Campbelltown Road REF - Roads and Maritime Services€¦ · Campbelltown Road REF Revision F –...

Campbelltown Road REF

Roads and Maritime Serv ices

23-Jan-2014

Rev ision F – 23-Jan-2014

Prepared f or – Roads and Maritime Serv ices – ABN: 76 236 371 088


Supplementary Traffic Assessment

AECOM





Supplementary Traffic Assessment

Client: Roads and Maritime Services

ABN: 76 236 371 088

Prepared by

AECOM Australia Pty Ltd

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In association with

23-Jan-2014

Job No.: 60250803

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AECOM




Quality Information

Document Campbelltown Road REF

Ref 60250803

Date 23-Jan-2014

Prepared by Seamus Christley | Sarah Ong

Reviewed by Andy Yung

Revision History

Revision Revision

Date Details

Authorised

Name/Position Signature

A 27-Aug-2013 Draft for Comment Andy Yung

Principal Consultant

B 10-Oct-2013 Draft for Comment Andy Yung


C 22-Nov-2013 Draft for Comment Andy Yung


D 04-Dec-2013 Final Andy Yung


F 6-Jan-2014 Final Andy Yung


F 23-Jan-2014 Final Andy Yung


AECOM




Table of Contents

1.0 Introduction 1 1.1 Project background 1 1.2 Overview of Issues Raised 3 1.3 Study Objectives 3 1.4 Report structure 4

2.0 Campbelltown REF Modelling Methodology 5 2.1 Overview of Issues Raised 5 2.2 Summary Response 5

3.0 Peer Review of Traffic Modelling in REF 7 3.1 Overview of Issues Raised 7 3.2 Summary Response 7 3.3 Detailed Response 8

4.0 Traffic Volumes 9 4.1 Overview of Issues Raised 9 4.2 Summary Response 10 4.3 Detailed Response 12

5.0 Need for Campbelltown Road Upgrade 16 5.1 Overview of Issues Raised 16 5.2 Summary Response 16 5.3 Detailed / Technical Response 16

6.0 Local Area Traffic / Access Impacts 20 6.1 Overview of Issues Raised 20 6.2 Summary Response 20 6.3 Detailed Response 21

7.0 Intersection/Corridor Design Considerations 26 7.1 Overview of Issues Raised 26 7.2 Summary Response 26 7.3 Detailed Response 29

Appendix A Revised Traffic Modelling Results A

Appendix B Origin Destination Matrixes B

Appendix C SIDRA Outputs C

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1.0 Introduction

1.1 Project background

NSW Roads and Maritime Services are planning to upgrade Campbelltown Road between Camden Valley Way

(at the Cross Roads) and Brooks Road, a total of 5.4km in length. The proposal would improve road safety and

operational efficiency as well as meet the future land use and traffic demands of the South West Growth Centre

(SWGC).

Campbelltown Road is a 13.5 kilometre (km) corridor running east-west between Camden Valley Way to the east

and Moore Street to the west (near Leumeah). Its road function, as a principal arterial road linking major urban

and rural areas, is an integral component of the transport network in the south -west region of Sydney. The

corridor is the main road through the suburbs of Edmondson Park, Denham Court, St Andrews, Raby and

Woodbine.

A principal arterial is a major road which links regions and provides for higher volumes of traffic at speeds such as

70 to 80km/h. Other principal arterial roads in the vicinity of the corridor are Camden Valley Way, Bringelly Road,

Narellan Road, and The Northern Road. Principal arterials are supported by sub-arterials and transit boulevards

which link these higher order roads. Sub-arterials offer more of a balance between transport and local access

functionality with moderate speeds (50-60km/h) and traffic volumes. Examples of such along the study corridor

are Macdonald Road, Soldiers Parade and East Town Centre Road.

The proposal and regional context of the Campbelltown Road upgrade is shown in Figure 1-1.

Figure 1-1: Campbelltown Road upgrade - regional context

Source: Roads and Maritime Serv ices, 2013

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AECOM have previously completed a Traffic and Transport Assessment for the proposed upgrade as part of the

Review of Environmental Factors (REF) for the project (March 2013). The purpose of this report was to assess:

- Operational performance of key intersections on the Campbelltown Road corridor to determine:

The ultimate intersection footprints required to cater for expected traffic growth as a result of full

development of SWGC.

The intersection staging requirements and timing to cater for interim traffic growth scenarios in the

south west region.

- Operational impacts to property access, freight transport, public transport, pedestrians and cyclists.

- Provide a preliminary construction traffic assessment.

The REF and the Traffic and Transport Assessment were placed on public exhibition and the project has received

feedback from residents within the existing residential catchment surrounding the Campbelltown Road corridor

regarding the traffic impacts of the proposed upgrade, effects on the local road network and the applied traffic

modelling.

Since the REF was published, changes have been made to the proposed reference design in the western section

of the corridor between Zouch Road and Brooks Road to address some of the community concerns. These are as

follows:

- Installation of a right turn bay for eastbound vehicles to access Blomfield Road

- Reducing the cross section between Zouch Road and Brooks Road from four lanes (with provision removed

for a future expansion to six lanes)

- Conversion of the proposed signalised intersection of Campbelltown Road / Denham Court Road to a dual

lane roundabout.

In addition to the above geometrical changes, the intersection of Campbelltown Road / Croatia Avenue has been

renamed Campbelltown Road / Soldiers Parade. An illustration of the proposed design changes can be seen in

Figure 1-2.

Figure 1-2: Revised Campbelltown Road Design (Denham Court Road and Blomfield Road)




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Modelling results for the abovementioned design alterations are assessed in Section 7 of this report.

In addition to minor design changes being implemented across the study corridor the modelling previously

undertaken as part of the REF has been peer reviewed by GTA Consultants. Copies of the peer reviews are

appended to the submissions report.

It should be noted that this report is a standalone product and follows on from the previously completed

Campbelltown Road REF (March 2013). This report deals with the detailed design alterations, community

concerns raised since the publication of the initial REF and subsequent peer review of traffic modelling by GTA

consultants (October 2013).

1.2 Overview of Issues Raised

The REF was released to the public from which feedback and community comments were received and have

been collated. The main areas of concern are:

- What is the basis for the Campbelltown Road upgrade?

- Explaining the modelling methodology in non-technical language.

- Traffic counts used in the initial REF may not be a reflection of traffic patterns along the Campbelltown Road

corridor as a result of bias incurred due to upgrade works being undertaken on the Camden Valley Wa y and

Hume Motorway road corridors.

- Why the traffic on the corridor had increased despite the statement being made that volumes on the corridor

did not increase between 1996 and 2005?

- Concerns from the community that the proposal would increase traffic along Campbelltown Road by

diverting traffic from an alternate route and increase east-west movements on the corridor.

- Traffic data was collected at an inappropriate location that did not reflect the area of Campbelltown Road

that is proposed to be upgraded.

- The traffic data used was from an invalid database.

- Whether or not the traffic modelling has taken into account the opening of a dedicated freight rail line and its

impact on heavy vehicle flows on Campbelltown Road, Camden Valley Way and the Hume Motorway.

- Why was a heavy vehicle percentage of 10 per cent used for modelling purposes?

- 2026 trip distribution and assignment for the Edmondson Park South precinct indicates 59 per cent of trips

will travel eastbound along Campbelltown Road and a further five per cent will travel westbound. What is the

distribution of the remaining 36 per cent of trips?

- The potential for a bottleneck to occur at the intersection of Brooks Road when westbound traffic merges

from two lanes to one.

- The impact on local streets caused by the installation of a central median.

1.3 Study Objectives

The above comments are now being addressed by Roads and Maritime Services and traffic and transport advice

is required to address the above community concerns.

The impact of the proposed design changes, being a dual lane roundabout at the intersection of Campbelltown

Road / Denham Court Road and the provision of a right turn bay for traffic entering Blomfield Road, and

comments received as part of a peer review of previously undertaken modelling have also been evaluated in this

assessment.

This report forms part of the submissions report for the proposal and contains all updated analysis based on the

peer review process.

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1.4 Report structure

This report has been structured into the following sections with each section providing an overview of the

analysed issue raised by respondents, a short summary answer and a more detailed technical response (where

applicable):

- Section 2 of this report provides an overview in non-technical language of the modelling methodology as

outlined in the Campbelltown Road REF (March 2013).

- Section 3 documents the issues identified by GTA Consultants in their peer review and addresses these

issues.

- Section 4 outlines community concerns associated with traffic volumes on the Campbelltown Road corridor,

and provides responses to these concerns as well as updated traffic modelling based on recommendations

from the peer review.

- Section 5 presents the need and requirement for upgrading Campbelltown Road in the context of future

population and employment growth in the region.

- Section 6 discusses potential impacts associated with local streets / accesses as a result of the installation

of a central median.

- Section 7 provides an appraisal of various alternative intersection configurations that have been considered

as a result of community feedback at the intersections of Campbelltown Road / Denham Court Road, and

Campbelltown Road / Blomfield Road, as well as a sensitivity test involving traffic volumes utilising

Williamson Road as an alternative route to Campbelltown Road.

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2.0 Campbelltown REF Modelling Methodology


The Campbelltown Road REF (March 2013) provided in detail a thorough and systematic explanation of the

modelling methodology used in the creation of the report findings (REF - Section 3, page 29). The community

requested an explanation with respect to providing a summary of the modelling methodology used in the

Campbelltown Road REF, in non-technical language. A re-worded summary of the modelling methodology can be

found below.

2.2 Summary Response

To benchmark the impacts of the proposed road upgrade Roads and Maritime Services undertook 2011 year

modelling to determine the intersection performance of the following intersections under current traffic con ditions:

Campbelltown Road / Glenfield Road

Campbelltown Road / Beech Road

Campbelltown Road / Ingleburn Gardens Drive

Campbelltown Road / Macdonald Road

Campbelltown Road / Denham Court Road.

Traffic volumes used to underpin this assessment were based on traffic surveys collected in October 2011 as well

as NSW Roads and Maritime Services EMME model and Edmondson Park South Transport Management and

Accessibility Plan (TMAP) produced by AECOM (2010) and approved by Roads and Maritime Services and

Department of Planning and Infrastructure.

The EMME model is a strategic transport forecasting software which undertakes traffic modelling and forecasting

of road schemes with wide reaching impacts. The model takes into consideration projected regional, residential,

and employment growth forecasts for the SWGC precinct and wider Sydney Metropolitan area.

A TMAP is a comprehensive assessment of the transport impacts of a major development proposal. It forms the

basis of the identification of a package of appropriate transport measures for the proposed development which

help manage the demand for travel to and from the development.

To assess the impact of the proposed design on the Campbelltown Road corridor, future year modelling for the

years of 2026 and 2036 was undertaken at the following locations using the intersection modelling software

SIDRA:




Campbelltown Road / East Town Centre Road (new)

Campbelltown Road / Soldiers Parade (new)

Campbelltown Road / Macdonald Road (realigned)


Traffic volumes estimated for future years were gathered from either the Roads and Maritime Services EMME

strategic forecasting model or the TMAP report produced by AECOM.

The EMME model is a strategic forecasting model which takes into consideration projected regional, residential,

and employment growth forecasts for the SWGC precinct and wider Sydney Metropolitan area. EMME model

flows were used to determine the future AM and PM peak hour performance of the following intersections:




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As EMME flows are provided in two hour profiles for the AM and PM peak a conversion ratio of 0.55 was applied

to determine the single one hour volume. The exception to this was at the intersection of Campbelltown Road /

Ingleburn Gardens Drive where a ratio of 0.5 was used.

Traffic volume data from the Edmondson Park South TMAP report was required due to the fact that the NSW

Roads and Maritime Services EMME model does not cover the three newly proposed intersections in its network.

The traffic volume data obtained from the Edmondson Park South TMAP report was applied to the following

intersections:

Campbelltown Road and East Town Centre Road (new)

Campbelltown Road and Soldiers Parade (new)

Campbelltown Road and Macdonald Road (realignment).

The purpose of the future year assessment was to determine the appropriate geometrical layout for each of the

abovementioned signalised intersections to achieve acceptable performance (Level of Service of D or better) and

operational requirements with regards to the forecast traffic volumes until the assessment year of 2036.

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3.0 Peer Review of Traffic Modelling in REF


In response to community concerns and a request from Campbelltown City Council regarding the accuracy of the

traffic modelling Roads and Maritime Services commissioned GTA Consultants to undertake a Peer Review of the

Campbelltown Road REF and associated Traffic and Transport Assessment (AECOM; 2013). The peer review

focussed on the traffic and transport modelling elements of the assessment to dete rmine their fitness for purpose.

The main findings of the peer review are as follows:

- Confirmation required as to whether a site visit was been undertaken for existing SIDRA traffic models

(prepared by RMS) to determine their ‘fitness for purpose’ with res pect to reflecting operating conditions.

- Heavy vehicle percentages have not been considered in future models with respect to existing conditions.

- Consideration of phase transitions during phase sequences.

- A peak flow factor of 95 per cent should be adopted instead of the current 100 per cent to better account for

fluctuations of demand within the peak hour (results in an increase in traffic volumes of approximately five

per cent).

- Co-ordination of signalised intersections surrounding the town centre (Macdonald Road, Soldiers Parade,

East Town Centre Road) and to the east of the study corridor (Glenfield Road and Beech Road) has not

been considered.

- Consideration of the existing operation of Campbelltown Road / Glenfield Road with respect to intersection

layout and pedestrian movements.


The above comments from the peer review concerning heavy vehicle percentages, peak flow factors, phase

transitions and co-ordination of signal timings have been corrected and the revised modelling results are

presented in Appendix A. It should be noted that all sites were subject to a site visit (14/11/13) where applicable,

as not all intersections are currently constructed and operational, with observations used to determine the validity

of base models, confirm lane utilisation, pedestrian activity and geometric layout details.

Based on the revised modelling results all intersections are shown to operate within capacity in 2036 with the

exception of the intersection of Campbelltown Road / Macdonald Road. This intersection exceeds capacity in the

2036 AM peak as the design, as described in the REF, is unable to comply with the projected demands based on

a peak flow factor of 95 per cent. Based on the initial peak flow factor of 100 per cent the intersection was s hown

to operate within capacity. Given the level at which capacity is exceeded (Degree of Saturation of 1.007) based on

the revised parameters, and the 25 year timeframe from the 2011 assessment, it is suggested that the

intersection be re-evaluated at a later date closer to 2036 to determine what, if any, appropriate modifications may

be required.

Furthermore it should be noted that due to an inability to collect signal timings at the intersection of Campbelltown

Road / Macdonald Road the base model has been calibrated by on-site data collection with respect to signal

timings for the AM and PM peak hour periods. Further details are provided in Section 3.3.

It should be noted that the peer review comments are only based on the modelling covered as part of the

Campbelltown Road REF (March 2013). Analysis of the proposed reference design changes such as the right turn

at Blomfield Road and dual lane circulating roundabout at Denham Court Road are discussed in Section 7.

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3.3 Detailed Response

With respect to the co-ordination of signal timings the intersections of Campbelltown Road / Glenfield Road and

Campbelltown Road / Beech Road have been based on an assumed cycle time of 150 seconds. This is due to

their proximity to the intersection of Camden Valley Way / Campbelltown Road.

The following intersections, within proximity to the proposed Edmondson Park Town Centre, have been assumed

to all operate on a 120 second cycle time:

- Campbelltown Road / Ingleburn Gardens Drive

- Campbelltown Road / Soldiers Parade

- Campbelltown Road / Macdonald Road

- Campbelltown Road / East Town Centre Road.

The proposed design has been sensitivity tested with options for signalised intersections at Campbelltown Road /

Denham Court Road and Campbelltown Road / Blomfield Road. These have been assumed to operate at 140

seconds. The signal timings applied to the above intersections are based on guidance from the Roads and

Maritime Services (2013) Traffic Modelling Guidelines.

During the site inspections and corresponding verification of models it was noted that due to the length of time

between the initial 2011 models and the 2013 site inspections (14/11/13) the operating conditions of several

intersections on the corridor had altered. The following issues were noted and addressed in the model:


- The traffic volumes collected in the 2011 AM peak hour for the right turn movement from Campbelltown

Road to Glenfield Road were unable to be catered for by the 2013Intersection Diagnostic Monitor (IDM)

timings. As such SIDRA has been used to optimise the phase times, within the known 150 second cycle

time, for this time period.


- Since the 2011 surveys, the intersection of Campbelltown Road / Beech Road has been upgraded to include

an additional approach. As such the initial intersection timings collected in 2011 for the REF assessment

have been used to better match with the surveyed traffic volumes used and geometric layout in the 2011

modelling.


- Site inspections confirm that the user given phase times are justifiable due to the low volumes on Ingleburn

Gardens Drive. These volumes would have been less in 2011 as the residential development located on

Ingleburn Gardens Drive has expanded further over the past two years.


- Roads and Maritime Services advised that IDM data is unable to be collected at the Campbelltown Road /

Macdonald Road intersection due to the inability of the traffic signal controller to record signa l timings. As

such, it has been assumed that the user given phase times collected in 2011 are appropriate for use at the

intersection in the 2011 assessment.

For a detailed summary of all revised intersection results please refer to Appendix A.

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4.0 Traffic Volumes


The quality of the 2011 traffic counts used as part of the traffic and transport modelling assessment have been

raised as a concern by community members as an issue during the submission period for the REF. Concerns

were documented regarding the possibility that traffic counts may not be a true reflection of actual traffic patterns

along the Campbelltown Road corridor as a result of upgrade works being undertaken on the Camden Valley Way

and Hume Motorway road corridors.

As these road corridors link to Campbelltown Road, this may have potentially increased peak hour trips by

providing an alternate route via Campbelltown Road during nearby upgrade works.

The Hume Motorway and Camden Valley Way upgrades were carried out over the following timeframes:

- Camden Valley Way

Construction completed between Cobbitty Road and Narellan Road in June 2012

- Camden Valley Way upgrade (Stage 1, 2 and 3)

Stage 1: Ingleburn Road to Raby Road commenced in September 2012

Stage 2: Raby Road to Oran Park Drive commenced in March 2013

Stage 3: Bringelly Road to Ingleburn Road commenced late 2013

- Hume Motorway

Construction for Stage 1 and Stage 2 commenced in 2009

Stage 3 construction commenced in September 2010

All stages were open to traffic in March 2012.

A map highlighting the road upgrades with respect to the positioning of the proposed Campbelltown Road

upgrade is shown in Figure 4-1.

Furthermore, community concerns were raised about the increase in traffic volumes on the corridor noting that in

the REF it was presented that traffic had increased marginally on the corridor between 1996 and 2005. Concerns

were also raised that the proposal would increase traffic along Campbelltown Road by diverting traffic from a

more direct route and increase east-west movements on the corridor.

Comments were raised about traffic data being collected in a location that does not reflect the area of

Campbelltown Road that is required to be upgraded, and that the traffic data used was from an invalid database.

Finally the following questions and concerns were documented about traffic volumes used in the production of the

Campbelltown Road REF (March 2013):

- Has the proposal taken into account the opening of a dedicated freight rail line and its impact on heavy

vehicle flows on Campbelltown Road, Camden Valley Way and the Hume Motorway?

- Given that the modelling did not extend the entire length of Campbelltown Road why was a heavy vehicle

percentage of 10 per cent used for modelling purposes?

- 2026 trip distribution and assignment for the Edmondson Park South precinct indicates 59 per cent of trips

will travel eastbound along Campbelltown Road and a further five per cent will travel westbound. What is the

distribution of the remaining 36 per cent of trips?

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Source: Openstreetmap; 2013, modif ied by AECOM, 2013

Figure 4-1 Road upgrades in the vicinity of Campbelltown Road


4.2.1 Potential Impacts on Traffic Volumes due to Construction

To determine the appropriateness of the traffic volumes used as part of the traffic and transport modelling

assessment in the Campbelltown Road REF (March 2013), analysis of the October 2011 traffic volumes were

undertaken. Traffic data was collected at survey points located specifically within the alignment of the proposed

corridor upgrade and is considered to reflect the area of Campbelltown Road to be upgraded. The data collected

at these survey sites are an appropriate ‘database’ from which to base the assessment of existing corridor

conditions on Campbelltown Road as they adequately reflect the prevailing traffic conditions at the time of

assessment.

Roads and Maritime Services provided AECOM with available traffic count data gathered a t a number of locations

across Campbelltown Road, Hume Motorway and Camden Valley Way. These were analysed to ascertain which

locations had multiple recordings throughout the aforementioned construction periods in order to assess the

potential impact of the construction works on traffic volumes along Campbelltown Road. Multiple recordings

provide a sample size from which to ascertain variations in traffic volumes across a given time period.

Two sites contained multiple data points between March 2010 and August 2013 for comparison. These were the

intersections of:

- Campbelltown Road / Denham Court Road

- Campbelltown Road / Macdonald Road.

The location of these data points can be seen in Figure 4-2 .Traffic survey counts at the intersection of

Campbelltown Road / Denham Court Road were available for March 2010, October 2011 and August 2013.

Traffic survey counts at the intersection of Campbelltown Road / Macdonald Road were available in October 2011

and August 2013. With the available set of traffic data, the eastbound and westbound traffic volumes along the

western section of Campbelltown Road were analysed.

Camden Valley Way Upgrade

Hume Motorway widening

Campbelltown Road Upgrade

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Due to the lack of available data it was not possible to compare traffic volumes on the Hume Motorway or

Camden Valley Way.

Source: Openstreetmap; 2013, modif ied by AECOM, 2013

Figure 4-2 Changes in traffic volumes on Campbelltown Road

Analysis of traffic volumes gathered between March 2010 and August 2013 indicate that the 2011 traffic counts,

used by Roads and Maritime Services to provide input into the modelling analysis for the Campbelltown Road

study corridor, are representative of traffic volumes on the corridor and were not adversely impacted upon by the

construction upgrade works to the Hume Motorway or Camden Valley Way. For example, volumes on the

Campbelltown Road corridor were approximately 200 vehicles higher in 2010 than 2011 at the intersection of

Campbelltown Road / Denham Court Road. 2013 data at this location shows an increase of only 100 vehicles.

This could be attributable to SWGC and Macarthur Region development. Based on this data it can be seen that

the surrounding construction did not impact Campbelltown Road during the time when traffic surveys were

undertaken (2011) as traffic volumes fell during this period despite the upgrade to Hume Motorway being

undertaken at this time. This supports the fact that the models used in the assessment of Campbelltown Road are

robust and accurately reflect existing conditions on Campbelltown Road.

4.2.2 Heavy Vehicle Proportions

With respect to heavy vehicles the dedicated freight rail line has not been included in the assessment of the

corridor. Notwithstanding this, it should be noted that 10 per cent of heavy vehicles has not been assumed to

occur across the corridor and fluctuates at each intersection. Based on the 2011 intersection count surveys a

range of one per cent to 46.2 per cent was adopted. This is broken down into individual intersection movements

and can be seen within the SIDRA results in Appendix C.

4.2.3 Distribution of Traffic Volumes / Induced Demand

The proposed upgrade would not increase traffic along Campbelltown Road by diverting traffic away from a more

direct route. The origin destination profiles, included below in Section 4.3 highlight the demand for vehicles to use

Denham Court Road and the new growth centre precincts. The basis of this demand is central to the portion of the

corridor being upgraded. Campbelltown Road provides the most direct route to access the majority of these

locations except Denham Court Road where a portion of vehicles can access Camden Valley Way. Surrounding

roads such as Camden Valley Way are also being upgraded to provide additional capacity that is needed in the

future. As a result of the upgrades to the surrounding road network vehicles would not transfer to Campbelltown

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Road due to the capacity upgrades being provided on the alternate routes. This will allow vehicles to continue to

travel on a route which is deemed the direct route of travel for that trip.

4.2.4 Edmondson South Precinct Trip Distribution

In 2010 AECOM produced a report entitled Edmondson Park South Part 3A – Concept Plan Application

(September 2010) which provided assumptions relating to forecast trip distribution from the Edmondson Park

Precinct. Trip distribution is the direction individuals are anticipated to travel from a determined point of origin, in

this case the Edmondson Park South Precinct. This distribution is highlighted in Table 4-1.

Table 4-1: Edmondson Park South Precinct Trip Distribution

LGAs 2026

Via Soldiers Parade and Camden Valley Way 27%

Via Campbelltow n Road (eastbound) 59%

Via Macdonald Road (southbound) 9%

Via Campbelltow n Road (w estbound) 5%

Source: Edmondson Park South Part 3A – Concept Plan Application; 2010


At the intersection of Campbelltown Road / Denham Court Road, traffic volumes decreased by 25 per cent

between 2010 and 2011. As the 2010 traffic counts were conducted before construction of Stage 3 of the Hume

Motorway upgrade which commenced in September 2010, this decrease suggests the possibility that either the

2010 demand was temporarily increased by diverted traffic from the construction works, or that volumes on

Campbelltown Road fell significantly from 2011 when a portion of traffic on Campbelltown Road was attracted to

use Hume Motorway as earlier stages of the Hume Motorway upgrade were completed.

In the two year period from 2011 to 2013 there was an approximate 100 vehicle increase in the AM peak hour and

zero vehicle increase in the PM peak hour at the intersection of Campbelltown Road / Denham Court Road over

the base 2011 volumes. Over the same time period there was an approximately five vehicle increase in the AM

peak and 20 vehicle increase in the PM peak at the intersection of Campbelltown Road / Macdonald Road. These

increases in traffic indicate that the 2011 volumes used in previous modelling were not artificially augmented by

diverted demand from traffic flow avoiding upgrade construction works.

4.3.1 Long-term Average Growth

The volumes highlighted in Figure 4-2 do not constitute a data set size that is statistically significant enough to

highlight long term average trends on the corridor. Despite this, the provided traffic count information does support

that the traffic volumes used in the creation of the base (2011) models are consistent with traffic patterns on the

corridor.

The resultant growth on the corridor between 2011 and 2013 is equivalent to 10 per cent at the intersection of

Campbelltown Road / Denham Court Road and five per cent at the intersection of Campbelltown Road /

Macdonald Road. This increase in traffic volumes is a factor of the SWGC and Macarthur Region residential and

employment growth which were not present during the 1996-2005 period.

It is important to consider the following with respect to potential count variations that can occur with in the utilised

data and that increases/decreases in the level of traffic on the corridor have the potential to record a small degree

of variation when looked at over a longer timescale:

- Each set of traffic volumes were attained from counts undertaken over two separate one day periods

(Wednesday October 2011 and Thursday August 2013). Variation in traffic volumes between one day and

the next are normal and a slight difference between traffic counts collected on two different days is to be

expected.

4.3.2 Origin – destination profile

Analysis of future origin and destination movements of vehicles travelling along the Campbelltown Road corridor

has been undertaken for the 2026 and 2036 AM and PM peak periods. The basis of this is to provide an indication

of future trips patterns on the Campbelltown Road corridor.

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Analysis of origin-destination movements was based on EMME forecasts provided by the Roads and Maritime

Services. Projected future volumes were extracted for the study area via a modelled cordon. How the cordon

encapsulates the study corridor is shown in Figure 4-3. The cordon begins on Campbelltown Road just east of

the southbound ramp to the Hume Motorway and extends west to the intersection of Campbelltown Road /

Denham Court Road. Eleven key access / egress points, as highlighted in Figure 4-3 and labelled A through to I,

were considered in the origin destination analysis. As the EMME strategic model is a broad overview of the study

area, not all proposed future roads or current local roads are included in the model. Zones A, B, C, E, and F are

representative of demands directly accessing Campbelltown Road via the existing road network. Remaining

zones (D, H, I, J, and K) are indicative of demands within that region of Campbelltown Road. These demands

enter the network at representative locations which are not directly related to existing roads and driveways.

