Mount Victoria to Lithgow Great Western Highway Upgrade ... · PDF fileMount Victoria to...

Mount Victoria to Lithgow Great Western Highway Upgrade

Strategic review of a Newnes Plateau corridor

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106 | P a g e 12 November 2008

Technical Report

18 EXISTING TRANSPORT SITUATION

Key roads in the study area are shown in Figure 18.1.

There are three main routes through the study area which are:

� Great Western Highway (State Highway No. 5) from Soldier’s Pinch to the Castlereagh

Highway at Marrangaroo.

� Station Street/Darling Causeway (Main Road No. 184) from the Great Western Highway at

Mount Victoria to Chifley Road at Bell.

� Chifley Road/Eddy Street/Mort Street/Lithgow Street/Main Street) (Main Road No. 516)

from Darling Causeway at Bell to the Great Western Highway at Lithgow.

In addition to these through routes, Jenolan Caves Road, south of the Great Western Highway

provides a link to the south west areas of Oberon and Jenolan Caves.

18.1 GREAT WESTERN HIGHWAY (STATE HIGHWAY NO. 5)

18.1.1 General description

The section of the Great Western Highway under review is the section from Soldier’s Pinch,

located approximately 1.6 km south east of the village of Mount Victoria, to the intersection

with the Castlereagh Highway at Marrangaroo. This section of the highway is approximately 30

kilometres in length. It passes through the village of Mount Victoria on the eastern end and the

City of Lithgow toward the western end of the route. There is rural development along the

majority of the route although urban residential development is present through Mount Victoria

and Lithgow.

East of Lithgow the highway generally provides a single traffic lane in each direction through

mainly rural land uses. This is supplemented with additional overtaking lanes on the steep

grades of Victoria Pass and for the climbs up from the River Lett Hill. From South Bowenfels to

Marrangaroo the Highway passes through the City of Lithgow and consists of two traffic lanes in

each direction separated by a median.

There are a number of different speed zones along this length of the Highway, ranging from the

40 km/h heavy vehicle speed limit on the steep descents of Victoria Pass and the River Lett

Hill, the 40 km/h school zone through Mount Victoria, 60 km/h through Mount Victoria and on

the descent of Victoria Pass, 70 km/h on the divided road section through Lithgow, 90 km/h

from the base of Victoria Pass through to Lithgow and 100 km/h west of Lithgow. A speed

camera is also located on the eastern side of the River Lett Bridge.




Figure 18.1 Existing routes




Technical Report

18.1.2 Detailed descriptions

The Highway has been divided into eight sections between Soldier’s Pinch and Marrangaroo.

Section 1 – Soldier’s Pinch to Station Street, Mount Victoria

Through Soldier’s Pinch, the highway narrows to an undivided two-lane pavement, crossing the

Main Western Railway Line at a narrow steel and concrete bridge before curving its way into

Mount Victoria.

This section of the highway is characterised by a narrow formation, direct property access and

no passing bays at road junctions for through traffic to manoeuvre around turning traffic.

On approach to the signalised intersection at Station Street, the highway widens and a 40

metre long protected right turn lane for westbound traffic is provided.

The speed limit is 60 km/h; however a school zone exists west of Mount Piddington Road.

Photograph 18.1 Great Western Highway, looking west at Harley Avenue, Mount

Victoria

Source: RTA Gipsicam, 2006




Section 2 – Station Street to Mount York Road, Mount Victoria

The highway reverts to an undivided two-lane carriageway beyond Station Street on a generally

straight alignment but with a vertical crest near Kanimbla Valley Road. Upon passing Dell Road,

the highway widens out to four lanes on the approach to Victoria Pass.

The speed limit is 60 km/h; however a 40 km/h school zone exists east of Selsdon Street.

Photograph 18.2 Great Western Highway, looking east at Burwood Road, Mount

Victoria





Technical Report

Section 3 – Mount York Road, Mount Victoria to Coxs River Road, Little Hartley

At Mount York Road, the highway widens to four lanes in preparation for the steep (12.5 per

cent) descent of Victoria Pass. Four traffic lanes are provided for the length of Victoria Pass,

except through the convict-built Mitchells Causeway which is two lanes wide. A safety ramp for

westbound vehicles is provided immediately beyond the Causeway. The speed limit for general

traffic is 60 km/h and heavy vehicles are restricted to 40 km/h when descending the Pass.

The westbound overtaking lane ends at the foot of the Pass, whilst the eastbound overtaking

lane extends a further 200m. The highway is then reduced to two lanes on undulating terrain

between Victoria Pass and Coxs River Road.

Photograph 18.3 Great Western Highway, looking west at Victoria Pass





Section 4 – Coxs River Road, Little Hartley to Jenolan Caves Road, Hartley

Between Coxs River Road and Mid Hartley Road, the highway is two lanes wide on generally

undulating terrain. Additional lanes to cater for turning vehicles are provided at the major

intersections.

A short reinforced concrete section of pavement is provided between Mid Hartley Road and

Carroll Drive, with additional lanes catering for turning traffic. An eastbound overtaking lane is

provided between Mid Hartley Road and the old Jenolan Caves Road for the climb out of the

River Lett valley. A raised central median (jersey) barrier is provided at the 85 km/h bend on

the immediate approach to Hartley. At the old Jenolan Caves Road turnoff, the highway

narrows to two lanes, crossing the Lett River before the junction with Jenolan Caves Road at

the foot of River Lett Hill.

The speed limit is 90 km/h for the entirety of this section and a speed camera is located

immediately east of the Lett River bridge at Hartley.

Photograph 18.4 Great Western Highway, looking west towards Mid Hartley Road,

Little Hartley





Technical Report

Section 5 – Jenolan Caves Road, Hartley to McKanes Falls Road, South Bowenfels

This section of the Great Western Highway includes the intersection with Jenolan Caves Road

and the ascent of the steep (10 per cent grade) River Lett Hill travelling towards Lithgow.

The highway climbs River Lett Hill with one eastbound lane and two westbound lanes. At the

top of the hill, the highway narrows from three to two lanes and both eastbound and

westbound heavy vehicle rest areas are provided. The speed limit for general traffic is 80

km/h, with a 40 km/h and low gear restriction for heavy vehicles descending River Lett Hill

eastbound.

The highway then enters the Forty Bends, a steep section of road subject to ice during the

colder months and a jersey barrier is provided to separate opposing traffic flows. Climbing

lanes are provided for the eastbound and westbound ascents from the Whites Creek valley. The

speed limit along this section of road is 90 km/h but reduces to 80 km/h on immediate

approach to McKanes Falls Road.

Photograph 18.5 Great Western Highway, looking west ascending River Lett Hill





Section 6 – McKanes Falls Road, South Bowenfels to Main Street, Bowenfels

The Great Western Highway enters the City of Lithgow and suburbs west of the intersection

with McKanes Falls Road. The road maintains a single lane in each direction for approximately

1.6 km west of the intersection with McKanes Falls Road. It then widens to provide a divided

carriageway with two lanes in each direction. The section east of the divided road has a speed

limit of 80 km/h with the divided road section having a speed limit of 70 km/h due to adjoining

residential development.

Separate right turn bays are provided at a number of intersections along the divided section of

road. Through this section there is residential development on both sides of the road, with the

Lithgow Hospital located on the western side of the Highway. The intersection with Main Street

is signalised with separate right and left turn lanes provided in each direction on the Great

Western Highway. This intersection provides the convergence between the Great Western

Highway and the alternative route from Sydney via the Bells Line of Road/Chifley Road through

Lithgow.

