormal loads and other events.

Identifying, evaluating, and documenting other routes (in consultation with local councils).

Coordinating with emergency services and managing incidents.

Adequate information

The objective is to ensure that the highway users and local communities are provided with timely, accurate, relevant and accessible information about changed traffic arrangements and delays owing to construction activities. This is to be achieved through:

Suitable signage at work sites.

Selection of appropriate information (type and format), and the appropriate locations for

information dissemination.

6.3. Vehicle movement plan

A vehicle movement plan (VMP) would be prepared as part of the overall CTMP. The VMP

would assess construction related heavy vehicle movements per shift in to and out of the

construction site/s.



7. Conclusion

The proposed Forty Bends upgrade is about 2.8 kilometres in length and would extend from a

point about 470 metres east of the eastern end of Forty Bends Road to a point about 250

metres west of McKanes Falls Road, South Bowenfels.

Some changes to the existing local road network (including Forty Bends Road, Daintree Close

and McKanes Falls Road) would also be required to connect the proposal to these roads and

property access points.

Intersection upgrades would be implemented at Forty Bends Road and McKanes Falls Road

with the Great Western Highway and U-turn facilities provided on Forty Bends Road and

McKanes Falls Road to improve road safety.

The design of the proposal has been completed in a manner to control access, using the access

management principles to derive the design layout, thus eliminating conflict points, and

concentrating vehicle movements to formalised intersections, further increasing safety.

Road and intersection performance would continue to operate at good Levels of Service during

the construction of the proposal and once completed.

A number of design measures are proposed in conjunction with an active winter maintenance

program to prevent the pooling of cold air on the road surface which would help reduce the

formation of black ice.

A construction traffic management plan would be prepared to develop site-specific traffic

management measures once the construction methods and haulage routes are finalised. These

measures would be developed as part of the site-specific management plans to indicate how

traffic would be controlled and managed during each stage of the construction.



8. References

The following documents have been referenced as part of this study:

Austroads 2009, Guide to Traffic Management Part 3 Traffic Studies and Analysis

Blue Mountains City Council 2007, The Blue Mountains Bike Plan 2020

Cardno Pty Ltd (Cardno) 2008, Great Western Highway Upgrade, Mount Victoria to Lithgow

– Strategic Review of Newnes Plateau Corridor

DECC 2009, Interim Construction Noise Guidelines

Great Western Highway Upgrade, Mount Victoria to Lithgow Alliance April 2012, Traffic and

Transport Report

NSW Government 2010, The Metropolitan Plan for Sydney 2036

NSW Government 2010, The Metropolitan Greenspace Program (MGP), as part of the

Metropolitan Plan for Sydney 2036

Roads and Traffic Authority November 2005, Bells Line of Road Corridor Study

Roads and Traffic Authority May 2010, Mount Victoria to Lithgow, Great Western Highway

Upgrade – Preferred Route Report

Roads and Traffic Authority 2002, Guide to Traffic Generating Developments

Roads and Traffic Authority 2010, Traffic Control at Work Sites

Sinclair Knight Merz May 2009, Central West Transport Needs Study, Final Report


TR-0695-C.doc


TR-0695-C.doc

Appendix A - RMS Restricted Access Vehicle Maps


TR-0695-C.doc

Appendix B - 2011 SIDRA Movement Summaries

MOVEMENT SUMMARY Site: Great WesternHwy_McKanes Falls Rd_2011

AM_Existing layout

Great Western Highway and McKanes Falls Road2011 - AM PeakExisting LayoutGiveway / Yield (Two-Way)

Movement Performance - Vehicles95% Back of Queue

Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop.Queued

EffectiveStop Rate

Average SpeedVehicles Distance

veh/h % v/c sec veh m per veh km/hSouth: McKanes Falls Road

1 L 16 14.7 0.029 10.4 LOS A 0.1 0.6 0.38 0.66 47.1

3 R 1 14.7 0.001 10.4 LOS A 0.0 0.0 0.38 0.61 47.0

Approach 17 14.7 0.029 10.4 LOS A 0.1 0.6 0.38 0.65 47.1

East: Great Western Highway

4 L 1 14.7 0.001 8.6 LOS A 0.0 0.0 0.00 0.67 49.0

5 T 269 14.7 0.151 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 271 14.7 0.151 0.0 NA 0.0 0.0 0.00 0.00 59.9

West: Great Western Highway

11 T 226 14.7 0.127 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

12 R 6 14.7 0.007 10.1 LOS A 0.0 0.2 0.38 0.63 47.2

Approach 233 14.7 0.127 0.3 NA 0.0 0.2 0.01 0.02 59.6

South West: McKanes Falls Road (Stage 2)

32 R 1 0.0 0.001 8.0 LOS A 0.0 0.0 0.33 0.54 48.6

Approach 1 0.0 0.001 8.0 LOS A 0.0 0.0 0.33 0.54 48.6

All Vehicles 521 14.7 0.151 0.5 NA 0.1 0.6 0.02 0.03 59.2

Level of Service (LOS) Method: Delay (RTA NSW).Vehicle movement LOS values are based on average delay per movementMinor Road Approach LOS values are based on average delay for all vehicle movements.NA: Intersection LOS and Major Road Approach LOS values are Not Applicable for two-way sign control since the average delay is not agood LOS measure due to zero delays associated with major road movements.SIDRA Standard Delay Model used.

Processed: Thursday, 19 July 2012 10:25:58 AMSIDRA INTERSECTION 5.1.2.1953

Copyright © 2000-2011 Akcelik and Associates Pty Ltdwww.sidrasolutions.com

Project: \\APSYDNAS02\proj\R\Roads_Traffic_Authority\2135579A_GREAT_WESTERN_HIGHWAY_MT_VICT\05_WrkPapers\Traffic and Transport\MV2L\SIDRA\Section 5 SIDRA.sip8000926, PARSONS BRINCKERHOFF AUSTRALIA, FLOATING

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PM_Existing layout

Great Western Highway and McKanes Falls Road2011 - PM PeakExisting LayoutGiveway / Yield (Two-Way)


Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop.Queued

EffectiveStop Rate



1 L 9 14.7 0.018 10.7 LOS A 0.0 0.4 0.41 0.66 46.7

3 R 1 14.7 0.001 10.9 LOS A 0.0 0.0 0.42 0.62 46.6

Approach 11 14.7 0.018 10.7 LOS A 0.0 0.4 0.41 0.66 46.7


4 L 1 14.7 0.001 8.6 LOS A 0.0 0.0 0.00 0.67 49.0

5 T 314 14.7 0.176 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 315 14.7 0.176 0.0 NA 0.0 0.0 0.00 0.00 60.0


11 T 373 14.7 0.209 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

12 R 21 14.7 0.023 10.5 LOS A 0.1 0.7 0.41 0.67 47.0

Approach 394 14.7 0.209 0.6 NA 0.1 0.7 0.02 0.04 59.1


32 R 1 0.0 0.001 9.1 LOS A 0.0 0.0 0.44 0.57 47.9

Approach 1 0.0 0.001 9.1 LOS A 0.0 0.0 0.44 0.57 47.9

All Vehicles 720 14.7 0.209 0.5 NA 0.1 0.7 0.02 0.03 59.2






MOVEMENT SUMMARY Site: Great Western Hwy_FortyBends Rd western

connection_2011 AM_Existinglayout

Great Western Highway and Forty Bends Road - Western Connection2011 - AM PeakExisting LayoutGiveway / Yield (Two-Way)


Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop.Queued

EffectiveStop Rate


veh/h % v/c sec veh m per veh km/hSouth: Forty Bends Road - western connection

1 L 4 14.7 0.008 10.3 LOS A 0.0 0.1 0.38 0.63 47.1

3 R 1 14.7 0.001 10.4 LOS A 0.0 0.0 0.38 0.61 47.1

Approach 5 14.7 0.008 10.3 LOS A 0.0 0.1 0.38 0.62 47.1


4 L 1 14.7 0.076 8.6 LOS A 0.0 0.0 0.00 1.12 49.0

5 T 269 14.7 0.076 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 271 14.7 0.076 0.0 NA 0.0 0.0 0.00 0.00 59.9


11 T 225 14.7 0.127 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

12 R 2 14.7 0.002 9.9 LOS A 0.0 0.1 0.38 0.60 47.3

Approach 227 14.7 0.127 0.1 NA 0.0 0.1 0.00 0.01 59.9

South West: Forty Bends Road - western connection (Stage 2)

32 R 1 14.7 0.001 8.7 LOS A 0.0 0.0 0.35 0.54 48.5

Approach 1 14.7 0.001 8.7 LOS A 0.0 0.0 0.35 0.54 48.5

All Vehicles 504 14.7 0.127 0.2 NA 0.0 0.1 0.01 0.01 59.7







connection_2011 PM_Existinglayout

Great Western Highway and Forty Bends Road - Western Connection2011 - PM PeakExisting LayoutGiveway / Yield (Two-Way)


Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop.Queued

EffectiveStop Rate



1 L 2 14.7 0.004 10.6 LOS A 0.0 0.1 0.41 0.62 46.8

3 R 1 14.7 0.001 10.7 LOS A 0.0 0.0 0.41 0.61 46.7

Approach 3 14.7 0.004 10.7 LOS A 0.0 0.1 0.41 0.62 46.8


4 L 1 14.7 0.088 8.6 LOS A 0.0 0.0 0.00 1.12 49.0

5 T 314 14.7 0.088 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 315 14.7 0.088 0.0 NA 0.0 0.0 0.00 0.00 60.0


11 T 367 14.7 0.206 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

12 R 5 14.7 0.006 10.3 LOS A 0.0 0.2 0.41 0.62 47.2

Approach 373 14.7 0.206 0.1 NA 0.0 0.2 0.01 0.01 59.8


32 R 1 0.0 0.001 9.1 LOS A 0.0 0.0 0.44 0.57 48.0

Approach 1 0.0 0.001 9.1 LOS A 0.0 0.0 0.44 0.57 48.0

All Vehicles 692 14.7 0.206 0.2 NA 0.0 0.2 0.01 0.01 59.8






MOVEMENT SUMMARY Site: Great Western Hwy_FortyBends Rd eastern


Great Western Highway and Forty Bends Road - Eastern Connection2011 - AM PeakExisting LayoutGiveway / Yield (Two-Way)


Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop.Queued

EffectiveStop Rate


veh/h % v/c sec veh m per veh km/hSouth: Forty Bends Road - eastern connection

1 L 1 14.7 0.001 10.4 LOS A 0.0 0.0 0.39 0.60 47.1

Approach 1 14.7 0.001 10.4 LOS A 0.0 0.0 0.39 0.60 47.1


4 L 1 14.7 0.152 8.6 LOS A 0.0 0.0 0.00 1.13 49.0

5 T 269 14.7 0.152 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 271 14.7 0.152 0.0 NA 0.0 0.0 0.00 0.00 59.9


11 T 225 14.7 0.063 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 225 14.7 0.063 0.0 NA 0.0 0.0 0.00 0.00 60.0

All Vehicles 497 14.7 0.152 0.0 NA 0.0 0.0 0.00 0.00 59.9


Processed: Thursday, 12 July 2012 2:27:23 PMSIDRA INTERSECTION 5.1.2.1953






Great Western Highway and Forty Bends Road - Eastern Connection2011 - PM PeakExisting LayoutGiveway / Yield (Two-Way)


Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop.Queued

EffectiveStop Rate



1 L 1 14.7 0.001 10.7 LOS A 0.0 0.0 0.42 0.61 46.7

Approach 1 14.7 0.001 10.7 LOS A 0.0 0.0 0.42 0.61 46.7


4 L 1 14.7 0.177 8.6 LOS A 0.0 0.0 0.00 1.13 49.0

5 T 314 14.7 0.177 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 315 14.7 0.177 0.0 NA 0.0 0.0 0.00 0.00 60.0


11 T 367 14.7 0.103 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 367 14.7 0.103 0.0 NA 0.0 0.0 0.00 0.00 60.0

All Vehicles 683 14.7 0.177 0.0 NA 0.0 0.0 0.00 0.00 60.0







TR-0695-C.doc

Appendix C - 2015 SIDRA Movement Summaries


AM_Existing layout



Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop.Queued

EffectiveStop Rate



1 L 16 14.7 0.030 10.5 LOS A 0.1 0.6 0.40 0.66 46.9

3 R 1 14.7 0.001 10.5 LOS A 0.0 0.0 0.39 0.61 46.9

Approach 17 14.7 0.030 10.5 LOS A 0.1 0.6 0.40 0.66 46.9


4 L 1 14.7 0.001 8.6 LOS A 0.0 0.0 0.00 0.67 49.0

5 T 286 14.7 0.161 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 287 14.7 0.161 0.0 NA 0.0 0.0 0.00 0.00 60.0


11 T 240 14.7 0.135 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

12 R 6 14.7 0.007 10.2 LOS A 0.0 0.2 0.39 0.63 47.2

Approach 246 14.7 0.135 0.3 NA 0.0 0.2 0.01 0.02 59.6


32 R 1 0.0 0.001 8.1 LOS A 0.0 0.0 0.34 0.54 48.5

Approach 1 0.0 0.001 8.1 LOS A 0.0 0.0 0.34 0.54 48.5

All Vehicles 552 14.7 0.161 0.5 NA 0.1 0.6 0.02 0.03 59.3







PM_Existing layout



Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop.Queued

EffectiveStop Rate



1 L 9 14.7 0.018 10.9 LOS A 0.0 0.4 0.43 0.67 46.6

3 R 1 14.7 0.002 11.0 LOS A 0.0 0.0 0.43 0.62 46.4

Approach 11 14.7 0.018 10.9 LOS A 0.0 0.4 0.43 0.66 46.6


4 L 1 14.7 0.001 8.6 LOS A 0.0 0.0 0.00 0.67 49.0

5 T 333 14.7 0.187 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 334 14.7 0.187 0.0 NA 0.0 0.0 0.00 0.00 60.0


11 T 396 14.7 0.222 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

12 R 22 14.7 0.025 10.6 LOS A 0.1 0.8 0.43 0.68 46.9

Approach 418 14.7 0.222 0.6 NA 0.1 0.8 0.02 0.04 59.1


32 R 1 0.0 0.001 9.3 LOS A 0.0 0.0 0.45 0.58 47.7

Approach 1 0.0 0.001 9.3 LOS A 0.0 0.0 0.45 0.58 47.7

All Vehicles 763 14.7 0.222 0.5 NA 0.1 0.8 0.02 0.03 59.2










Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop.Queued

EffectiveStop Rate



1 L 4 14.7 0.008 10.4 LOS A 0.0 0.2 0.39 0.63 47.0

3 R 1 14.7 0.001 10.5 LOS A 0.0 0.0 0.39 0.61 46.9

Approach 5 14.7 0.008 10.5 LOS A 0.0 0.2 0.39 0.63 47.0


4 L 1 14.7 0.081 8.6 LOS A 0.0 0.0 0.00 1.12 49.0

5 T 286 14.7 0.081 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 287 14.7 0.081 0.0 NA 0.0 0.0 0.00 0.00 60.0


11 T 240 14.7 0.135 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

12 R 2 14.7 0.002 10.1 LOS A 0.0 0.1 0.39 0.60 47.3

Approach 242 14.7 0.135 0.1 NA 0.0 0.1 0.00 0.01 59.9


32 R 1 0.0 0.001 8.1 LOS A 0.0 0.0 0.34 0.54 48.5

Approach 1 0.0 0.001 8.1 LOS A 0.0 0.0 0.34 0.54 48.5

All Vehicles 536 14.7 0.135 0.2 NA 0.0 0.2 0.01 0.01 59.7










Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop.Queued

EffectiveStop Rate



1 L 2 14.7 0.004 10.8 LOS A 0.0 0.1 0.42 0.63 46.6

3 R 1 14.7 0.001 10.9 LOS A 0.0 0.0 0.42 0.62 46.5

Approach 3 14.7 0.004 10.8 LOS A 0.0 0.1 0.42 0.62 46.6


4 L 1 14.7 0.094 8.6 LOS A 0.0 0.0 0.00 1.12 49.0

5 T 334 14.7 0.094 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 335 14.7 0.094 0.0 NA 0.0 0.0 0.00 0.00 60.0


11 T 392 14.7 0.220 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

12 R 5 14.7 0.006 10.4 LOS A 0.0 0.2 0.42 0.63 47.1

Approach 397 14.7 0.220 0.1 NA 0.0 0.2 0.01 0.01 59.8


32 R 1 0.0 0.001 9.3 LOS A 0.0 0.0 0.45 0.58 47.8

Approach 1 0.0 0.001 9.3 LOS A 0.0 0.0 0.45 0.58 47.8

All Vehicles 736 14.7 0.220 0.1 NA 0.0 0.2 0.01 0.01 59.8










Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop.Queued

EffectiveStop Rate



1 L 1 14.7 0.001 10.5 LOS A 0.0 0.0 0.40 0.61 47.0

Approach 1 14.7 0.001 10.5 LOS A 0.0 0.0 0.40 0.61 47.0


4 L 1 14.7 0.161 8.6 LOS A 0.0 0.0 0.00 1.13 49.0

5 T 286 14.7 0.161 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 287 14.7 0.161 0.0 NA 0.0 0.0 0.00 0.00 60.0


11 T 240 14.7 0.067 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 240 14.7 0.067 0.0 NA 0.0 0.0 0.00 0.00 60.0

All Vehicles 528 14.7 0.161 0.0 NA 0.0 0.0 0.00 0.00 59.9










Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop.Queued

EffectiveStop Rate



1 L 1 14.7 0.002 10.9 LOS A 0.0 0.0 0.43 0.62 46.5

Approach 1 14.7 0.002 10.9 LOS A 0.0 0.0 0.43 0.62 46.5


4 L 1 14.7 0.188 8.6 LOS A 0.0 0.0 0.00 1.13 49.0

5 T 334 14.7 0.188 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 335 14.7 0.188 0.0 NA 0.0 0.0 0.00 0.00 60.0


11 T 392 14.7 0.110 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 392 14.7 0.110 0.0 NA 0.0 0.0 0.00 0.00 60.0

All Vehicles 727 14.7 0.188 0.0 NA 0.0 0.0 0.00 0.00 60.0







AM_Proposed layout

Great Western Highway and McKanes Falls Road2015 - AM PeakProposed LayoutGiveway / Yield (Two-Way)


Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop.Queued

EffectiveStop Rate



1 L 16 14.7 0.030 10.5 LOS A 0.1 0.6 0.39 0.66 47.0

3 R 1 14.7 0.002 12.4 LOS A 0.0 0.1 0.47 0.62 45.1

Approach 17 14.7 0.030 10.6 LOS A 0.1 0.6 0.40 0.66 46.9


4 L 1 14.7 0.001 8.6 LOS A 0.0 0.0 0.00 0.67 49.0

5 T 286 14.7 0.080 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 287 14.7 0.080 0.0 NA 0.0 0.0 0.00 0.00 60.0


11 T 240 14.7 0.135 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

12 R 6 14.7 0.007 10.0 LOS A 0.0 0.2 0.39 0.62 47.3

Approach 246 14.7 0.135 0.3 NA 0.0 0.2 0.01 0.02 59.6

All Vehicles 551 14.7 0.135 0.5 NA 0.1 0.6 0.02 0.03 59.3







PM_Proposed layout

Great Western Highway and McKanes Falls Road2015 - PM PeakProposed LayoutGiveway / Yield (Two-Way)


Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop.Queued

EffectiveStop Rate



1 L 9 14.7 0.018 10.8 LOS A 0.0 0.4 0.42 0.66 46.6

3 R 1 14.7 0.002 13.5 LOS A 0.0 0.1 0.52 0.64 44.1

Approach 11 14.7 0.018 11.1 LOS A 0.0 0.4 0.43 0.66 46.4


4 L 1 14.7 0.001 8.6 LOS A 0.0 0.0 0.00 0.67 49.0

5 T 333 14.7 0.093 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 334 14.7 0.093 0.0 NA 0.0 0.0 0.00 0.00 60.0


11 T 396 14.7 0.222 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

12 R 22 14.7 0.025 10.4 LOS A 0.1 0.7 0.42 0.66 47.1

Approach 418 14.7 0.222 0.6 NA 0.1 0.7 0.02 0.04 59.1

All Vehicles 762 14.7 0.222 0.5 NA 0.1 0.7 0.02 0.03 59.3







connection_2015 AM_Proposedlayout

Great Western Highway and Forty Bends Road - Western Connection2015 - AM PeakProposed LayoutGiveway / Yield (Two-Way)


Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop.Queued

EffectiveStop Rate



1 L 4 14.7 0.008 10.4 LOS A 0.0 0.2 0.39 0.63 47.1

3 R 1 14.7 0.002 12.3 LOS A 0.0 0.1 0.47 0.62 45.2

Approach 5 14.7 0.008 10.8 LOS A 0.0 0.2 0.40 0.63 46.7


4 L 1 14.7 0.001 8.6 LOS A 0.0 0.0 0.00 0.67 49.0

5 T 286 14.7 0.080 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 287 14.7 0.080 0.0 NA 0.0 0.0 0.00 0.00 60.0


11 T 240 14.7 0.135 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

12 R 2 14.7 0.002 10.0 LOS A 0.0 0.1 0.39 0.60 47.3

Approach 242 14.7 0.135 0.1 NA 0.0 0.1 0.00 0.01 59.9

All Vehicles 535 14.7 0.135 0.2 NA 0.0 0.2 0.01 0.01 59.7







connection_2015 PM_Proposedlayout

Great Western Highway and Forty Bends Road - Western Connection2015 - PM PeakProposed LayoutGiveway / Yield (Two-Way)


Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop.Queued

EffectiveStop Rate



1 L 2 14.7 0.004 10.7 LOS A 0.0 0.1 0.42 0.62 46.7

3 R 1 14.7 0.002 13.2 LOS A 0.0 0.1 0.51 0.64 44.4

Approach 3 14.7 0.004 11.6 LOS A 0.0 0.1 0.45 0.63 45.9


4 L 1 14.7 0.001 8.6 LOS A 0.0 0.0 0.00 0.67 49.0

5 T 334 14.7 0.094 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 335 14.7 0.094 0.0 NA 0.0 0.0 0.00 0.00 60.0


11 T 392 14.7 0.220 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

12 R 5 14.7 0.006 10.3 LOS A 0.0 0.2 0.42 0.63 47.1

Approach 397 14.7 0.220 0.1 NA 0.0 0.2 0.01 0.01 59.8

All Vehicles 735 14.7 0.220 0.1 NA 0.0 0.2 0.00 0.01 59.8








Great Western Highway and Forty Bends Road - Eastern Connection2015 - AM PeakProposed LayoutGiveway / Yield (Two-Way)


Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop.Queued

EffectiveStop Rate



1 L 1 14.7 0.001 10.4 LOS A 0.0 0.0 0.39 0.60 47.1

Approach 1 14.7 0.001 10.4 LOS A 0.0 0.0 0.39 0.60 47.1


4 L 1 14.7 0.081 8.6 LOS A 0.0 0.0 0.00 1.12 49.0

5 T 286 14.7 0.081 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 287 14.7 0.081 0.0 NA 0.0 0.0 0.00 0.00 60.0


11 T 240 14.7 0.067 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 240 14.7 0.067 0.0 NA 0.0 0.0 0.00 0.00 60.0

All Vehicles 528 14.7 0.081 0.0 NA 0.0 0.0 0.00 0.00 59.9








Great Western Highway and Forty Bends Road - Eastern Connection2015 - PM PeakProposed LayoutGiveway / Yield (Two-Way)


Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop.Queued

EffectiveStop Rate



1 L 1 14.7 0.001 10.8 LOS A 0.0 0.0 0.42 0.61 46.7

Approach 1 14.7 0.001 10.8 LOS A 0.0 0.0 0.42 0.61 46.7


4 L 1 14.7 0.094 8.6 LOS A 0.0 0.0 0.00 1.12 49.0

5 T 334 14.7 0.094 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 335 14.7 0.094 0.0 NA 0.0 0.0 0.00 0.00 60.0


11 T 392 14.7 0.110 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 392 14.7 0.110 0.0 NA 0.0 0.0 0.00 0.00 60.0

All Vehicles 727 14.7 0.110 0.0 NA 0.0 0.0 0.00 0.00 60.0







TR-0695-C.doc

Appendix D - 2025 SIDRA Movement Summaries


AM_Existing layout



Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop.Queued

EffectiveStop Rate



1 L 17 14.7 0.033 11.0 LOS A 0.1 0.7 0.43 0.69 46.5

3 R 1 14.7 0.001 11.0 LOS A 0.0 0.0 0.43 0.62 46.5

Approach 18 14.7 0.033 11.0 LOS A 0.1 0.7 0.43 0.68 46.5


4 L 1 14.7 0.001 8.6 LOS A 0.0 0.0 0.00 0.67 49.0

5 T 341 14.7 0.192 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 342 14.7 0.192 0.0 NA 0.0 0.0 0.00 0.00 60.0


11 T 285 14.7 0.160 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

12 R 7 14.7 0.008 10.6 LOS A 0.0 0.3 0.43 0.65 46.9

Approach 293 14.7 0.160 0.3 NA 0.0 0.3 0.01 0.02 59.6


32 R 1 0.0 0.001 8.4 LOS A 0.0 0.0 0.38 0.55 48.3

Approach 1 0.0 0.001 8.4 LOS A 0.0 0.0 0.38 0.55 48.3

All Vehicles 654 14.7 0.192 0.4 NA 0.1 0.7 0.02 0.03 59.3







PM_Existing layout



Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop.Queued

EffectiveStop Rate



1 L 9 14.7 0.019 11.5 LOS A 0.1 0.4 0.47 0.69 46.0

3 R 1 14.7 0.002 11.6 LOS A 0.0 0.0 0.47 0.63 45.9

Approach 11 14.7 0.019 11.5 LOS A 0.1 0.4 0.47 0.68 46.0


4 L 1 14.7 0.001 8.6 LOS A 0.0 0.0 0.00 0.67 49.0

5 T 395 14.7 0.222 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 396 14.7 0.222 0.0 NA 0.0 0.0 0.00 0.00 60.0


11 T 472 14.7 0.265 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

12 R 23 14.7 0.029 11.1 LOS A 0.1 0.9 0.47 0.70 46.4

Approach 495 14.7 0.265 0.5 NA 0.1 0.9 0.02 0.03 59.2


32 R 1 0.0 0.002 10.0 LOS A 0.0 0.0 0.50 0.60 47.0

Approach 1 0.0 0.002 10.0 LOS A 0.0 0.0 0.50 0.60 47.0

All Vehicles 902 14.7 0.265 0.4 NA 0.1 0.9 0.02 0.03 59.3










Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop.Queued

EffectiveStop Rate



1 L 4 14.7 0.008 10.9 LOS A 0.0 0.2 0.43 0.65 46.5

3 R 1 14.7 0.001 10.9 LOS A 0.0 0.0 0.43 0.62 46.5

Approach 5 14.7 0.008 10.9 LOS A 0.0 0.2 0.43 0.64 46.5


4 L 1 14.7 0.096 8.6 LOS A 0.0 0.0 0.00 1.12 49.0

5 T 341 14.7 0.096 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 342 14.7 0.096 0.0 NA 0.0 0.0 0.00 0.00 60.0


11 T 284 14.7 0.160 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

12 R 2 14.7 0.002 10.4 LOS A 0.0 0.1 0.43 0.61 47.0

Approach 286 14.7 0.160 0.1 NA 0.0 0.1 0.00 0.00 59.9


32 R 1 0.0 0.001 8.4 LOS A 0.0 0.0 0.38 0.55 48.3

Approach 1 0.0 0.001 8.4 LOS A 0.0 0.0 0.38 0.55 48.3

All Vehicles 635 14.7 0.160 0.2 NA 0.0 0.2 0.01 0.01 59.8










Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop.Queued

EffectiveStop Rate



1 L 2 14.7 0.004 11.4 LOS A 0.0 0.1 0.46 0.64 46.1

3 R 1 14.7 0.002 11.4 LOS A 0.0 0.0 0.46 0.63 46.0

Approach 3 14.7 0.004 11.4 LOS A 0.0 0.1 0.46 0.64 46.1


4 L 1 14.7 0.111 8.6 LOS A 0.0 0.0 0.00 1.12 49.0

5 T 396 14.7 0.111 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 397 14.7 0.111 0.0 NA 0.0 0.0 0.00 0.00 60.0


11 T 466 14.7 0.262 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

12 R 6 14.7 0.008 10.8 LOS A 0.0 0.2 0.46 0.65 46.6

Approach 473 14.7 0.262 0.1 NA 0.0 0.2 0.01 0.01 59.8


32 R 1 0.0 0.002 10.0 LOS A 0.0 0.0 0.49 0.60 47.0

Approach 1 0.0 0.002 10.0 LOS A 0.0 0.0 0.49 0.60 47.0

All Vehicles 874 14.7 0.262 0.1 NA 0.0 0.2 0.01 0.01 59.8










Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop.Queued

EffectiveStop Rate



1 L 1 14.7 0.002 11.0 LOS A 0.0 0.0 0.44 0.62 46.4

Approach 1 14.7 0.002 11.0 LOS A 0.0 0.0 0.44 0.62 46.4


4 L 1 14.7 0.192 8.6 LOS A 0.0 0.0 0.00 1.13 49.0

5 T 341 14.7 0.192 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 342 14.7 0.192 0.0 NA 0.0 0.0 0.00 0.00 60.0


11 T 284 14.7 0.080 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 284 14.7 0.080 0.0 NA 0.0 0.0 0.00 0.00 60.0

All Vehicles 627 14.7 0.192 0.0 NA 0.0 0.0 0.00 0.00 59.9










Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop.Queued

EffectiveStop Rate



1 L 1 14.7 0.002 11.6 LOS A 0.0 0.0 0.48 0.63 45.9

Approach 1 14.7 0.002 11.6 LOS A 0.0 0.0 0.48 0.63 45.9


4 L 1 14.7 0.223 8.6 LOS A 0.0 0.0 0.00 1.13 49.0

5 T 396 14.7 0.223 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 397 14.7 0.223 0.0 NA 0.0 0.0 0.00 0.00 60.0


11 T 466 14.7 0.131 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 466 14.7 0.131 0.0 NA 0.0 0.0 0.00 0.00 60.0

All Vehicles 864 14.7 0.223 0.0 NA 0.0 0.0 0.00 0.00 60.0







AM_Proposed layout



Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop.Queued

EffectiveStop Rate



1 L 17 14.7 0.033 10.9 LOS A 0.1 0.7 0.43 0.68 46.5

3 R 1 14.7 0.002 13.4 LOS A 0.0 0.1 0.51 0.64 44.2

Approach 18 14.7 0.033 11.1 LOS A 0.1 0.7 0.43 0.68 46.4


4 L 1 14.7 0.001 8.6 LOS A 0.0 0.0 0.00 0.67 49.0

5 T 341 14.7 0.096 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 342 14.7 0.096 0.0 NA 0.0 0.0 0.00 0.00 60.0


11 T 285 14.7 0.160 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

12 R 7 14.7 0.008 10.4 LOS A 0.0 0.2 0.42 0.64 47.1

Approach 293 14.7 0.160 0.3 NA 0.0 0.2 0.01 0.02 59.6

All Vehicles 653 14.7 0.160 0.4 NA 0.1 0.7 0.02 0.03 59.3







PM_Proposed layout



Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop.Queued

EffectiveStop Rate



1 L 9 14.7 0.019 11.3 LOS A 0.0 0.4 0.46 0.68 46.1

3 R 1 14.7 0.003 14.8 LOS B 0.0 0.1 0.55 0.67 43.0

Approach 11 14.7 0.019 11.7 LOS A 0.0 0.4 0.47 0.68 45.8


4 L 1 14.7 0.001 8.6 LOS A 0.0 0.0 0.00 0.67 49.0

5 T 395 14.7 0.111 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 396 14.7 0.111 0.0 NA 0.0 0.0 0.00 0.00 60.0


11 T 472 14.7 0.265 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

12 R 23 14.7 0.028 10.8 LOS A 0.1 0.8 0.46 0.69 46.6

Approach 495 14.7 0.265 0.5 NA 0.1 0.8 0.02 0.03 59.2

All Vehicles 901 14.7 0.265 0.4 NA 0.1 0.8 0.02 0.03 59.3










Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop.Queued

EffectiveStop Rate



1 L 4 14.7 0.008 10.8 LOS A 0.0 0.2 0.42 0.64 46.6

3 R 1 14.7 0.002 13.3 LOS A 0.0 0.1 0.51 0.64 44.3

Approach 5 14.7 0.008 11.3 LOS A 0.0 0.2 0.44 0.64 46.1


4 L 1 14.7 0.001 8.6 LOS A 0.0 0.0 0.00 0.67 49.0

5 T 341 14.7 0.096 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 342 14.7 0.096 0.0 NA 0.0 0.0 0.00 0.00 60.0