Figure 4-3 Cordoned section of Campbelltown Road and Access / Egress points

Source: Openstreetmap; 2013, modif ied by AECOM; 2013

A total of four scenarios were analysed; the AM and PM peak periods for 2026 and 2036 future years. Complete

origin destination movement breakdown can be found in Appendix B.

Total origin-destination distributions for the 2036 AM and PM peaks are displayed in Figure 4-4 and Figure 4-5

respectively. As expected overall traffic volume passing through this cordoned section of Campbelltown Road

increases between 2026 and 2036. However the distribution of trips, in terms of origin and destination points

within the study corridor, remains nearly identical, with the percentage distribution of origin and destination trips

not differing by more than two per cent between 2026 and 2036. As such 2026 origin destination distributions are

not highlighted graphically below however can be found in Appendix B.

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Figure 4-4 Origin and destination distributions 2036 AM peak


In the AM peak Denham Court Road (Zone F) is the primary origin zone for vehicles entering Campbelltown Road

representing approximately 20 per cent of all trips in 2026 and 2036. This is closely followed with 17 per cent of

origin trips by vehicles which originate from the following two routes:

- Campbelltown Road, west of the Campbelltown Road / Denham Court Road intersection (Zone E)

- Campbelltown Road, east of the Hume Motorway on ramp (Zone A).

With respect to destinations the eastern end of the study corridor is projected to be the primary destination for

travellers, representing 34 per cent of all trip destinations in the AM peak. Vehicles travelling west in the AM peak

along Campbelltown Road make up the second highest proportion of destination trips at 16 per cent.

34%

12%

10%

16%

12%

17%

17%

20%

10%

7%

2%

2%

1%

1%

1%1%

13%

Denham Court Rd

Campbelltown Rd

Campbelltown Rd

Cordoned section Campbelltown Rd

% share of total entering vehicles

% share of total exiting vehicles

A

K

C

D

E

F

G

H

I

B

J

3%3%

12%3%

Macdonald Road

AECOM


15



Figure 4-5 Origin and destination distributions 2036 PM peak


The PM peak, in many instances, represents an inverse of the AM peak with respect to travel patterns. The

largest proportion of origin trips is located to the east of the study corridor with 43 per cent of all origin trips (Zone

A). Campbelltown Road, west of the Campbelltown Road / Denham Court Road intersection is the second highest

originator of trips at 16 per cent (Zone E).

In terms of destinations, the following two locations cater for 18 per cent of total trip destinations for vehicles on

the corridor:

- Hume Motorway on ramp (Zone B)

- Denham Court Road (Zone F).

Destinations accessed by Campbelltown Road, to the west of the intersection of Campbelltown Road / Denham

Court Road represents a trip attractor for a large proportion trips on the corridor at 15 per cent.

Cordoned section Campbelltown Rd

12%

18%

11%

15%

8%

43%

16%

8%

11%

3%3%

18%

2%

1%

2%

9%

2%

10%

4%

Denham Court Rd

Campbelltown Rd% share of total entering vehicles

% share of total exiting vehicles

A

K

C

D

E

F

G

H

I

B

Macdonald Road

J1%

1%

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5.0 Need for Campbelltown Road Upgrade


A number of submissions were made about the need to upgrade Campbelltown Road. The following is a summary

of the main comments raised during the submission period with respect to this issue:

- Why is the Campbelltown Road upgrade required?

- The proposal should be justified with more certainty around potential future growth and the timing of planned

developments in the SWGC.


Campbelltown Road is a 13.5km corridor functioning as a principal arterial road link ing major urban and rural

areas and is an integral component of the transport network in the south-west region of Sydney.

The road will play a major role in accommodating traffic generated by Edmondson Park Precinct and traffic

associated from the SWGC. The need for widening is the consequence of predicted growth in the SWGC and

recognised in the Sydney Metropolitan Strategy (2013). In addition, the proposed South West Rail Link (SWRL) is

expected to attract a number of additional trips and will increase localised pressure on Campbelltown Road as it

becomes an important link to Edmondson Park Station. This is despite the SWRL resulting in an overall reduction

of traffic across the wider network. Extra road network capacity and new public transport services w ill be needed

to move people within and out of the subregion efficiently.

The strategic need for the Campbelltown Road Upgrade has been addressed in the subsections below in regards

to land uses along the corridor, population and employment growth and a mid-block capacity assessment.

Table 5-1 details the projected upgrade timeline for the western section of the Campbelltown Road corridor to

2036 based on the forecast mid-block capacity. Based on mid-block analysis showing acceptable capacity results,

detailed below in Section 5.3, a four lane divided carriageway, instead of the previously proposed potential

upgrade to a six lane divided carriageway, is suggested for implementation between Zouch Road and Brooks

Road. This change in recommendation to a four lane divided carriageway addresses community concerns with

respect to the initial proposal to potentially upgrade this section of the corridor to a six lane divided carriageway

and is also supported through future traffic volume projections for the corridor.

Table 5-1 Campbelltown Road (West of Hume Highway Motorway on-ramp) Mid-block Design Upgrade Staging

Section 2011 2026 2036

Betw een Zouch Road and Brooks Road

Tw

o la

ne

undiv

ided

carr

iagew

ay

Four

lane

div

ided

carr

iagew

ay

Four

lane

div

ided

carr

iagew

ay

Source: AECOM; 2013

5.3 Detailed / Technical Response

5.3.1 Major Land Uses on the Corridor

The Edmondson Park Precinct is anticipated to cater for 6,0001 new dwellings. The concept plan for the

Edmondson Park South site (located within the Edmondson Park Precinct) was approved under Part 3A of the

Environmental Planning and Assessment Act 1979 in August 2011. The concept plan is for a mixed use

residential, commercial and retail development, with a dwelling yield of 3,200 dwellings and up to 45,000 m2 of

retail/commercial floor space within the new Edmondson Park Town Centre. When fully developed the

Edmondson Park South Precinct is expected to generate up to 5,000 trips during the peak periods. The precinct

will be accessed from Campbelltown Road (via three new signalised intersections, west of the Hume Motorway

bridge) as shown in Figure 5-1. This increase in dwellings will place capacity constraints on the existing

Campbelltown Road corridor.

1 NSW Department of Planning and Infrastructure

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Figure 5-1 Proposed upgrade along Campbelltown Road


5.3.2 Population and Employment Growth

The anticipated growth in population and employment in the SWGC, in particular the Edmondson Park Precinct,

will drive the need for the upgrade of Campbelltown Road. Population and employment growth from 2006 to 2036

(forecast) are shown in Table 5-2 and Table 5-3.

Significant growth over the next thirty years is expected in the Camden, Campbelltown, Liverpool and Wollondilly

Local Government Areas (LGAs). Development of the SWGC new release areas will increase the demand for

travel on sections of Campbelltown Road associated with the proposal.

Table 5-2: Population growth forecast 2006–2036

LGAs 2006 2016 2026 2036 Growth %

Camden 50,940 96,320 172,310 249,770 390%

Campbelltow n 147,440 167,480 201,570 233,760 59%

Liverpool 170,920 201,990 259,340 324,440 90%

Wollondilly 41,220 48,270 57,460 66,890 62%

Source: 2009 BTS Population Forecasts

Table 5-3: Employment growth forecast 2006–2036

LGAs 2006 2016 2026 2036 Growth %

Camden 17,320 24,250 34,850 44,980 160%

Campbelltow n 45,930 54,340 64,960 75,080 63%

Liverpool 59,160 72,500 89,130 103,520 75%

Wollondilly 10,920 11,970 13,480 14,880 36%

Source: 2009 BTS Employ ment Forecasts

Proposed new traffic signals

Existing local road

Proposed road upgrade

Future local road

Existing traffic signals

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5.3.2.1 Mid-block capacity

A mid-block (mid-point taken between two intersections) capacity assessment has been undertaken to highlight

the need to upgrade the Campbelltown Road corridor. The volume to capacity (V/C) ratio method was used to

assess the capacity and condition of road links between intersections along Campbelltown Road. A V/C ratio

which approaches 1.0 indicates the mid-block flow is approaching capacity and associated congested conditions.

Once V/C ratios become greater than 0.9 the likelihood of congestion occurring increases.

The mid-block capacity along Campbelltown Road has been based on Austroads Guide to Traffic Management

Part 3 (2009). The typical mid-block capacities for various types of urban roads with interrupted flow, with unflared

major intersections and interruptions from cross and turning traffic at minor intersections are shown in Table 5-4.

Table 5-4: Typical mid-block capacities for urban roads with interrupted flow

Type of lane One-way mid-block

capacity (veh/h)

Explanatory Notes:

Median or inner lane Peak period mid-block traffic volumes may increase to 1,200

- 1,400 vehicles per lane per hour on any approach road

when the following conditions exist or can be implemented:

- Adequate flaring at major upstream intersections.

- Uninterrupted flow from a wider carriageway upstream

of an intersection approach and flowing at capacity.

- Control or absence of crossing or entering traffic at

minor intersections by major road priority controls.

- Control or absence of parking.

- Control or absence of right turns by banning turning at

difficult intersections.

- High volume flows of traffic from upstream

intersections during more than one phase of a signal

cycle.

- Good co-ordination of traffic signals along the route.

Divided road 1,000

Undivided road 900

Median lane (of a 3 lane carriageway)

Divided road 900

Undivided road 1,000

Kerb lane

Adjacent to parking lane 900

Occasional parked vehicles 600

Clearw ay conditions 900

Source: Austroads Guide to Traf f ic Management Part 3: Traf f ic Studies and Analy sis, Section 5.2.1, Table 5.1, 2009

Taking into consideration the existing condition of Campbelltown Road, a total capacity of 1,200 vehicles per lane

per hour has been assumed for mid-block locations between intersections along Campbelltown Road.

Table 5-5 provides the results of the V/C analysis without the proposed upgrade along Campbelltown Road,

between Zouch Road and Brooks Road, based on the forecast 2026 and 2036 traffic volumes. The red text

indicates a V/C ratio greater than 1.0, indicating the mid-block flow exceeds capacity. It can be seen that the

section of corridor between Zouch Road and Brooks Road exceeds 1.0 in all time periods excluding the 2026 PM

peak where the V/C ratio is 0.97.

Table 5-5 Forecast Mid-block Capacity – No Upgrade of Campbelltown Road

Campbelltown Road Section

AM peak hour 8-9AM (veh/hr) PM peak hour 5-6PM (veh/hr)

Peak direction

flow (EB) V/C ratio

Peak direction

flow (WB) V/C ratio

2026

Betw een Zouch Road and Brooks Road 1,280 1.07 (1 lane) 1,166 0.97 (1 lane)

2036

2036 – No Upgrade Betw een Zouch Road and Brooks Road 1,366 1.14 (1 lane) 1,262 1.05 (1 lane)

Source: Roads and Maritime Serv ices EMME Model; 2013

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19



The analysis indicates (with a V/C greater than 1.0) Campbelltown Road would not have sufficient capacity to

cater for the forecast 2026 and 2036 AM and PM peak hour traffic volumes. The V/C ratios show the sections

assessed along Campbelltown Road that are either approaching capacity or exceeding capacity by 2026. These

in turn provide an indication of the requirement to upgrade the stated section of the corridor. Based on the

analysis, the need to upgrade Campbelltown Road from a single lane configuration to dual carriageway in each

direction is required prior to 2026.

The proposed 2036 design for Campbelltown Road provides provis ion for three lanes in each direction for the

length of the corridor east of Zouch Road. Table 5-6 analyses whether it is possible to maintain two lanes along

the corridor between Zouch Road and Brooks Road based on the Roads and Maritime Services projected 2036

volumes on the corridor.

Table 5-6 Forecast Mid-block Capacity – Campbelltown Road upgraded to 2 lanes in each direction

Campbelltown Road Section

AM peak hour 8-9AM (veh/hr) PM peak hour 5-6PM (veh/hr)

Peak direction

flow (EB) V/C ratio

Peak

direction

flow (WB)

V/C ratio

2026

2026 – Upgrade Betw een Zouch Road and Brooks Road 1,696 0.71 (2 lanes) 1,696 0.71 (2 lanes)

2036

2036 – Upgrade Betw een Zouch Road and Brooks Road 1,907 0.79 (2 lanes) 2,001 0.83 (2 lanes)

Source: Source: Roads and Maritime Serv ices EMME Model; 2013

Based on the V/C ratios being under 1.0, it is possible to retain an acceptable mid -block capacity performance in

2036 without upgrading Campbelltown Road to three lanes between Zouch Road and Brooks Road.

Community concerns regarding the need to upgrade Campbelltown Road, between Zouch Road and Brooks

Road, to no greater than a dual lane divided carriageway are supported by the mid -block analysis.

It should also be noted that even though through traffic volumes on Campbelltown Road increase over time, this

traffic is not being diverted from other more direct routes as shown in the previously discussed origin destination

analysis. To summarise, the road upgrade is providing for the forecast growth in traffic and not inducing demand

to the Campbelltown Road corridor.

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20



6.0 Local Area Traffic / Access Impacts


The provision of a central median along Campbelltown Road has been raised as a concern due to changes to

intersection turning movements on several local roads along the Campbelltown Road corridor, specifically the

right turn movement, which would not be possible.


In response to community feedback received during the exhibition of the REF, the impacts of the proposed

installation of the central median on local traffic was investigated based on the revised design which incorporates

a roundabout at the intersection of Campbelltown Road / Denham Court Road, and permits a right turn into

Blomfield Road. Alternative access and egress routes for right turning vehicles would be required for the following

intersections which have right turn movements restricted as a result of the installation of a central m edian:

- Blomfield Road / Campbelltown Road (right turn out restricted)

- Zouch Road (north) / Campbelltown Road

- Zouch Road (south) / Campbelltown Road

- Campbelltown Road / Private Property and Business Access west of Zouch Road.

Table 6-1 provides a summary of local streets/accesses impacted upon by the installation of the proposed central

median as well as the total approximate distance and projected demands for the alternate routes. It should be

noted that these estimates are based on existing peak hour demands as it has been assumed that they would not

increase in future years due to development patterns in the area being concentrated to the east of these locations.

The volumes therefore represent the forecast future volumes at these locations. Any traffic redirected as a result

of the altered intersection configuration has been included in the associated traffic modelling. A detailed

explanation of predicted travel routes is highlighted in Section 6.3.

Table 6-1 Local Area Route Impacts

Affected Local Street /

Access Right-turn Movement Impacted

Alternate Route

Distance (km)

Estimated peak

hour demand

(vehicles)

AM PM

Blomfield Road To Campbelltown Road 0.9 20 9

Zouch Road (north) To Zouch Road (north) 1.1 14 22

To Campbelltown Road 1.8 13 6

Zouch Road (south) To Zouch Road (south) 1.8 8 6

To Campbelltown Road 1.0 3 0

Private Property and

Business Access west of

Zouch Road

To Private Property / Business

Access 0.9 1 14

To Campbelltown Road (Route 1) 2.7 5 5

To Campbelltown Road (Route 2) 0.2 5 5

Source: AECOM; 2013

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6.3.1 Campbelltown Road / Blomfield Road

The intersection design for Blomfield Road / Campbelltown allows vehicles travelling eastbound to turn right into

Blomfield Road however has a right turn restriction for vehicles exiting Blomfield Road. Vehicles which desire to

travel eastbound on Campbelltown Road would need to utilise the dual lane roundabout at the intersection of

Campbelltown Road / Denham Court Road (revised as a result of community concern). This is an additional

distance of approximately 900m. Based on the 2013 traffic counts, the number of vehicles required to undertake

these movements are about 20 during the AM peak and nine in the PM peak.

Figure 6-1 presents the access and egress routes required at the intersection of Blomfield Road / Campbelltown

Road.

Figure 6-1 Right turn restricted access from Blomfield Road

Source: RMS; 2013, modif ied by AECOM; 2013

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22



6.3.2 Campbelltown Road / Zouch Road (north)

With the implementation of a central median at the intersection of Zouch Road (north) / Campbelltown Road, as

per the REF design, right turn movements entering and exiting Zouch Road (north) would be prevented.

Traffic exiting Zouch Road (north) wishing to travel westbound on Campbelltown Road would travel north via local

roads within Edmondson Park South Precinct to access the Campbelltown Road / Macdonald Road signalised

intersection . At this point they could then make a right turn onto Campbelltown Road. This egress route is about

1.8km in length. Based on 2013 traffic counts, the number of vehicles required to undertake these move ments is

13 in the AM peak hour and six in the PM peak hour.

Traffic accessing Zouch Road (north) would be required to turn right at the intersection of Campbelltown Road /

Macdonald Road and travel through local roads within Edmondson Park South Precinct. The distance of the

proposed alternate route is approximately 1.1km. However it should be noted that as vehicles are simply

undertaking their right turn earlier than the existing situation, they are in effect not travelling further. Based on

2013 traffic counts, the number of vehicles required to undertake these movements is 14 in the AM peak hour and

22 in the PM peak hour.

Figure 6-2 presents the alternative access and egress routes required at the intersection o f Campbelltown Road /

Zouch Road (north).

Figure 6-2 Right turn restricted access to Zouch Road (north)


Right turn restriction access

Right turn restriction egress


Existing local road


Future local road

AECOM


23



6.3.3 Campbelltown Road / Zouch Road (south)

As a result of the installation of a central median on Campbelltown Road vehicles on Zouch Road (south) are no

longer able to make a right turn movement at the intersection of Zouch Road (south) / Campbelltown Road.

Instead they would need to travel via local roads within Edmondson Park South Precinct to access the

Campbelltown Road / Macdonald Road signalised intersection where right turn movements are permitted (Figure

6-3).

Vehicles wishing to travel eastbound on Campbelltown Road would be required to travel about 1km to access the

Campbelltown Road / Macdonald Road intersection. However, as this intersection is east of the Zouch Road /

Campbelltown Road intersection, vehicles are not making any looping movements and therefore are not travelling

any extra distance. Existing volumes indicate minimal demand for this movement with 2011 counts recording

three vehicles in the AM peak hour and zero vehicles in the PM peak hour.

Eastbound traffic on Campbelltown Road which is required to turn right into Zouch Road (south) would be

required to turn right at the intersection of Campbelltown Road / Macdonald Road and use local streets to access

their destination. This movement adds about 1.8km to the trip distance. Demand for this movement, based on

2011 traffic counts, is about eight vehicles in the AM peak hour and six vehicles in the PM peak hour.

Figure 6-3 Right turn restricted access to Zouch Road (south)



Right turn restriction egress


Existing local road


Future local road

AECOM


24



6.3.4 Campbelltown Road / Private Property and Business Access west of Zouch Road

Currently, private properties and businesses use individual or shared access points provided between the

intersections of Campbelltown Road / Denham Court Road and Blomfield Road / Campbelltown Road. The

proposed central median along Campbelltown Road would alter right turn movements to and from these

accesses. Right turn restrictions are used to improve road safety and optimise traffic flow in many places across

the state road network.

Vehicles exiting properties or businesses on the northern side of Campbelltown Road that desire to travel

westbound would have two options for travel. The first would require motorists to travel eastbound to Zouch Road

(north) and use local roads to access the intersection of Campbelltown Road / Macdonald Road. The intersection

facilitates a right turn allowing vehicles to travel westbound along Campbelltown Road. The total egress route

length is approximately 2.6km. The second, if applicable, would be to turn right at the intersection of Blomfield

Road and undertake a u-turn manoeuvre before re-joining Campbelltown Road.

Vehicles travelling westbound along Campbelltown Road needing to enter private properties or business access

points on the northern side would be required to travel further west to the roundabout at the intersection of

Campbelltown Road / Denham Court Road and utilise the roundabout as a u -turn facility. This would allow

vehicles to access Campbelltown Road in an eastbound direction, enabling a left turn into properties and

businesses on the northern side of the road. The additional travel distance is approximately 900m. For the basis

of this assessment the BP service station has been used as a representative distance.

Figure 6-4 presents the alternative access and egress routes required for vehicles, entering and exiting private

properties and business accesses, altered by the installation of a central median.

Figure 6-4 Right turn restricted access to Denham Park Caravan Park residential


As traffic counts were not available for the residential dwellings accessed via the private road (a caravan park),

peak hour demand was derived from an estimated number of dwellings (estimated at 50 dwellings) within the

catchment and trip generation rates from the Roads and Maritime Services - Guide to Traffic Generating

Developments (2013). Generation rates for low density residential dwellings are 0.71 trips per dwelling for the

weekday AM peak hour and 0.78 for the PM peak hour. Using these rates, the estimated total trips for the caravan


Right turn restriction egress (Route 1)

Right turn restriction egress (Route 2)


Existing local road


Future local road

NOT TO SCALE

AECOM


25



park are 36 trips in the AM peak hour and 39 trips in the PM peak hour. It was assumed approximately 80 per

cent would be outbound in the AM peak hour and 20 per cent inbound. In the PM peak hour it was assumed that

this trend would be reversed with 80 per cent of total trips assumed to be accessing the caravan park and 20 per

cent leaving.

The private access road is accessed via a BP service station on Campbelltown Road. Traffic counts recording the

movement of vehicles between Campbelltown Road and the service station were used as a guide to determine

the proportion of right turn movements to and from Campbelltown Road. The traffic counts (undertaken during

August 2013) indicated that, of the total vehicles leaving the access road, approximately 20 per cent in the AM

peak hour and 40 per cent in the PM peak hour, executed a right turn onto Campbelltown Road.

Using the estimated trip demand for the access road and right turn proportioning factors determined above, the

following demands were estimated:

- Demand for the right turn movement from Campbelltown Road into the access road is around one vehicle in

the AM peak hour and 14 vehicles in the PM peak hour

- Demand for the right turn movement from the access road onto Campbelltown Road is approximately five

vehicles in the AM peak hour and five vehicles in the PM peak hour.

AECOM


26



7.0 Intersection/Corridor Design Considerations


Community concerns regarding the potential impacts of the proposed REF design were primarily related to:

- Operation of the intersection of Campbelltown Road / Zouch Road based on the left in left out arrangement

suggested in the REF.

- Signalisation of the intersection of Campbelltown Road / Denham Court Road.

- The installation of a central median and the resultant removal of right turn capability for local streets,

particularly at Blomfield Road.

- The potential three lane upgrade of Campbelltown Road south of Macdonald Road.

- The potential for a bottleneck to occur at the intersection of Brooks Road when southbound traffic merges

from two lanes to one.

As a result, consideration has been given to assessing design modifications with respect to the above points of

interest.


In assessing community concerns regarding the operation of the Campbelltown Road / Zouch Road, additional

intersection modelling was undertaken. The remainder of concerns resulting from community feedback were

assessed through the following REF design modifications:

- Provision of a two lane roundabout at the intersection of Campbelltown Road / Denham Court Road instead

of the previously proposed signalised intersection with u-turn facility.

- Right turn capabilities being maintained at the intersection of Campbelltown Road / Blomfield Road in the

eastbound direction. The following intersection configurations were considered and assessed:

Priority treatment (Priority intersections are locations whereby traffic on the minor - less dominant -

approach gives way to traffic on the major road and enters the traffic at appropriate times based on gap

acceptance. An example of a priority treatment is a T-intersection).

Roundabout.

Signalised intersection.

- An options assessment for 2036 whereby traffic uses Williamson Road via Macdonald Road as an

alternative route to Campbelltown Road was undertaken. This scenario was investigated to determine if

providing an alternate route for the western part of Campbelltown Road would reduce congestion on

Campbelltown Road to a measureable level, removing the potential need for a future upgrade to six lanes

between Macdonald Road and Zouch Road.

Under this scenario Campbelltown Road would be upgraded to three lanes between the Hume Motorway

bridge and Macdonald Road and two lanes for the remainder of the study corridor. The basis for this

assumption is to forecast the amount of vehicles which would shift from Campbelltown Road to Willia mson

Road due to the capacity reduction achieved by the abovementioned layout.

This has been termed the Williamson Road Scenario and an illustration of its position in relation to

Campbelltown Road is highlighted in Figure 7-1. An assessment was undertaken into the impact the

potential increase in volumes would have at the intersections of:

Macdonald Road; / Campbelltown Road

Williamson Road / Macdonald Road

Williamson Road / Brooks Road

Campbelltown Road / Williamson Road.

AECOM


27



The assessment for Williamson Road was not undertaken in 2026 as the mid-block capacity analysis shows

that Campbelltown Road is required to be upgraded to a dual lane divided carriageway regardless of

whether or not vehicles are diverted to Will iamson Road.

It should be noted that Williamson Road is not a State Road (under the direct responsibility of the Roads and

Maritime Services) and any upgrade required as a result of additional traffic would need to be negotiated

between Roads and Maritime and Campbelltown Council.

Figure 7-1 Williamson Road Scenario


The below content details a short summary response of the operational analysis undertaken in response to the

issues identified above with the proposed REF design. Each intersection summary should be read in isolation due

to the differing issues raised across the consultation period.

7.2.1 Campbelltown Road / Zouch Road (Realigned)

Modelling results indicate that under the proposed left-in / left-out configuration the intersection of Campbelltown

Road / Zouch Road will operate at LoS F in the 2036 AM peak and LoS E in the 2036 PM peak hour. These

performance statistics are attributable to the increase in traffic volumes on Campbelltown Road as a result of

population and employment growth in areas surrounding the corridor. The increase in traffic reduces the available

gap acceptance for motorists exiting Zouch Road and results in longer average delay.

7.2.2 Campbelltown Road / Denham Court Road

Modelling results indicate that the intersection of Campbelltown Road / Denham Court Road would operate at an

acceptable level of performance configured as a dual lane circulating roundabout in 2026. In 2036, performanc e

levels fall to unacceptable standards based on the forecast demands at the intersection. A sensitivity test was

undertaken whereby additional capacity, in the form of a left turn continuous slip lane, was provided on the

southern and eastern approaches. Under this configuration modelling indicates that the roundabout is forecast to

operate at an acceptable Level of Service of B. An illustration of the proposed and revised designs can be found

in Figure 7-2.

Campbelltown Rd | Macdonald Rd

Williamson Rd |Macdonald Rd

Williamson Rd |Brooks Rd

Williamson Rd |Campbelltown Rd

Campbelltown Road Corridor

Williamson Road Scenario

Assessed Intersections

AECOM


28



2026 | 2036 Layout – Roundabout (dual lane) 2026 | 2036 Layout – Roundabout (dual lane)

Sensitivity Test

Figure 7-2: Campbelltown Road / Denham Court Road modelled intersection layouts

Source: AECOM; 2013

The analysed roundabout design is recommended for implementation instead of a signalised intersection at the

intersection of Campbelltown Road / Denham Court Road.

7.2.3 Campbelltown Road / Blomfield Road

Modelling results indicate that under the configuration of a priority intersection (restricting the right turn out

movement), roundabout or signalised intersection the intersection of Campbelltown Road / Blomfield Road

operates to a satisfactory level of performance.

It is recommended that a priority intersection with restriction of the right turn movement out of Blomfield Road be

implemented.