Photograph 18.6 Great Western Highway, looking south near Lee Street, Lithgow





Technical Report

Section 7 – Main Street, Bowenfels to Cooerwull Road (west), Bowenfels

The Great Western Highway continues as a divided road west from the intersection with Main

Street to the intersection with Cooerwull Road, 2 kilometres to the north-west. The speed limit

for westbound traffic changes from 70 km/h to 100 km/h approximately 700 metres west of the

eastern Cooerwull Road intersection, at the edge of the residential development. Conversely,

for eastbound traffic it reduces from 100 km/h to 70 km/h.

Photograph 18.7 Great Western Highway, looking east to Farmers Creek





Section 8 – Cooerwull Road, Bowenfels to Castlereagh Highway, Marrangaroo

This section of the Great Western Highway is a divided carriageway with a grassed median and

two traffic lanes in each direction. Access to two residential areas located off the Highway is

provided with separate left and right turning lanes. There are also a number of rural residential

properties which are provided direct access to the Highway. The speed limit along this section

is 100 km/h.

For westbound traffic there is a climb of approximately 1 km in length up Tanksley Hill

between the intersection of Cooerwull Road and Girraween Drive.

At the intersection with the Castlereagh Highway, grade separation is provided for Lithgow-

Bathurst and Lithgow-Mudgee movements, whilst Bathurst-Mudgee movements are provided at

grade. Four lanes are provided on the Great Western Highway through this intersection.

Photograph 18.8 Great Western Highway, looking west towards Castlereagh Highway





Technical Report

18.2 STATION STREET/DARLING CAUSEWAY (MAIN ROAD NO. 184)


Darling Causeway forms part of Main Road No. 184 which runs from Parramatta to Mount

Victoria via Windsor, Richmond and Bell. It provides the link between the Bells Line of Road

and the Great Western Highway. It is predominantly a single lane carriageway in each direction

between Mount Victoria and Bell.


The section under review runs between Mount Victoria and the junction with Chifley Road

(Main Road No. 516) at Bell. The route has been divided into three sections.

Section 1 – Great Western Highway to Cobb Lane, Mount Victoria

Station Street commences at the signalised intersection with the Great Western Highway. It is

approximately 15 metres wide between the Great Western Highway and Harley Avenue with

three marked traffic lanes. North of Montgomery Street, Station Street narrows to two traffic

lanes with no shoulders and a pavement width of approximately 6 metres.

The speed limit along this section is 60 km/h.

Section 2 – Cobb Lane, Mount Victoria to Hartley Vale Road, Bell

North of Cobb Lane, Station Street becomes the Darling Causeway and the speed limit changes

from 60 km/h to 80 km/h as the road transitions from an urban to a rural environment.

A single traffic lane in each direction is provided across undulating terrain where overtaking is

generally restricted by a double barrier centre line. An overtaking lane for northbound traffic is

provided approximately 4 km north of the Great Western Highway.

Section 3 – Hartley Vale Road, Bell to Chifley Road, Bell

North of Hartley Vale Road, Darling Causeway generally provides two traffic lanes. Additional

lanes are provided to cater for turning traffic at the entrance to the now disused Canyon

Colliery.

The speed limit is 80 km/h, reducing to 60 km/h on approach to Bell village and the junction

with Chifley Road and the Bells Line of Road.




18.3 CHIFLEY ROAD TO MAIN STREET (MAIN ROAD NO. 516)


Main Road No. 516 runs between Bell and the Great Western Highway at Bowenfels, and

consists of Chifley Road, Eddy Street, Mort Street, Lithgow Street and Main Street. It forms the

western part of the alternative route across the Blue Mountains, in conjunction with the Bells

Line of Road. This route is partially signed as Bells Line of Road to provide consistency for

travellers using the Sydney via Richmond alternative to the Great Western Highway. For the

most part the road is a single traffic lane in each direction although passing lane opportunities

are provided, notably for eastbound traffic on the ascent from Lithgow. The western section of

the route passes through the Lithgow township, intersecting with the Great Western Highway at

a signalised intersection.


The section under review extends from Bell to Bowenfels at Lithgow and is divided into five

sections.

Section 1 – Darling Causeway, Bell, to Valley View Road, Dargan

Chifley Road begins at the junction of the Bells Line of Road and Darling Causeway at Bell.

Heading west, the speed limit increases from 60 km/h in Bell village to 100 km/h. The road is

generally two lanes wide with restricted overtaking opportunities, however a short overtaking

lane is provided for westbound traffic just beyond Bell Railway Station.

Section 2 – Valley View Road, Dargan, to Petra Avenue, Clarence

This section of road is generally two lanes wide. A short eastbound overtaking lane is provided

approximately 1 km west of Valley View Road. Additional lanes are also provided to cater for

turning traffic at the Clarence Colliery turnoff and at Petra Avenue.

The speed limit is 100 km/h for approximately 1 km west from Valley View Road, where it is

reduced to 80 km/h.

Section 3 – Petra Avenue, Clarence, to Hartley Valley Road, Corney Town

Between Petra Avenue and the top of Scenic Hill, Chifley Road is generally two lanes wide with

a speed limit of 80 km/h. Two eastbound overtaking lanes are also provided, as well as a raised

median (jersey) barrier at a sharp bend approximately 1.25 km west of Petra Avenue.

At Scenic Hill, the speed limit reduces to 60 km/h and the road narrows. Trucks and buses

descending Scenic Hill are required to use low gear. An additional eastbound overtaking lane is

provided for the climb up Scenic Hill. At the foot of Scenic Hill, Chifley Road transitions from

rural to urban conditions with the speed limit reducing to 50 km/h through Lithgow.

Section 4 – Hartley Valley Road, Corney Town, to Main Street, Lithgow

West of Hartley Valley Road, Chifley Road ends and Main Road No. 516 follows Eddy and Mort

Streets through the Lithgow urban area. The road generally consists of two marked traffic lanes

and two parking lanes. Dedicated right turning lanes are provided at several intersections. The

speed limit is 50 km/h and a school zone applies between Bridge Street and Cook Street.




Technical Report

At the western end of Mort Street, Main Road No. 516 follows a short section of Lithgow Street

to Main Street, which it then follows to the intersection with the Great Western Highway.

Additional traffic lanes are provided at the signalised intersections of Mort Street/Lithgow

Street and Lithgow Street/Main Street to cater for the various turning movements at these

intersections. The speed limit remains 50 km/h, and a school zone applies between Lett Street

and Main Street.

Section 5 – Main Street, Lithgow, to Great Western Highway, Bowenfels

Main Street is generally four lanes wide, marked as two traffic lanes and two parking lanes.

Additional marked lanes are provided on the immediate approach to Great Western Highway to

cater for turning and queued traffic.

The speed limit is 50 km/h through this section and a school zone applies between Academy

Street and Martin Parade.

18.4 CARRIAGEWAY CHARACTERISTICS

A desktop review of the road configuration elements of the existing road network was

undertaken to identify key features of the routes. This desktop review consisted of assessing:

� GipsiCam photography (RTA). � Spatial data derived from the following datasets:

� Ortho rectified aerial photography (DoL). � Cadastre information (DoL). � Topography (2m and 10m contours; DoL). � Geology (DPI). � Roads (DoL). � Highways (DoL).

The desktop review was supplemented with site inspections. For each discrete road section the

following carriageway characteristics and features were documented:

� Length. � Type of carriageway (eg divided/undivided). � Direction of Travel. � Number and approximate width of lanes. � Overtaking lanes. � Pavement types. � Shoulder width and seal type. � Intersection controls. � Interchanges. � Median type and approximate width. � Edge barrier type and approximate width. � Speed Limits and Load limits.

A full detailed inventory is presented in Appendix K. Key characteristics are graphically

represented in the following figures:

� Figure 18.2 provides an overview of the number of traffic lanes and the linemarking along

the existing roads.