11 T 284 14.7 0.160 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

12 R 2 14.7 0.002 10.3 LOS A 0.0 0.1 0.42 0.61 47.1

Approach 286 14.7 0.160 0.1 NA 0.0 0.1 0.00 0.00 59.9

All Vehicles 634 14.7 0.160 0.1 NA 0.0 0.2 0.01 0.01 59.8










Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop.Queued

EffectiveStop Rate



1 L 2 14.7 0.004 11.3 LOS A 0.0 0.1 0.46 0.64 46.2

3 R 1 14.7 0.003 14.5 LOS A 0.0 0.1 0.55 0.66 43.3

Approach 3 14.7 0.004 12.3 LOS A 0.0 0.1 0.49 0.65 45.2


4 L 1 14.7 0.001 8.6 LOS A 0.0 0.0 0.00 0.67 49.0

5 T 396 14.7 0.111 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 397 14.7 0.111 0.0 NA 0.0 0.0 0.00 0.00 60.0


11 T 466 14.7 0.262 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

12 R 6 14.7 0.008 10.8 LOS A 0.0 0.2 0.46 0.65 46.7

Approach 473 14.7 0.262 0.1 NA 0.0 0.2 0.01 0.01 59.8

All Vehicles 873 14.7 0.262 0.1 NA 0.0 0.2 0.01 0.01 59.8










Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop.Queued

EffectiveStop Rate



1 L 1 14.7 0.002 10.8 LOS A 0.0 0.0 0.43 0.61 46.6

Approach 1 14.7 0.002 10.8 LOS A 0.0 0.0 0.43 0.61 46.6


4 L 1 14.7 0.096 8.6 LOS A 0.0 0.0 0.00 1.12 49.0

5 T 341 14.7 0.096 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 342 14.7 0.096 0.0 NA 0.0 0.0 0.00 0.00 60.0


11 T 284 14.7 0.080 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 284 14.7 0.080 0.0 NA 0.0 0.0 0.00 0.00 60.0

All Vehicles 627 14.7 0.096 0.0 NA 0.0 0.0 0.00 0.00 59.9










Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop.Queued

EffectiveStop Rate



1 L 1 14.7 0.002 11.3 LOS A 0.0 0.0 0.46 0.62 46.1

Approach 1 14.7 0.002 11.3 LOS A 0.0 0.0 0.46 0.62 46.1


4 L 1 14.7 0.111 8.6 LOS A 0.0 0.0 0.00 1.12 49.0

5 T 396 14.7 0.111 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 397 14.7 0.111 0.0 NA 0.0 0.0 0.00 0.00 60.0


11 T 466 14.7 0.131 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 466 14.7 0.131 0.0 NA 0.0 0.0 0.00 0.00 60.0

All Vehicles 864 14.7 0.131 0.0 NA 0.0 0.0 0.00 0.00 60.0







TR-0695-C.doc

Appendix E - 2035 SIDRA Movement Summaries


AM_Existing layout



Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop.Queued

EffectiveStop Rate



1 L 18 14.7 0.037 11.6 LOS A 0.1 0.8 0.48 0.72 45.8

3 R 1 14.7 0.002 11.5 LOS A 0.0 0.0 0.47 0.63 45.9

Approach 19 14.7 0.037 11.6 LOS A 0.1 0.8 0.47 0.71 45.8


4 L 1 14.7 0.001 8.6 LOS A 0.0 0.0 0.00 0.67 49.0

5 T 406 14.7 0.228 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 407 14.7 0.228 0.0 NA 0.0 0.0 0.00 0.00 60.0


11 T 339 14.7 0.190 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

12 R 7 14.7 0.009 11.1 LOS A 0.0 0.3 0.47 0.67 46.4

Approach 346 14.7 0.190 0.2 NA 0.0 0.3 0.01 0.01 59.6


32 R 1 0.0 0.001 8.8 LOS A 0.0 0.0 0.42 0.57 48.1

Approach 1 0.0 0.001 8.8 LOS A 0.0 0.0 0.42 0.57 48.1

All Vehicles 774 14.7 0.228 0.4 NA 0.1 0.8 0.02 0.03 59.3


Processed: Monday, 13 August 2012 1:15:37 PMSIDRA INTERSECTION 5.1.2.1953





PM_Existing layout



Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop.Queued

EffectiveStop Rate



1 L 11 14.7 0.023 12.3 LOS A 0.1 0.5 0.51 0.72 45.2

3 R 1 14.7 0.002 12.3 LOS A 0.0 0.0 0.51 0.65 45.2

Approach 12 14.7 0.023 12.3 LOS A 0.1 0.5 0.51 0.72 45.2


4 L 1 14.7 0.001 8.6 LOS A 0.0 0.0 0.00 0.67 49.0

5 T 469 14.7 0.264 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 471 14.7 0.264 0.0 NA 0.0 0.0 0.00 0.00 60.0


11 T 562 14.7 0.316 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

12 R 24 14.7 0.033 11.7 LOS A 0.1 1.0 0.51 0.73 45.8

Approach 586 14.7 0.316 0.5 NA 0.1 1.0 0.02 0.03 59.2


32 R 1 0.0 0.002 11.1 LOS A 0.0 0.0 0.55 0.64 45.9

Approach 1 0.0 0.002 11.1 LOS A 0.0 0.0 0.55 0.64 45.9

All Vehicles 1069 14.7 0.316 0.4 NA 0.1 1.0 0.02 0.03 59.3










Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop.Queued

EffectiveStop Rate



1 L 4 14.7 0.009 11.5 LOS A 0.0 0.2 0.47 0.67 45.9

3 R 1 14.7 0.002 11.5 LOS A 0.0 0.0 0.46 0.63 46.0

Approach 5 14.7 0.009 11.5 LOS A 0.0 0.2 0.47 0.66 45.9


4 L 1 14.7 0.114 8.6 LOS A 0.0 0.0 0.00 1.12 49.0

5 T 406 14.7 0.114 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 407 14.7 0.114 0.0 NA 0.0 0.0 0.00 0.00 60.0


11 T 338 14.7 0.190 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

12 R 2 14.7 0.003 10.9 LOS A 0.0 0.1 0.47 0.62 46.6

Approach 340 14.7 0.190 0.1 NA 0.0 0.1 0.00 0.00 59.9


32 R 1 0.0 0.001 8.8 LOS A 0.0 0.0 0.42 0.56 48.1

Approach 1 0.0 0.001 8.8 LOS A 0.0 0.0 0.42 0.56 48.1

All Vehicles 754 14.7 0.190 0.1 NA 0.0 0.2 0.01 0.01 59.8










Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop.Queued

EffectiveStop Rate



1 L 2 14.7 0.005 12.1 LOS A 0.0 0.1 0.50 0.66 45.4

3 R 1 14.7 0.002 12.1 LOS A 0.0 0.0 0.50 0.65 45.4

Approach 3 14.7 0.005 12.1 LOS A 0.0 0.1 0.50 0.66 45.4


4 L 1 14.7 0.132 8.6 LOS A 0.0 0.0 0.00 1.13 49.0

5 T 469 14.7 0.132 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 471 14.7 0.132 0.0 NA 0.0 0.0 0.00 0.00 60.0


11 T 556 14.7 0.312 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

12 R 6 14.7 0.009 11.4 LOS A 0.0 0.3 0.50 0.67 46.0

Approach 562 14.7 0.312 0.1 NA 0.0 0.3 0.01 0.01 59.8


32 R 1 0.0 0.002 11.1 LOS A 0.0 0.0 0.55 0.63 46.0

Approach 1 0.0 0.002 11.1 LOS A 0.0 0.0 0.55 0.63 46.0

All Vehicles 1037 14.7 0.312 0.1 NA 0.0 0.3 0.01 0.01 59.8










Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop.Queued

EffectiveStop Rate



1 L 1 14.7 0.002 11.7 LOS A 0.0 0.0 0.48 0.64 45.8

Approach 1 14.7 0.002 11.7 LOS A 0.0 0.0 0.48 0.64 45.8


4 L 1 14.7 0.229 8.6 LOS A 0.0 0.0 0.00 1.13 49.0

5 T 406 14.7 0.229 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 407 14.7 0.229 0.0 NA 0.0 0.0 0.00 0.00 60.0


11 T 338 14.7 0.095 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 338 14.7 0.095 0.0 NA 0.0 0.0 0.00 0.00 60.0

All Vehicles 746 14.7 0.229 0.0 NA 0.0 0.0 0.00 0.00 60.0










Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop.Queued

EffectiveStop Rate



1 L 1 14.7 0.002 12.5 LOS A 0.0 0.1 0.52 0.66 45.0

Approach 1 14.7 0.002 12.5 LOS A 0.0 0.1 0.52 0.66 45.0


4 L 1 14.7 0.264 8.6 LOS A 0.0 0.0 0.00 1.13 49.0

5 T 469 14.7 0.264 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 471 14.7 0.264 0.0 NA 0.0 0.0 0.00 0.00 60.0


11 T 556 14.7 0.156 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 556 14.7 0.156 0.0 NA 0.0 0.0 0.00 0.00 60.0

All Vehicles 1027 14.7 0.264 0.0 NA 0.0 0.1 0.00 0.00 60.0







AM_Proposed layout



Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop.Queued

EffectiveStop Rate



1 L 18 14.7 0.036 11.5 LOS A 0.1 0.8 0.47 0.71 45.9

3 R 1 14.7 0.003 14.7 LOS B 0.0 0.1 0.55 0.66 43.0

Approach 19 14.7 0.036 11.7 LOS A 0.1 0.8 0.47 0.71 45.8