7.2.4 Williamson Road Scenario

The Williamson Road Scenario does not induce a noticeable shift in trip distribution from Campbelltown Road to

Williamson Road. This is as a result of capacity being available on the Campbelltown Road corridor, under a four

lane divided carriageway configuration, as well as Campbelltown Road offering the shortest route for people

accessing Denham Court Road or areas to the south of the corridor.

The intersection assessment indicated that all intersections would operate at acceptable levels of performance

excluding Campbelltown Road / Williamson Road. Regardless of the assessment focusing on the reference

design or Williamson Road Scenario modelling indicates that the intersection of Campbelltown Road / Williamson

Road would require upgrading by 2036. The required intersection configuration has not been determined as part

of the scope of works for this project.

7.2.5 Potential Brooks Road Bottleneck

Mid-block analysis indicates that there is a low likelihood of a potential bottleneck occurring at Brooks Road. The

potential for a bottleneck to occur was raised as it is at this point where the upgrade finishes and the

Campbelltown Road corridor returns to one lane in each direction. Using the previously discussed single lane

capacity of 1,200 vehicles per hour for the projected AM peak hour (1,138 vehicles) and PM peak hour (932

vehicles) it can be seen that this equates to V/C results of 0.95 in the AM peak hour and 0.78 in the PM peak

hour.

The proposed merge is no different to that provided on other parts of the state road network which are used

frequently by drivers such as those on Campbelltown Road. Consideration should be given to upgrading

Campbelltown Road to the south of the reference design upgrade extent in the event that a bottleneck is created

in future years.

AECOM


29




The assessment of the above design modifications has been undertaken in the modelling software SIDRA 5.1 in

the analysis years of 2026 and 2036 during the AM and PM peak periods. 2026 and 2036 future flows for the

required intersection analysis were provided by Roads and Maritime Services. All future modelling scenarios have

assumed Campbelltown Road to be a dual lane divided carriageway. Specific assumptions for the assessment of

these aforementioned design changes are detailed below.

7.3.1 Campbelltown Road / Zouch Road (Realigned)

Any right turning vehicles, prevented from undertaking this movement as a result of the installat ion of the

proposed median, have been added to the Campbelltown Road through movement volumes for 2026 and 2036.

Furthermore, heavy vehicle proportions on Campbelltown Road for 2026 and 2036 models are based on

proportions from the intersection of Campbelltown Road / Blomfield Road due to their proximity. This is to provide

a worst case assessment for future modelling results.


It has been assumed that no additional traffic would be generated on Dickson Road as there is no known future

development. Dickson Road is currently a no through road providing access to two existing residential dwellings.

Detailed intersection modelling containing relevant turning movements can be found in Appendix C.

7.3.3 Blomfield Road / Campbelltown Road

Traffic counts, undertaken in August 2013, at the intersection of Blomfield Road / Campbelltown Road have been

used to determine the volume of right turning vehicles accessing / egressing Blomfield Road in the AM and PM

peak hour periods. It has been assumed that these volumes would not increase in future year analysis due to

limited potential for future development on Blomfield Road. Detailed intersection modelling containing relevant

turning movements can be found in Appendix C.

7.3.4 Williamson Road Scenario

Roads and Maritime Services provided 2036 strategic modelling plots detailing the anticipated modifications in

traffic patterns based on the above scenario, which attempts to make Williamson Road a more attractive route by

restraining the capacity on the Campbelltown Road corridor to the south of Macdonald Road. The plots were

extracted from the Roads and Maritime Services EMME model. Turning movements were calculated based on a

differential growth approach and modelled at the following intersections under existing and 2036 analysis years to

determine potential differences in intersection volumes in the event that Campbelltown Road was not upgraded to

three lanes to the south of Macdonald Road:

- Campbelltown Road / Macdonald Road

- Macdonald Road / Williamson Road

- Williamson Road / Brooks Road

- Campbelltown Road / Williamson Road.

2026 intersection analysis was not undertaken for the Williamson Road scenario as it is highly unlikely for

Campbelltown Road to be upgraded to 3 lanes at this point in time. As the entire Campbelltown Road corridor,

within the study extent, will be upgraded to a two lane divided carriageway in 2026 there is no rationale behind

inducing drivers to switch to Williamson Road. The rationale behind the Williamson Road scenario is to assess the

impact of a potential capacity reduction on the Campbelltown Road corridor.

A differential growth method was applied to determine the growth of traffic volumes whereby the difference in

strategic model outputs between 2011 and 2036 was applied to existing traffic count volumes. The exception to

this approach is the intersection of Campbelltown Road / Macdonald Road from which, due to previously provided

intersection turning volumes for 2036 being provided by Roads and Maritime Services, the change in mid-block

volumes on Macdonald Road was apportioned to the intersection based on the previous turning volumes at that

location. Detailed intersection modelling containing turning movements can be found in Appendix C.

AECOM


30



7.3.5 Intersection Performance Assessment

Intersection performance was assessed using the SIDRA Intersection 5.1 modelling software. SIDRA output data

used in this study includes:

- Degree of Saturation (DoS) – a measure of the ratio between traffic volumes and capacity of the intersection

- Average Delay – average duration (in seconds) for a vehicle waiting at an intersection

- Level of Service (LoS) – a measure of the overall performance of the intersection (refer to Table 7-1).

Table 7-1 Level of Service criteria for intersections

Level of

Service

Ave Delay (secs/

veh) Traffic signals and roundabouts Give way and stop signs

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

At capacity; requires other control

mode

F >70 Roundabouts require other control

mode

At capacity; requires other control

mode

Source: Guide to Traf f ic Generating Dev elopments, RMS 2002

Level of Service (LoS) is one of the basic performance parameters used to describe the operation of an

intersection. The levels of service range from A (indicating good intersection operation) to F (indicating

oversaturated conditions with long delays and queues). At signalised intersections, the LoS criter ia are related to

average intersection delay (seconds per vehicle). At roundabout and priority controlled intersections, the LoS is

based on the average delay (seconds per vehicle) for the worst movement.

7.3.6 Campbelltown Road / Zouch Road

Modelling results for the intersection of Campbelltown Road / Zouch Road, shown in Table 7-2, indicate that

under 2011 conditions, the intersection operates at LoS B in the AM peak hour and LoS A in the PM peak hour.

Modelling results of the proposed geometric alteration to left in / left out for the AM peak hour in 2026 and 2036

indicate that the intersection will operate at LoS F. This is due to the increased traffic volumes along

Campbelltown Road and associated delay occurred by left turning vehicles exiting Zouch Road.

In the PM peak hour the intersection operates at Los D in 2026 and LoS E in 2036. Detailed SIDRA results can be

found in Appendix C.

A geometric layout of the intersection is provided in Figure 7-3.

AECOM


31



2013 Layout – 4-way priority intersection 2026 | 2036 Layout –Dual lane with left-in / left-out

side road access

Figure 7-3: Campbelltown Road / Zouch Road modelled intersection layouts

Source: AECOM; 2013

Table 7-2 Campbelltown Road / Zouch Road

Geometric Layout

Traffic

volumes

(veh/hr)

Level of

Service

(LoS)

Degree of

saturation

(DoS)

Average delay

worst

movement

(sec)

95% Back of Queue

Queue

lengths (m)

Worst

queuing

approach

AM Peak

Existing (2011)

4-w ay priority intersection 1,147 B 0.471 24.7 31

Campbellt

ow n Rd-

South

2026

Left-in / left-out side road

(Dual lane on

Campbelltow n Road)

2,682 F 0.853 138.5 26 Zouch Rd-

West

2036


(Dual lane on

Campbelltow n Road)

2,906 F 1.00 210.6 40 Zouch Rd-

West

PM Peak

Existing (2011)

4-w ay priority intersection

(Single lane on

Campbelltow n)

1,020 A 0.368 13.9 22

Campbellt

ow n Rd -

North

2026


(Dual lane on

Campbelltow n Road)

2,591 D 0.432 46.5 2 Zouch Rd-

East

2036


(Dual lane on 2,922 E 0.481 69.7 3

Zouch Rd-

East

AECOM


32



Geometric Layout

Traffic

volumes

(veh/hr)

Level of

Service

(LoS)

Degree of

saturation

(DoS)

Average delay

worst

movement

(sec)

95% Back of Queue

Queue

lengths (m)

Worst

queuing

approach

Campbelltow n Road)

Source: AECOM; 2013


The intersection of Denham Court Road and Campbelltown Road has been analysed as a dual lane roundabout,

to model performance under both 2026 and 2036 AM and PM peak traffic demand. The results of the analysis are

detailed in Table 7-3 and intersection layouts are shown in Figure 7-4. Existing intersection performance is at

Level of Service (LoS) A with an average delay per vehicle of less than 18 seconds in the AM p eak and less than

13 seconds in the PM peak hour period. Modelling shows that a dual lane roundabout would be sufficient to serve

the intersection under expected 2026 future demand. In 2036, based on the two lane roundabout design, the

intersection does not operate within capacity and records a LoS of E. The signalised intersection option, as

demonstrated in the previously released Campbelltown Road REF (March 2013), provides LoS no worse than D

in 2026 and 2036 for the AM and PM peak hour periods.

Accordingly a sensitivity test was undertaken on the revised proposal which includes a dual lane roundabout

design to provide an indication of what design changes would be required to ensure the intersection operates

within capacity and with a LoS of D or better in 2036. The proposed alterations included a continuous (slip) lane

applied to the western and southern approaches to remove the associated capacity constraints. Modelling results,

shown in Table 7-3, indicate that the intersection performs at no worse than LoS B following these geometrical

modifications.

Benefits of the dual lane roundabout, which is recommended for implementation, compared against a signalised

intersection include the acquisition required on Dicks on Road and the ability for vehicles to execute a u-turn

manoeuvre.

AECOM


33



2011 Existing Layout – Roundabout (single lane) 2026 | 2036 Layout – Roundabout (dual lane)

2026 Layout – Signalised Intersection 2036 Layout – Signalised Intersection

AECOM


34



2026 | 2036 Layout – Roundabout (dual lane)

Sensitivity Test

Figure 7-4: Campbelltown Road / Denham Court Road modelled intersection layouts

Source: AECOM, 2013

AECOM


35



Table 7-3 Campbelltown Road / Denham Court Road

Geometric Layout

Traffic

volumes

(veh/hr)

Level of

Service

(LoS)

Degree of

saturation

(DoS)

Average delay

worst

movement

(sec)

95% Back of Queue

Queue

lengths (m)

Worst queuing

approach

AM Peak

Existing (2011)

Roundabout (Single lane) 1,312 A 0.617 17.8 44.4 Denham Court

Rd - West

2026

Roundabout (Dual lane) 3,273 A 0.822 20.6 72.1 Denham Court

Rd – West

Signalised Intersection 3,273 D 0.643 44.0 167.1 Campbelltow n

Road - South

2036

Roundabout (Dual lane) 3,763 E 1.105 123.8 546.6 Denham Court

Rd - West

Roundabout (Dual Lane)

Sensitivity Test 3,763 B 0.735 14.5 57.7

Denham Court

Rd – North

Signalised Intersection 3,763 D 0.741 45.0 133 Denham Court

Road - West

PM Peak

Existing (2011)

Roundabout (Single lane) 1,165 A 0.422 12.7 22.7 Campbelltow n

Rd - North

2026

Roundabout (Dual lane) 3,298 A 0.789 19.7 70.5 Campbelltow n

Rd - North


Road - North

2036

Roundabout (Dual lane) 3,862 E 1.131 147.7 498.1 Campbelltow n

Rd - South

Roundabout (Dual Lane)

Sensitivity Test 3,862 B 0.866 17.2 109.9

Campbelltow n

Rd - North


Road - North

Source: AECOM, 2013

AECOM


36



7.3.8 Blomfield Road / Campbelltown Road

As shown in Figure 7-5 priority, roundabout and signalised intersection layouts have been modelled for the

intersection of Blomfield Road / Campbelltown Road to assess the suitability of allowing right turns from the

perspective of intersection performance. Right turns at the intersection of Blomfield Road / Campbelltown Road

are currently well serviced by a single lane approach, priority T-intersection. Modelling analysis shows that the

intersection currently performs at LoS B in the AM peak and LoS A in the PM peak. For the 2026 scenario year,

the intersection was tested as a two lane approach priority seagull intersection with a 50m right turn bay. It was

shown however that increased through volumes along Campbelltown Road inhibit opportunities for right turn

movements out of Blomfield Road and the intersection consequently does not perform to acceptable levels (LoS

E). An alternate priority configuration was analysed whereby only the right turn m ovement into Blomfield Road

was permitted. Modelling results indicate that this configuration would operate satisfactorily in the 2036 AM peak

and until some point between 2026 and 2036 in the PM peak whereby it reaches LoS F. It should be noted though

that the reason for the LoS F is not the right turn vehicles entering Blomfield Road but the left turn vehicles exiting

Blomfield Road. The level of delay to the left turn movement would occur regardless of the provision of a right turn

bay into Blomfield Road.

Modelling shows that a dual lane roundabout provides sufficient capacity for the intersection to perform to at least

a LoS of B in 2026 and 2036. Signalising the intersection would slightly decrease average wait times, but would

significantly increase queue lengths. Detailed analysis results are shown in Table 7-4.

It should be noted that the tested signalised intersection would not meet current warrants. Furthermore the

proposed roundabout is considered excessive given the amount of traffic generated by Blomfield Road. Both

options would have substantially increased property acquisition requirements, and were dismissed for these

reasons.

The proposed right turn bay would not impact on the intersection of Campbell town Road / Denham Court Road

and is recommended for implementation.

2011 Priority (Give-way) 2026 Priority (All movements)

AECOM


37



2026 | 2036 Roundabout (Dual lane) 2026 | 2036 (Priority– Right turn in only)

2026 | 2036 Signalised Intersection

Figure 7-5: Blomfield Road / Campbelltown Road modelled intersection layouts

Source: AECOM, 2013

AECOM


38



Table 7-4 Blomfield Road / Campbelltown Road

Geometric Layout

Traffic

volumes

(veh/hr)

Level of

Service

(LoS)

Degree of

saturation

(DoS)

Average delay

per vehicle

(sec)

95% Back of Queue

Queue

lengths (m)

Worst queuing

approach

AM Peak

Existing (2011)

Priority (Give-w ay T) 1,201 B 0.523 20.4* 45.0 Campbelltow n

Road – South

2026

Priority (Seagull) 2,680 F 0.443 72.1* 5.5 Blomfield Road

– East

Priority (Right turn in only) 2,680 B 0.443 17.6* 2.4 Blomfield Road -

East

Roundabout (Dual lane) 2,680 A 0.512 12.0* 35.3 Campbelltow n

Road – South

Signalised Intersection 2,680 A 0.569 3.7 73.7 Campbelltow n

Road – North

2036

Priority (Right turn in only) 2,904 B 0.478 19.9* 2.7 Blomfield Rd -

East

Roundabout (Dual lane) 2,904 A 0.552 12.3* 41.0 Campbelltow n

Road – South


Road – North

PM Peak

Existing (2011)

Priority (Give-w ay T) 882 A 0.276 12.6* 11.1 Campbelltow n

Road – South

2026

Priority (Seagull) 2,603 E 0.437 57.5* 3.7 Blomfield Rd -

East

Priority (Right turn in only) 2,603 D 0.437 53.6* 6.1 Blomfield Rd -

East

Roundabout (Dual lane) 2,603 B 0.488 12.6* 28.1 Campbelltow n

Road – North


Road – North

2036

Priority (Right turn in only) 2,935 F 0.486 97.5* 9.9 Blomfield Rd -

East

Roundabout (Dual lane) 2,935 B 0.542 13.6* 34.3 Campbelltow n

Road – North


Road – North

* = av erage delay of worst mov ement Source: AECOM; 2013

AECOM


39



7.3.9 Williamson Road Scenario Analysis

The Williamson Road scenario analysis is centred on the premise of utilising Williamson Road as a route for traffic

to access Campbelltown Road west of the study corridor instead of vehicles travelling along Campbelltown Road.

This is achieved by restraining the capacity on the Campbelltown Road corridor to the west of Macdonald Road

by not upgrading the corridor to three lanes in each direction in 2036. The analysis considers Campbelltown

Road being upgraded to three lanes east of Macdonald Road and two lanes to the west i n 2036 with the idea

being that the reduced capacity would result in more vehicles using Macdonald Road and Williamson Road.

2026 intersection analysis was not undertaken for the Williamson Road scenario as it is not proposed for

Campbelltown Road to be upgraded to 3 lanes at this point in time and therefore it is not possible to assess a

potential capacity reduction on the corridor.

7.3.9.1 Mid-block Analysis

Analysis of the difference in mid-block volumes on the Campbelltown Road and Williamson Road corridors can be

seen in Table 7-5 and Table 7-6 for the AM and PM peak hour periods, respectively. In the AM peak hour it can

be seen that the proposed Williamson Road scenario has minimal impact on inducing vehicles to travel on

Williamson Road instead of Campbelltown Road, recording total increase of only 46 vehicles in the AM peak for

the eastbound peak direction of travel. On Williamson Road itself traffic volumes increase by 60 veh icles in the

peak eastbound direction and 154 vehicles in the westbound direction.

Campbelltown Road does experience a decrease in traffic volumes however this is directly related to the amount

of capacity provided on the western section of the Campbelltown Road study corridor. The additional lane

provided in the proposed Campbelltown Road upgrade option results in a higher volume of vehicles being

attracted to the corridor.

Table 7-5 Williamson Road Sensitivity Analysis – AM Peak Hour Mid-block Volumes

Corridor Segment

2036 –

Campbelltown

Road Scenario

2036 – Williamson

Road Sensitivity

Analysis

Difference in Mid-

block Volume

Macdonald Road (Northbound) 915 960 46

Macdonald Road (Southbound) 686 684 -3

Williamson Road (Macdonald Road to

Campbelltow n Road – Eastbound) 1,830 1,890 60


Campbelltow n Road – Westbound) 843 997 154

Campbelltow n Road (Zouch Road to

Macdonald Road – Eastbound) 2,785 2,501 -284


Macdonald Road – Westbound) 769 734 -35


Denham Court Road – Eastbound) 2,362 2,062 -300


Denham Court Road – Westbound) 954 916 -38

Source: AECOM; 2013

In the PM peak hour the trip patterns identified through the mid-block analysis are identical to those observed in

the AM peak with minor increases in mid-block traffic volumes experienced on Macdonald Road and Williamson

Road. A decrease in mid-block volumes, in both directions, on Campbelltown Road as a result of the reduced

capacity on the corridor in the Williamson Road sensitivity analysis was also noted in the PM peak.

AECOM


40



Table 7-6 Williamson Road Scenario – PM Peak Hour Mid-block Volumes

Corridor Segment

2036 –

Campbelltown

Road Scenario

2036 – Williamson

Road Sensitivity

Analysis

Difference in Mid-

block Volume

Macdonald Road (Northbound) 738 768 30

Macdonald Road (Southbound) 811 821 9


Campbelltow n Road – Eastbound) 751 799 47


Campbelltow n Road – Westbound) 1,767 1,811 44


Macdonald Road – Eastbound) 1,042 909 -134


Macdonald Road – Westbound) 2,159 1,986 -174


Denham Court Road – Eastbound) 1,186 1,048 -138


Denham Court Road – Westbound) 1,907 1,728 -179

Source: AECOM; 2013

AECOM


41



7.3.9.2 Intersection Analysis

Campbelltown Road / Williamson Road

Modelling results for the proposed 2036 reference design and Williamson Road scenario can be seen in Table

7-7. Results indicate that by 2036 the existing roundabout would need to be upgraded to cater for the forecast

corridor demands. The specifics of the geometric upgrade to the intersection were not assessed as part of the

scope of this engagement. In the AM peak the intersection is forecast to operate at LoS F regardless of the design

option under consideration. In the PM peak the intersection performs at LoS D for the Williamson Road scenario

as a result of reduced through volumes on Campbelltown Road which allow vehicles from Williamson Road to

access the roundabout due to appropriate levels of gap acceptance. This is not possible under the volumes

forecast under the proposed reference design resulting in LoS of F.

Table 7-7 Intersection Performance Summary – Campbelltown Road / Williamson Road

Geometric Layout

Traffic

volumes

(veh/hr)

Level of

Service

(LoS)

Degree of

saturation

(DoS)

Average delay

worst

approach (sec)

95% Back of Queue

Queue

lengths (m)

Worst queuing

approach

AM Peak

Existing (2011)

Priority (Roundabout) 2,682 A 0.688 15.5 55.9 Campbelltow n

Road – North

2036


(Roundabout) 4,281 F 3.226 3233 9,300

Campbelltow n

Road – North

Existing Campbelltow n

Road Design Proposal

(Roundabout)

4,266 F 2.781 2397 8,009 Campbelltow n

Road – North

PM Peak

Existing (2011)

Priority (Roundabout) 2,604 A 0.475 13.1 25 Williamson Road

– East

2036


(Roundabout) 3,920 D 1.122 90.6 734.8

Williamson Road

– East



(Roundabout)

4,060 F 1.534 342.1 2058.7 Williamson Road

– East

Source: AECOM; 2013

AECOM


42



Williamson Road / Brooks Road


7-8. Analysis of the existing intersection performance indicates the AM and PM peak hour level of service is A.

This is unchanged in 2036 for both peak hour periods regardless of the scenario under consideration. As was

noted in the previously discussed mid-block analysis the increase in traffic volumes on Williamson Road under the

proposed Williamson Road scenario design configuration is minimal. With average delay of the worst movement

increasing by less than half a second, and 95th percentile queue length increasing less than three metres, it can

be concluded that the impacts of the Williamson Road scenario upon the Williamson Road / Brooks Road

intersection are negligible.

Table 7-8 Intersection Performance Summary – Williamson Road / Brooks Road

Geometric Layout

Traffic

volumes

(veh/hr)

Level of

Service

(LoS)

Degree of

saturation

(DoS)

Average delay

worst

approach (sec)

95% Back of Queue

Queue

lengths (m)

Worst queuing

approach

AM Peak

Existing (2011)

Priority (Roundabout) 2,513 A 0.594 14 34.5 Brooks Road -

North

2036


(Roundabout) 2,658 A 0.666 14.5 41.5

Brooks Road –

North



(Roundabout)

2,638 A 0.664 14.4 41.2 Brooks Road –

North

PM Peak

Existing (2011)

Priority (Roundabout) 2,512 A 0.486 12.9 28.3 Williamson Road

– East

2036


(Roundabout) 2,727 A 0.492 12.8 29.1

Williamson Road

– East



(Roundabout)

2,631 A 0.467 12.3 26.8 Williamson Road

– East

Source: AECOM; 2013

AECOM


43



Williamson Road / Macdonald Road

Modelling results for the proposed 2036 three lane reference design compared against the Williamson Road

scenario can be seen in Table 7-9. Modelling using 2011 counts indicates that the intersection of Williamson

Road and Macdonald Road currently performs well, achieving a LoS of A. There is sufficient capacity in the

existing intersection layout to cope well with expected 2036 traffic demands. It can be seen that any additional

impact from the Williamson Road scenario upon intersection performance is minimal. In the AM peak the

intersection continues to achieve a LoS of A under both the Williamson Road scenario and the existing

Campbelltown Road design proposal scenario, with worst movement average delay decreasing by less than three

seconds. In the PM peak, the intersection again performs similarly under either scenario, with LoS constant at A in

both tested scenarios. Increases in traffic at this intersection which are resultant from the Williamson Road

scenario are minimal; in the AM peak there are 30 additional vehicles over the hour with only one additional

vehicle in the PM peak hour.

Table 7-9 Intersection Performance Summary – Williamson Road / Macdonald Road

Geometric Layout

Traffic

volumes

(veh/hr)

Level of

Service

(LoS)

Degree of

saturation

(DoS)

Average delay

worst

approach (sec)

95% Back of Queue

Queue

lengths (m)

Worst queuing

approach

AM Peak

Existing (2011)


– West

2036


(Roundabout) 3,116 A 0.737 13.6 54.6

Williamson Road

– West



(Roundabout)

3,086 A 0.721 16.5 48 Williamson Road

– West

PM Peak

Existing (2011)


– East

2036


(Roundabout) 3,001 A 0.559 11.7 38.4

Williamson Road

– West



(Roundabout)

3,000 A 0.561 13.2 38.7 Williamson Road

– West

Source: AECOM; 2013

AECOM


44





7-10. Despite the decrease in volumes on Campbelltown Road under the Williamson Road scenario the average

delay per vehicle increases by approximately 15 seconds in the AM peak and eight seconds in the PM peak hour.

In the PM peak the intersection of Campbelltown Road / Macdonald Road performs at a higher level of

operational efficiency under the Williamson Road scenario when compared to the reference design as a result of

the projected 258 fewer vehicles. Both options perform at Level of Service D with a degree of saturation no higher

than 0.981.

Table 7-10 Intersection Performance Summary – Campbelltown Road / Macdonald Road

Geometric Layout

Traffic

volumes

(veh/hr)

Level of

Service

(LoS)

Degree of

saturation

(DoS)

Average delay

per vehicle

(sec)

95% Back of Queue

Queue

lengths (m)

Worst queuing

approach

AM Peak

Existing (2011)

Priority (Signalised) 1,476 B 0.748 18.5 110 Campbelltow n

Road – West

2036


(Signalised) 3,540 F 1.057 74.5 407.5

New Macdonald

Road - South



(Signalised)

3,782 E 1.054 50.1 362.7 New Macdonald

Road - South

PM Peak

Existing (2011)

Priority (Signalised) 1,335 B 0.657 20 72 Campbelltow n

Road – East

2036


(Signalised) 3,672 D 0.873 47.9 225.2

Campbelltow n

Road – East



(Signalised)

3,943 D 0.981 56.1 286.3 Campbelltow n

Road – East

Source: AECOM; 2013

7.3.9.3 Williamson Road Scenario Mid-block and Intersection Analysis Summary

In summary the mid-block and intersection analysis demonstrate that the proposed Williamson Road scenario

would have a minimal effect with respect to inducing traffic away from Campbelltown Road to Williamson Road

and Macdonald Road. It is not recommended that this option be pursued for further investigation as it does not

provide an incentive for motorists to change their travel pattern. The proposed alternate route, considered for the

community, along Williamson Road would result in longer travel distance and corresponding longer travel times

for motorists.