� Figure 18.3 highlights the provision of shoulders and/or parking lanes along the routes.




� Figure 18.4 highlights the various speed limits that apply to the sections of main roads of

the study area.

� Figure 18.5 indicates the presence of medians along the routes.

� Figure 18.6 indicates the types of intersection treatments.

Figure 18.2 Existing routes – number of lanes and centreline marking

Legend

Number of Lanes by Direction

1 lane2 lane




Technical Report

Figure 18.3 Existing routes – shoulder width and type

Legend

Edge Type:

Unspecified0-1m shoulder1-2m shoulderKerb/GutterKerb/Gutter & parking lane




100 kph50 kph

60 kph + 40kph truck zone70 kph80 kph90 kph90 kph +40 truck zone

Figure 18.4 Existing routes – speed zones

Legend

Speed Limit

50 kph50 kph + 40kph school zone60 kph60 kph + 40kph school zone60 kph + 40kph truck zone




Technical Report

Figure 18.5 Existing routes – median type

Legend

Median Type

Divided (0-3m)Divided (3-10m)Type F ConcreteUndivided




Figure 18.6 Intersection treatments

Legend




Technical Report

18.5 ADJACENT LAND USES

A desktop review of the major land uses along the key routes in the vicinity of study area was

undertaken. This was supplemented by site inspections and identified broad land uses along the

routes.

18.6 ANNUAL AVERAGE DAILY TRAFFIC VOLUMES (AADT)

The Annual Average Daily Traffic (AADT) volumes along the key existing routes through the

study area were obtained from RTA published data. Table 18.1 presents the most relevant

historical AADT data for the study area where available.

Table 18.1 AADT summary

Location 1988 1992 1996 1999 2002 2005

Great Western Highway (SH5)

Mount Victoria, 0.3 km east of railway overbridge 11,234 10,780 13,244 12,168

Mount Victoria, west of Station Street 10,374 10,321 12,186 12,293

Little Hartley, east of Coxs River Road 7,106 8,443 9,511 9,598 10,820 9,128

Hartley, east of Jenolan Caves Road 6,577 8,059 8,371 8,548 9,565 8,092

Hartley, west of Jenolan Caves Road 5,426 6,711 8,027 7,485 8,583 7,183

Old Bowenfels, south of Lake Lyell Road 6,226 7,591 7,945 8,424 7,239

Lithgow, south of Main Street 9,397 10,638 10,245 11,454 11,238 11,872

Lithgow, north of Main Street 14,151 16,925 15,219 15,349 15,124 17,924

Marrangaroo, 0.3 km east of Castlereagh Highway 11,313 13,781 13,547 14,411

Marrangaroo, 0.3 km west of Castlereagh Highway 7,174 8,454 9,303 10,467 10,690 9,362

Castlereagh Highway (HW18)

Marrangaroo, north of Great Western Highway 4,383 5,387 4,628 4,374 4,382 4,927

Bells Line of Road (MR184)

Bell, 6 km east of Darling Causeway 3,330 3,150 3,111 3,068 3,037 3,145

Chifley Road (MR516)

West of Clarence Colliery Road 3,301 3,166 2,979 2,905

East of Hartley Vale Road 3,576

Mort Street (MR516)

Lithgow, east of Bridge Street 9,037 10,320 8,755 8,584 8,693 8,964

Lithgow, east of Lithgow Street 8,841 8,135 7,711 8,700

Lithgow Street (MR516)

Lithgow, south of Main Street 8,634 10,718 8,602 10,061

Main Street (MR516)

Lithgow, west of Lithgow Street 14,610 18,007 15,226 14,805 14,117

Lithgow, east of Great Western Highway 11,253 14,342 14,405 14,558 14,748 15,438

Darling Causeway (MR184)

Bell, south of Bells Line of Road 1,055 1,113 1,152




Annual average growth rates have been determined by analysing the historical AADT data.

Table 18.2 provides an assessment of the changes in traffic volumes for the AADT figures and

provides an indication of the annual changes in traffic volumes from preceding survey years to

the latest available figures (2005) as a percentage change per annum.

Table 18.2 AADT growth rates 1996 to 2005

NA – Not Available, no data collected in 1996

The growth rates shown in Table 18.2 indicate that while some sections of road in the study

area have experienced moderate traffic growth, notably the sections in and around urban areas

such as the Great Western Highway north of Main Street and the route through Lithgow, there

is generally minimal growth or a decline in traffic volumes across most sections.

The AADT volumes and growth rates are summarised in Figure 18.7 and Figure 18.8.

Location Growth Rates per annum (Linear)

2002 to 2005 1999 to 2005 1996 to 2005

Great Western Highway (SH5)

Mount Victoria, 0.3 km east of railway overbridge –2.7% 2.1% 0.9%

Mount Victoria, west of Station Street 0.3% 3.2% 1.7%

Little Hartley, east of Coxs River Road –5.2% –0.8% –0.5%

Hartley, east of Jenolan Caves Road –5.1% –0.9% –0.4%

Hartley, west of Jenolan Caves Road –5.4% –0.7% –1.3%

Old Bowenfels, south of Lake Lyell Road 0.0% –2.3% –1.1%

Lithgow, south of Main Street 1.9% 0.6% 1.5%

Lithgow, north of Main Street 6.2% 2.8% 1.7%

Marrangaroo, 0.3 km west of Castlereagh Highway –4.1% –1.8% 0.1%

Castlereagh Highway (HW18)

Marrangaroo, north of Great Western Highway 4.1% 2.1% 0.7%

Bells Line of Road (MR184)

Bell, 6 km east of Darling Causeway 1.2% 0.4% 0.1%

Chifley Road (MR516)

West of Clarence Colliery Road –0.8% –1.4% –1.5%

Mort Street (MR516)

Lithgow, east of Bridge Street 1.0% 0.7% 0.3%

Lithgow, east of Lithgow Street 4.3% 1.2% –0.2%

Lithgow Street (MR516)

Lithgow, south of Main Street 5.7% 0.0% NA

Main Street (MR516)

Lithgow, east of Great Western Highway 1.6% 1.0% 0.7%

Darling Causeway (MR184)

Bell, south of Bells Line of Road 1.2% 1.5% NA




Technical Report

Figure 18.7 AADT volume summary

Legend




Figure 18.8 AADT volume summary – Lithgow area

Legend




Technical Report

18.7 TRAFFIC FLOWS AND COMPOSITION

During May to August 2008 full classification tube counts were undertaken on roads throughout

the study area. These surveys recorded traffic volumes (passenger cars and heavy vehicle

movements) by direction, vehicle type and hour over a period of a week. Heavy vehicle

movements are recorded by number of axle pairs. The vehicles are classified as per Austroads

vehicle classifications. Generally classes 1—2 are light vehicles, classes 3—5 are considered

heavy rigid vehicles (HRV), and classes 6—13 are considered articulated vehicles (AV).

Locations where classification counts were undertaken are shown on Figure 18.9 along with

average weekday daily traffic volumes and percentage of heavy vehicles. Detailed results of

the classification counts are provided in Appendix L.

18.7.1 Daily traffic flows

A summary of the average daily traffic volumes is presented in Table 18.3. The average daily

volumes represent the five day average of weekday daily traffic volumes.