4 L 1 14.7 0.001 8.6 LOS A 0.0 0.0 0.00 0.67 49.0

5 T 406 14.7 0.114 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 407 14.7 0.114 0.0 NA 0.0 0.0 0.00 0.00 60.0


11 T 339 14.7 0.190 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

12 R 7 14.7 0.009 10.8 LOS A 0.0 0.3 0.46 0.65 46.6

Approach 346 14.7 0.190 0.2 NA 0.0 0.3 0.01 0.01 59.6

All Vehicles 773 14.7 0.190 0.4 NA 0.1 0.8 0.02 0.02 59.4







PM_Proposed layout



Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop.Queued

EffectiveStop Rate



1 L 11 14.7 0.022 12.1 LOS A 0.1 0.5 0.50 0.71 45.4

3 R 1 14.7 0.003 16.6 LOS B 0.0 0.1 0.61 0.70 41.5

Approach 12 14.7 0.022 12.5 LOS A 0.1 0.5 0.51 0.71 45.0


4 L 1 14.7 0.001 8.6 LOS A 0.0 0.0 0.00 0.67 49.0

5 T 469 14.7 0.132 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 471 14.7 0.132 0.0 NA 0.0 0.0 0.00 0.00 60.0


11 T 562 14.7 0.316 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

12 R 24 14.7 0.032 11.4 LOS A 0.1 1.0 0.50 0.72 46.0

Approach 586 14.7 0.316 0.5 NA 0.1 1.0 0.02 0.03 59.3

All Vehicles 1068 14.7 0.316 0.4 NA 0.1 1.0 0.02 0.02 59.4










Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop.Queued

EffectiveStop Rate



1 L 4 14.7 0.009 11.4 LOS A 0.0 0.2 0.46 0.66 46.1

3 R 1 14.7 0.003 14.6 LOS B 0.0 0.1 0.55 0.66 43.1

Approach 5 14.7 0.009 12.0 LOS A 0.0 0.2 0.48 0.66 45.4


4 L 1 14.7 0.001 8.6 LOS A 0.0 0.0 0.00 0.67 49.0

5 T 406 14.7 0.114 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 407 14.7 0.114 0.0 NA 0.0 0.0 0.00 0.00 60.0


11 T 338 14.7 0.190 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

12 R 2 14.7 0.003 10.8 LOS A 0.0 0.1 0.46 0.62 46.7

Approach 340 14.7 0.190 0.1 NA 0.0 0.1 0.00 0.00 59.9

All Vehicles 753 14.7 0.190 0.1 NA 0.0 0.2 0.00 0.01 59.8










Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop.Queued

EffectiveStop Rate



1 L 2 14.7 0.004 12.0 LOS A 0.0 0.1 0.49 0.66 45.5

3 R 1 14.7 0.003 16.2 LOS B 0.0 0.1 0.59 0.69 41.8

Approach 3 14.7 0.004 13.4 LOS A 0.0 0.1 0.53 0.67 44.2


4 L 1 14.7 0.001 8.6 LOS A 0.0 0.0 0.00 0.67 49.0

5 T 469 14.7 0.132 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 471 14.7 0.132 0.0 NA 0.0 0.0 0.00 0.00 60.0


11 T 556 14.7 0.312 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

12 R 6 14.7 0.008 11.3 LOS A 0.0 0.2 0.49 0.67 46.2

Approach 562 14.7 0.312 0.1 NA 0.0 0.2 0.01 0.01 59.8

All Vehicles 1036 14.7 0.312 0.1 NA 0.0 0.2 0.00 0.01 59.8










Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop.Queued

EffectiveStop Rate



1 L 1 14.7 0.002 11.4 LOS A 0.0 0.0 0.47 0.63 46.0

Approach 1 14.7 0.002 11.4 LOS A 0.0 0.0 0.47 0.63 46.0


4 L 1 14.7 0.114 8.6 LOS A 0.0 0.0 0.00 1.12 49.0

5 T 406 14.7 0.114 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 407 14.7 0.114 0.0 NA 0.0 0.0 0.00 0.00 60.0


11 T 338 14.7 0.095 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 338 14.7 0.095 0.0 NA 0.0 0.0 0.00 0.00 60.0

All Vehicles 746 14.7 0.114 0.0 NA 0.0 0.0 0.00 0.00 60.0










Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop.Queued

EffectiveStop Rate



1 L 1 14.7 0.002 12.1 LOS A 0.0 0.0 0.50 0.64 45.4

Approach 1 14.7 0.002 12.1 LOS A 0.0 0.0 0.50 0.64 45.4


4 L 1 14.7 0.132 8.6 LOS A 0.0 0.0 0.00 1.13 49.0

5 T 469 14.7 0.132 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 471 14.7 0.132 0.0 NA 0.0 0.0 0.00 0.00 60.0


11 T 556 14.7 0.156 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 556 14.7 0.156 0.0 NA 0.0 0.0 0.00 0.00 60.0

All Vehicles 1027 14.7 0.156 0.0 NA 0.0 0.0 0.00 0.00 60.0







TR-0695-C.doc

Appendix F - 2013 SIDRA Movement Summaries


AM_Existing layout_withoutconstruction

Great Western Highway and McKanes Falls Road2011 - AM PeakExisting Layout without constructionGiveway / Yield (Two-Way)


Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop.Queued

EffectiveStop Rate



1 L 16 14.7 0.029 10.4 LOS A 0.1 0.6 0.39 0.66 47.0

3 R 1 14.7 0.001 10.5 LOS A 0.0 0.0 0.38 0.61 47.0

Approach 17 14.7 0.029 10.4 LOS A 0.1 0.6 0.39 0.66 47.0


4 L 1 14.7 0.001 8.6 LOS A 0.0 0.0 0.00 0.67 49.0

5 T 276 14.7 0.155 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 277 14.7 0.155 0.0 NA 0.0 0.0 0.00 0.00 59.9


11 T 232 14.7 0.130 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

12 R 6 14.7 0.007 10.2 LOS A 0.0 0.2 0.38 0.63 47.2

Approach 238 14.7 0.130 0.3 NA 0.0 0.2 0.01 0.02 59.6


32 R 1 0.0 0.001 8.1 LOS A 0.0 0.0 0.34 0.54 48.5

Approach 1 0.0 0.001 8.1 LOS A 0.0 0.0 0.34 0.54 48.5

All Vehicles 533 14.7 0.155 0.5 NA 0.1 0.6 0.02 0.03 59.2







PM_Existing layout_withoutconstruction

Great Western Highway and McKanes Falls Road2013 - PM PeakExisting Layout without constructionGiveway / Yield (Two-Way)


Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop.Queued

EffectiveStop Rate



1 L 9 14.7 0.018 10.8 LOS A 0.0 0.4 0.42 0.66 46.7

3 R 1 14.7 0.001 10.9 LOS A 0.0 0.0 0.42 0.62 46.5

Approach 11 14.7 0.018 10.8 LOS A 0.0 0.4 0.42 0.66 46.7


4 L 1 14.7 0.001 8.6 LOS A 0.0 0.0 0.00 0.67 49.0

5 T 321 14.7 0.180 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 322 14.7 0.180 0.0 NA 0.0 0.0 0.00 0.00 60.0


11 T 382 14.7 0.215 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

12 R 21 14.7 0.024 10.5 LOS A 0.1 0.7 0.42 0.67 46.9

Approach 403 14.7 0.215 0.5 NA 0.1 0.7 0.02 0.03 59.1


32 R 1 0.0 0.001 9.2 LOS A 0.0 0.0 0.45 0.58 47.9

Approach 1 0.0 0.001 9.2 LOS A 0.0 0.0 0.45 0.58 47.9

All Vehicles 737 14.7 0.215 0.5 NA 0.1 0.7 0.02 0.03 59.3







connection_2013 AM_Existinglayout_without construction

Great Western Highway and Forty Bends Road - Western Connection2011 - AM PeakExisting Layout without constructionGiveway / Yield (Two-Way)


Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop.Queued

EffectiveStop Rate



1 L 4 14.7 0.008 10.4 LOS A 0.0 0.1 0.38 0.63 47.1

3 R 1 14.7 0.001 10.4 LOS A 0.0 0.0 0.38 0.61 47.0

Approach 5 14.7 0.008 10.4 LOS A 0.0 0.1 0.38 0.62 47.1


4 L 1 14.7 0.078 8.6 LOS A 0.0 0.0 0.00 1.12 49.0

5 T 276 14.7 0.078 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 277 14.7 0.078 0.0 NA 0.0 0.0 0.00 0.00 59.9


11 T 232 14.7 0.130 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

12 R 2 14.7 0.002 10.0 LOS A 0.0 0.1 0.38 0.60 47.3

Approach 234 14.7 0.130 0.1 NA 0.0 0.1 0.00 0.01 59.9


32 R 1 0.0 0.001 8.1 LOS A 0.0 0.0 0.34 0.54 48.5

Approach 1 0.0 0.001 8.1 LOS A 0.0 0.0 0.34 0.54 48.5

All Vehicles 517 14.7 0.130 0.2 NA 0.0 0.1 0.01 0.01 59.7







connection_2013 PM_Existinglayout_without construction

Great Western Highway and Forty Bends Road - Western Connection2011 - PM PeakExisting Layout without constructionGiveway / Yield (Two-Way)


Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop.Queued

EffectiveStop Rate



1 L 2 14.7 0.004 10.7 LOS A 0.0 0.1 0.42 0.62 46.7

3 R 1 14.7 0.001 10.8 LOS A 0.0 0.0 0.41 0.62 46.6

Approach 3 14.7 0.004 10.7 LOS A 0.0 0.1 0.42 0.62 46.7


4 L 1 14.7 0.091 8.6 LOS A 0.0 0.0 0.00 1.12 49.0

5 T 321 14.7 0.091 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 322 14.7 0.091 0.0 NA 0.0 0.0 0.00 0.00 60.0


11 T 377 14.7 0.212 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

12 R 5 14.7 0.006 10.3 LOS A 0.0 0.2 0.42 0.63 47.1

Approach 382 14.7 0.212 0.1 NA 0.0 0.2 0.01 0.01 59.8


32 R 1 0.0 0.001 9.1 LOS A 0.0 0.0 0.44 0.58 47.9

Approach 1 0.0 0.001 9.1 LOS A 0.0 0.0 0.44 0.58 47.9

All Vehicles 708 14.7 0.212 0.2 NA 0.0 0.2 0.01 0.01 59.8







AM_Existing layout_withconstruction

Great Western Highway and McKanes Falls Road2011 - AM PeakExisting Layout with constructionGiveway / Yield (Two-Way)


Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop.Queued

EffectiveStop Rate



1 L 63 45.3 0.207 15.7 LOS B 0.6 5.4 0.57 0.85 42.9

3 R 48 54.3 0.146 18.6 LOS B 0.5 5.3 0.63 0.88 40.9

Approach 112 49.3 0.207 17.0 LOS B 0.6 5.4 0.59 0.86 42.0


4 L 47 55.6 0.036 9.8 LOS A 0.0 0.0 0.00 0.66 49.0

5 T 349 26.7 0.210 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 397 30.1 0.210 1.2 NA 0.0 0.0 0.00 0.08 58.4


11 T 305 28.4 0.185 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

12 R 54 50.7 0.115 15.6 LOS B 0.4 4.4 0.58 0.84 43.2

Approach 359 31.7 0.185 2.3 NA 0.4 4.4 0.09 0.13 56.7


32 R 48 54.3 0.117 14.2 LOS A 0.4 4.3 0.54 0.78 44.4

Approach 48 54.3 0.117 14.2 LOS A 0.4 4.3 0.54 0.78 44.4

All Vehicles 916 34.4 0.210 4.2 NA 0.6 5.4 0.13 0.23 54.3







PM_Existing layout_withconstruction

Great Western Highway and McKanes Falls Road2013 - PM PeakExisting Layout with constructionGiveway / Yield (Two-Way)


Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop.Queued

EffectiveStop Rate



1 L 57 48.7 0.207 17.3 LOS B 0.6 5.6 0.61 0.87 41.7

3 R 47 55.6 0.165 20.6 LOS B 0.6 5.9 0.68 0.90 39.4

Approach 104 51.8 0.207 18.8 LOS B 0.6 5.9 0.64 0.88 40.6


4 L 48 54.3 0.036 9.7 LOS A 0.0 0.0 0.00 0.66 49.0

5 T 395 25.3 0.236 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 443 28.5 0.236 1.1 NA 0.0 0.0 0.00 0.07 58.6


11 T 456 23.9 0.270 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

12 R 69 42.6 0.147 15.6 LOS B 0.6 5.4 0.60 0.87 43.0

Approach 525 26.3 0.270 2.1 NA 0.6 5.4 0.08 0.11 57.0


32 R 47 55.6 0.171 19.6 LOS B 0.6 6.0 0.69 0.87 40.1

Approach 47 55.6 0.171 19.6 LOS B 0.6 6.0 0.69 0.87 40.1

All Vehicles 1120 30.8 0.270 4.0 NA 0.6 6.0 0.13 0.20 54.6







connection_2013 AM_Existinglayout_with construction

Great Western Highway and Forty Bends Road - Western Connection2011 - AM PeakExisting Layout with constructionGiveway / Yield (Two-Way)


Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop.Queued

EffectiveStop Rate



1 L 51 51.6 0.183 16.5 LOS B 0.5 4.8 0.57 0.85 42.4

3 R 47 55.6 0.144 18.6 LOS B 0.5 5.2 0.62 0.88 40.9

Approach 98 53.5 0.183 17.5 LOS B 0.5 5.2 0.60 0.87 41.7


4 L 47 55.6 0.123 9.8 LOS A 0.0 0.0 0.00 1.00 49.0

5 T 349 26.7 0.123 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 397 30.1 0.123 1.2 NA 0.0 0.0 0.00 0.12 58.4


11 T 305 28.4 0.185 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

12 R 49 53.5 0.109 15.8 LOS B 0.4 4.2 0.58 0.83 43.1

Approach 354 31.9 0.185 2.2 NA 0.4 4.2 0.08 0.12 56.9


32 R 47 55.6 0.116 14.4 LOS A 0.4 4.2 0.54 0.78 44.3

Approach 47 55.6 0.116 14.4 LOS A 0.4 4.2 0.54 0.78 44.3

All Vehicles 897 34.7 0.185 4.1 NA 0.5 5.2 0.13 0.23 54.5







connection_2013 PM_Existinglayout_with construction

Great Western Highway and Forty Bends Road - Western Connection2011 - PM PeakExisting Layout with constructionGiveway / Yield (Two-Way)


Mov ID TurnDemand

Flow HVDeg. Satn

Average Delay

Level of Service

Prop.Queued

EffectiveStop Rate



1 L 49 53.5 0.192 18.0 LOS B 0.5 5.2 0.62 0.87 41.3

3 R 48 54.5 0.160 19.9 LOS B 0.6 5.7 0.66 0.89 39.9

Approach 97 54.0 0.192 18.9 LOS B 0.6 5.7 0.64 0.88 40.6


4 L 48 54.3 0.136 9.7 LOS A 0.0 0.0 0.00 1.01 49.0

5 T 395 25.3 0.136 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 443 28.5 0.136 1.1 NA 0.0 0.0 0.00 0.11 58.6


11 T 451 24.0 0.267 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

12 R 53 51.5 0.125 16.5 LOS B 0.5 4.7 0.61 0.86 42.4

Approach 503 26.9 0.267 1.7 NA 0.5 4.7 0.06 0.09 57.5


32 R 47 55.6 0.168 19.3 LOS B 0.6 5.9 0.69 0.87 40.3

Approach 47 55.6 0.168 19.3 LOS B 0.6 5.9 0.69 0.87 40.3

All Vehicles 1091 31.2 0.267 3.8 NA 0.6 5.9 0.12 0.20 54.9






GREAT WESTERN HIGHWAY UPGRADE, MOUNT VICTORIA · PDF fileProposal description 1 ... Great...

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