AECOM


A



Appendix A

Revised Traffic Modelling Results


Revision E – 06-Jan-2014 Prepared for – Roads and Maritime Services – ABN: 76 236 371 088

Appendix A Revised Traffic Modelling Results

Table A1: Campbelltown Road / Glenfield Road Intersection Performance (Revised)

Geometric Layout

Traffic

volumes

(veh/hr)

Level of

Service

(LoS)

Degree of

saturation

(DoS)

Average delay

per vehicle

(sec)

95% Back of Queue

Queue

lengths (m)

Worst queuing

approach

AM Peak

Existing (2011)

Signalised Intersection 3,301 C 0.871 36.8 169.6 Glenfield Road -

East

2026

Signalised Intersection 4,574 C 0.989 38.5 256.2 Campbelltown

Road – South

2036


Road – North

PM Peak

Existing (2011)

Signalised Intersection 3,238 B 0.799 21.7 154.5 Glenfield Road -

East

2026

Signalised Intersection 4,787 B 0.770 20.4 220.6 Campbelltown

Road - North

2036


Road - North

Source: AECOM; 2013



Table A1: Campbelltown Road / Beech Road Intersection Performance (Revised)

Geometric Layout

Traffic

volumes

(veh/hr)

Level of

Service

(LoS)

Degree of

saturation

(DoS)

Average delay

per vehicle

(sec)

95% Back of Queue

Queue

lengths (m)

Worst queuing

approach

AM Peak

Existing (2011)


Road - West

2026

Signalised Intersection 4,638 D 0.815 51.3 285.2 Campbelltown

Road - West

2036


Road - West

PM Peak

Existing (2011)

Signalised Intersection 2,819 A 0.763 20.8 349.9 Campbelltown

Road - East

2026

Signalised Intersection 4.800 F 1.035 92.4 532.2 Campbelltown

Road - East

2036


Road - East

Source: AECOM; 2013



Table A3: Campbelltown Road / Ingleburn Gardens Drive Intersection Performance (Revised)

Geometric Layout

Traffic

volumes

(veh/hr)

Level of

Service

(LoS)

Degree of

saturation

(DoS)

Average delay

per vehicle

(sec)

95% Back of Queue

Queue

lengths (m)

Worst queuing

approach

AM Peak

Existing (2011)

Signalised Intersection 1,225 A 0.826 9.9 142 Campbelltown

Road - West

2026


Road - West

2036

Signalised Intersection 2,759 A 0.471 4.8 27.7

Ingleburn

Gardens Drive -

South

PM Peak

Existing (2011)


Road - East

2026


Road - East

2036


Road - East

Source: AECOM; 2013



Table A4: Campbelltown Road / East Town Centre Road (Revised)

Geometric Layout

Traffic

volumes

(veh/hr)

Level of

Service

(LoS)

Degree of

saturation

(DoS)

Average delay

per vehicle

(sec)

95% Back of Queue

Queue

lengths (m)

Worst queuing

approach

AM Peak

2026


Road - West

2036


Road - West

PM Peak

2026


Road - East

2036


Road - East

Source: AECOM; 2013

Table A5: Campbelltown Road / Soldiers Parade (Revised – formally Croatia Avenue)

Geometric Layout

Traffic

volumes

(veh/hr)

Level of

Service

(LoS)

Degree of

saturation

(DoS)

Average delay

per vehicle

(sec)

95% Back of Queue

Queue

lengths (m)

Worst queuing

approach

AM Peak

2026


Road - West

2036


Road - West

PM Peak

2026


Road – East

2036


Road - East

Source: AECOM; 2013



Table A6: Campbelltown Road / Macdonald Road (Revised)

Geometric Layout

Traffic

volumes

(veh/hr)

Level of

Service

(LoS)

Degree of

saturation

(DoS)

Average delay

per vehicle

(sec)

95% Back of Queue

Queue

lengths (m)

Worst queuing

approach

AM Peak

Existing (2011)

Signalised Intersection 1,554 B 0.946 27.6 163.6 Macdonald

Road - South

2026

Signalised Intersection 3,407 D 0.911 52.3 232.9 Macdonald

Road - South

2036

Signalised Intersection 3,782 E 1.007 63.6 311.1 Macdonald

Road - South

PM Peak

Existing (2011)


Road - East

2026


Road - East

2036

Signalised Intersection 3,943 E 0.960 60.6 252.3 Campbelltown

Road - East

Source: AECOM; 2013



Table A7: Campbelltown Road / Denham Court Road (Revised)

Geometric Layout

Traffic

volumes

(veh/hr)

Level of

Service

(LoS)

Degree of

saturation

(DoS)

Average delay

per vehicle

(sec)

95% Back of Queue

Queue

lengths (m)

Worst queuing

approach

AM Peak

Existing (2011)

Roundabout 1,312 B 0.617 17.8 44.4 Denham Court

Road - West

2026


Road - South

2036

Signalised Intersection 3,763 D 0.741 45.0 133 Denham Court

Road - West

PM Peak

Existing (2011)

Roundabout 1,165 A 0.422 12.7 22.7 Campbelltown

Road - North

2026


Road - North

2036


Road - North

Source: AECOM; 2013

AECOM


B


Appendix B

Origin Destination Matrixes



Appendix B Origin Destination Matrixes

Table B1 Origin – Destination movement breakdown 2026 AM peak

Origin – Destination Distribution 2026 AM Peak

Origin

Destination

A B C D E F G H I J K

Origin

%

A Volume 0 1346 261 0 104 226 146 0 112 10 31

20%

% - 12% 2% - <1% 2% 1% - <1% <1% <1%

C Volume 802 0 0 0 0 109 44 610 0 4 13

14% % 7% - - - - <1% <1% 5% - <1% <1%

D Volume 2 0 0 0 202 127 41 5 0 0 0

3% % <1% - <1% - 2% 1% <1% <1% - <1% <1%

E Volume 1157 0 1 126 0 453 104 294 0 22 15

19% % 10% - <1% 1% - 4% <1% 3% - <1% <1%

F Volume 818 0 145 90 790 0 0 214 0 16 9

19% % 7% - 1% <1% 7% - - 2% - <1% <1%

G Volume 417 0 102 47 223 0 0 320 0 4 4

10% % 4% - <1% <1% 2% - - 3% - <1% <1%

H Volume 0 0 528 0 475 34 57 0 0 8 0

10% % - - 5% - 4% <1% <1% - - <1% -

I Volume 203 0 0 0 0 0 0 0 0 0 22

2% % 2% - - - - - - - - - <1%

J Volume 72 0 5 0 32 16 2 30 0 0 0

1% % <1% - <1% <1% <1% <1% <1% <1% - <1% <1%

K Volume 77 0 21 0 23 11 4 0 46 0 0

2% % <1% - <1% - <1% <1% <1% - <1% <1% -

Destination % 32% 12% 9% 2% 16% 9% 4% 13% 1% 1% 1%



Table B2 Origin – Destination movement breakdown 2026 PM peak

Origin – Destination Distribution 2026 PM Peak

Origin

Destination


Origin

%

A Volume 0 2413 631 2 663 925 429 0 172 46 75

44%

% - 20% 5% <1% 5% 8% 4% - 1% <1% <1%

C Volume 480 0 0 0 1 172 95 488 0 6 22

10% % 4% - - <1% <1% 1% <1% 4% - <1% <1%

D Volume 0 0 0 0 141 120 48 0 0 0 0

3% % - - - - 1% <1% <1% - - <1% -

E Volume 401 0 0 216 0 778 170 288 0 36 25

16% % 3% - - 2% - 6% 1% 2% - <1% <1%

F Volume 261 0 127 119 529 0 0 42 0 17 11

9% % 2% - 1% <1% 4% - - <1% - <1% <1%

G Volume 205 0 59 46 114 0 0 84 0 3 4

4% % 2% - <1% <1% <1% - - <1% - <1% <1%

H Volume 0 0 487 0 476 113 183 0 0 18 0

10% % - - 4% - 4% <1% 2% - - <1% -

I Volume 170 0 13 0 0 0 3 0 0 0 42

2% % 1% - <1% <1% - - <1% - - <1% <1%

J Volume 22 0 5 0 27 21 3 10 0 0 0

1% % <1% - <1% <1% <1% <1% <1% <1% - <1% <1%

K Volume 44 0 17 0 17 12 4 0 25 0 0

1% % <1% - <1% <1% <1% <1% <1% - <1% <1% -

Destination % 13% 20% 11% 3% 16% 18% 8% 7% 2% 1% 1%



Table B3 Origin – Destination movement breakdown 2036 AM peak

Origin – Destination Distribution 2036 AM Peak

Origin

Destination


Origin

%

A Volume 0 1536 255 3 72 208 159 0 120 10 33

17%

% - 12% 2% <1% <1% 2% 1% - <1% <1% <1%

C Volume 878 0 0 0 0 100 51 625 0 4 16

13% % 7% - - - - <1% <1% 5% - <1% <1%

D Volume 2 0 0 0 223 133 46 4 0 0 0

3% % <1% - <1% - 2% 1% <1% <1% - <1% <1%

E Volume 1165 0 2 132 0 400 119 302 0 24 16

17% % 9% - <1% 1% - 3% <1% 2% - <1% <1%

F Volume 1096 0 184 119 864 0 0 228 0 26 12

20% % 9% - 1% <1% 7% - - 2% - <1% <1%

G Volume 752 0 155 83 253 0 0 327 0 4 8

12% % 6% - 1% <1% 2% - - 3% - <1% <1%

H Volume 0 0 626 3 563 36 61 0 0 9 0

10% % - - 5% <1% 4% <1% <1% - - <1% -

I Volume 244 0 0 0 0 0 0 0 0 0 25

2% % 2% - - - - - - - - - <1%

J Volume 83 0 6 0 33 20 2 25 0 0 0

1% % <1% - <1% <1% <1% <1% <1% <1% - <1% <1%

K Volume 91 0 25 0 27 13 4 0 50 0 0

2% % <1% - <1% <1% <1% <1% <1% - <1% <1% -

Destination % 34% 12% 10% 3% 16% 7% 3% 12% 1% 1% 1%



Table B4 Origin – Destination movement breakdown 2036 PM peak

Origin – Destination Distribution 2036 PM Peak

Origin

Destination


Origin

%

A Volume 0 2380 641 6 641 1032 541 0 202 43 84

43%

% - 18% 5% <1% 5% 8% 4% - 2% <1% <1%

C Volume 431 0 0 1 0 183 114 602 0 6 25

10% % 3% - - <1% <1% 1% <1% 5% - <1% <1%

D Volume 0 0 0 0 157 157 68 0 0 0 0

3% % - - - - 1% 1% <1% - - <1% -

E Volume 381 0 0 235 0 865 262 314 0 39 29

16% % 3% - - 2% - 7% 2% 2% - <1% <1%

F Volume 301 0 136 131 439 0 0 51 0 22 14

8% % 2% - 1% 1% 3% - - <1% - <1% <1%

G Volume 215 0 66 53 138 0 0 93 0 3 5

4% % 2% - <1% <1% 1% - - <1% - <1% <1%

H Volume 0 0 583 2 509 115 218 0 0 17 0

11% % - - 4% <1% 4% <1% 2% - - <1% -

I Volume 189 0 7 0 1 0 3 0 0 0 49

2% % 1% - <1% <1% <1% - <1% - - <1% <1%

J Volume 22 0 5 0 29 29 4 11 0 0 0

1% % <1% - <1% <1% <1% <1% <1% <1% - <1% <1%

K Volume 47 0 20 0 20 16 7 0 30 0 0

1% % <1% - <1% <1% <1% <1% <1% - <1% <1% -

Destination % 12% 18% 11% 3% 15% 18% 9% 8% 2% 1% 2%

AECOM


C


Appendix C

SIDRA Outputs

MOVEMENT SUMMARY Site: 2011 AM PeakCampbelltown Rd and Glenfield Rd 2011 AM PeakSignals - Fixed Time Cycle Time = 150 seconds (User-Given Cycle Time)

Movement Performance - Vehicles

Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

95% Back of QueueVehicles Distance

Prop. Queued

Effective Stop Rate

AverageSpeed

veh/h % v/c sec veh m per veh km/hSouth: Campbelltown Rd (S Leg)

2 T 1083 2.6 0.257 6.9 LOS A 8.4 60.3 0.35 0.31 56.03 R 339 5.3 0.862 46.1 LOS D 15.6 114.2 0.85 0.87 28.1

Approach 1422 3.3 0.862 16.2 LOS B 15.6 114.2 0.47 0.45 45.7

East: Glenfield Rd (E Leg)4 L 74 8.6 0.042 7.7 X X X X 0.60 49.86 R 580 5.8 0.871 83.5 LOS F 23.1 169.6 1.00 0.95 19.1

Approach 654 6.1 0.871 75.0 LOS F 23.1 169.6 0.89 0.91 20.5

North: Campbelltown Rd (N Leg)7 L 656 5.0 0.366 9.6 X X X X 0.65 54.68 T 569 14.8 0.842 75.8 LOS F 14.5 114.6 1.00 0.92 20.6

Approach 1225 9.5 0.842 40.3 LOS C 14.5 114.6 0.46 0.78 30.9

All Vehicles 3301 6.2 0.871 36.8 LOS C 23.1 169.6 0.55 0.66 32.1

X: Not applicable for Continuous movement.

Level of Service (LOS) Method: Delay (RTA NSW). Vehicle movement LOS values are based on average delay per movementIntersection and Approach LOS values are based on average delay for all vehicle movements.SIDRA Standard Delay Model used.

Processed: Friday, 22 November 2013 1:48:29 PMSIDRA INTERSECTION 5.1.12.2089

Copyright © 2000-2011 Akcelik and Associates Pty Ltdwww.sidrasolutions.com

Project: P:\60250803_Campbelltown_Rd\4. Tech work area\4.5 Planning\RMS SIDRA 04062012\For AECOM 4June2012\Campbelltown Rd_Glenfield Rd_revised turn movement.sip8000907, AECOM, ENTERPRISE

MOVEMENT SUMMARY Site: 2011 PM PeakCampbelltown Rd and Glenfield Rd 2011 AM PeakSignals - Fixed Time Cycle Time = 151 seconds (User-Given Phase Times)

Movement Performance - Vehicles95% Back of Queue

Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate

AverageSpeed Vehicles Distance


2 T 529 3.0 0.128 6.7 LOS A 3.9 27.7 0.33 0.28 56.33 R 71 20.9 0.599 86.5 LOS F 5.3 43.9 1.00 0.78 18.6

Approach 600 5.1 0.599 16.1 LOS B 5.3 43.9 0.41 0.34 45.9

East: Glenfield Rd (E Leg)4 L 146 7.2 0.083 7.7 X X X X 0.60 49.86 R 559 7.7 0.799 75.4 LOS F 20.7 154.5 1.00 0.89 20.5

Approach 705 7.6 0.799 61.4 LOS E 20.7 154.5 0.79 0.83 23.2

North: Campbelltown Rd (N Leg)7 L 595 3.7 0.329 9.5 X X X X 0.65 54.68 T 1338 6.8 0.392 8.8 LOS A 8.8 65.5 0.30 0.26 53.8

Approach 1933 5.9 0.392 9.0 LOS A 8.8 65.5 0.21 0.38 54.0

All Vehicles 3238 6.1 0.799 21.7 LOS B 20.7 154.5 0.37 0.47 41.0








Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



2 T 1826 2.6 0.429 7.8 LOS A 16.5 118.1 0.41 0.38 54.53 R 339 5.3 0.980 124.5 LOS F 35.0 256.2 1.00 1.11 14.0

Approach 2165 3.0 0.980 26.0 LOS B 35.0 256.2 0.50 0.49 38.1

East: Glenfield Rd (E Leg)4 L 44 8.6 0.091 36.4 LOS C 1.9 14.3 0.63 0.71 31.56 R 618 5.8 0.962 112.8 LOS F 29.9 219.9 1.00 1.10 15.4

Approach 662 6.0 0.962 107.7 LOS F 29.9 219.9 0.98 1.08 15.9

North: Campbelltown Rd (N Leg)7 L 614 5.0 0.989 44.5 LOS D 26.8 195.8 1.00 0.90 28.88 T 1133 14.8 0.419 18.5 LOS B 12.3 96.8 0.49 0.43 43.3

Approach 1746 11.4 0.989 27.6 LOS B 26.8 195.8 0.67 0.60 37.0






MOVEMENT SUMMARY Site: 2026 PM PeakCampbelltown Rd and Glenfield Rd 2026 PM PeakSignals - Fixed Time Cycle Time = 150 seconds (User-Given Cycle Time)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



2 T 749 3.0 0.180 6.7 LOS A 5.6 40.0 0.34 0.29 56.33 R 71 20.9 0.727 90.7 LOS F 5.5 45.4 1.00 0.84 17.9

Approach 820 4.5 0.727 13.9 LOS A 5.6 45.4 0.39 0.34 47.9

East: Glenfield Rd (E Leg)4 L 63 7.2 0.149 49.8 LOS D 3.3 24.8 0.77 0.74 26.76 R 514 7.7 0.755 73.0 LOS F 18.4 137.1 1.00 0.87 20.9

Approach 577 7.6 0.755 70.5 LOS E 18.4 137.1 0.97 0.86 21.4

North: Campbelltown Rd (N Leg)7 L 687 3.7 0.755 24.2 LOS B 16.4 118.6 0.62 0.81 39.28 T 2703 6.8 0.770 10.8 LOS A 29.8 220.6 0.50 0.47 50.5

Approach 3391 6.2 0.770 13.5 LOS A 29.8 220.6 0.53 0.54 47.8








Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



2 T 1967 2.6 0.498 11.7 LOS A 22.3 159.3 0.52 0.47 49.43 R 339 5.3 0.861 78.8 LOS F 26.4 192.9 1.00 0.93 19.8

Approach 2306 3.0 0.861 21.6 LOS B 26.4 192.9 0.59 0.54 40.9

East: Glenfield Rd (E Leg)4 L 52 8.6 0.095 29.4 LOS C 1.9 14.4 0.55 0.71 34.86 R 725 5.8 0.872 78.8 LOS F 28.5 209.6 1.00 0.95 19.9

Approach 777 6.0 0.872 75.5 LOS F 28.5 209.6 0.97 0.93 20.5

North: Campbelltown Rd (N Leg)7 L 678 5.0 0.886 52.4 LOS D 46.8 341.5 0.94 0.93 26.18 T 1186 14.8 0.581 29.4 LOS C 20.5 161.7 0.67 0.59 35.6

Approach 1864 11.2 0.886 37.7 LOS C 46.8 341.5 0.77 0.71 31.6






MOVEMENT SUMMARY Site: 2036 PM PeakCampbelltown Rd and Glenfield Rd 2036 PM PeakSignals - Fixed Time Cycle Time = 150 seconds (User-Given Cycle Time)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



2 T 745 3.0 0.180 7.0 LOS A 5.7 40.7 0.34 0.30 55.83 R 71 20.9 0.727 90.7 LOS F 5.5 45.4 1.00 0.84 17.9

Approach 816 4.5 0.727 14.3 LOS A 5.7 45.4 0.40 0.34 47.6

East: Glenfield Rd (E Leg)4 L 77 7.2 0.180 49.4 LOS D 4.1 30.2 0.77 0.75 26.86 R 553 7.7 0.785 73.9 LOS F 20.1 150.0 1.00 0.89 20.8

Approach 629 7.6 0.785 70.9 LOS F 20.1 150.0 0.97 0.87 21.4

North: Campbelltown Rd (N Leg)7 L 712 3.7 0.809 26.3 LOS B 18.6 134.3 0.71 0.83 37.88 T 2674 6.8 0.770 11.5 LOS A 30.5 225.6 0.52 0.48 49.7

Approach 3385 6.1 0.809 14.6 LOS B 30.5 225.6 0.56 0.56 46.7






MOVEMENT SUMMARY Site: AMP 2011ntersection of Campbelltown and Beech RoadsMP 2011ignals - Fixed Time Cycle Time = 150 seconds (User-Given Cycle Time)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % v/c sec veh m per veh km/hEast: Campbelltown Rd (E leg)

5 T 969 7.5 0.419 15.8 LOS B 18.4 136.8 0.56 0.50 50.26 R 40 44.7 0.303 49.5 LOS D 2.3 22.4 0.80 0.80 28.9

Approach 1009 9.0 0.419 17.2 LOS B 18.4 136.8 0.57 0.51 48.9

North: Beech Rd (N leg)7 L 14 46.2 0.031 45.0 LOS D 0.7 6.6 0.71 0.70 19.99 R 305 7.6 0.559 55.9 LOS D 18.6 138.6 0.89 0.84 16.6

Approach 319 9.2 0.559 55.5 LOS D 18.6 138.6 0.89 0.83 16.7

West: Campbelltown Rd (W leg)10 L 137 8.5 0.147 11.6 LOS A 1.3 9.5 0.14 0.73 55.311 T 1166 2.9 0.571 24.8 LOS B 28.1 201.3 0.72 0.65 42.0

Approach 1303 3.5 0.571 23.4 LOS B 28.1 201.3 0.66 0.66 43.0



Movement Performance - PedestriansAverage Back of Queue

Mov ID DescriptionDemand

Flow Average

Delay Level ofService

Prop. Queued

Effective Stop RatePedestrian Distance

ped/h sec ped m per pedP3 Across E approach 10 55.5 LOS E 0.0 0.0 0.86 0.86P5 Across N approach 10 28.8 LOS C 0.0 0.0 0.62 0.62

All Pedestrians 20 42.2 LOS E 0.74 0.74

Level of Service (LOS) Method: SIDRA Pedestrian LOS Method (Based on Average Delay)Pedestrian movement LOS values are based on average delay per pedestrian movement.Intersection LOS value for Pedestrians is based on average delay for all pedestrian movements.

rocessed: Friday, 22 November 2013 3:12:20 PMIDRA INTERSECTION 5.1.12.2089


roject: P:\60250803_Campbelltown_Rd\4. Tech work area\4.5 Planning\RMS SIDRA 04062012\For AECOM June2012\Campbelltown Beech with Cambridge.SIP000907, AECOM, ENTERPRISE

IAS

PSP48

MOVEMENT SUMMARY Site: PMP 2011Intersection of Campbelltown and Beech RoadsPMP 2011Signals - Fixed Time Cycle Time = 150 seconds (User-Given Cycle Time)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % v/c sec veh m per veh km/hEast: Campbelltown Rd (E leg)

5 T 2061 4.0 0.763 15.2 LOS B 48.3 349.9 0.70 0.66 50.26 R 86 15.9 0.210 20.7 LOS B 2.3 18.4 0.44 0.74 45.4

Approach 2147 4.5 0.763 15.4 LOS B 48.3 349.9 0.69 0.66 50.0

North: Beech Rd (N leg)7 L 1 0.0 0.002 50.3 LOS D 0.1 0.4 0.79 0.61 17.79 R 304 2.1 0.748 69.3 LOS E 21.2 151.1 0.99 0.87 14.0

Approach 305 2.1 0.748 69.3 LOS E 21.2 151.1 0.99 0.87 14.0

West: Campbelltown Rd (W leg)10 L 79 5.3 0.083 11.4 LOS A 0.7 5.1 0.13 0.72 55.411 T 287 8.1 0.125 12.3 LOS A 4.2 31.5 0.44 0.36 54.8

Approach 366 7.5 0.125 12.1 LOS A 4.2 31.5 0.37 0.44 54.9





Flow Average


Prop. Queued


ped/h sec ped m per pedP3 Across E approach 10 67.2 LOS F 0.0 0.0 0.95 0.95P5 Across N approach 10 21.3 LOS C 0.0 0.0 0.53 0.53





Project: P:\60250803_Campbelltown_Rd\4. Tech work area\4.5 Planning\RMS SIDRA 04062012\For AECOM 4June2012\Campbelltown Beech with Cambridge.SIP8000907, AECOM, ENTERPRISE

MOVEMENT SUMMARY Site: AMP 2026 - Layout 2026Intersection of Campbelltown and Beech RoadsAMP 2026Signals - Fixed Time Cycle Time = 150 seconds (User-Given Cycle Time)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % v/c sec veh m per veh km/hSouth: Access Rd (S Leg)

1 L 111 3.0 0.250 32.3 LOS C 4.6 32.8 0.64 0.75 31.52 T 426 3.0 0.815 58.1 LOS E 30.4 218.0 1.00 0.92 20.23 R 106 3.0 0.439 73.1 LOS F 7.3 52.3 0.97 0.79 20.8

Approach 643 3.0 0.815 56.1 LOS D 30.4 218.0 0.93 0.87 21.8

East: Campbelltown Rd (E leg)4 L 5 3.0 0.013 36.5 LOS C 0.2 1.6 0.64 0.66 33.25 T 1209 7.5 0.690 54.7 LOS D 20.9 156.0 0.96 0.82 27.66 R 43 44.7 0.759 98.3 LOS F 3.5 33.9 1.00 0.83 17.0

Approach 1258 8.8 0.759 56.2 LOS D 20.9 156.0 0.96 0.82 27.1

North: Beech Rd (N leg)7 L 11 46.2 0.070 46.9 LOS D 0.5 5.1 0.75 0.69 18.48 T 284 3.0 0.538 49.7 LOS D 17.6 126.5 0.91 0.77 22.09 R 187 7.6 0.790 80.7 LOS F 14.1 105.4 1.00 0.90 12.1

Approach 482 5.7 0.790 61.7 LOS E 17.6 126.5 0.94 0.82 17.9

West: Campbelltown Rd (W leg)10 L 207 8.5 0.495 27.0 LOS B 7.4 55.4 0.57 0.76 39.111 T 1831 2.9 0.810 43.9 LOS D 39.8 285.2 0.96 0.87 31.312 R 217 3.0 0.692 71.5 LOS F 14.9 106.8 0.98 0.84 21.4

Approach 2255 3.4 0.810 45.0 LOS D 39.8 285.2 0.93 0.86 30.6

All Vehicles 4638 5.1 0.815 51.3 LOS D 39.8 285.2 0.94 0.85 26.7




Flow Average


Prop. Queued


ped/h sec ped m per pedP1 Across S approach 11 56.3 LOS E 0.0 0.0 0.87 0.87P3 Across E approach 10 52.9 LOS E 0.0 0.0 0.84 0.84P5 Across N approach 10 38.9 LOS D 0.0 0.0 0.72 0.72P7 Across W approach 10 52.9 LOS E 0.0 0.0 0.84 0.84






MOVEMENT SUMMARY Site: PMP 2026 - Layout 2026Intersection of Campbelltown and Beech RoadsPMP 2026Signals - Fixed Time Cycle Time = 150 seconds (User-Given Cycle Time)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 246 3.0 0.598 59.1 LOS E 15.6 111.8 0.95 0.83 23.42 T 362 3.0 1.014 121.6 LOS F 37.5 269.0 1.00 1.31 12.43 R 6 3.0 0.016 55.9 LOS D 0.4 2.5 0.81 0.66 24.3

Approach 615 3.0 1.014 95.9 LOS F 37.5 269.0 0.98 1.11 15.8

East: Campbelltown Rd (E leg)4 L 43 3.0 0.076 21.6 LOS B 1.2 8.6 0.45 0.70 43.55 T 2581 4.0 1.043 115.9 LOS F 80.7 584.2 1.00 1.26 16.46 R 72 15.9 0.579 86.5 LOS F 5.3 42.4 1.00 0.78 18.6

Approach 2696 4.3 1.043 113.6 LOS F 80.7 584.2 0.99 1.24 16.6

North: Beech Rd (N leg)7 L 11 3.0 0.055 51.4 LOS D 0.6 4.1 0.80 0.68 16.88 T 335 3.0 0.928 84.0 LOS F 28.6 205.2 1.00 1.10 16.19 R 421 2.1 1.035 141.8 LOS F 46.3 329.8 1.00 1.23 7.6

Approach 766 2.5 1.035 115.3 LOS F 46.3 329.8 1.00 1.17 10.9

West: Campbelltown Rd (W leg)10 L 127 5.3 0.269 22.3 LOS B 3.8 27.5 0.48 0.73 42.811 T 460 8.1 0.230 35.5 LOS C 7.7 57.7 0.74 0.61 35.512 R 136 3.0 1.018 138.0 LOS F 13.8 98.8 1.00 1.08 12.8