Table 18.3 2008 average weekday daily traffic volumes (AWD)

Name Location Average Weekday Volumes (vehicles per

day)

Eastbound/

Northbound

Westbound/

Southbound Total

Great Western Hwy At Tunnel Hill 6,637 6,564 13,201

Great Western Hwy West of McKanes Falls Rd 3,665 3,773 7,438

Great Western Hwy West of Jenolan Caves Rd 3,332 3,433 6,765

Great Western Hwy East of Jenolan Caves Rd 3,657 3,759 7,415

Great Western Hwy West of Browns Gap Rd 3,619 3,760 7,378

Great Western Hwy East of Browns Gap Rd 4,250 4,391 8,641

Great Western Hwy East of Coxs River Road 3,755 4,505 8,260

Great Western Hwy West of Soldiers Pinch 5,004 5,201 10,205

Chifley Road North of Hartley Valley Road 1,204 1,245 2,449

Bells Line of Road West of Darling Causeway 1,088 1,153 2,241

Bells Line of Road East of Darling Causeway 1,125 1,197 2,321

Darling Causeway North of Hartley Vale Rd 412 406 817

Browns Gap Rd North of Great Western Hwy 669 622 1,291

Mid Hartley Rd North of Great Western Hwy 79 82 160

McKanes Falls Rd South of Great Western Hwy 201 191 392

Jenolan Caves Rd South of Great Western Hwy 449 493 942

Jenolan Caves Rd South of McKanes Falls Rd 533 531 1,064

Traffic volumes along the Great Western Highway vary significantly between Mount Victoria

and Marrangaroo. The highest average daily traffic volumes (13,200 vpd) were observed

between Lithgow and Marrangaroo, the next highest was the section east of Mount Victoria

(10,200 vpd). Between Mount Victoria and Lithgow volumes ranged from approximately 6,800

to 8,600 vpd.

The Bells Line of Road (including Chifley Road) carries approximately 2,300 vpd between north

of the Lithgow urban area and east of Darling Causeway.




Other routes considered in the area carry very low daily traffic volumes up to 1,300 vpd on

Browns Gap Road.

Figure 18.9 Classification count locations and summary volumes

Legend




Technical Report

18.7.2 Proportion of heavy vehicles

A summary of the proportion of heavy vehicles during an average weekday is presented in

Table 18.4. The heavy vehicle proportions are shown as a percentage of total volumes for two-

way average weekday daily traffic volumes.

Table 18.4 Average weekday daily heavy vehicle proportions (AWD)

Name Location Average Weekday

%HRV* %AV^ Tot %HV~ %AV of HV

Great Western Hwy At Tunnel Hill 7% 7% 15% 50%

Great Western Hwy West of McKanes Falls Rd 7% 11% 19% 61%

Great Western Hwy West of Jenolan Caves Rd 8% 13% 20% 62%

Great Western Hwy East of Jenolan Caves Rd 7% 14% 22% 66%

Great Western Hwy West of Browns Gap Rd 8% 14% 22% 65%

Great Western Hwy East of Browns Gap Rd 8% 12% 20% 61%

Great Western Hwy East of Coxs River Road 10% 12% 22% 55%

Great Western Hwy West of Soldiers Pinch 7% 11% 18% 60%

Chifley Road North of Hartley Valley Road 12% 5% 16% 29%

Bells Line of Road West of Darling Causeway 5% 6% 11% 52%

Bells Line of Road East of Darling Causeway 7% 5% 12% 44%

Darling Causeway North of Hartley Vale Rd 6% 6% 12% 51%

Browns Gap Rd North of Great Western Hwy 4% 0% 4% 4%

Mid Hartley Rd North of Great Western Hwy 6% 0% 6% 2%

McKanes Falls Rd South of Great Western Hwy 6% 1% 7% 12%

Jenolan Caves Rd South of Great Western Hwy 9% 23% 32% 72%

Jenolan Caves Rd South of McKanes Falls Rd 7% 12% 19% 62%

* HRV = Heavy Rigid Vehicles ^ AV = Articulated Vehicles ~HV = Total Heavy Vehicles

The route within the study area carrying the highest proportion of heavy vehicles was shown to

be Jenolan Caves Road, where south of the highway some 32 per cent of the daily traffic

consisted of heavy vehicles, with over 72 per cent of these being articulated vehicles.

The Great Western Highway carries between 15—22 per cent heavy vehicles with around 50—66

per cent of these being articulated vehicles. The Bells Line of Road carries around 11—16 per

cent heavy vehicles. Other routes carry less than 10 per cent heavy vehicles.

18.7.3 Peak traffic flows

The daily distribution of traffic is summarised in Figure 18.10 to Figure 18.13 for three sites

along the Great Western Highway and one site on Chifley Road. This data shows relatively

consistent volumes across the morning with higher volumes in the afternoon with a peak in late

afternoon. Heavy vehicle volumes are relatively consistent through the day.

A summary of the average afternoon peak traffic volumes is presented in Table 18.5. The

afternoon peak was generally found to be between 3 and 6pm across most routes with 4—5pm

generally the highest. The 4—5pm hourly traffic volumes have been provided for consistency

across all routes.




Figure 18.10 Daily distribution of traffic – Great Western Highway at Tunnel Hill

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Technical Report

Figure 18.11 Daily distribution of traffic – Great Western Hwy, east of Jenolan

Caves Road


0

100

200

300

400

500

600

700

12:0

0 A

M

1:00

AM

2:00

AM

3:00

AM

4:00

AM

5:00

AM

6:00

AM

7:00

AM

8:00

AM

9:00

AM

10:0

0 A

M

11:0

0 A

M

12:0

0 P

M

1:00

PM

2:00

PM

3:00

PM

4:00

PM

5:00

PM

6:00

PM

7:00

PM

8:00

PM

9:00

PM

10:0

0 P

M

11:0

0 P

M

E/NB

W/SB

2-Way


0

20

40

60

80

100

120

12:0

0 A

M

1:00

AM

2:00

AM

3:00

AM

4:00

AM

5:00

AM

6:00

AM

7:00

AM

8:00

AM

9:00

AM

10:0

0 A

M

11:0

0 A

M

12:0

0 P

M

1:00

PM

2:00

PM

3:00

PM

4:00

PM

5:00

PM

6:00

PM

7:00

PM

8:00

PM

9:00

PM

10:0

0 P

M

11:0

0 P

M

E/NB

W/SB

2-Way





Figure 18.12 Daily distribution of traffic – Great Western Highway, west of Soldiers

Pinch


0

100

200

300

400

500

600

700

800

900

12:0

0 A

M

1:00

AM

2:00

AM

3:00

AM

4:00

AM

5:00

AM

6:00

AM

7:00

AM

8:00

AM

9:00

AM

10:0

0 A

M

11:0

0 A

M

12:0

0 P

M

1:00

PM

2:00

PM

3:00

PM

4:00

PM

5:00

PM

6:00

PM

7:00

PM

8:00

PM

9:00

PM

10:0

0 P

M

11:0

0 P

M

E/NB

W/SB

2-Way


0

20

40

60

80

100

120

140

12:0

0 A

M

1:00

AM

2:00

AM

3:00

AM

4:00

AM

5:00

AM

6:00

AM

7:00

AM

8:00

AM

9:00

AM

10:0

0 A

M

11:0

0 A

M

12:0

0 P

M

1:00

PM

2:00

PM

3:00

PM

4:00

PM

5:00

PM

6:00

PM

7:00

PM

8:00

PM

9:00

PM

10:0

0 P

M

11:0

0 P

M

E/NB

W/SB

2-Way





Technical Report

Figure 18.13 Daily distribution of traffic – Chifley Road, north of Great Western

Highway


0

50

100

150

200

250

12:0

0 A

M

1:00

AM

2:00

AM

3:00

AM

4:00

AM

5:00

AM

6:00

AM

7:00

AM

8:00

AM

9:00

AM

10:0

0 A

M

11:0

0 A

M

12:0

0 P

M

1:00

PM

2:00

PM

3:00

PM

4:00

PM

5:00

PM

6:00

PM

7:00

PM

8:00

PM

9:00

PM

10:0

0 P

M

11:0

0 P

M

E/NB

W/SB

2-Way


0

5

10

15

20

25

30

35

40

12:0

0 A

M

1:00

AM

2:00

AM

3:00

AM

4:00

AM

5:00

AM

6:00

AM

7:00

AM

8:00

AM

9:00

AM

10:0

0 A

M

11:0

0 A

M

12:0

0 P

M

1:00

PM

2:00

PM

3:00

PM

4:00

PM

5:00

PM

6:00

PM

7:00

PM

8:00

PM

9:00

PM

10:0

0 P

M

11:0

0 P

M

E/NB

W/SB

2-Way





Table 18.5 Average weekday PM peak volumes

Name Location Average Weekday volumes 4—5pm (veh/h)

East/

North-

bound

West/

South-

bound Total

Peak

Direction

Split*

Great Western Hwy At Tunnel Hill 530 587 1117 53% W/B

Great Western Hwy West of McKanes Falls Rd 325 250 575 56% E/B

Great Western Hwy West of Jenolan Caves Rd 282 228 510 55% E/B

Great Western Hwy East of Jenolan Caves Rd 325 238 563 58% E/B

Great Western Hwy West of Browns Gap Rd 319 241 561 57% E/B

Great Western Hwy East of Browns Gap Rd 392 301 693 57% E/B

Great Western Hwy East of Coxs River Road 373 316 688 54% E/B

Great Western Hwy West of Soldiers Pinch 436 387 823 53% E/B

Chifley Road North of Hartley Valley Road 98 110 208 53% S/B

Bells Line of Road West of Darling Causeway 109 84 193 56% E/B

Bells Line of Road East of Darling Causeway 112 96 208 54% E/B

Darling Causeway North of Hartley Vale Rd 34 38 72 53% S/B

Browns Gap Rd North of Great Western Hwy 43 50 93 54% S/B

Mid Hartley Rd North of Great Western Hwy 8 5 13 62% N/B

McKanes Falls Rd South of Great Western Hwy 14 22 36 62% S/B

Jenolan Caves Rd South of Great Western Hwy 38 40 78 51% S/B

Jenolan Caves Rd South of McKanes Falls Rd 46 40 86 53% N/B

* E/B = Eastbound W/B = Westbound N/B = Northbound S/B Southbound

18.8 ROAD SAFETY

Crash data was supplied by the RTA for the study area for the five year period from 2003 to

2007. This data was used in a crash investigation of the existing road network. Generally crash

data is categorised as; tow-away, injury and fatality. These crash statistics along with traffic

volume counts were used to calculate crash rates, casualty rates and fatality rates. The

following definitions were used in these calculations:

� Road Crash: An apparent, unpremeditated event which results in death or

injury to a person, or vehicle or property damage and is

attributable to the movement of a road vehicle(s) on a public

road.

� Crash Rate: The number of crashes per 100 million vehicle kilometres travelled

(MVKT).

� Casualty Crash: A crash involving either an injury or a fatality.

� Casualty Rate: The number of casualties (number of people injured or killed) per

100 MVKT.

� Fatality Rate: The number of fatalities (number of people killed) per 100 MKVT.




Technical Report

� Severity Index: An index value relating the severity of crashes to their respective

amounts. The following weightings are used for each crash type:

� Tow-away crashes 1.0 � Injury crashes 1.5 � Fatality crashes 3.0

� Critical Crash Rate: A statistically derived number based on the sample data for each

section of road. It provides a 95 per cent confidence limit crash

rate to compare against the crash rates for each sub-section. Any

casualty crash rate above this limit suggests a high priority road

length. The following formula was used to calculate the limit:

MM

AACR

2

1645.1 ++=

Where:

A is the average casualty crash rate for the length of road.

M is the 100 MVKT for the length of road.

The roads included in the crash investigation were the Great Western Highway, Darling

Causeway and Chifley Road, with section lengths of 31.3 km, 10.0 km and 15.7 km respectively.

Each length of road was separated into separate sub-sections based on similar road attributes.

Table 18.6 shows each sub-section of road along with their carriageway type, length, average

weekday traffic volume (AWD), percentage heavy vehicle traffic (%HV) and MVKT.




Table 18.6 Road section summaries Secti

on

From To

Carr

iage-

way*

Length

(k

m)

Average Weekday Traffic (AWD)

% HV 100

MVKT

Great Western Highway

1 Soldiers Pinch Station St 2U 2.1 10,205 17.8% 0.08

2 Station St Mount York Rd 2U 1.0 8,261 21.8% 0.03

3 Mount York Rd Coxs River Rd 4U 4.9 8,261 21.8% 0.15

4 Coxs River Rd Jenolan Caves Rd 2U 4.9 7,415 21.7% 0.13

5 Jenolan Caves Rd McKanes Falls Rd 3U 5.9 6,765 20.2% 0.15

6 McKanes Falls Rd Main St 4D 6.8 7,438 18.6% 0.19

7 Main St Cooerwall Rd 4D 2.0 13,201 14.8% 0.10

8 Cooerwall Rd Castlereagh Hwy 4D 3.7 13,201 14.8% 0.18

1—8 Soldiers Pinch Castlereagh Hwy 31.3 8,698 18.7% 0.99

Darling Causeway

9/10 Great Western Hwy Hartley Vale Rd 2U 6.0 817 12.2% 0.00

11 Hartley Vale Rd Bells Line of Rd 2U 4.0 817 12.2% 0.01

9—11 Great Western Hwy Bells Line of Rd 10.0 817 12.2% 0.03

Chifley Road

12 Bells Line of Road Valley View Rd 2U 3.0 2,241 11.2% 0.02

13 Valley View Rd Petra Ave 2U 4.8 2,241 11.2% 0.04

14 Petra Ave Hartley Valley Rd 2U 7.9 2,241 11.2% 0.06

12—14 Bells Line of Road Hartley Valley Rd 15.7 2,241 11.2% 0.13

Mort Street/Main Street

15 Hartley Valley Rd Lithgow St/Main St 2U 2.3 2,449 16.3% 0.02

16 Lithgow St/Main St Great Western Hwy 2U 1.6 2,449 16.3% 0.01

15—16 Hartley Valley Rd Great Western Hwy 3.8 2,449 16.3% 0.03

17 Great Western Hwy Sth of Soldiers Pinch 2U 4.2 942 31.6% 0.01

18 Jenolan Caves Rd 2U 6.1 10,205 17.8% 0.23

19 Bells Line of Rd 2U 7.4 2,321 11.6% 0.06

* 2U = 2 lane undivided, 3U = 3 lane undivided, 4U = 4 lane undivided, 4D = 4 lane divided

The crash data received from the RTA was applied to the appropriate length of road to allow

for a detailed crash investigation. The tow-away, injury and fatal crashes for the period 2003

to 2007 (inclusive) are presented in Figure 18.14, Figure 18.15, Figure 18.16 and Figure 18.17.

The number of incidents and their severities were assessed along with a severity index and the

number of casualties for each sub-section of road. The proportion of heavy vehicle crashes per

sub-section was compared to the corresponding percentage of heavy vehicle movements. The

sub-sections where the percentage of crashes involving heavy vehicles relative to the total

volume of crashes were greater than the percentage of heavy vehicles relative to AADT

volumes were considered to be ‘black spots’ for heavy vehicle traffic. These values are

presented in Table 18.7.