Approach 723 6.6 1.018 52.4 LOS D 13.8 98.8 0.74 0.72 27.9

All Vehicles 4800 4.2 1.043 102.4 LOS F 80.7 584.2 0.95 1.13 16.6




Flow Average


Prop. Queued


ped/h sec ped m per pedP1 Across S approach 11 42.6 LOS E 0.0 0.0 0.75 0.75P3 Across E approach 10 64.4 LOS F 0.0 0.0 0.93 0.93P5 Across N approach 10 42.6 LOS E 0.0 0.0 0.75 0.75P7 Across W approach 10 64.4 LOS F 0.0 0.0 0.93 0.93






MOVEMENT SUMMARY Site: AMP 2036 - layout 2026 & 30% off

Intersection of Campbelltown and Beech RoadsAMP 2036 New (Layout 2026) with 30% volume reductionSignals - Fixed Time Cycle Time = 150 seconds (User-Given Cycle Time)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 84 3.0 0.181 29.0 LOS C 3.2 23.0 0.59 0.73 32.92 T 312 3.0 0.627 52.7 LOS D 20.1 144.4 0.94 0.81 21.33 R 99 3.0 0.410 72.8 LOS F 6.8 48.7 0.96 0.78 20.8

Approach 495 3.0 0.627 52.7 LOS D 20.1 144.4 0.89 0.79 22.7

East: Campbelltown Rd (E leg)4 L 7 3.0 0.018 39.9 LOS C 0.3 2.3 0.68 0.67 31.65 T 886 7.5 0.571 56.9 LOS E 14.8 110.4 0.95 0.79 27.06 R 33 44.7 0.583 95.4 LOS F 2.6 25.4 1.00 0.76 17.4

Approach 927 8.8 0.583 58.1 LOS E 14.8 110.4 0.95 0.79 26.5

North: Beech Rd (N leg)7 L 8 46.2 0.055 48.3 LOS D 0.4 4.0 0.76 0.68 18.08 T 210 3.0 0.418 49.3 LOS D 12.7 91.1 0.88 0.74 22.19 R 145 7.6 0.612 75.2 LOS F 10.2 76.3 0.99 0.81 12.8

Approach 363 5.8 0.612 59.6 LOS E 12.7 91.1 0.92 0.76 18.3

West: Campbelltown Rd (W leg)10 L 164 8.5 0.382 25.5 LOS B 5.5 41.3 0.54 0.75 40.311 T 1455 2.9 0.623 37.5 LOS C 27.8 199.6 0.85 0.76 34.312 R 193 3.0 0.583 62.9 LOS E 12.1 87.0 0.91 0.81 23.4

Approach 1813 3.4 0.623 39.1 LOS C 27.8 199.6 0.83 0.76 33.2





Flow Average


Prop. Queued


ped/h sec ped m per pedP1 Across S approach 11 60.8 LOS F 0.0 0.0 0.90 0.90P3 Across E approach 10 54.6 LOS E 0.0 0.0 0.85 0.85P5 Across N approach 10 37.5 LOS D 0.0 0.0 0.71 0.71P7 Across W approach 10 54.6 LOS E 0.0 0.0 0.85 0.85






MOVEMENT SUMMARY Site: PMP 2036 - layout 2026 & 30% off

Intersection of Campbelltown and Beech RoadsPMP 2036 New (layout of 2026) with 30% volume reductionSignals - Fixed Time Cycle Time = 150 seconds (User-Given Cycle Time)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 197 3.0 0.451 55.5 LOS D 11.8 84.5 0.90 0.81 24.22 T 301 3.0 0.786 64.4 LOS E 21.7 156.0 1.00 0.91 19.03 R 7 3.0 0.020 58.6 LOS E 0.4 3.1 0.83 0.67 23.7

Approach 505 3.0 0.786 60.8 LOS E 21.7 156.0 0.96 0.87 21.0

East: Campbelltown Rd (E leg)4 L 39 3.0 0.060 19.4 LOS B 0.9 6.4 0.49 0.71 45.65 T 1883 4.0 0.795 48.4 LOS D 34.1 246.7 0.95 0.86 29.76 R 48 15.9 0.388 85.0 LOS F 3.5 27.8 0.99 0.75 18.9

Approach 1970 4.3 0.795 48.7 LOS D 34.1 246.7 0.94 0.85 29.5

North: Beech Rd (N leg)7 L 1 3.0 0.005 30.3 LOS C 0.0 0.3 0.75 0.62 23.88 T 268 3.0 0.612 56.1 LOS D 17.6 126.6 0.95 0.81 20.69 R 331 2.1 0.790 69.4 LOS E 23.7 168.8 1.00 0.90 13.6

Approach 601 2.5 0.790 63.4 LOS E 23.7 168.8 0.98 0.86 16.9

West: Campbelltown Rd (W leg)10 L 84 5.3 0.182 22.9 LOS B 2.5 18.3 0.48 0.72 42.411 T 338 8.1 0.179 36.8 LOS C 5.7 42.7 0.74 0.60 34.912 R 105 3.0 0.785 90.0 LOS F 8.1 58.4 1.00 0.86 18.0

Approach 527 6.6 0.785 45.2 LOS D 8.1 58.4 0.75 0.67 30.6





Flow Average


Prop. Queued


ped/h sec ped m per pedP1 Across S approach 11 44.9 LOS E 0.0 0.0 0.77 0.77P3 Across E approach 10 59.0 LOS E 0.0 0.0 0.89 0.89P5 Across N approach 10 44.9 LOS E 0.0 0.0 0.77 0.77P7 Across W approach 10 62.6 LOS F 0.0 0.0 0.91 0.91






MOVEMENT SUMMARY Site: AMP 2011Intersection of Campbelltown Rd and Ingleburn Gardens DriveAMP 2011 Existing ( Turning Volumes: 25 October 2011)Signals - Actuated Cycle Time = 52 secondsSensitivity Analysis (Maximum Green): Results for Parameter Scale = 105.0 %


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % v/c sec veh m per veh km/hSouth: Ingleburn Gardens Drive

1 L 1 1.0 0.001 8.9 LOS A 0.0 0.0 0.31 0.60 45.13 R 9 1.0 0.088 35.6 LOS C 0.3 1.8 0.95 0.66 30.2

Approach 11 1.0 0.088 32.9 LOS C 0.3 1.8 0.89 0.65 31.3

East: Campbelltown Rd4 L 6 1.0 0.004 10.5 LOS A 0.0 0.1 0.23 0.66 55.85 T 238 5.0 0.324 12.8 LOS A 4.3 31.7 0.73 0.60 52.6

Approach 244 4.9 0.324 12.8 LOS A 4.3 31.7 0.71 0.61 52.6

West: Campbelltown Rd11 T 967 5.0 0.826 8.9 LOS A 19.5 142.0 0.83 0.76 56.612 R 3 1.0 0.006 17.0 LOS B 0.0 0.3 0.62 0.67 48.0

Approach 971 5.0 0.826 8.9 LOS A 19.5 142.0 0.83 0.76 56.6

All Vehicles 1225 4.9 0.826 9.9 LOS A 19.5 142.0 0.81 0.73 55.4




Flow Average


Prop. Queued


ped/h sec ped m per pedP1 Across S approach 11 20.3 LOS C 0.0 0.0 0.88 0.88P3 Across E approach 11 23.3 LOS C 0.0 0.0 0.90 0.90P7 Across W approach 11 23.3 LOS C 0.0 0.0 0.90 0.90

All Pedestrians 33 22.3 LOS C 0.89 0.89




Project: P:\60250803_Campbelltown_Rd\4. Tech work area\4.5 Planning\RMS SIDRA 04062012\For AECOM 4June2012\Campbelltown Ingleburn Gardens.sip8000907, AECOM, ENTERPRISE

MOVEMENT SUMMARY Site: PMP 2011Intersection of Campbelltown Rd and Ingleburn Gardens DrivePMP 2012 ExistingSignals - Actuated Cycle Time = 62 secondsSensitivity Analysis (Maximum Green): Results for Parameter Scale = 90.0 %


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 3 1.0 0.004 14.3 LOS A 0.0 0.3 0.54 0.62 41.13 R 2 1.0 0.023 40.7 LOS C 0.1 0.5 0.96 0.61 28.4

Approach 5 1.0 0.023 24.8 LOS B 0.1 0.5 0.70 0.62 34.9

East: Campbelltown Rd4 L 11 1.0 0.007 10.3 LOS A 0.0 0.2 0.20 0.67 56.15 T 745 5.0 0.807 15.4 LOS B 19.4 141.3 0.90 0.81 49.1

Approach 756 4.9 0.807 15.4 LOS B 19.4 141.3 0.89 0.80 49.1


Approach 381 5.0 0.294 4.6 LOS A 4.6 33.6 0.42 0.37 66.0





Flow Average


Prop. Queued


ped/h sec ped m per pedP1 Across S approach 11 25.3 LOS C 0.0 0.0 0.90 0.90P3 Across E approach 11 28.3 LOS C 0.0 0.0 0.91 0.91P7 Across W approach 11 28.3 LOS C 0.0 0.0 0.91 0.91






MOVEMENT SUMMARY Site: AMP 2026Intersection of Campbelltown Rd and Ingleburn Gardens DriveAMP 2026Signals - Fixed Time Cycle Time = 120 seconds (User-Given Cycle Time)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 32 1.0 0.078 47.3 LOS D 1.5 10.4 0.83 0.72 25.53 R 63 1.0 0.452 67.4 LOS E 3.7 26.3 1.00 0.76 20.8

Approach 95 1.0 0.452 60.7 LOS E 3.7 26.3 0.94 0.74 22.2


Approach 547 4.8 0.198 7.4 LOS A 5.4 39.4 0.38 0.35 55.0

West: Campbelltown Rd11 T 1851 5.0 0.621 1.5 LOS A 6.5 47.1 0.13 0.12 65.912 R 21 1.0 0.035 10.3 LOS A 0.1 0.7 0.11 0.67 51.0

Approach 1872 5.0 0.621 1.6 LOS A 6.5 47.1 0.13 0.13 65.7





Flow Average


Prop. Queued


ped/h sec ped m per pedP1 Across S approach 11 8.8 LOS A 0.0 0.0 0.38 0.38P3 Across E approach 11 54.2 LOS E 0.0 0.0 0.95 0.95P7 Across W approach 11 54.2 LOS E 0.0 0.0 0.95 0.95

All Pedestrians 33 39.0 LOS D 0.76 0.76





MOVEMENT SUMMARY Site: PMP 2026Intersection of Campbelltown Rd and Ingleburn Gardens DrivePMP 2026Signals - Fixed Time Cycle Time = 120 seconds (User-Given Cycle Time)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 32 1.0 0.078 47.3 LOS D 1.5 10.4 0.83 0.72 25.53 R 33 1.0 0.234 66.0 LOS E 1.9 13.3 0.98 0.73 21.1

Approach 64 1.0 0.234 56.8 LOS E 1.9 13.3 0.90 0.72 23.0


Approach 1664 4.8 0.614 10.9 LOS A 25.1 183.1 0.58 0.55 50.0


Approach 829 4.8 0.268 1.7 LOS A 1.5 11.1 0.09 0.09 65.9





Flow Average


Prop. Queued








MOVEMENT SUMMARY Site: AMP 2036Intersection of Campbelltown Rd and Ingleburn Gardens DriveAMP 2036Signals - Fixed Time Cycle Time = 120 seconds (User-Given Cycle Time)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 42 1.0 0.100 46.7 LOS D 1.9 13.8 0.83 0.73 25.73 R 67 1.0 0.434 66.1 LOS E 3.9 27.7 0.99 0.76 21.1

Approach 109 1.0 0.434 58.6 LOS E 3.9 27.7 0.93 0.75 22.7


Approach 544 4.7 0.130 7.4 LOS A 3.4 24.9 0.36 0.34 55.0

West: Campbelltown Rd11 T 2084 5.0 0.471 1.3 LOS A 3.6 26.2 0.10 0.09 66.612 R 21 1.0 0.035 10.0 LOS A 0.1 0.6 0.10 0.66 51.5

Approach 2105 5.0 0.471 1.4 LOS A 3.6 26.2 0.10 0.10 66.4





Flow Average


Prop. Queued








MOVEMENT SUMMARY Site: PMP 2036Intersection of Campbelltown Rd and Ingleburn Gardens DrivePMP 2036Signals - Fixed Time Cycle Time = 120 seconds (User-Given Cycle Time)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 32 1.0 0.078 47.3 LOS D 1.5 10.4 0.83 0.72 25.53 R 42 1.0 0.301 66.4 LOS E 2.4 17.2 0.98 0.74 21.1

Approach 74 1.0 0.301 58.2 LOS E 2.4 17.2 0.92 0.73 22.8


Approach 1756 4.9 0.435 9.0 LOS A 14.6 106.8 0.48 0.45 52.5


Approach 878 4.8 0.268 1.8 LOS A 0.9 6.9 0.08 0.10 65.9





Flow Average


Prop. Queued








MOVEMENT SUMMARY Site: AMP 2026Intersection of Campbelltown and East Town Centre RoadsAMP 2026Signals - Fixed Time Cycle Time = 120 seconds (User-Given Cycle Time)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % v/c sec veh m per veh km/hSouth: East Town Centre Rd (S Leg)

1 L 5 3.0 0.020 33.5 LOS C 0.2 1.4 0.70 0.66 29.72 T 43 3.0 0.087 36.0 LOS C 1.9 13.7 0.79 0.60 25.93 R 160 3.0 0.824 70.3 LOS E 10.3 73.7 1.00 0.96 20.2

Approach 208 3.0 0.824 62.3 LOS E 10.3 73.7 0.95 0.88 21.3

East: Campbelltown Rd (E Leg)4 L 20 3.0 0.291 23.8 LOS B 6.3 48.5 0.45 1.16 33.15 T 493 13.0 0.291 15.0 LOS B 6.3 49.3 0.45 0.39 40.26 R 147 3.0 0.811 71.3 LOS F 9.1 65.4 1.00 0.88 14.9

Approach 660 10.5 0.811 27.8 LOS B 9.1 65.4 0.58 0.52 30.0

North: East Town Centre Rd (N Leg)7 L 201 3.0 0.774 43.8 LOS D 9.5 68.3 0.81 0.86 26.28 T 11 3.0 0.021 35.1 LOS C 0.5 3.2 0.77 0.54 26.29 R 5 3.0 0.017 47.0 LOS D 0.2 1.7 0.81 0.66 25.4

Approach 217 3.0 0.774 43.4 LOS D 9.5 68.3 0.81 0.84 26.2

West: Campbelltown Rd (W Leg)10 L 5 3.0 0.839 33.1 LOS C 36.2 263.9 0.83 1.03 35.611 T 1552 5.0 0.839 24.3 LOS B 36.2 264.2 0.83 0.78 38.212 R 5 3.0 0.029 61.7 LOS E 0.3 2.0 0.89 0.66 22.6

Approach 1562 5.0 0.839 24.4 LOS B 36.2 264.2 0.83 0.78 38.1





Flow Average


Prop. Queued


ped/h sec ped m per pedP1 Across S approach 11 24.1 LOS C 0.0 0.0 0.63 0.63P3 Across E approach 11 45.1 LOS E 0.0 0.0 0.87 0.87P5 Across N approach 11 24.1 LOS C 0.0 0.0 0.63 0.63P7 Across W approach 11 45.1 LOS E 0.0 0.0 0.87 0.87



Processed: Thursday, 21 November 2013 6:51:34 PMSIDRA INTERSECTION 5.1.12.2089


Project: P:\60250803_Campbelltown_Rd\4. Tech work area\4.5 Planning\RMS SIDRA 04062012\For AECOM 4June2012\Campbelltown East Town Centre.sip8000907, AECOM, ENTERPRISE

MOVEMENT SUMMARY Site: PMP 2026Intersection of Campbelltown and East Town Centre RoadsPMP 2026Signals - Fixed Time Cycle Time = 120 seconds (User-Given Cycle Time)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 5 3.0 0.021 36.7 LOS C 0.2 1.5 0.74 0.66 28.52 T 8 3.0 0.025 43.9 LOS D 0.4 2.9 0.85 0.58 23.53 R 18 3.0 0.090 57.7 LOS E 0.9 6.7 0.91 0.71 22.7

Approach 32 3.0 0.090 50.5 LOS D 0.9 6.7 0.87 0.67 23.7

East: Campbelltown Rd (E Leg)4 L 179 3.0 0.923 43.4 LOS D 52.3 385.2 0.93 1.04 23.15 T 1600 7.0 0.923 33.9 LOS C 53.3 395.7 0.92 0.96 26.36 R 243 3.0 0.892 72.8 LOS F 15.7 113.0 1.00 0.94 14.7

Approach 2022 6.2 0.923 39.4 LOS C 53.3 395.7 0.93 0.96 24.0

North: East Town Centre Rd (N Leg)7 L 19 3.0 0.076 37.3 LOS C 0.8 5.4 0.75 0.70 28.38 T 41 3.0 0.123 45.1 LOS D 2.0 14.6 0.88 0.66 23.29 R 5 3.0 0.025 56.6 LOS E 0.3 1.9 0.89 0.66 23.0

Approach 65 3.0 0.123 43.8 LOS D 2.0 14.6 0.84 0.67 24.5

West: Campbelltown Rd (W Leg)10 L 5 3.0 0.333 21.4 LOS B 7.4 54.1 0.42 1.19 42.211 T 651 5.7 0.333 12.6 LOS A 7.4 54.3 0.42 0.36 48.912 R 5 3.0 0.019 55.3 LOS D 0.2 1.8 0.82 0.66 24.3

Approach 661 5.7 0.333 13.0 LOS A 7.4 54.3 0.42 0.37 48.5





Flow Average


Prop. Queued








MOVEMENT SUMMARY Site: AMP 2036Intersection of Campbelltown and East Town Centre RoadsAMP 2036Signals - Fixed Time Cycle Time = 120 seconds (User-Given Cycle Time)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 6 3.0 0.019 27.1 LOS B 0.2 1.3 0.62 0.66 32.42 T 48 3.0 0.079 30.5 LOS C 1.9 13.9 0.73 0.56 27.93 R 178 3.0 0.689 58.2 LOS E 10.2 73.0 0.98 0.86 22.7

Approach 231 3.0 0.689 51.7 LOS D 10.2 73.0 0.92 0.79 23.7

East: Campbelltown Rd (E Leg)4 L 22 3.0 0.260 31.0 LOS C 5.8 44.4 0.56 1.05 28.45 T 547 13.0 0.260 22.2 LOS B 5.9 45.6 0.56 0.47 33.86 R 164 3.0 0.720 65.9 LOS E 9.5 68.6 1.00 0.84 15.9

Approach 733 10.5 0.720 32.2 LOS C 9.5 68.6 0.66 0.57 27.5

North: East Town Centre Rd (N Leg)7 L 223 3.0 0.757 35.9 LOS C 9.3 66.6 0.73 0.83 28.88 T 12 3.0 0.019 29.7 LOS C 0.5 3.3 0.71 0.50 28.29 R 6 3.0 0.015 41.1 LOS C 0.2 1.8 0.75 0.66 27.2

Approach 241 3.0 0.757 35.8 LOS C 9.3 66.6 0.73 0.81 28.7

West: Campbelltown Rd (W Leg)10 L 6 3.0 0.747 37.5 LOS C 25.7 187.8 0.83 0.99 33.111 T 1722 5.0 0.747 28.7 LOS C 25.8 188.2 0.83 0.74 35.612 R 6 3.0 0.026 58.3 LOS E 0.3 2.1 0.86 0.66 23.5

Approach 1734 5.0 0.747 28.8 LOS C 25.8 188.2 0.83 0.74 35.5





Flow Average


Prop. Queued


ped/h sec ped m per pedP1 Across S approach 11 30.8 LOS D 0.0 0.0 0.72 0.72P3 Across E approach 11 43.4 LOS E 0.0 0.0 0.85 0.85P5 Across N approach 11 30.8 LOS D 0.0 0.0 0.72 0.72P7 Across W approach 11 43.4 LOS E 0.0 0.0 0.85 0.85






MOVEMENT SUMMARY Site: PMP 2036Intersection of Campbelltown and East Town Centre RoadsPMP 2036Signals - Fixed Time Cycle Time = 120 seconds (User-Given Cycle Time)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 6 3.0 0.021 30.4 LOS C 0.2 1.4 0.66 0.66 30.92 T 9 3.0 0.023 39.3 LOS C 0.4 3.1 0.81 0.56 24.93 R 20 3.0 0.079 52.5 LOS D 1.0 7.1 0.87 0.71 24.0

Approach 35 3.0 0.079 45.3 LOS D 1.0 7.1 0.82 0.66 25.2


Approach 2245 6.2 0.810 31.9 LOS C 30.3 224.9 0.85 0.79 27.3

North: East Town Centre Rd (N Leg)7 L 21 3.0 0.076 30.8 LOS C 0.7 5.3 0.67 0.69 30.88 T 46 3.0 0.110 40.5 LOS C 2.1 15.3 0.84 0.63 24.59 R 6 3.0 0.022 51.5 LOS D 0.3 2.0 0.85 0.66 24.2

Approach 72 3.0 0.110 38.6 LOS C 2.1 15.3 0.79 0.65 26.1

West: Campbelltown Rd (W Leg)10 L 6 3.0 0.287 27.3 LOS B 6.8 49.5 0.51 1.13 38.111 T 722 5.7 0.287 18.5 LOS B 6.8 49.8 0.51 0.44 43.212 R 6 3.0 0.018 51.3 LOS D 0.3 1.8 0.78 0.66 25.5

Approach 734 5.7 0.287 18.8 LOS B 6.8 49.8 0.52 0.45 42.9





Flow Average


Prop. Queued








MOVEMENT SUMMARY Site: 2011 AM PeakCampbelltown Road and Macdonald Road 2011 AM PeakSignals - Fixed Time Cycle Time = 101 seconds (User-Given Phase Times)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % v/c sec veh m per veh km/hSouth: Macdonald Road (S Leg)

1 L 52 10.2 0.273 37.8 LOS C 1.9 14.8 0.80 0.73 30.73 R 339 3.7 0.946 79.9 LOS F 22.7 163.6 1.00 1.10 19.5

Approach 391 4.6 0.946 74.4 LOS F 22.7 163.6 0.97 1.05 20.5

East: Campbelltown Road (E Leg)4 L 116 8.2 0.185 11.9 LOS A 1.1 8.3 0.32 0.72 50.15 T 138 13.0 0.136 11.0 LOS A 3.2 24.5 0.50 0.41 50.3

Approach 254 10.8 0.185 11.4 LOS A 3.2 24.5 0.42 0.55 50.2

West: Campbelltown Road (W Leg)11 T 744 4.8 0.576 8.9 LOS A 18.9 137.6 0.57 0.52 52.312 R 165 5.7 0.815 26.2 LOS B 4.4 32.6 0.52 0.81 37.6

Approach 909 5.0 0.815 12.0 LOS A 18.9 137.6 0.56 0.57 49.0





Flow Average


Prop. Queued


ped/h sec ped m per pedP1 Across S approach 53 12.9 LOS B 0.1 0.1 0.50 0.50P7 Across W approach 53 38.3 LOS D 0.1 0.1 0.87 0.87





Project: P:\60250803_Campbelltown_Rd\4. Tech work area\4.5 Planning\RMS SIDRA 04062012\For AECOM 4June2012\Campbelltown Rd_Macdonald Road_2011.sip8000907, AECOM, ENTERPRISE

MOVEMENT SUMMARY Site: 2011 PM PeakCampbelltown Road and Macdonald Road 2011 PM PeakSignals - Fixed Time Cycle Time = 64 seconds (User-Given Phase Times)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % v/c sec veh m per veh km/hSouth: Macdonald Road (S Leg)

1 L 107 8.8 0.329 22.9 LOS B 2.3 17.5 0.77 0.75 36.93 R 281 1.9 0.701 35.5 LOS C 8.8 62.2 0.98 0.87 30.3

Approach 388 3.8 0.701 32.0 LOS C 8.8 62.2 0.92 0.84 31.9

East: Campbelltown Road (E Leg)4 L 251 2.1 0.388 12.7 LOS A 2.7 19.0 0.56 0.76 44.55 T 422 7.0 0.557 16.0 LOS B 10.3 76.3 0.82 0.71 39.5

Approach 673 5.2 0.557 14.8 LOS B 10.3 76.3 0.72 0.73 41.2

West: Campbelltown Road (W Leg)11 T 242 5.7 0.217 6.5 LOS A 3.5 25.8 0.50 0.42 48.912 R 102 8.2 0.552 23.1 LOS B 2.2 16.8 0.78 0.78 36.8

Approach 344 6.4 0.552 11.4 LOS A 3.5 25.8 0.58 0.53 44.6





Flow Average


Prop. Queued


ped/h sec ped m per pedP1 Across S approach 53 15.8 LOS B 0.1 0.1 0.70 0.70P7 Across W approach 53 25.4 LOS C 0.1 0.1 0.89 0.89





Project: P:\60250803_Campbelltown_Rd\4. Tech work area\4.5 Planning\RMS SIDRA 04062012\For AECOM 4June2012\Campbelltown Rd_Macdonald Road_2011.sip8000907, AECOM, ENTERPRISE

MOVEMENT SUMMARY Site: AMP 2026Intersection of Campbelltown and New Macdonald RoadsAMP 2026Signals - Fixed Time Cycle Time = 120 seconds (User-Given Cycle Time)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % v/c sec veh m per veh km/hSouth: Macdonald Rd (S Leg)

1 L 67 10.2 0.911 68.6 LOS E 32.2 232.9 1.00 1.08 20.92 T 407 3.0 0.911 60.6 LOS E 32.2 232.9 1.00 1.08 19.63 R 438 3.7 0.908 77.8 LOS F 15.0 108.3 1.00 1.04 19.0

Approach 913 3.9 0.911 69.5 LOS E 32.2 232.9 1.00 1.06 19.4

East: Campbelltown Rd (E Leg)4 L 123 8.2 0.297 43.0 LOS D 5.6 42.5 0.76 0.79 21.75 T 203 13.0 0.297 46.0 LOS D 5.6 42.5 0.86 0.68 22.16 R 118 3.0 0.865 76.2 LOS F 7.6 54.6 1.00 0.91 14.2

Approach 444 9.0 0.865 53.2 LOS D 7.6 54.6 0.87 0.77 19.3

North: Macdonald Rd (N Leg)7 L 94 3.0 0.358 35.3 LOS C 3.7 26.3 0.76 0.75 29.08 T 224 3.0 0.414 37.6 LOS C 10.7 76.5 0.86 0.72 25.49 R 137 3.0 0.564 61.4 LOS E 7.7 55.5 0.99 0.80 22.0

Approach 455 3.0 0.564 44.3 LOS D 10.7 76.5 0.88 0.75 24.8

West: Campbelltown Rd (W Leg)10 L 400 3.0 0.711 39.6 LOS C 21.2 152.2 0.92 0.86 29.911 T 881 4.8 0.711 39.1 LOS C 21.5 156.9 0.95 0.82 30.412 R 315 5.7 0.847 65.7 LOS E 19.7 144.9 1.00 0.93 21.7

Approach 1596 4.5 0.847 44.5 LOS D 21.5 156.9 0.95 0.86 28.2





Flow Average


Prop. Queued


ped/h sec ped m per pedP1 Across S approach 21 54.2 LOS E 0.1 0.1 0.95 0.95P3 Across E approach 21 46.8 LOS E 0.1 0.1 0.88 0.88P5 Across N approach 21 40.0 LOS E 0.1 0.1 0.82 0.82P7 Across W approach 21 46.8 LOS E 0.1 0.1 0.88 0.88