Technical Report

Table 18.7 Crash data from 2003 to 2007 Secti

on No Crashes by Crash Type (5 years)

Severi

ty

Index

(5

years

)* No. Casualties by

Casualty and Crash Type (5 years)

%H

V C

rash

es

(5 y

ears

)^

Tow (T) Injury (I) Fatality (F) Total I F

1 10 7 0 17 1.21 10 0 24%

2 5 4 0 9 1.22 7 0 33%

3 20 33 3 56 1.40 63 3 20%

4 19 12 1 32 1.25 19 1 19%

5 23 20 4 47 1.38 35 7 19%

6 20 24 1 45 1.31 34 1 4%

7 6 8 0 14 1.29 12 0 21%

8 13 16 0 29 1.28 28 0 17%

1—8 116 124 9 249 1.32 208 12 17%

9/10 3 5 0 8 1.31 5 0 38%

11 1 0 0 1 1.00 0 0 0%

9—11 4 5 0 9 1.28 5 0 33%

12 0 2 0 2 1.50 3 0 0%

13 2 4 0 6 1.33 8 0 17%

14 69 18 0 87 1.10 23 0 5%

12—14 71 24 0 95 1.13 34 0 5%

15 9 18 0 27 1.33 25 0 7%

16 26 22 0 48 1.23 26 0 4%

15—16 35 40 0 75 1.27 51 0 5%

17 17 12 0 29 1.24 49 0 45%

18 36 34 0 70 1.21 19 0 7%

19 27 17 2 46 1.27 24 2 15%

* Weightings for Severity Index (T = 1.0, I = 1.5, F = 3.0)

^ Sites where proportion of crashes involving heavy vehicles exceeds overall proportion of heavy vehicles by volume.

The calculations showed that following road sections (section identifiers are in Table 18.7) all

experience a high percentage of heavy vehicle crashes compared with the proportion of heavy

vehicle traffic by volume:

� Sections 1—2, 7—8 and 17 along the Great Western Highway.

� Section 10 along Darling Causeway.

� Section 13 along Chifley Road.

� Section 19 along the Bells Line of Road.




Figure 18.14 Fatal crashes 2003 to 2007

Legend

2003-2007 Degree of CrashesInjury Crash

Fatal Crash

Non-casualty Crash




Technical Report

Figure 18.15 Injury crashes 2003 to 2007

Legend


Fatal Crash

Non-casualty Crash




Figure 18.16 Tow-away crashes 2003 to 2007

Legend


Fatal Crash

Non-casualty Crash




Technical Report

Figure 18.17 All crashes 2003 to 2007

Legend


Fatal Crash

Non-casualty Crash




The crash statistics in Table 18.7 were used to calculate the casualty rates, fatality rates and

crash rates for each sub-section of road. These values are presented in Table 18.8 below.

Comparisons between the critical crash rates and crash rates for each length of road and the

respective sub-sections emphasise which areas include crash clusters.

Table 18.8 Crash rates 2003 to 2007

Section

Casualty Rate (per

100MVKT)

Fatality Rate (per 100MVKT)

Crash Rates (per 100MVKT) Critical Crash

Rates (per 100MVKT)

T I F Total Casualty^

1 25.8 0.0 25.8 18.1 0.0 43.9 18.1

2 46.8 0.0 33.4 26.7 0.0 60.2 26.7

3 90.0 4.1 27.3 45.0 4.1 76.4 49.1

4 29.9 1.5 28.4 17.9 1.5 47.8 19.4

5 57.7 9.6 31.6 27.5 5.5 64.6 33.0

6 37.8 1.1 21.6 25.9 1.1 48.6 27.0

7 24.7 0.0 12.3 16.5 0.0 28.8 16.5

8 31.4 0.0 14.6 17.9 0.0 32.5 17.9

1—8 44.3 2.4 24.4 24.4 1.5 50.3 26.0 34.9

9/10 55.4 0.0 33.2 55.4 0.0 88.6 55.4

11 0.0 0.0 17.0 0.0 0.0 17.0 0.0

9—11 33.5 0.0 25.1 27.7 0.0 52.8 27.7 94.5

12 24.1 0.0 0.0 16.0 0.0 16.0 16.0

13 41.0 0.0 10.2 20.5 0.0 30.7 20.5

14 71.4 0.0 214.3 55.9 0.0 270.2 55.9

12—14 53.0 0.0 74.9 30.8 0.0 105.7 30.8 60.2

15 248.6 0.0 89.5 179.0 0.0 268.5 179.0

16 367.0 0.0 367.0 310.6 0.0 677.6 310.6

15—16 297.5 0.0 228.3 244.8 0.0 473.0 244.8 398.4

17 682.7 0.0 236.9 167.2 0.0 404.1 167.2

18 16.6 0.0 31.5 29.7 0.0 61.2 29.7

19 82.9 6.4 86.1 54.2 6.4 146.7 60.6

^ Sites where the individual casualty crash rate exceeds the critical crash rate for the section.

The sections between Mount York Road and Coxs River Road and Jenolan Caves Road and

McKanes Falls Road along the Great Western Highway, as well as the area between Petra

Avenue and Hartley Valley Road along Chifley Road, were found to be ‘black spot’ zones.

Another area of concern due to a relatively high crash rate is between McKanes Falls Road and

Main Street in Lithgow.




Technical Report

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

kilometres travelled by 2016”. This whole length of Great Western Highway, from Marrangaroo

to Soldiers Pinch, has a fatality rate of 1.5 per 100 million vehicle kilometres travelled –

approximately double the target figure. However individual sections have rates much higher

than this:

� Jenolan Caves Road to McKanes Falls Road (5.5 per 100 million vehicle kilometres

travelled) and

� Mount York to Coxs River Road (4.1 per 100 million vehicle kilometres travelled.

The overall crash rate (fatal, injury and tow-away) for the section of the Great Western

Highway, from Marrangaroo to Soldiers Pinch, over the same period is 50.3 per 100 million

vehicle kilometres travelled.

In 2004 the RTA published typical rural crash rates by road stereotypes based on data for the

period 1997 to 2001 collected from a sample of 10,000 km of main road across NSW – a sample

considered to be an adequate representation of all rural roads in NSW. In the category ‘two

lane non-divided carriageway, with auxiliary lanes’ the stereotypical fatal crash rate for major

roads was calculated to be 1.3 per 100 million vehicle kilometres travelled. The stereotypical

overall crash rate (fatal, injury and tow-away) in this category is 30.4 per 100 million vehicle

kilometres travelled, 65 per cent lower than the overall crash rate for the Marrangaroo to

Soldiers Pinch section of the Great Western Highway.

The Mount Victoria to Lithgow SH5 Great Western Highway Upgrade Crash Report (RTA October

2008) studied the crash data for the period 2003 to 2007 for the section between Mount

Victoria to Lithgow in greater detail. The report identified current crash locations along this

section of the Great Western Highway that are considered to be crash clusters. Crash cluster

sites may be considered as locations, roads segments or areas where clusters of crashes have

occurred. They include:

� Top curve at Mount Victoria - This curve, signposted with advisory curve speed warning

signs for 45 km/h, has recorded 12 crashes in the last five years.

� Bottom curve at Mount Victoria - This curve, signposted with advisory curve speed

warning signs for 35 km/h, at the bottom of the steep Victoria Pass has had 13 crashes in

the last five years, including one fatality and eight injuries.

� River Lett Hill - This one kilometre section of steep winding grade has had 20 crashes

over the last five years, including two fatal and 10 injury crashes.

Another potential crash cluster site has been identified on Chifley Road, being the two

kilometre section of steep winding grade just north east of the Lithgow urban area (around

Oakey Park). In this area, over a five year period, there were 78 crashes, eight of which

resulted in injuries.




18.9 ROAD LINK NETWORK PERFORMANCE

Traffic on Rural Roads (TRARR) is a rural highway simulation model developed by the Australian

Road Research Board (ARRB). TRARR was used to assess the existing traffic conditions for the

road network under existing travel volumes and prevailing roadway conditions.

The following road network parameters were used by TRARR to assess the network parameters:

� Directional hourly traffic volumes. � Percentage of heavy and light vehicles.

� Percentage following vehicles. � Speed limits.

� Carriageway characteristics such as number and width of lanes. � Location of existing passing lanes. � Location of overtaking lines. � Horizontal and vertical alignment at intervals along the highway.

Full details of the TRARR model setup and calibrations can be found in Section 19.2.

The TRARR model was used to further assess the existing route level of service (LOS) in terms of percentage of time following slow vehicles, average speeds and average travel times.

A summary of the key model results (mean speed and percentage time following) for the

afternoon peak are presented in Table 18.9 and Table 18.10 for the night peak.




Technical Report

Table 18.9 Existing route operating characteristics (afternoon 4—5pm)

Section

Modell

ed d

ista

nce North/Eastbound West/Southbound

Road From To

Mean s

peed (

km

/h)

Sta

ndard

devia

tion

% T

ime f

oll

ow

ing

Mean s

peed (

km

/h)

Sta

ndard

devia

tion

% T

ime f

oll

ow

ing

GWH Soldiers Pinch Mount Victoria 3 49.9 7.1 72.3 48.5 6.7 75.8

GWH Mount Victoria Brown Gaps Rd 6.73 63.9 7.1 48.2 63.9 7.7 49.9

GWH Brown Gaps Rd Jenolan Caves Rd 4.14 87.8 11.0 39.2 80.9 8.9 50.0

GWH Jenolan Caves Rd 1.5 km West of

40 Bends 5.13 84.6 10.1 34.9 89.0 12.1 32.0

GWH 1.5 km West of

40 Bends Main Street 5.7 72.4 7.5 31.3 77.0 10.1 25.7

GWH Main Street Castlereagh

Highway 6.6 90.4 13.7 26.3 86.8 13.8 30.2

Darling

Causeway

1.5 km North of

Mount Victoria Bell 6.9 71.9 8.9 37.7 70.8 11.4 48.7

Darling

Causeway Mount Victoria

3 km North of

Mount Victoria 2.9 71.5 13.4 29.7 70.3 15.0 42.2

Chifley

Road Bell Newnes Junction 5.5 78.6 11.7 31.5 83.1 14.1 28.9

Chifley

Road Newnes Junction

Hartley Valley

Road 10 61.9 8.0 47.9 69.6 9.9 28.7

In the afternoon peak along the Great Western Highway between Mount Victoria and Lithgow

vehicles are following another vehicle 30—50 per cent of the time (on average).

A graphical representation of the mean speeds and percentage time following for the key

routes for the afternoon peak hour (4—5pm) is presented in Figure 18.18, Figure 18.19 and

Figure 18.20. The graphs show the mean speeds by vehicle class by location.




Figure 18.18 Great Western Highway operating parameters (4—5pm)

Mean Speeds

Great Western Highway 2008 (4-5pm) - Soldiers Pinch to Marrangaroo

0.0

20.0

40.0

60.0

80.0

100.0

120.0

1.0

1.2

1.5

1.7

2.0

3.1

4.1

5.2

6.2

7.3

8.8

9.3

9.7

10.2

10.7

11.9

12.6

13.3

14.0

14.7

16.1

16.9

17.8

18.6

19.5

20.9

21.9

23.0

24.0

25.1

Chainage (m) Starting at Soldiers Pinch heading West

Mean S

peed (

km

/h)

Westbound Artics Westbound Rigid Westbound Cars Eastbound Artics Eastbound Rigid Eastbound Cars

Percentage of Time Following


0.0

10.0

20.0

30.0

40.0

50.0

60.0

70.0

80.0

1.0

1.2

1.5

1.7

2.0

3.1

4.1

5.2

6.2

7.3

8.8

9.3

9.7

10.2

10.7

11.9

12.6

13.3

14.0

14.7

16.1

16.9

17.8

18.6

19.5

20.9

21.9

23.0

24.0

25.1


Pere

cnt

of

Tim

e F

ollow

ing (

%)

Eastbound Westbound




Technical Report

Figure 18.19 Darling Causeway operating parameters (4—5pm)

Mean Speeds

Darling Causeway 2008 (4-5pm) - Bell to Mount Victoria

0.0

10.0

20.0

30.0

40.0

50.0

60.0

70.0

80.0

90.0

100.0

1.0

1.8

2.6

3.3

4.1

4.9

5.7

6.4

7.2

8.0

9.0

9.1

9.2

9.3

9.4

9.6

9.7

9.8

9.9

10.0

Chainage (m) Starting at Bell heading South

Mean S

peed (

km

/h)

Southbound Artics Southbound Rigid Southbound Cars Northbound Artics Northbound Rigid Northbound Cars



0.0

10.0

20.0

30.0

40.0

50.0

60.0

1.0

1.8

2.6

3.3

4.1

4.9

5.7

6.4

7.2

8.0

9.0

9.1

9.2

9.3

9.4

9.6

9.7

9.8

9.9

10.0


Pere

cnt

of

Tim

e F

ollow

ing (

%)

Northbound Southbound




Figure 18.20 Chifley Road operating parameters (4—5pm)

Mean Speeds

Chifley Road 2008 (4-5pm) - Bell to Lithgow

0.0

10.0

20.0

30.0

40.0

50.0

60.0

70.0

80.0

90.0

100.0

1.0

1.4

1.8

2.2

2.6

3.0

3.4

3.8

4.2

4.6

5.6

6.5

7.4

8.3

9.2

10.1

11.0

11.9

12.8

13.7

Chainage (m) Starting at Bell heading West

Mean S

peed (

km

/h)

Westbound Artics Westbound Rigid Westbound Cars Eastbound Artics Eastbound Rigid Northbound Cars



0.0

10.0

20.0

30.0

40.0

50.0

60.0

70.0

1.0

1.4

1.8

2.2

2.6

3.0

3.4

3.8

4.2

4.6

5.6

6.5

7.4

8.3

9.2

10.1

11.0

11.9

12.8

13.7


Pere

cnt

of

Tim

e F

ollow

ing (

%)

Eastbound Westbound




Technical Report

Table 18.10 Existing route operating characteristics (night 8—9pm)

Section

Modell

ed d

ista

nce North/Eastbound West/Southbound

Road From To

Mean s

peed (

km

/h)

Sta

ndard

devia

tion

% T

ime f

oll

ow

ing

Mean s

peed (

km

/h)

Sta

ndard

devia

tion

% T

ime f

oll

ow

ing

GWH Soldiers Pinch Mount Victoria 3 57.4 7.3 25.3 57.2 7.9 28.9

GWH Mount Victoria Brown Gaps Rd 6.73 68.5 7.7 11.6 69.0 8.1 15.1

GWH Brown Gaps Rd Jenolan Caves Rd 4.14 89.5 10.0 10.4 88.8 11.2 15.2

GWH Jenolan Caves Rd 1.5 km West of

40 Bends 5.13 88.9 10.0 11.0 91.4 11.8 9.3

GWH 1.5 km West of

40 Bends Main Street 5.7 75.2 8.8 12.7 78.9 10.0 10.4

GWH Main Street Castlereagh

Highway 6.6 88.1 12.9 7.6 88.5 16.1 5.3

Darling

Causeway

1.5 km North of

Mount Victoria Bell 6.9 72.5 11.2 10.5 75.2 9.5 13.1

Darling

Causeway Mount Victoria

3 km North of

Mount Victoria 2.9 64.7 17.6 17.8 74.7 10.6 14.9

Chifley

Road Bell Newnes Junction 5.5 82.4 12.2 14.2 83.9 13.3 9.1

Chifley

Road Newnes Junction

Hartley Valley

Road 10 64.7 12.2 27.6 67.9 10.5 15.6

During the evening when volumes are lower vehicles are following another vehicle up to 15 per

cent of the time (on average).