Project: P:\60250803_Campbelltown_Rd\4. Tech work area\4.5 Planning\RMS SIDRA 04062012\For AECOM 4June2012\Campbelltown New Macdonald.sip8000907, AECOM, ENTERPRISE

MOVEMENT SUMMARY Site: PMP 2026Intersection of Campbelltown and New Macdonald RoadsPMP 2026Signals - Fixed Time Cycle Time = 120 seconds (User-Given Cycle Time)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 69 8.8 0.758 54.6 LOS D 17.7 128.1 0.99 0.90 23.92 T 248 3.0 0.758 46.7 LOS D 17.7 128.1 0.99 0.90 22.53 R 380 1.9 0.450 49.1 LOS D 10.0 71.1 0.90 0.81 24.9

Approach 698 3.0 0.758 48.8 LOS D 17.7 128.1 0.94 0.85 23.9

East: Campbelltown Rd (E Leg)4 L 437 2.1 0.830 41.2 LOS C 26.0 187.1 0.90 1.01 22.75 T 789 7.0 0.830 49.8 LOS D 26.0 187.1 0.98 0.93 20.76 R 145 3.0 0.639 64.3 LOS E 8.2 59.2 0.98 0.81 16.2

Approach 1372 5.0 0.830 48.6 LOS D 26.0 187.1 0.95 0.94 20.7

North: Macdonald Rd (N Leg)7 L 5 3.0 0.020 33.6 LOS C 0.2 1.4 0.70 0.66 29.78 T 380 3.0 0.851 54.9 LOS D 23.6 169.5 1.00 1.00 20.89 R 380 3.0 0.865 63.7 LOS E 24.1 173.2 1.00 0.97 21.5

Approach 765 3.0 0.865 59.1 LOS E 24.1 173.2 1.00 0.98 21.2

West: Campbelltown Rd (W Leg)10 L 172 3.0 0.396 37.4 LOS C 10.1 72.8 0.81 0.83 31.211 T 364 5.7 0.396 42.3 LOS C 10.1 72.8 0.90 0.73 29.112 R 182 8.2 0.830 71.5 LOS F 11.6 86.5 1.00 0.92 20.5

Approach 718 5.7 0.830 48.5 LOS D 11.6 86.5 0.90 0.80 26.8





Flow Average


Prop. Queued








MOVEMENT SUMMARY Site: AMP 2036Intersection of Campbelltown and New Macdonald RoadsAMP 2036Signals - Fixed Time Cycle Time = 120 seconds (User-Given Cycle Time)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 75 10.2 0.982 93.1 LOS F 43.0 311.1 1.00 1.25 17.12 T 452 3.0 0.982 85.2 LOS F 43.0 311.1 1.00 1.25 15.93 R 486 3.7 1.007 112.4 LOS F 20.7 149.4 1.00 1.24 14.8

Approach 1013 3.9 1.007 98.8 LOS F 43.0 311.1 1.00 1.25 15.4

East: Campbelltown Rd (E Leg)4 L 137 8.2 0.330 43.3 LOS D 6.4 47.9 0.77 0.79 21.65 T 226 13.0 0.330 46.3 LOS D 6.4 47.9 0.86 0.69 21.96 R 131 3.0 0.864 75.4 LOS F 8.4 60.4 1.00 0.91 14.3

Approach 493 9.0 0.864 53.2 LOS D 8.4 60.4 0.87 0.78 19.3


Approach 505 3.0 0.627 44.1 LOS D 11.9 85.1 0.88 0.76 24.9

West: Campbelltown Rd (W Leg)10 L 444 3.0 0.833 48.1 LOS D 27.5 198.0 0.98 0.92 26.711 T 978 4.8 0.833 47.7 LOS D 27.5 198.8 1.00 0.95 27.312 R 349 5.7 0.979 68.2 LOS E 22.2 163.2 1.00 0.90 21.2

Approach 1771 4.5 0.979 51.8 LOS D 27.5 198.8 1.00 0.93 25.7

All Vehicles 3782 4.7 1.007 63.6 LOS E 43.0 311.1 0.97 0.97 21.1




Flow Average


Prop. Queued








MOVEMENT SUMMARY Site: PMP 2036Intersection of Campbelltown and New Macdonald RoadsPMP 2036Signals - Fixed Time Cycle Time = 120 seconds (User-Given Cycle Time)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 77 8.8 0.842 60.6 LOS E 21.4 154.9 1.00 0.98 22.52 T 276 3.0 0.842 52.7 LOS D 21.4 154.9 1.00 0.98 21.13 R 422 1.9 0.500 49.6 LOS D 11.3 80.1 0.91 0.81 24.7

Approach 775 3.0 0.842 51.8 LOS D 21.4 154.9 0.95 0.89 23.2

East: Campbelltown Rd (E Leg)4 L 485 2.1 0.921 54.4 LOS D 35.0 252.3 0.98 1.12 18.65 T 876 7.0 0.921 60.8 LOS E 35.0 252.3 1.00 1.04 18.16 R 161 3.0 0.709 65.6 LOS E 9.4 67.3 0.99 0.84 16.0

Approach 1522 5.0 0.921 59.3 LOS E 35.0 252.3 0.99 1.05 18.0

North: Macdonald Rd (N Leg)7 L 6 3.0 0.022 33.6 LOS C 0.2 1.5 0.70 0.66 29.68 T 422 3.0 0.945 72.9 LOS F 31.0 222.7 1.00 1.18 17.69 R 422 3.0 0.960 86.0 LOS F 32.4 232.9 1.00 1.11 17.8

Approach 849 3.0 0.960 79.1 LOS F 32.4 232.9 1.00 1.14 17.8

West: Campbelltown Rd (W Leg)10 L 190 3.0 0.440 38.0 LOS C 11.4 82.3 0.82 0.83 31.011 T 404 5.7 0.440 42.8 LOS D 11.4 82.3 0.91 0.74 28.912 R 202 8.2 0.922 82.4 LOS F 14.2 106.2 1.00 1.01 18.5

Approach 797 5.7 0.922 51.7 LOS D 14.2 106.2 0.91 0.83 25.8





Flow Average


Prop. Queued








MOVEMENT SUMMARY Site: AMP 2011Intersection of Campbelltown and Denham Court RoadsAMP 2011Roundabout


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % v/c sec veh m per veh km/hSouth: Campbelltown Rd (S leg)

1 L 84 10.0 0.465 9.4 LOS A 3.7 27.3 0.34 0.54 53.13 R 549 5.0 0.465 12.4 LOS A 3.7 27.3 0.34 0.67 50.6

Approach 634 5.6 0.465 12.0 LOS A 3.7 27.3 0.34 0.65 50.9

North East: Campbelltown Rd (NE leg)24 L 119 10.6 0.189 9.9 LOS A 1.1 8.8 0.43 0.60 52.826 R 75 12.7 0.189 14.1 LOS A 1.1 8.8 0.43 0.75 50.1

Approach 194 11.4 0.189 11.5 LOS A 1.1 8.8 0.43 0.66 51.7

North West: Denham Court Rd (NW leg)27 L 321 4.9 0.617 16.8 LOS B 5.9 44.4 0.85 0.98 46.329 R 163 14.2 0.617 19.7 LOS B 5.9 44.4 0.85 1.02 44.8

Approach 484 8.0 0.617 17.8 LOS B 5.9 44.4 0.85 0.99 45.8


Level of Service (LOS) Method: Delay (RTA NSW). Vehicle movement LOS values are based on average delay per movementIntersection and Approach LOS values are based on average delay for all vehicle movements.Roundabout Capacity Model: SIDRA Standard.SIDRA Standard Delay Model used.

Processed: Monday, 18 November 2013 4:37:58 PMSIDRA INTERSECTION 5.1.12.2089


Project: P:\60250803_Campbelltown_Rd\4. Tech work area\4.5 Planning\RMS SIDRA 04062012\For AECOM 4June2012\Campbelltown Denham Court.SIP8000907, AECOM, ENTERPRISE

MOVEMENT SUMMARY Site: PMP 2011Intersection of Campbelltown and Denham Court RoadsPMP 2011Roundabout


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 174 4.2 0.351 9.7 LOS A 2.3 17.1 0.45 0.61 52.53 R 235 5.4 0.351 13.0 LOS A 2.3 17.1 0.45 0.73 50.5

Approach 408 4.9 0.351 11.6 LOS A 2.3 17.1 0.45 0.68 51.4

North East: Campbelltown Rd (NE leg)24 L 318 7.6 0.422 9.8 LOS A 3.1 22.7 0.48 0.62 52.526 R 175 5.4 0.422 13.9 LOS A 3.1 22.7 0.48 0.75 50.0

Approach 493 6.8 0.422 11.3 LOS A 3.1 22.7 0.48 0.66 51.6

North West: Denham Court Rd (NW leg)27 L 109 7.7 0.267 11.1 LOS A 1.6 12.2 0.49 0.67 51.929 R 155 13.6 0.267 13.8 LOS A 1.6 12.2 0.49 0.74 50.1

Approach 264 11.2 0.267 12.7 LOS A 1.6 12.2 0.49 0.71 50.8



Processed: Monday, 18 November 2013 4:38:56 PMSIDRA INTERSECTION 5.1.12.2089



MOVEMENT SUMMARY Site: AMP 2026Intersection of Campbelltown and Denham Court RoadsAMP 2026Signals - Fixed Time Cycle Time = 140 seconds (User-Given Cycle Time)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 247 10.0 0.389 25.9 LOS B 8.7 65.9 0.60 0.76 36.72 T 788 5.0 0.643 49.3 LOS D 22.9 167.1 0.92 0.84 23.93 R 11 3.0 0.030 57.3 LOS E 0.6 4.1 0.84 0.68 24.6

Approach 1046 6.2 0.643 43.8 LOS D 22.9 167.1 0.84 0.82 26.4

East: Dickson Rd (E Leg)4 L 11 3.0 0.103 59.9 LOS E 1.8 12.9 0.90 0.75 24.35 T 11 3.0 0.103 50.7 LOS D 1.8 12.9 0.90 0.66 25.66 R 11 3.0 0.103 59.9 LOS E 1.8 12.9 0.90 0.73 22.9

Approach 32 3.0 0.103 56.8 LOS E 1.8 12.9 0.90 0.71 24.3

North: Campbelltown Rd (N Leg)7 L 11 3.0 0.522 50.1 LOS D 17.1 130.1 0.87 0.84 10.38 T 608 10.6 0.522 43.6 LOS D 17.1 130.7 0.87 0.76 9.09 R 345 12.7 0.636 59.0 LOS E 13.4 104.2 0.95 0.81 9.5

Approach 964 11.3 0.636 49.2 LOS D 17.1 130.7 0.90 0.78 9.2

West: Denham Court Rd (W Leg)10 L 883 4.9 0.631 30.6 LOS C 16.5 120.4 0.87 0.84 34.611 T 11 3.0 0.028 48.7 LOS D 0.6 4.1 0.84 0.58 27.212 R 337 14.2 0.551 63.7 LOS E 10.4 81.8 0.95 0.81 23.2

Approach 1231 7.4 0.631 39.8 LOS C 16.5 120.4 0.89 0.83 30.1





Flow Average


Prop. Queued


ped/h sec ped m per pedP1 Across S approach 5 60.4 LOS F 0.0 0.0 0.93 0.93P2 Across S approach 5 35.0 LOS D 0.0 0.0 0.71 0.71P3 Across E approach 5 39.4 LOS D 0.0 0.0 0.75 0.75P5 Across N approach 5 54.0 LOS E 0.0 0.0 0.88 0.88P6 Across N approach 5 35.0 LOS D 0.0 0.0 0.71 0.71P7 Across W approach 5 42.4 LOS E 0.0 0.0 0.78 0.78






MOVEMENT SUMMARY Site: PMP 2026Intersection of Campbelltown and Denham Court RoadsPMP 2026Signals - Fixed Time Cycle Time = 140 seconds (User-Given Cycle Time)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 434 4.2 0.694 46.4 LOS D 24.1 174.8 0.92 0.85 27.72 T 557 5.4 0.640 58.5 LOS E 17.2 126.3 0.96 0.84 21.43 R 11 3.0 0.019 35.6 LOS C 0.4 3.1 0.63 0.67 31.8

Approach 1001 4.9 0.694 53.0 LOS D 24.1 174.8 0.94 0.84 24.1

East: Dickson Rd (E Leg)4 L 11 3.0 0.124 64.1 LOS E 1.9 13.5 0.93 0.74 23.25 T 11 3.0 0.124 55.0 LOS D 1.9 13.5 0.93 0.67 24.36 R 11 3.0 0.124 64.2 LOS E 1.9 13.5 0.93 0.73 21.8

Approach 32 3.0 0.124 61.1 LOS E 1.9 13.5 0.93 0.71 23.1

North: Campbelltown Rd (N Leg)7 L 11 3.0 0.813 66.0 LOS E 23.9 178.0 1.00 0.95 8.38 T 687 7.6 0.813 60.6 LOS E 23.9 178.2 1.00 0.94 7.09 R 952 5.4 0.819 43.3 LOS D 36.6 268.1 0.91 0.86 12.1

Approach 1649 6.3 0.819 50.6 LOS D 36.6 268.1 0.95 0.90 9.5

West: Denham Court Rd (W Leg)10 L 358 7.7 0.228 20.7 LOS B 5.2 38.5 0.58 0.75 42.011 T 11 3.0 0.048 59.7 LOS E 0.6 4.6 0.92 0.63 24.012 R 247 13.6 0.633 74.7 LOS F 8.4 65.4 1.00 0.81 20.8

Approach 616 10.0 0.633 43.1 LOS D 8.4 65.4 0.76 0.77 28.8





Flow Average


Prop. Queued


ped/h sec ped m per pedP1 Across S approach 5 64.1 LOS F 0.0 0.0 0.96 0.96P2 Across S approach 5 44.8 LOS E 0.0 0.0 0.80 0.80P3 Across E approach 5 49.7 LOS E 0.0 0.0 0.84 0.84P5 Across N approach 5 64.1 LOS F 0.0 0.0 0.96 0.96P6 Across N approach 5 44.8 LOS E 0.0 0.0 0.80 0.80P7 Across W approach 5 53.2 LOS E 0.0 0.0 0.87 0.87






MOVEMENT SUMMARY Site: AMP 2036 with Proposed Mods

Intersection of Campbelltown and Denham Court RoadsAMP 2036 TCSSignals - Fixed Time Cycle Time = 140 seconds (User-Given Cycle Time)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 313 10.0 0.298 23.9 LOS B 5.0 37.7 0.54 0.73 39.62 T 782 5.0 0.666 56.0 LOS D 16.6 120.8 0.98 0.82 24.93 R 11 3.0 0.034 60.9 LOS E 0.6 4.3 0.87 0.68 22.9

Approach 1105 6.4 0.666 47.0 LOS D 16.6 120.8 0.85 0.80 27.7

East: Dickson Rd (E Leg)4 L 11 3.0 0.058 40.8 LOS C 0.5 3.5 0.73 0.66 27.45 T 11 3.0 0.043 57.6 LOS E 0.6 4.5 0.90 0.62 20.96 R 11 3.0 0.052 64.9 LOS E 0.6 4.5 0.90 0.68 21.3

Approach 32 3.0 0.058 54.4 LOS D 0.6 4.5 0.85 0.65 22.9

North: Campbelltown Rd (N Leg)7 L 11 3.0 0.018 26.3 LOS B 0.3 2.2 0.70 0.67 36.88 T 652 10.6 0.736 57.3 LOS E 17.4 133.0 0.98 0.84 24.69 R 394 12.7 0.716 71.1 LOS F 13.2 102.7 1.00 0.85 21.4

Approach 1056 11.3 0.736 62.1 LOS E 17.4 133.0 0.98 0.85 23.4

West: Denham Court Rd (W Leg)10 L 1024 4.9 0.730 22.1 LOS B 13.9 101.7 0.75 0.82 39.011 T 11 3.0 0.016 33.7 LOS C 0.5 3.4 0.69 0.52 29.612 R 536 14.2 0.741 50.4 LOS D 14.9 117.4 0.84 0.84 26.7

Approach 1571 8.1 0.741 31.9 LOS C 14.9 117.4 0.78 0.82 33.6





Flow Average


Prop. Queued


ped/h sec ped m per pedP1 Across S approach 5 64.1 LOS F 0.0 0.0 0.96 0.96P2 Across S approach 5 60.4 LOS F 0.0 0.0 0.93 0.93P3 Across E approach 5 52.3 LOS E 0.0 0.0 0.86 0.86P5 Across N approach 5 39.4 LOS D 0.0 0.0 0.75 0.75P6 Across N approach 5 35.7 LOS D 0.0 0.0 0.71 0.71P7 Across W approach 5 57.6 LOS E 0.0 0.0 0.91 0.91





Project: P:\60250803_Campbelltown_Rd\4. Tech work area\4.5 Planning\RMS SIDRA 04062012\For AECOM 4June2012\2036 Campbelltown Denham Court 4 legs TCS.sip8000907, AECOM, ENTERPRISE

MOVEMENT SUMMARY Site: PMP 2036 with Proposed Mods

Intersection of Campbelltown and Denham Court RoadsPMP 2036 TCSSignals - Fixed Time Cycle Time = 140 seconds (User-Given Cycle Time)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 612 4.2 0.533 47.6 LOS D 16.5 119.7 0.88 0.82 27.72 T 606 5.4 0.604 58.3 LOS E 12.9 94.5 0.98 0.81 24.33 R 11 3.0 0.021 35.5 LOS C 0.4 3.1 0.63 0.67 31.7

Approach 1228 4.8 0.604 52.8 LOS D 16.5 119.7 0.93 0.81 25.9

East: Dickson Rd (E Leg)4 L 11 3.0 0.040 21.7 LOS B 0.3 2.3 0.50 0.63 35.35 T 11 3.0 0.043 57.6 LOS E 0.6 4.5 0.90 0.62 20.96 R 11 3.0 0.052 64.9 LOS E 0.6 4.5 0.90 0.68 21.3

Approach 32 3.0 0.052 48.1 LOS D 0.6 4.5 0.77 0.65 24.5

North: Campbelltown Rd (N Leg)7 L 11 3.0 0.020 29.1 LOS C 0.3 2.5 0.73 0.67 35.18 T 668 7.6 0.865 67.8 LOS E 20.1 149.5 0.99 0.93 22.19 R 1156 5.4 0.863 57.5 LOS E 40.7 298.4 0.98 0.94 24.6

Approach 1835 6.2 0.865 61.1 LOS E 40.7 298.4 0.98 0.93 23.7

West: Denham Court Rd (W Leg)10 L 455 7.7 0.320 18.5 LOS B 4.7 35.2 0.57 0.75 41.611 T 11 3.0 0.041 57.7 LOS E 0.6 4.5 0.90 0.63 22.012 R 302 13.6 0.658 72.6 LOS F 10.1 79.1 1.00 0.83 21.3

Approach 767 10.0 0.658 40.3 LOS C 10.1 79.1 0.75 0.78 30.0





Flow Average


Prop. Queued


ped/h sec ped m per pedP1 Across S approach 11 64.1 LOS F 0.0 0.0 0.96 0.96P2 Across S approach 5 30.9 LOS D 0.0 0.0 0.66 0.66P3 Across E approach 5 55.8 LOS E 0.0 0.0 0.89 0.89P5 Across N approach 5 63.2 LOS F 0.0 0.0 0.95 0.95P6 Across N approach 5 58.5 LOS E 0.0 0.0 0.91 0.91P7 Across W approach 5 61.3 LOS F 0.0 0.0 0.94 0.94





Project: P:\60250803_Campbelltown_Rd\4. Tech work area\4.5 Planning\RMS SIDRA 04062012\For AECOM 4June2012\2036 Campbelltown Denham Court 4 legs TCS.sip8000907, AECOM, ENTERPRISE

MOVEMENT SUMMARY Site: 2011 AMBlomfield Rd / Campbelltown Rd2011 AM(Using 2013 traffic counts)Giveway / Yield (Two-Way)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % v/c sec veh m per veh km/hSouth: Campbelltown Rd S Leg

2 T 947 6.3 0.523 1.7 LOS A 6.1 45.0 0.53 0.00 57.53 R 25 0.0 0.523 10.6 LOS A 6.1 45.0 0.53 1.11 55.3

Approach 973 6.2 0.523 1.9 NA 6.1 45.0 0.53 0.03 57.4

East: Blomfield Rd E Leg4 L 12 0.0 0.131 20.3 LOS B 0.4 2.8 0.63 0.62 35.76 R 21 0.0 0.131 20.4 LOS B 0.4 2.8 0.63 0.89 35.7

Approach 33 0.0 0.131 20.4 LOS B 0.4 2.8 0.63 0.79 35.7

North: Campbelltown Rd N Leg7 L 11 0.0 0.107 8.7 LOS A 0.0 0.0 0.00 1.40 53.18 T 185 10.8 0.107 0.0 LOS A 0.0 0.0 0.00 0.00 70.0

Approach 196 10.2 0.107 0.5 NA 0.0 0.0 0.00 0.08 68.9

All Vehicles 1201 6.7 0.523 2.2 NA 6.1 45.0 0.45 0.06 58.0

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 a good LOS measure due to zero delays associated with major road movements.SIDRA Standard Delay Model used.

Processed: Tuesday, 19 November 2013 4:56:16 PMSIDRA INTERSECTION 5.1.5.2006


Project: P:\60250803_Campbelltown_Rd\4. Tech work area\4.5 Planning\27_08_13 Supplementary Study\Blomfield Road_Campbelltown Road.sip8000907, AECOM, ENTERPRISE

MOVEMENT SUMMARY Site: 2011 PMBlomfield Rd / Campbelltown Rd2011 PM(Using 2013 traffic counts)Giveway / Yield (Two-Way)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



2 T 324 5.5 0.183 2.6 LOS A 1.5 11.1 0.59 0.00 56.33 R 12 0.0 0.183 11.5 LOS A 1.5 11.1 0.59 1.17 54.8

Approach 336 5.3 0.183 2.9 NA 1.5 11.1 0.59 0.04 56.3

East: Blomfield Rd E Leg4 L 16 0.0 0.048 12.6 LOS A 0.2 1.1 0.56 0.74 40.76 R 9 0.0 0.048 12.7 LOS A 0.2 1.1 0.56 0.87 40.7

Approach 25 0.0 0.048 12.6 LOS A 0.2 1.1 0.56 0.79 40.7


Approach 521 4.6 0.276 0.3 NA 0.0 0.0 0.00 0.05 69.3

All Vehicles 882 4.8 0.276 1.7 NA 1.5 11.1 0.24 0.07 62.5





MOVEMENT SUMMARY Site: 2026 AMBlomfield Rd / Campbelltown Rd2026 AM PeakRoundabout


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



2 T 1659 6.3 0.512 7.6 LOS A 4.8 35.3 0.17 0.50 56.03 R 25 3.0 0.512 11.5 LOS A 4.8 35.3 0.18 0.84 49.7

Approach 1684 6.3 0.512 7.7 LOS A 4.8 35.3 0.17 0.50 55.9


Approach 33 3.0 0.044 12.0 LOS A 0.2 1.1 0.55 0.78 41.9


Approach 963 10.7 0.310 7.8 LOS A 2.0 15.0 0.13 0.51 56.3






MOVEMENT SUMMARY Site: 2026 AM (RT in only)Blomfield Rd / Campbelltown Rd2026 AM PeakPriority (RT in only)Giveway / Yield (Two-Way)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



2 T 1659 6.3 0.443 0.0 LOS A 0.0 0.0 0.00 0.00 70.03 R 25 3.0 0.059 16.2 LOS B 0.2 1.5 0.71 0.91 44.6

Approach 1684 6.3 0.443 0.2 NA 0.2 1.5 0.01 0.01 69.5

East: Blomfield Rd E Leg4 L 33 3.0 0.101 17.6 LOS B 0.3 2.4 0.75 0.91 37.4

Approach 33 3.0 0.101 17.6 LOS B 0.3 2.4 0.75 0.91 37.4


Approach 963 10.7 0.264 0.1 NA 0.0 0.0 0.00 0.02 69.8

All Vehicles 2680 7.8 0.443 0.4 NA 0.3 2.4 0.02 0.03 68.9


Processed: Thursday, 21 November 2013 8:24:57 AMSIDRA INTERSECTION 5.1.5.2006



MOVEMENT SUMMARY Site: 2026 AM (seagull)Blomfield Rd / Campbelltown Rd2026 AM PeakPriority (staged crossing)Giveway / Yield (Two-Way)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



2 T 1659 6.3 0.443 0.0 LOS A 0.0 0.0 0.00 0.00 70.03 R 25 3.0 0.059 16.1 LOS B 0.2 1.5 0.71 0.91 44.7

Approach 1684 6.3 0.443 0.2 NA 0.2 1.5 0.01 0.01 69.5

South East: Dummy right turn23 R 21 3.0 0.265 55.5 LOS D 0.8 5.5 0.95 1.00 23.8

Approach 21 3.0 0.265 55.5 LOS D 0.8 5.5 0.95 1.00 23.8

East: Blomfield Rd E Leg4 L 12 3.0 0.036 17.2 LOS B 0.1 0.8 0.74 0.91 37.76 R 21 3.0 0.060 16.6 LOS B 0.2 1.4 0.72 0.91 38.0

Approach 33 3.0 0.060 16.8 LOS B 0.2 1.4 0.73 0.91 37.9


Approach 963 10.7 0.264 0.1 NA 0.0 0.0 0.00 0.02 69.8

All Vehicles 2701 7.8 0.443 0.8 NA 0.8 5.5 0.02 0.03 68.0





MOVEMENT SUMMARY Site: 2026 AM Blomfield Rd / Campbelltown Rd2026 AM PeakSignals - Fixed Time Cycle Time = 140 seconds (User-Given Cycle Time)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



2 T 1659 6.3 0.569 1.7 LOS A 6.0 44.3 0.12 0.11 65.73 R 25 3.0 0.114 10.9 LOS A 0.1 1.0 0.08 0.70 50.5

Approach 1684 6.3 0.569 1.8 LOS A 6.0 44.3 0.12 0.12 65.4

East: Blomfield Rd E Leg4 L 12 3.0 0.132 65.6 LOS E 2.0 14.2 0.91 0.73 21.06 R 21 3.0 0.132 65.7 LOS E 2.0 14.2 0.91 0.73 20.9

Approach 33 3.0 0.132 65.7 LOS E 2.0 14.2 0.91 0.73 21.0


Approach 963 10.7 0.339 5.0 LOS A 9.6 73.7 0.33 0.30 58.8





Flow Average


Prop. Queued


ped/h sec ped m per pedP1 Across S approach 53 64.1 LOS F 0.2 0.2 0.96 0.96P3 Across E approach 53 4.6 LOS A 0.1 0.1 0.26 0.26P5 Across N approach 53 61.3 LOS F 0.2 0.2 0.94 0.94



Processed: Friday, 22 November 2013 8:41:43 AMSIDRA INTERSECTION 5.1.5.2006



MOVEMENT SUMMARY Site: 2026 AMBlomfield Rd / Campbelltown Rd2026 AM PeakPriorityGiveway / Yield (Two-Way)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



2 T 1659 6.3 0.443 0.0 LOS A 0.0 0.0 0.00 0.00 70.03 R 25 3.0 0.104 21.9 LOS B 0.3 2.3 0.78 0.93 39.8

Approach 1684 6.3 0.443 0.3 NA 0.3 2.3 0.01 0.01 69.3

East: Blomfield Rd E Leg4 L 12 3.0 0.036 17.2 LOS B 0.1 0.8 0.74 0.91 37.76 R 21 3.0 1.0004 399.2 LOS F 3.5 24.9 1.00 1.28 5.2

Approach 33 3.0 1.000 263.7 LOS F 3.5 24.9 0.91 1.15 7.4


Approach 963 10.7 0.264 0.1 NA 0.0 0.0 0.00 0.02 69.8

All Vehicles 2680 7.8 1.000 3.5 NA 3.5 24.9 0.02 0.03 63.2


4 x = 1.00 due to minimum capacity




MOVEMENT SUMMARY Site: 2026 PMBlomfield Rd / Campbelltown Rd2026 PM PeakRoundabout


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



2 T 914 5.5 0.276 7.5 LOS A 2.0 14.4 0.08 0.52 56.83 R 12 3.0 0.276 11.4 LOS A 1.9 14.1 0.08 0.89 49.8

Approach 925 5.5 0.276 7.5 LOS A 2.0 14.4 0.08 0.52 56.7

East: Blomfield Rd E Leg4 L 16 3.0 0.042 10.6 LOS A 0.2 1.2 0.66 0.79 42.16 R 9 3.0 0.042 16.0 LOS B 0.2 1.2 0.66 0.89 39.7

Approach 25 3.0 0.042 12.6 LOS A 0.2 1.2 0.66 0.82 41.2


Approach 1653 4.6 0.488 7.5 LOS A 3.9 28.1 0.10 0.51 56.6






MOVEMENT SUMMARY Site: 2026 PM (RT in only)Blomfield Rd / Campbelltown Rd2026 PM PeakPriority (RT in only)Giveway / Yield (Two-Way)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



2 T 914 5.5 0.243 0.0 LOS A 0.0 0.0 0.00 0.00 70.03 R 12 3.0 0.088 35.5 LOS C 0.3 1.9 0.92 0.97 31.5

Approach 925 5.5 0.243 0.4 NA 0.3 1.9 0.01 0.01 69.1

East: Blomfield Rd E Leg4 L 25 3.0 0.290 53.6 LOS D 0.8 6.1 0.95 1.01 23.6

Approach 25 3.0 0.290 53.6 LOS D 0.8 6.1 0.95 1.01 23.6


Approach 1653 4.6 0.437 0.1 NA 0.0 0.0 0.00 0.02 69.8

All Vehicles 2603 4.9 0.437 0.7 NA 0.8 6.1 0.01 0.02 68.2





MOVEMENT SUMMARY Site: 2026 PM (seagull)Blomfield Rd / Campbelltown Rd2026 PM PeakPriority (staged crossing)Giveway / Yield (Two-Way)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



2 T 914 5.5 0.243 0.0 LOS A 0.0 0.0 0.00 0.00 70.03 R 12 3.0 0.088 35.5 LOS C 0.3 1.9 0.92 0.97 31.6

Approach 925 5.5 0.243 0.4 NA 0.3 1.9 0.01 0.01 69.1

South East: Dummy right turn23 R 9 3.0 0.025 14.3 LOS A 0.1 0.6 0.69 0.83 43.2

Approach 9 3.0 0.025 14.3 LOS A 0.1 0.6 0.69 0.83 43.2

East: Blomfield Rd E Leg4 L 16 3.0 0.181 48.8 LOS D 0.5 3.7 0.94 0.99 24.86 R 9 3.0 0.073 33.9 LOS C 0.2 1.5 0.90 0.97 29.6

Approach 25 3.0 0.181 43.2 LOS D 0.5 3.7 0.92 0.98 26.4


Approach 1653 4.6 0.437 0.1 NA 0.0 0.0 0.00 0.02 69.8

All Vehicles 2613 4.9 0.437 0.7 NA 0.5 3.7 0.02 0.03 68.3





MOVEMENT SUMMARY Site: 2026 PM Blomfield Rd / Campbelltown Rd2026 PM PeakSignals - Fixed Time Cycle Time = 140 seconds (User-Given Cycle Time)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



2 T 914 5.5 0.312 1.2 LOS A 2.2 15.8 0.08 0.07 66.93 R 12 3.0 0.130 16.6 LOS B 0.2 1.3 0.22 0.72 44.3

Approach 925 5.5 0.312 1.4 LOS A 2.2 15.8 0.08 0.08 66.5


Approach 25 3.0 0.102 65.3 LOS E 1.5 10.9 0.91 0.72 21.0

North: Campbelltown Rd N Leg7 L 19 5.6 0.561 15.3 LOS B 21.6 157.2 0.43 1.21 48.48 T 1634 4.6 0.561 6.4 LOS A 21.6 157.4 0.43 0.40 56.2

Approach 1653 4.6 0.561 6.5 LOS A 21.6 157.4 0.43 0.41 56.1





Flow Average


Prop. Queued








MOVEMENT SUMMARY Site: 2026 PMBlomfield Rd / Campbelltown Rd2026 PM PeakPriorityGiveway / Yield (Two-Way)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



2 T 914 5.5 0.243 0.0 LOS A 0.0 0.0 0.00 0.00 70.03 R 12 3.0 0.207 72.1 LOS F 0.6 4.0 0.96 0.99 20.3

Approach 925 5.5 0.243 0.9 NA 0.6 4.0 0.01 0.01 68.1

East: Blomfield Rd E Leg4 L 16 3.0 0.181 48.8 LOS D 0.5 3.7 0.94 0.99 24.86 R 9 3.0 1.0004 783.9 LOS F 2.9 21.1 1.00 1.16 2.8

Approach 25 3.0 1.000 324.5 LOS F 2.9 21.1 0.96 1.05 6.2


Approach 1653 4.6 0.437 0.1 NA 0.0 0.0 0.00 0.02 69.8

All Vehicles 2603 4.9 1.000 3.5 NA 2.9 21.1 0.01 0.03 63.1






MOVEMENT SUMMARY Site: 2036 AM Blomfield Rd / Campbelltown Rd2036 AM PeakRoundabout


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



2 T 1792 6.3 0.552 7.6 LOS A 5.6 41.0 0.18 0.50 55.93 R 25 3.0 0.552 11.5 LOS A 5.6 41.0 0.19 0.83 49.7

Approach 1817 6.3 0.552 7.7 LOS A 5.6 41.0 0.18 0.50 55.8


Approach 33 3.0 0.045 12.3 LOS A 0.2 1.2 0.57 0.79 41.7


Approach 1055 10.7 0.339 7.8 LOS A 2.2 17.0 0.14 0.51 56.3






MOVEMENT SUMMARY Site: 2036 AM (RT in only)Blomfield Rd / Campbelltown Rd2036 AM PeakPriority (RT in only)Giveway / Yield (Two-Way)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



2 T 1792 6.3 0.478 0.0 LOS A 0.0 0.0 0.00 0.00 70.03 R 25 3.0 0.068 17.8 LOS B 0.2 1.7 0.76 0.93 43.2

Approach 1817 6.3 0.478 0.2 NA 0.2 1.7 0.01 0.01 69.5

East: Blomfield Rd E Leg4 L 33 3.0 0.120 19.9 LOS B 0.4 2.7 0.80 0.93 36.1

Approach 33 3.0 0.120 19.9 LOS B 0.4 2.7 0.80 0.93 36.1


Approach 1055 10.7 0.289 0.1 NA 0.0 0.0 0.00 0.01 69.8

All Vehicles 2904 7.8 0.478 0.4 NA 0.4 2.7 0.02 0.02 68.9





MOVEMENT SUMMARY Site: 2036 AM Blomfield Rd / Campbelltown Rd2036 AM PeakSignals - Fixed Time Cycle Time = 140 seconds (User-Given Cycle Time)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



2 T 1792 6.3 0.614 1.8 LOS A 7.2 52.8 0.13 0.12 65.43 R 25 3.0 0.133 11.2 LOS A 0.2 1.1 0.09 0.71 50.0

Approach 1817 6.3 0.614 1.9 LOS A 7.2 52.8 0.13 0.13 65.2


Approach 33 3.0 0.132 65.7 LOS E 1.9 13.6 0.87 0.73 21.0


Approach 1055 10.7 0.372 5.1 LOS A 10.9 83.6 0.34 0.31 58.5





Flow Average


Prop. Queued








MOVEMENT SUMMARY Site: 2036 PMBlomfield Rd / Campbelltown Rd2036 PM PeakRoundabout


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



2 T 1060 5.5 0.319 7.5 LOS A 2.4 17.7 0.09 0.51 56.73 R 12 3.0 0.319 11.4 LOS A 2.4 17.3 0.09 0.89 49.8

Approach 1072 5.5 0.319 7.5 LOS A 2.4 17.7 0.09 0.52 56.6

East: Blomfield Rd E Leg4 L 16 3.0 0.046 11.6 LOS A 0.2 1.3 0.69 0.81 41.46 R 9 3.0 0.046 16.9 LOS B 0.2 1.3 0.69 0.91 39.1

Approach 25 3.0 0.046 13.6 LOS A 0.2 1.3 0.69 0.85 40.5


Approach 1838 4.6 0.542 7.5 LOS A 4.7 34.3 0.11 0.51 56.5






MOVEMENT SUMMARY Site: 2036 PM (RT in only)Blomfield Rd / Campbelltown Rd2036 PM PeakPriority (RT in only)Giveway / Yield (Two-Way)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



2 T 1060 5.5 0.282 0.0 LOS A 0.0 0.0 0.00 0.00 70.03 R 12 3.0 0.137 50.1 LOS D 0.4 2.8 0.95 0.98 25.8

Approach 1072 5.5 0.282 0.5 NA 0.4 2.8 0.01 0.01 68.9

East: Blomfield Rd E Leg4 L 25 3.0 0.475 97.5 LOS F 1.4 9.9 0.98 1.04 16.2

Approach 25 3.0 0.475 97.5 LOS F 1.4 9.9 0.98 1.04 16.2


Approach 1838 4.6 0.486 0.1 NA 0.0 0.0 0.00 0.01 69.8

All Vehicles 2935 4.9 0.486 1.1 NA 1.4 9.9 0.01 0.02 67.6





MOVEMENT SUMMARY Site: 2036 PMBlomfield Rd / Campbelltown Rd2036 PM PeakSignals - Fixed Time Cycle Time = 140 seconds (User-Given Cycle Time)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



2 T 1060 5.5 0.362 1.3 LOS A 2.7 19.7 0.08 0.07 66.73 R 12 3.0 0.156 19.6 LOS B 0.2 1.7 0.28 0.72 41.6

Approach 1072 5.5 0.362 1.5 LOS A 2.7 19.7 0.08 0.08 66.3


Approach 25 3.0 0.102 65.3 LOS E 1.5 10.9 0.91 0.72 21.0

North: Campbelltown Rd N Leg7 L 19 5.6 0.624 15.9 LOS B 26.3 191.6 0.47 1.20 48.08 T 1819 4.6 0.624 7.0 LOS A 26.4 191.8 0.47 0.44 55.1

Approach 1838 4.6 0.624 7.1 LOS A 26.4 191.8 0.47 0.45 55.0





Flow Average


Prop. Queued








MOVEMENT SUMMARY Site: AMP 2026 - ConversionIntersection of Campbelltown and Denham Court RoadsAMP 2026Roundabout


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 247 10.0 0.524 8.5 LOS A 4.2 31.2 0.72 0.70 48.12 T 788 5.0 0.524 8.8 LOS A 4.2 31.2 0.73 0.76 46.03 R 11 3.0 0.524 15.9 LOS B 4.1 30.2 0.73 0.84 45.0

Approach 1046 6.2 0.524 8.8 LOS A 4.2 31.2 0.73 0.75 46.5

East: Dickson Rd (E Leg)4 L 11 3.0 0.072 12.9 LOS A 0.4 2.8 0.83 0.85 48.75 T 11 3.0 0.072 12.6 LOS A 0.4 2.8 0.83 0.84 49.86 R 11 3.0 0.072 16.6 LOS B 0.4 2.8 0.83 0.90 44.1

Approach 32 3.0 0.072 14.0 LOS A 0.4 2.8 0.83 0.86 47.4

North: Campbelltown Rd (N Leg)7 L 11 3.0 0.614 5.1 LOS A 6.1 46.2 0.81 0.75 33.58 T 608 10.6 0.614 4.5 LOS A 6.1 46.2 0.81 0.69 29.59 R 345 12.7 0.447 10.8 LOS A 3.1 23.7 0.72 0.79 30.6

Approach 964 11.3 0.614 6.8 LOS A 6.1 46.2 0.78 0.73 30.0

West: Denham Court Rd (W Leg)10 L 883 4.9 0.822 18.6 LOS B 9.9 72.1 0.95 1.19 44.411 T 11 3.0 0.822 18.8 LOS B 8.7 66.7 0.95 1.19 43.012 R 337 14.2 0.822 25.8 LOS B 8.7 66.7 0.95 1.20 39.6

Approach 1231 7.4 0.822 20.6 LOS B 9.9 72.1 0.95 1.19 42.7



Processed: Tuesday, 19 November 2013 11:50:38 AMSIDRA INTERSECTION 5.1.5.2006


Project: P:\60250803_Campbelltown_Rd\4. Tech work area\4.5 Planning\27_08_13 Supplementary Study\2026_Campbelltown Denham Court_roundabout.sip8000907, AECOM, ENTERPRISE

MOVEMENT SUMMARY Site: PMP 2026 - ConversionIntersection of Campbelltown and Denham Court RoadsPMP 2026Roundabout


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 434 4.2 0.789 18.1 LOS B 9.4 68.6 1.00 1.24 41.52 T 557 5.4 0.789 20.7 LOS B 9.4 68.6 0.99 1.23 36.73 R 11 3.0 0.789 28.3 LOS B 8.2 60.1 0.98 1.24 37.0

Approach 1001 4.9 0.789 19.7 LOS B 9.4 68.6 0.99 1.23 38.8

East: Dickson Rd (E Leg)4 L 11 3.0 0.105 15.9 LOS B 0.6 4.1 0.90 0.95 45.65 T 11 3.0 0.105 15.7 LOS B 0.6 4.1 0.90 0.94 46.66 R 11 3.0 0.105 19.6 LOS B 0.6 4.1 0.90 0.98 41.5

Approach 32 3.0 0.105 17.1 LOS B 0.6 4.1 0.90 0.95 44.5

North: Campbelltown Rd (N Leg)7 L 11 3.0 0.742 5.4 LOS A 9.5 70.5 0.83 0.78 32.78 T 687 7.6 0.742 4.7 LOS A 9.5 70.5 0.83 0.77 28.69 R 952 5.4 0.742 12.3 LOS A 9.5 70.5 0.84 0.91 30.0

Approach 1649 6.3 0.742 9.1 LOS A 9.5 70.5 0.84 0.85 29.6

West: Denham Court Rd (W Leg)10 L 358 7.7 0.382 11.0 LOS A 2.4 18.1 0.72 0.78 51.911 T 11 3.0 0.382 8.9 LOS A 2.2 17.4 0.73 0.71 51.012 R 247 13.6 0.382 15.9 LOS B 2.2 17.4 0.73 0.90 46.9

Approach 616 10.0 0.382 13.0 LOS A 2.4 18.1 0.73 0.83 49.4






MOVEMENT SUMMARY Site: AMP 2036 with Proposed Mods - Conversion

Intersection of Campbelltown and Denham Court RoadsAMP 2036 TCSRoundabout


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate




Approach 1105 6.4 0.576 9.3 LOS A 5.1 38.0 0.78 0.77 52.3


Approach 32 3.0 0.106 18.2 LOS B 0.6 4.5 0.93 0.94 37.4

North: Campbelltown Rd (N Leg)7 L 11 3.0 0.804 17.2 LOS B 12.5 95.1 1.00 1.12 45.18 T 652 10.6 0.804 17.4 LOS B 12.5 95.1 1.00 1.14 46.39 R 394 12.7 0.628 20.9 LOS B 6.1 47.0 0.93 1.05 42.9

Approach 1056 11.3 0.804 18.7 LOS B 12.5 95.1 0.97 1.11 44.9

West: Denham Court Rd (W Leg)10 L 1024 4.9 1.105 119.1 LOS F 74.9 546.6 1.00 3.73 14.811 T 11 3.0 1.105 122.5 LOS F 54.4 422.5 1.00 3.38 13.012 R 536 14.2 1.105 132.9 LOS F 54.4 422.5 1.00 3.29 14.7

Approach 1571 8.1 1.105 123.8 LOS F 74.9 546.6 1.00 3.58 14.8






MOVEMENT SUMMARY Site: PMP 2036 with Proposed Mods - Conversion

Intersection of Campbelltown and Denham Court RoadsPMP 2036 TCSRoundabout


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate




Approach 1228 4.8 1.131 147.7 LOS F 67.5 490.1 1.00 3.18 12.6


Approach 32 3.0 0.163 22.6 LOS B 1.0 6.9 0.97 0.98 35.0

North: Campbelltown Rd (N Leg)7 L 11 3.0 0.889 16.5 LOS B 19.6 145.4 1.00 1.05 44.78 T 668 7.6 0.889 16.6 LOS B 19.6 145.4 1.00 1.06 46.19 R 1156 5.4 0.889 24.9 LOS B 19.6 145.4 1.00 1.10 40.3

Approach 1835 6.2 0.889 21.8 LOS B 19.6 145.4 1.00 1.09 42.2

West: Denham Court Rd (W Leg)10 L 455 7.7 0.482 9.1 LOS A 3.6 27.0 0.79 0.76 48.111 T 11 3.0 0.482 7.3 LOS A 3.4 26.3 0.80 0.80 45.312 R 302 13.6 0.482 17.7 LOS B 3.4 26.3 0.80 0.96 43.9

Approach 767 10.0 0.482 12.5 LOS A 3.6 27.0 0.79 0.84 46.2






MOVEMENT SUMMARY Site: AMP 2036 (RMS) - WR FINAL - Copy

Intersection of Campbelltown and New Macdonald RoadsAMP 2036Signals - Fixed Time Cycle Time = 120 seconds (User-Given Cycle Time)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate




Approach 1093 3.8 0.999 98.8 LOS F 50.6 366.0 1.00 1.25 15.4

East: Campbelltown Rd (E Leg)4 L 135 8.2 0.297 40.3 LOS C 6.4 48.5 0.69 0.81 22.85 T 221 13.0 0.297 44.6 LOS D 6.4 48.5 0.84 0.67 22.56 R 128 3.0 0.848 74.5 LOS F 8.2 58.7 1.00 0.90 14.5

Approach 484 9.0 0.848 51.3 LOS D 8.2 58.7 0.84 0.77 19.8


Approach 491 3.0 0.572 41.6 LOS C 11.0 79.3 0.84 0.74 25.6

West: Campbelltown Rd (W Leg)10 L 369 3.0 0.771 50.7 LOS D 23.5 169.0 0.97 0.89 25.911 T 813 4.8 0.771 46.4 LOS D 23.5 169.0 0.99 0.89 27.712 R 291 5.7 0.977 92.6 LOS F 22.2 163.2 1.00 1.05 17.0

Approach 1473 4.5 0.977 56.6 LOS E 23.5 169.0 0.98 0.92 24.4





Flow Average


Prop. Queued





Processed: Wednesday, 20 November 2013 3:20:26 PMSIDRA INTERSECTION 5.1.12.2089


Project: P:\60250803_Campbelltown_Rd\4. Tech work area\4.5 Planning\27_08_13 Supplementary Study\2013_09_05 Williamson Road Scenario\Campbelltown Rd - Macdonald Rdv2.sip8000907, AECOM, ENTERPRISE

MOVEMENT SUMMARY Site: PMP 2036 (RMS) - WR FINAL - Copy

Intersection of Campbelltown and New Macdonald RoadsPMP 2036Signals - Fixed Time Cycle Time = 110 seconds (User-Given Cycle Time)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 80 8.8 0.868 61.3 LOS E 21.8 158.1 1.00 1.03 22.32 T 287 3.0 0.868 53.4 LOS D 21.8 158.1 1.00 1.03 21.03 R 439 1.9 0.488 46.0 LOS D 10.2 72.6 0.91 0.81 25.7

Approach 806 3.0 0.868 50.2 LOS D 21.8 158.1 0.95 0.91 23.6

East: Campbelltown Rd (E Leg)4 L 454 2.1 0.834 36.4 LOS C 31.2 225.2 0.87 0.92 24.85 T 820 7.0 0.834 44.9 LOS D 31.2 225.2 0.96 0.90 22.16 R 151 3.0 0.759 63.9 LOS E 8.3 59.9 1.00 0.86 16.3

Approach 1424 5.0 0.834 44.2 LOS D 31.2 225.2 0.94 0.90 22.0

North: Macdonald Rd (N Leg)7 L 6 3.0 0.022 31.9 LOS C 0.2 1.5 0.67 0.66 30.38 T 389 3.0 0.861 52.0 LOS D 22.7 163.0 1.00 1.02 21.49 R 389 3.0 0.873 60.6 LOS E 23.2 166.5 1.00 0.99 22.1

Approach 785 3.0 0.873 56.1 LOS D 23.2 166.5 1.00 1.00 21.9

West: Campbelltown Rd (W Leg)10 L 157 3.0 0.320 29.8 LOS C 8.9 64.6 0.69 0.85 35.411 T 333 5.7 0.320 35.4 LOS C 8.9 64.6 0.84 0.68 31.912 R 166 8.2 0.869 71.0 LOS F 10.1 75.7 1.00 0.96 20.6

Approach 656 5.7 0.869 43.1 LOS D 10.1 75.7 0.84 0.79 28.8





Flow Average


Prop. Queued





Processed: Wednesday, 20 November 2013 3:19:54 PMSIDRA INTERSECTION 5.1.12.2089


Project: P:\60250803_Campbelltown_Rd\4. Tech work area\4.5 Planning\27_08_13 Supplementary Study\2013_09_05 Williamson Road Scenario\Campbelltown Rd - Macdonald Rdv2.sip8000907, AECOM, ENTERPRISE

MOVEMENT SUMMARY Site: 2011 AMWilliamson Road and Brooks Road2011 AM PeakRoundabout


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % v/c sec veh m per veh km/hEast: Williamson Rd E Leg

5 T 432 8.5 0.441 10.6 LOS A 3.4 25.7 0.78 0.78 51.56 R 332 19.4 0.475 18.1 LOS B 3.6 29.2 0.81 0.92 44.9

Approach 763 13.2 0.475 13.9 LOS A 3.6 29.2 0.79 0.84 48.4

North: Brooks Rd N Leg7 L 561 9.2 0.594 11.4 LOS A 4.6 34.5 0.74 0.91 47.59 R 469 12.8 0.589 17.2 LOS B 4.3 33.5 0.75 0.99 43.3

Approach 1031 10.8 0.594 14.0 LOS A 4.6 34.5 0.75 0.94 45.5

West: Williamson Rd W Leg10 L 179 30.0 0.374 12.0 LOS A 2.5 20.4 0.69 0.79 51.111 T 540 6.0 0.374 9.8 LOS A 2.8 20.5 0.66 0.70 52.1

Approach 719 12.0 0.374 10.4 LOS A 2.8 20.5 0.67 0.72 51.8



Processed: Wednesday, 20 November 2013 11:39:56 AMSIDRA INTERSECTION 5.1.5.2006


Project: P:\60250803_Campbelltown_Rd\4. Tech work area\4.5 Planning\27_08_13 Supplementary Study\2013_09_05 Williamson Road Scenario\Williamson Rd - Brooks Rd.sip8000907, AECOM, ENTERPRISE

MOVEMENT SUMMARY Site: 2011 PMWilliamson Road and Brooks Road2011 PM PeakRoundabout


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



5 T 399 1.8 0.429 10.2 LOS A 3.1 21.7 0.72 0.76 52.06 R 533 6.7 0.486 14.9 LOS B 3.8 28.3 0.73 0.79 46.8

Approach 932 4.6 0.486 12.9 LOS A 3.8 28.3 0.73 0.78 48.9


Approach 848 11.0 0.438 12.0 LOS A 2.7 20.6 0.61 0.76 46.4


Approach 732 5.0 0.406 11.0 LOS A 3.1 23.1 0.78 0.80 50.8






MOVEMENT SUMMARY Site: 2036 AM (3 lane)Williamson Road and Brooks Road2036 AM Peak3 lane ScenarioRoundabout


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



5 T 557 8.5 0.522 11.8 LOS A 4.6 34.9 0.84 0.85 50.96 R 304 19.3 0.522 19.0 LOS B 4.3 34.5 0.84 0.97 44.3

Approach 861 12.3 0.522 14.4 LOS A 4.6 34.9 0.84 0.89 48.3


Approach 1129 10.7 0.664 14.1 LOS A 5.5 41.2 0.75 0.97 45.4


Approach 647 10.1 0.313 9.8 LOS A 2.2 17.0 0.62 0.68 52.3






MOVEMENT SUMMARY Site: 2036 AM (WR)Williamson Road and Brooks Road2036 AM PeakWilliamson Rd ScenarioRoundabout


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



5 T 558 8.5 0.484 11.5 LOS A 4.0 30.3 0.82 0.83 50.96 R 241 19.0 0.484 18.4 LOS B 3.8 30.0 0.83 0.95 45.0

Approach 799 11.7 0.484 13.6 LOS A 4.0 30.3 0.82 0.87 49.0


Approach 1129 10.8 0.666 14.5 LOS B 5.5 41.5 0.77 0.99 45.1


Approach 729 11.2 0.332 9.5 LOS A 2.3 18.4 0.57 0.65 52.6






MOVEMENT SUMMARY Site: 2036 PM (3 lane)Williamson Road and Brooks Road2036 PM Peak3 lane ScenarioRoundabout


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



5 T 491 1.8 0.467 9.9 LOS A 3.6 26.8 0.70 0.73 52.06 R 507 6.7 0.467 14.6 LOS B 3.6 26.8 0.69 0.77 47.1

Approach 998 4.3 0.467 12.3 LOS A 3.6 26.8 0.70 0.75 49.4


Approach 804 11.1 0.453 12.1 LOS A 2.8 21.7 0.64 0.79 46.4


Approach 828 4.9 0.444 11.0 LOS A 3.5 25.6 0.78 0.80 50.9






MOVEMENT SUMMARY Site: 2036 PM (WR)Williamson Road and Brooks Road2036 PM PeakWilliamson Rd ScenarioRoundabout


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



5 T 488 1.8 0.492 10.6 LOS A 3.9 29.1 0.76 0.79 51.66 R 502 6.7 0.492 15.0 LOS B 3.9 29.1 0.75 0.80 46.9

Approach 991 4.3 0.492 12.8 LOS A 3.9 29.1 0.76 0.79 49.1


Approach 846 11.0 0.471 12.5 LOS A 3.1 23.5 0.66 0.80 46.2


Approach 891 5.1 0.480 11.2 LOS A 3.9 29.1 0.80 0.82 50.7






MOVEMENT SUMMARY Site: 2011 AM PeakWilliamson Road and Campbelltown Road2011 AM PeakRoundabout


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate




Approach 1008 7.0 0.544 13.2 LOS A 3.8 28.6 0.60 0.76 49.7

East: Williamson Rd E Leg4 L 431 15.2 0.257 8.6 X X X X 0.60 56.45 T 242 15.2 0.257 10.0 LOS A 1.5 11.6 0.57 0.69 52.76 R 15 35.7 0.033 18.5 LOS B 0.1 1.2 0.55 0.76 46.8

Approach 687 15.6 0.257 9.3 LOS A 1.5 11.6 0.21 0.63 54.8

North: Campbelltown Rd N Leg7 L 605 5.9 0.688 15.9 LOS B 7.6 55.9 0.91 1.02 47.48 T 315 7.4 0.538 13.8 LOS A 4.2 31.3 0.82 0.95 49.59 R 66 11.1 0.538 19.4 LOS B 4.2 31.3 0.82 1.02 46.1

Approach 986 6.7 0.688 15.5 LOS B 7.6 55.9 0.87 1.00 48.0






Project: P:\60250803_Campbelltown_Rd\4. Tech work area\4.5 Planning\27_08_13 Supplementary Study\2013_09_05 Williamson Road Scenario\Williamson Rd - Campbelltown Rd.sip8000907, AECOM, ENTERPRISE

MOVEMENT SUMMARY Site: 2011 PM PeakWilliamson Road and Campbelltown Road2011 PM PeakRoundabout


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate




Approach 516 5.9 0.296 13.1 LOS A 1.6 11.7 0.63 0.79 49.9


Approach 1298 4.5 0.475 9.5 LOS A 3.4 25.0 0.28 0.68 54.1

North: Campbelltown Rd N Leg7 L 224 9.9 0.282 10.6 LOS A 1.4 10.3 0.48 0.69 52.78 T 471 2.7 0.461 8.9 LOS A 3.1 22.5 0.53 0.63 52.89 R 96 4.4 0.461 14.5 LOS B 3.1 22.5 0.53 0.80 50.0

Approach 791 4.9 0.461 10.1 LOS A 3.1 22.5 0.51 0.67 52.4







MOVEMENT SUMMARY Site: 2036 AM Peak (3 lane)Williamson Road and Campbelltown Road2036 AM Peak3 lane ScenarioRoundabout


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 24 0.0 0.910 25.2 LOS B 19.0 140.5 1.00 1.41 40.12 T 845 6.4 0.910 24.6 LOS B 19.0 140.5 1.00 1.41 40.23 R 839 7.6 1.0003 63.0 LOS E 40.0 298.2 1.00 2.18 24.9

Approach 1708 7.0 1.000 43.5 LOS D 40.0 298.2 1.00 1.79 30.7


Approach 797 16.2 0.343 9.7 LOS A 2.2 17.0 0.27 0.65 54.2

North: Campbelltown Rd N Leg7 L 460 5.9 1.0003 37.0 LOS C 13.5 99.4 1.00 1.34 33.08 T 690 7.4 2.781 3227.6 LOS F 1064.5 8009.3 1.00 17.11 0.79 R 612 11.1 2.781 3233.2 LOS F 1064.5 8009.3 1.00 16.91 0.7

Approach 1761 8.0 2.781 2397.0 LOS F 1064.5 8009.3 1.00 12.93 1.0




3 x = 1.00 due to short lane. Refer to the Lane Summary report for information about excess flow and related conditions.