Full details of the TRARR model setup and calibration can be found in Section 19.2.

A graphical representation of the mean speeds and percentage time following for the key

routes for the typical night hour (8—9pm) is presented in Figure 18.21, Figure 18.22 and and

Figure 18.23. The graphs show the mean speeds by vehicle class by location.




Figure 18.21 Great Western Highway operating parameters (8—9pm)

Mean Speeds


0.0

20.0

40.0

60.0

80.0

100.0

120.0

1.0

1.2

1.5

1.7

2.0

3.1

4.1

5.2

6.2

7.3

8.8

9.3

9.7

10.2

10.7

11.9

12.6

13.3

14.0

14.7

16.1

16.9

17.8

18.6

19.5

20.9

21.9

23.0

24.0

25.1


Mean S

peed (

km

/h)

Westbound Artics Westbound Rigid Westbound Cars Eastbound Artics Eastbound Rigid Eastbound Cars



0.0

5.0

10.0

15.0

20.0

25.0

30.0

35.0

1.0

1.2

1.5

1.7

2.0

3.1

4.1

5.2

6.2

7.3

8.8

9.3

9.7

10.2

10.7

11.9

12.6

13.3

14.0

14.7

16.1

16.9

17.8

18.6

19.5

20.9

21.9

23.0

24.0

25.1


Pere

cnt

of

Tim

e F

ollow

ing (

%)

Eastbound Westbound




Technical Report

Figure 18.22 Darling Causeway operating parameters (8—9pm)

Mean Speeds


0.0

10.0

20.0

30.0

40.0

50.0

60.0

70.0

80.0

90.0

1.0

1.8

2.6

3.3

4.1

4.9

5.7

6.4

7.2

8.0

9.0

9.1

9.2

9.3

9.4

9.6

9.7

9.8

9.9

10.0


Mean S

peed (

km

/h)

Southbound Artics Southbound Rigid Southbound Cars Northbound Artics Northbound Rigid Northbound Cars



0.0

5.0

10.0

15.0

20.0

25.0

1.0

1.8

2.6

3.3

4.1

4.9

5.7

6.4

7.2

8.0

9.0

9.1

9.2

9.3

9.4

9.6

9.7

9.8

9.9

10.0


Pere

cnt

of

Tim

e F

ollow

ing (

%)

Northbound Southbound




Figure 18.23 Chifley Road operating parameters (8—9pm)

Mean Speeds


0.0

10.0

20.0

30.0

40.0

50.0

60.0

70.0

80.0

90.0

100.0

1.0

1.4

1.8

2.2

2.6

3.0

3.4

3.8

4.2

4.6

5.6

6.5

7.4

8.3

9.2

10.1

11.0

11.9

12.8

13.7


Mean S

peed (

km

/h)

Westbound Artics Westbound Rigid Westbound Cars Eastbound Artics Eastbound Rigid Northbound Cars



0.0

5.0

10.0

15.0

20.0

25.0

30.0

35.0

40.0

1.0

1.4

1.8

2.2

2.6

3.0

3.4

3.8

4.2

4.6

5.6

6.5

7.4

8.3

9.2

10.1

11.0

11.9

12.8

13.7


Pere

cnt

of

Tim

e F

ollow

ing (

%)

Eastbound Westbound




Technical Report

18.10 NUMBER PLATE SURVEY

A number plate survey was undertaken for the study area, which included four entry locations

and six internal locations. Figure 18.24 shows the general locations where the number plate

surveys were conducted.

For each vehicle passing through a location, information was recorded (number plate, vehicle

class, time and direction of travel). Number plate matching software was used to determine

travel paths and travel times through the study area. These surveys were carried out over two

two-hour periods (3.30—5.30pm and 7.30—9.30pm) providing an assessment of vehicles for an

afternoon period and a night period. The surveys were undertaken by Skyhigh Traffic Data

Australia.

18.11 TRAVEL TIMES

The number plate survey undertaken as part of the study identified existing travel times for

general traffic and freight traffic which have been used in checking model outputs and a basis

for comparison of future options. Travel time data also separates the trips which pass through

and separately those who stop for an extended period within the study area before continuing

a journey.

18.12 THROUGH TRAFFIC

The results of the number plate and travel time assessments enabled the identification of

vehicles that were making ‘through’ trips and those with an origin or destination within the

study area. A ‘through’ trip for a vehicle is defined as a trip where the vehicle was observed

entering and leaving the study area within a certain time period. This time was dependent on

the separation of the stations and the time at which the vehicle was recorded as it passed each

of the stations.




Figure 18.24 Number plate survey locations

Legend

Number Plate Survey LocationsInternal Site

External SIte

E2

E1

E3

E4




Technical Report

18.13 EXISTING TRAVEL PATTERNS

A summary of the resulting trip matrices for each vehicle class and time period derived from

the number plate survey data is provided in Table 18.11, Table 18.12, Table 18.13 and Table

18.14. Full trip matrices are provided in Appendix M.

Table 18.11 2008 summary trip matrix – light vehicles (4—5pm)

FROM (Origin) TO (Destination)

Location Site

No. INT E1 E2 E3 E4 TOT %

Internal to Study Area INT 573 48 226 13 335 1195 54%

Bells line of Rd, east of Darling Causeway E1 44 12 15 1 28 100 5%

Great Western Hwy, east of Station St E2 204 7 0 13 114 340 15%

Jenolan Caves Rd, south of Great Western Hwy E3 13 1 24 1 3 41 2%

Great Western Hwy, west of Tunnel Hill E4 375 30 117 2 0 525 24%

TOTAL TOT 1209 98 383 30 480 2200 100%

Proportion of Total Trips % 55% 4% 17% 1% 22% 100%

INT EXT

INT 26% 28%

EXT 29% 17%

In the afternoon period (4—5pm) 17 per cent of total light vehicle trips are through traffic

(passing through the study area) whilst 26 per cent are internal traffic (starting and finishing

their journeys within the study area). The balance of trips (57 per cent) are entering or exiting

the study area. Trips along the length of the Great Western Highway make up the majority of

through trips.




Table 18.12 2008 summary trip matrix – heavy vehicles (4—5pm)


Location Site







TOTAL TOT 119 8 25 3 15 170 100%


INT EXT

INT 27% 19%

EXT 43% 11%

In the afternoon period (4—5pm) heavy vehicles represent only 7 per cent of total traffic

within, into, out of and through the study area. Only 11 per cent of total truck trips are

through traffic whilst 27 per cent are internal traffic. The majority of trips (62 per cent) are

entering or exiting the study area.

Table 18.13 2008 summary trip matrix – light vehicles (8—9pm)


Location Site







TOTAL TOT 301 29 87 13 156 586 100%


INT EXT

INT 25% 28%

EXT 27% 21%

In the night period (8—9pm) a slightly higher proportion (21 per cent) of total light vehicles

trips are through traffic with similar rates of internal traffic (25 per cent). The remaining 54

per cent of trips are entering or exiting the study area.




Technical Report

Table 18.14 2008 summary trip matrix – heavy vehicles (8—9pm)


Location Site







TOTAL TOT 69 3 27 2 25 127 100%


INT EXT

INT 27% 24%

EXT 28% 21%

In the night period (8—9pm) heavy vehicles, at 18 per cent, represent a greater proportion of

total traffic within, into, out of and through the study area. In the evening period analysed 22

per cent of total heavy vehicle trips are through traffic. This is almost double the afternoon

period proportion of through heavy vehicle trips although the actual number of through heavy

vehicle trips declined slightly. Just over half of heavy vehicle trips (51 per cent) are entering or

exiting the study area.

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