MOVEMENT SUMMARY Site: 2036 AM Peak (WR)Williamson Road and Campbelltown Road2036 AM PeakWilliamson Rd ScenarioRoundabout


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 32 0.0 0.782 17.8 LOS B 9.2 68.1 0.90 1.13 46.22 T 615 6.4 0.782 17.2 LOS B 9.2 68.1 0.90 1.12 46.33 R 983 7.6 1.0003 53.4 LOS D 40.0 298.2 1.00 1.99 27.6

Approach 1629 7.0 1.000 39.0 LOS C 40.0 298.2 0.96 1.65 32.7


Approach 893 15.7 0.325 9.2 LOS A 2.0 15.8 0.21 0.62 54.8

North: Campbelltown Rd N Leg7 L 352 5.9 1.0003 49.7 LOS D 13.5 99.4 1.00 1.37 27.98 T 803 7.4 3.226 4028.6 LOS F 1238.6 9300.4 1.00 17.14 0.69 R 603 11.1 3.226 4034.3 LOS F 1238.6 9300.4 1.00 16.94 0.6

Approach 1759 8.0 3.226 3233.6 LOS F 1238.6 9300.4 1.00 13.92 0.7




3 x = 1.00 due to short lane. Refer to the Lane Summary report for information about excess flow and related conditions.




MOVEMENT SUMMARY Site: 2036 PM Peak (3 lane)Williamson Road and Campbelltown Road2036 PM Peak3 lane ScenarioRoundabout


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate




Approach 839 5.8 0.569 16.0 LOS B 4.6 33.7 0.84 1.00 47.8

East: Williamson Rd E Leg4 L 1081 3.4 0.596 8.2 X X X X 0.59 56.25 T 608 4.9 1.534 998.6 LOS F 282.3 2058.7 1.00 8.42 2.36 R 128 19.2 0.642 42.2 LOS C 4.6 37.5 0.98 1.11 31.8

Approach 1818 5.0 1.534 342.1 LOS F 282.3 2058.7 0.40 3.25 6.2

North: Campbelltown Rd N Leg7 L 306 9.9 0.474 13.0 LOS A 3.0 23.0 0.69 0.85 50.78 T 835 2.7 0.985 39.9 LOS C 44.8 321.8 1.00 1.66 31.79 R 262 4.4 0.985 45.5 LOS D 44.8 321.8 1.00 1.66 30.7

Approach 1403 4.6 0.985 35.1 LOS C 44.8 321.8 0.93 1.48 34.2







MOVEMENT SUMMARY Site: 2036 PM Peak (WR)Williamson Road and Campbelltown Road2036 PM PeakWilliamson Rd ScenarioRoundabout


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 64 7.7 0.567 15.7 LOS B 4.2 31.3 0.86 1.02 48.42 T 295 6.1 0.567 14.8 LOS B 4.2 31.3 0.86 1.01 48.53 R 444 5.3 0.582 19.4 LOS B 4.8 35.1 0.87 1.04 45.0

Approach 803 5.8 0.582 17.4 LOS B 4.8 35.1 0.87 1.03 46.5

East: Williamson Rd E Leg4 L 1164 3.4 0.642 8.2 X X X X 0.59 56.25 T 582 4.9 1.122 268.0 LOS F 100.7 734.8 1.00 4.34 7.76 R 118 19.2 0.455 27.6 LOS B 2.8 23.1 0.91 1.03 39.4

Approach 1864 4.9 1.122 90.6 LOS F 100.7 734.8 0.37 1.79 18.7

North: Campbelltown Rd N Leg7 L 312 9.9 0.479 13.3 LOS A 3.2 24.1 0.73 0.88 50.38 T 708 2.7 0.912 21.6 LOS B 21.2 152.2 1.00 1.21 42.29 R 233 4.4 0.912 27.2 LOS B 21.2 152.2 1.00 1.21 40.1

Approach 1253 4.8 0.912 20.6 LOS B 21.2 152.2 0.93 1.13 43.5







MOVEMENT SUMMARY Site: 2011 AMMacdonald Road and Williamson Road2011 AM Peak

Roundabout


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



5 T 674 12.7 0.371 8.2 LOS A 2.6 20.5 0.32 0.52 54.86 R 359 5.3 0.371 13.8 LOS A 2.6 19.4 0.33 0.70 49.7

Approach 1033 10.1 0.371 10.2 LOS A 2.6 20.5 0.32 0.58 52.9

North: Macdonald Rd N Leg7 L 280 5.3 0.351 11.3 LOS A 1.8 13.1 0.72 0.83 51.49 R 54 13.7 0.131 18.9 LOS B 0.5 3.9 0.67 0.92 45.7

Approach 334 6.6 0.351 12.5 LOS A 1.8 13.1 0.71 0.84 50.3

West: Williamson Rd W Leg10 L 53 24.0 0.487 11.7 LOS A 3.6 27.3 0.65 0.77 52.511 T 991 7.0 0.487 9.9 LOS A 3.6 27.3 0.65 0.70 52.312 R 31 13.8 0.487 18.5 LOS B 3.5 26.0 0.66 0.89 47.5

Approach 1074 8.0 0.487 10.2 LOS A 3.6 27.3 0.65 0.71 52.2





Project: P:\60250803_Campbelltown_Rd\4. Tech work area\4.5 Planning\27_08_13 Supplementary Study\2013_09_05 Williamson Road Scenario\Williamson Rd - Macdonald Rd.sip8000907, AECOM, ENTERPRISE

MOVEMENT SUMMARY Site: 2011 PMMacdonald Road and Williamson Road2011 PM Peak

Roundabout


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



5 T 835 4.5 0.368 7.7 LOS A 2.6 18.6 0.26 0.51 55.26 R 272 3.5 0.368 13.6 LOS A 2.5 18.3 0.28 0.74 50.1

Approach 1106 4.3 0.368 9.2 LOS A 2.6 18.6 0.27 0.57 53.8


Approach 321 2.6 0.311 11.2 LOS A 1.5 10.5 0.62 0.79 51.4


Approach 851 6.7 0.352 9.4 LOS A 2.3 17.2 0.51 0.64 53.0






MOVEMENT SUMMARY Site: 2036 AM - (3 lane) Macdonald Road and Williamson Road2036 AM Peak3 lane Scenario

Roundabout


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



5 T 731 12.7 0.503 9.2 LOS A 4.1 32.1 0.59 0.63 52.76 R 471 5.3 0.503 14.9 LOS B 4.1 30.1 0.60 0.73 48.6

Approach 1201 9.8 0.503 11.5 LOS A 4.1 32.1 0.60 0.67 50.9

North: Macdonald Rd N Leg7 L 507 5.3 0.721 15.1 LOS B 5.7 41.7 0.90 1.07 48.19 R 184 13.7 0.440 20.2 LOS B 2.2 17.0 0.79 0.98 44.6

Approach 692 7.5 0.721 16.5 LOS B 5.7 41.7 0.87 1.05 47.1


Approach 1194 8.2 0.617 12.8 LOS A 6.4 48.0 0.84 0.88 50.6






MOVEMENT SUMMARY Site: 2036 AM - (WR)Macdonald Road and Williamson Road2036 AM PeakWilliamson Rd Scenario

Roundabout


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



5 T 704 12.7 0.501 9.2 LOS A 4.1 31.9 0.59 0.63 52.76 R 495 5.3 0.501 14.9 LOS B 4.0 29.8 0.60 0.73 48.5

Approach 1199 9.6 0.501 11.6 LOS A 4.1 31.9 0.60 0.67 50.8

North: Macdonald Rd N Leg7 L 509 5.3 0.737 15.4 LOS B 5.9 43.5 0.91 1.08 47.89 R 183 13.7 0.447 20.3 LOS B 2.2 17.4 0.79 0.98 44.5

Approach 693 7.5 0.737 16.7 LOS B 5.9 43.5 0.88 1.05 46.9

West: Williamson Rd W Leg10 L 98 24.0 0.650 15.0 LOS B 7.2 54.6 0.87 0.95 50.111 T 1096 7.0 0.650 13.5 LOS A 7.2 54.6 0.87 0.92 49.912 R 31 13.8 0.650 22.4 LOS B 6.9 51.7 0.88 1.02 44.5

Approach 1224 8.5 0.650 13.8 LOS A 7.2 54.6 0.87 0.92 49.8






MOVEMENT SUMMARY Site: 2036 PM - (3 lane) Macdonald Road and Williamson Road2036 PM Peak3 lane Scenario

Roundabout


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



5 T 903 4.5 0.508 8.0 LOS A 4.3 31.2 0.38 0.53 54.36 R 573 3.5 0.508 13.9 LOS A 4.2 30.6 0.41 0.68 49.2

Approach 1476 4.1 0.508 10.3 LOS A 4.3 31.2 0.39 0.59 52.2


Approach 485 4.1 0.531 12.8 LOS A 3.4 24.4 0.77 0.93 50.2


Approach 1039 6.6 0.561 13.2 LOS A 5.2 38.7 0.83 0.89 50.2






MOVEMENT SUMMARY Site: 2036 PM - (WR)Macdonald Road and Williamson Road2036 PM PeakWilliamson Rd Scenario

Roundabout


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



5 T 896 4.5 0.504 8.0 LOS A 4.2 30.7 0.38 0.53 54.36 R 573 3.5 0.504 13.9 LOS A 4.2 30.1 0.40 0.68 49.3

Approach 1468 4.1 0.504 10.3 LOS A 4.2 30.7 0.38 0.59 52.2


Approach 495 2.5 0.531 12.6 LOS A 3.4 24.6 0.77 0.93 50.4


Approach 1038 6.5 0.559 13.3 LOS A 5.2 38.4 0.83 0.89 50.2






MOVEMENT SUMMARY Site: AMP 2026Intersection of Campbelltown Road and Soldiers ParadeAMP 2026Signals - Fixed Time Cycle Time = 120 seconds (User-Given Cycle Time)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % v/c sec veh m per veh km/hSouth: Soldiers Pde (S Leg)


Approach 273 3.0 0.668 51.1 LOS D 7.8 56.3 0.91 0.77 23.6

East: Campbelltown Rd (E Leg)4 L 32 3.0 0.205 19.9 LOS B 3.8 29.2 0.36 1.11 35.85 T 363 13.0 0.205 10.7 LOS A 3.8 29.2 0.35 0.30 45.56 R 100 3.0 0.660 69.6 LOS E 6.0 42.8 1.00 0.81 15.2

Approach 495 10.3 0.660 23.2 LOS B 6.0 42.8 0.48 0.45 33.2

North: Soldiers Pde (N Leg)7 L 96 3.0 0.394 40.1 LOS C 4.1 29.4 0.81 0.76 27.38 T 134 3.0 0.311 41.9 LOS C 6.5 47.0 0.88 0.71 24.19 R 18 3.0 0.078 53.7 LOS D 0.9 6.5 0.87 0.71 23.7

Approach 247 3.0 0.394 42.1 LOS C 6.5 47.0 0.85 0.73 25.3

West: Campbelltown Rd (W Leg)10 L 89 3.0 0.697 24.6 LOS B 23.1 168.6 0.62 1.06 40.511 T 1322 5.0 0.697 15.3 LOS B 23.1 168.6 0.61 0.56 45.312 R 2 3.0 0.014 63.6 LOS E 0.1 0.8 0.91 0.62 22.2

Approach 1414 4.9 0.697 16.0 LOS B 23.1 168.6 0.61 0.59 44.9





Flow Average


Prop. Queued





Processed: Wednesday, 4 December 2013 1:42:00 PMSIDRA INTERSECTION 5.1.12.2089


Project: P:\60250803_Campbelltown_Rd\4. Tech work area\4.5 Planning\RMS SIDRA 04062012\For AECOM 4June2012\Campbelltown Soldiers.sip8000907, AECOM, ENTERPRISE

MOVEMENT SUMMARY Site: PMP 2026Intersection of Campbelltown Road and Soldiers ParadePMP 2026Signals - Fixed Time Cycle Time = 120 seconds (User-Given Cycle Time)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate




Approach 106 3.0 0.187 42.2 LOS C 4.0 28.8 0.84 0.66 24.5

East: Campbelltown Rd (E Leg)4 L 147 3.0 0.770 27.2 LOS B 28.0 206.6 0.72 0.99 31.25 T 1337 7.0 0.770 17.9 LOS B 28.4 210.5 0.71 0.65 36.36 R 116 3.0 0.764 71.6 LOS F 7.1 51.0 1.00 0.85 14.9

Approach 1600 6.3 0.770 22.6 LOS B 28.4 210.5 0.73 0.69 32.9

North: Soldiers Pde (N Leg)7 L 19 3.0 0.075 36.8 LOS C 0.7 5.3 0.75 0.70 28.58 T 349 3.0 0.756 47.5 LOS D 19.7 141.2 0.99 0.89 22.59 R 29 3.0 0.103 50.2 LOS D 1.4 10.2 0.85 0.73 24.5

Approach 398 3.0 0.756 47.1 LOS D 19.7 141.2 0.97 0.87 22.9

West: Campbelltown Rd (W Leg)10 L 111 3.0 0.381 23.2 LOS B 9.0 65.6 0.47 0.98 40.311 T 624 5.7 0.381 13.6 LOS A 9.0 65.6 0.45 0.39 47.512 R 15 3.0 0.097 65.0 LOS E 0.8 5.7 0.93 0.69 21.8

Approach 749 5.2 0.381 16.0 LOS B 9.0 65.6 0.46 0.49 45.4





Flow Average


Prop. Queued








MOVEMENT SUMMARY Site: AMP 2036Intersection of Campbelltown Road and Soldiers ParadeAMP 2036Signals - Fixed Time Cycle Time = 120 seconds (User-Given Cycle Time)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 70 3.0 0.258 32.8 LOS C 2.6 18.7 0.72 0.74 30.02 T 84 3.0 0.160 35.3 LOS C 3.7 26.7 0.80 0.63 26.23 R 148 3.0 0.590 55.8 LOS D 8.1 58.4 0.96 0.82 23.2

Approach 303 3.0 0.590 44.8 LOS D 8.1 58.4 0.86 0.75 25.3

East: Campbelltown Rd (E Leg)4 L 35 3.0 0.176 25.6 LOS B 3.6 27.4 0.46 1.00 31.25 T 403 13.0 0.176 16.2 LOS B 3.6 28.1 0.45 0.37 38.96 R 111 3.0 0.564 65.3 LOS E 6.3 45.1 0.98 0.79 16.0

Approach 549 10.3 0.564 26.7 LOS B 6.3 45.1 0.56 0.50 30.6


Approach 275 3.0 0.393 36.2 LOS C 6.8 48.9 0.79 0.71 27.1


Approach 1569 4.9 0.600 21.4 LOS B 18.5 134.7 0.65 0.61 40.5





Flow Average


Prop. Queued








MOVEMENT SUMMARY Site: PMP 2036Intersection of Campbelltown Road and Soldiers ParadePMP 2036Signals - Fixed Time Cycle Time = 120 seconds (User-Given Cycle Time)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate




Approach 118 3.0 0.167 36.2 LOS C 4.1 29.4 0.79 0.63 26.4


Approach 1776 6.3 0.678 28.5 LOS C 22.2 164.8 0.76 0.70 29.2


Approach 442 3.0 0.676 39.6 LOS C 20.0 143.4 0.91 0.80 25.0


Approach 832 5.2 0.336 22.6 LOS B 8.3 60.7 0.56 0.54 39.9





Flow Average


Prop. Queued








MOVEMENT SUMMARY Site: 2011 AMZouch Rd / Campbelltown Rd2011 AMGiveway / Yield (Two-Way)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 4 25.0 0.471 11.2 LOS A 4.2 30.8 0.47 0.76 54.72 T 874 5.1 0.471 1.1 LOS A 4.2 30.8 0.47 0.00 58.83 R 8 0.0 0.471 10.3 LOS A 4.2 30.8 0.47 1.08 55.0

Approach 886 5.1 0.471 1.3 NA 4.2 30.8 0.47 0.01 58.7

East: Zouch Rd E Leg4 L 4 0.0 0.021 15.6 LOS B 0.1 0.5 0.46 0.60 43.45 T 1 0.0 0.021 13.6 LOS A 0.1 0.5 0.46 0.75 43.36 R 3 0.0 0.021 15.7 LOS B 0.1 0.5 0.46 0.86 43.4

Approach 8 0.0 0.021 15.4 LOS B 0.1 0.5 0.46 0.71 43.4

North: Campbelltown Rd N Leg7 L 2 0.0 0.133 18.6 LOS B 1.9 14.1 0.84 0.20 47.48 T 179 8.2 0.133 9.5 LOS A 1.9 14.1 0.84 0.00 49.89 R 15 21.4 0.133 19.7 LOS B 1.9 14.1 0.84 1.08 47.6

Approach 196 9.1 0.133 10.4 NA 1.9 14.1 0.84 0.08 49.6

West: Zouch Rd W Leg10 L 42 2.5 0.242 24.4 LOS B 0.8 6.0 0.82 0.97 37.211 T 1 0.0 0.242 22.3 LOS B 0.8 6.0 0.82 0.94 36.712 R 14 30.8 0.242 25.9 LOS B 0.8 6.0 0.82 0.98 37.3

Approach 57 9.3 0.242 24.7 LOS B 0.8 6.0 0.82 0.97 37.2

All Vehicles 1147 6.0 0.471 4.1 NA 4.2 30.8 0.55 0.08 55.3




Project: P:\60250803_Campbelltown_Rd\4. Tech work area\4.5 Planning\27_08_13 Supplementary Study\Zouch Road_Campbelltown Road.sip8000907, AECOM, ENTERPRISE

MOVEMENT SUMMARY Site: 2011 PM Zouch Rd / Campbelltown Rd2011 PM

Giveway / Yield (Two-Way)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 7 0.0 0.154 12.8 LOS A 1.5 10.7 0.66 0.43 53.32 T 272 3.9 0.154 3.7 LOS A 1.5 10.7 0.66 0.00 55.03 R 6 0.0 0.154 13.0 LOS A 1.5 10.7 0.66 1.12 53.4

Approach 285 3.7 0.154 4.2 NA 1.5 10.7 0.66 0.04 54.9

East: Zouch Rd E Leg4 L 7 0.0 0.018 14.1 LOS A 0.1 0.4 0.61 0.77 44.75 T 1 0.0 0.018 12.1 LOS A 0.1 0.4 0.61 0.79 44.56 R 1 0.0 0.018 14.2 LOS A 0.1 0.4 0.61 0.88 44.8

Approach 9 0.0 0.018 13.9 LOS A 0.1 0.4 0.61 0.79 44.7

North: Campbelltown Rd N Leg7 L 1 0.0 0.368 10.6 LOS A 3.1 22.1 0.52 0.62 54.78 T 674 2.2 0.368 1.5 LOS A 3.1 22.1 0.52 0.00 57.79 R 23 0.0 0.368 10.7 LOS A 3.1 22.1 0.52 1.07 55.0

Approach 698 2.1 0.368 1.8 NA 3.1 22.1 0.52 0.04 57.6

West: Zouch Rd W Leg10 L 20 5.3 0.048 12.9 LOS A 0.2 1.1 0.44 0.68 45.911 T 1 0.0 0.048 10.7 LOS A 0.2 1.1 0.44 0.75 45.912 R 6 0.0 0.048 12.8 LOS A 0.2 1.1 0.44 0.85 45.9

Approach 27 3.8 0.048 12.8 LOS A 0.2 1.1 0.44 0.72 45.9

All Vehicles 1020 2.6 0.368 2.9 NA 3.1 22.1 0.56 0.06 56.3





MOVEMENT SUMMARY Site: 2026 AMZouch Rd / Campbelltown Rd2026 AM PeakPriorityGiveway / Yield (Two-Way)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 4 25.0 0.444 10.1 LOS A 0.0 0.0 0.00 1.46 53.32 T 1659 6.3 0.444 0.0 LOS A 0.0 0.0 0.00 0.00 70.0

Approach 1663 6.3 0.444 0.0 NA 0.0 0.0 0.00 0.00 69.9

East: Zouch Rd E leg4 L 7 0.0 0.023 18.2 LOS B 0.1 0.5 0.73 0.90 41.4

Approach 7 0.0 0.023 18.2 LOS B 0.1 0.5 0.73 0.90 41.4


Approach 955 10.8 0.262 0.0 NA 0.0 0.0 0.00 0.00 70.0

West: Zouch Rd W leg10 L 57 9.3 0.853 138.5 LOS F 3.5 26.1 0.99 1.20 13.1

Approach 57 9.3 0.853 138.5 LOS F 3.5 26.1 0.99 1.20 13.1

All Vehicles 2682 8.0 0.853 3.0 NA 3.5 26.1 0.02 0.03 64.0





MOVEMENT SUMMARY Site: 2026 PMZouch Rd / Campbelltown Rd2026 PM PeakPriorityGiveway / Yield (Two-Way)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 7 0.0 0.245 9.1 LOS A 0.0 0.0 0.00 1.33 53.32 T 914 5.5 0.245 0.0 LOS A 0.0 0.0 0.00 0.00 70.0

Approach 921 5.5 0.245 0.1 NA 0.0 0.0 0.00 0.01 69.8

East: Zouch Rd E Leg4 L 7 0.0 0.083 46.5 LOS D 0.2 1.6 0.93 0.98 27.4

Approach 7 0.0 0.083 46.5 LOS D 0.2 1.6 0.93 0.98 27.4


Approach 1635 4.6 0.432 0.0 NA 0.0 0.0 0.00 0.00 70.0

West: Zouch Rd E Leg10 L 27 3.9 0.073 16.4 LOS B 0.2 1.7 0.70 0.90 41.4

Approach 27 3.9 0.073 16.4 LOS B 0.2 1.7 0.70 0.90 41.4

All Vehicles 2591 4.9 0.432 0.3 NA 0.2 1.7 0.01 0.02 69.2





MOVEMENT SUMMARY Site: 2036 AM Zouch Rd / Campbelltown Rd2036 AM PeakGiveway / Yield (Two-Way)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 4 25.0 0.480 10.1 LOS A 0.0 0.0 0.00 1.46 53.32 T 1792 6.3 0.480 0.0 LOS A 0.0 0.0 0.00 0.00 70.0

Approach 1796 6.3 0.480 0.0 NA 0.0 0.0 0.00 0.00 70.0

East: Zouch Rd E Leg4 L 7 0.0 0.027 20.3 LOS B 0.1 0.6 0.78 0.93 39.8

Approach 7 0.0 0.027 20.3 LOS B 0.1 0.6 0.78 0.93 39.8


Approach 1046 10.8 0.287 0.0 NA 0.0 0.0 0.00 0.00 70.0

West: Zouch Rd W Leg10 L 57 9.3 1.0004 210.6 LOS F 5.3 40.1 1.00 1.36 9.3

Approach 57 9.3 1.000 210.6 LOS F 5.3 40.1 1.00 1.36 9.3

All Vehicles 2906 8.0 1.000 4.2 NA 5.3 40.1 0.02 0.03 62.0






MOVEMENT SUMMARY Site: 2036 PM Zouch Rd / Campbelltown Rd2036 PM PeakGiveway / Yield (Two-Way)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 7 0.0 0.283 9.1 LOS A 0.0 0.0 0.00 1.33 53.32 T 1060 5.5 0.283 0.0 LOS A 0.0 0.0 0.00 0.00 70.0

Approach 1067 5.5 0.283 0.1 NA 0.0 0.0 0.00 0.01 69.9

East: Zouch Rd E Leg4 L 7 0.0 0.135 69.7 LOS E 0.4 2.5 0.96 0.99 21.4

Approach 7 0.0 0.135 69.7 LOS E 0.4 2.5 0.96 0.99 21.4


Approach 1820 4.6 0.481 0.0 NA 0.0 0.0 0.00 0.00 70.0

West: Zouch Rd W Leg10 L 27 3.9 0.094 20.2 LOS B 0.3 2.2 0.77 0.93 40.1

Approach 27 3.9 0.094 20.2 LOS B 0.3 2.2 0.77 0.93 40.1

All Vehicles 2922 4.9 0.481 0.4 NA 0.4 2.5 0.01 0.02 69.1





Campbelltown Road REF - Roads and Maritime Services€¦ · Campbelltown Road REF Revision F –...

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Transcript of Campbelltown Road REF - Roads and Maritime Services€¦ · Campbelltown Road REF Revision F –...