upgrade of pacific highway, hw10 parsons road to ......as part of stage 3b, roads and maritime...

Upgrade of Pacific Highway HW10, Ourimbah Street to Parsons Road, Lisarow

ROADS AND MARITIME SERVICES

Traffic and Transportation Assessment

NB98077-EST-RP-0040 | 02

Contract No: 13.2533.2290

30 October 2014


NB98077-EST-RP-0040_Traffic and Transport Assessment_R02_Display i

Upgrade of Pacific Highway HW10, Ourimbah Street to Parsons Road, Lisarow

Project no: NB98077 Document title: Traffic and Transportation Assessment Document no: NB98077-EST-RP-0040 Revision: Date:

02 30 October 2014

Client name: Contract no:

Roads and Maritime Services 13.2533.2290

Project manager: Tony Daley Author: Edmund Cheung File name: NB98077-EST-RP-0040_Traffic and Transportation Assessment_R02.docx

Jacobs Group (Australia) Pty Limited ABN 37 001 024 095 Level 5, 33 King William Street Adelaide SA 5000 Australia PO Box 8291 T +61 8 8424 3800 F +61 8 8424 3810 www.jacobs.com

COPYRIGHT: The concepts and information contained in this document are the property of Jacobs Group (Australia) Pty Limited. Use or copying of this document in whole or in part without the written permission of Jacobs constitutes an infringement of copyright.

Distribution of copies

Revision Date Issued to Quantity Format Approved

01 16 Sept 2014 NSW Roads and Maritime Services

1 Electronic (pdf) T Daley

02 30 Oct 2014 NSW Roads and Maritime Services

1 Electronic (pdf) T Daley


NB98077-EST-RP-0040_Traffic and Transport Assessment_R02_Display ii

Contents Glossary of acronyms ................................................................................................................................ 1 Executive Summary ................................................................................................................................... 2 1. Introduction .................................................................................................................................... 6 1.1 Project overview ..................................................................................................................................................................... 6 1.2 Purpose of this report ............................................................................................................................................................. 8 1.3 Report structure...................................................................................................................................................................... 8 2. Existing traffic and transport conditions ...................................................................................... 12 2.1 Corridor descriptions............................................................................................................................................................. 12 2.1.1 Existing traffic network .......................................................................................................................................................... 12 2.1.2 Key intersections .................................................................................................................................................................. 14

2.1.3 Speed environment............................................................................................................................................................... 14 2.2 Surrounding land uses .......................................................................................................................................................... 15

2.2.1 Current land use ................................................................................................................................................................... 15 2.2.2 Population and employment .................................................................................................................................................. 17 2.3 Mode of travel ...................................................................................................................................................................... 18

2.3.1 Method of travel.................................................................................................................................................................... 18 2.3.2 Public transport .................................................................................................................................................................... 19 2.3.3 Pedestrian and cycle facilities ............................................................................................................................................... 22 2.4 Traffic volume and patterns................................................................................................................................................... 22 2.4.1 Midblock traffic volumes........................................................................................................................................................ 22 2.4.2 Local roads traffic volumes ................................................................................................................................................... 23

2.4.3 Heavy vehicles by time of day ............................................................................................................................................... 24 2.4.4 Directional distribution........................................................................................................................................................... 25 2.4.5 Weekly traffic profile ............................................................................................................................................................. 25

2.4.6 Daily traffic profile – weekday................................................................................................................................................ 28 3. Existing road network assessment ............................................................................................... 33 3.1 Intersection performance ...................................................................................................................................................... 33 3.2 Travel times.......................................................................................................................................................................... 35 3.3 Road safety .......................................................................................................................................................................... 37 3.3.1 Crash statistics ..................................................................................................................................................................... 37 3.3.2 Crash locations..................................................................................................................................................................... 38

3.3.3 Crash yearly trend ................................................................................................................................................................ 39 4. Traffic modelling process ............................................................................................................. 40 4.1 Software............................................................................................................................................................................... 40 4.2 Base model development...................................................................................................................................................... 40 4.3 Overlay ................................................................................................................................................................................ 40 4.4 Network structure ................................................................................................................................................................. 41 4.5 Zoning system ...................................................................................................................................................................... 41 4.6 Modelling periods ................................................................................................................................................................. 42 4.7 Traffic signal ......................................................................................................................................................................... 43


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4.8 Matrix development .............................................................................................................................................................. 44 4.9 Examined scenarios ............................................................................................................................................................. 45 4.10 Option traffic model descriptions ........................................................................................................................................... 45 4.10.1 Key intersections .................................................................................................................................................................. 45

4.10.2 Key local roads ..................................................................................................................................................................... 46 5. Future base traffic conditions ....................................................................................................... 47 5.1 Introduction .......................................................................................................................................................................... 47 5.2 Demand release ................................................................................................................................................................... 47 5.3 Network performance ........................................................................................................................................................... 48 5.4 Number of stops ................................................................................................................................................................... 49 5.5 Travel times.......................................................................................................................................................................... 50 5.6 Intersection performance ...................................................................................................................................................... 54 5.7 Traffic flow............................................................................................................................................................................ 56

6. Operational effects of the Pacific Highway Upgrade project......................................................... 57 6.1 Demand release ................................................................................................................................................................... 57 6.2 Network performance ........................................................................................................................................................... 58 6.3 Number of stops ................................................................................................................................................................... 59 6.4 Travel time ........................................................................................................................................................................... 60 6.5 Intersection performance ...................................................................................................................................................... 64 6.6 Traffic flow............................................................................................................................................................................ 66 6.7 Pedestrian and cycling impacts ............................................................................................................................................. 67 6.8 Road safety .......................................................................................................................................................................... 67 6.9 Public transport .................................................................................................................................................................... 68 6.9.1 Bus services ......................................................................................................................................................................... 68

6.9.2 Rail services ......................................................................................................................................................................... 68 6.10 Future road networks ............................................................................................................................................................ 68

7. Construction traffic impact and management............................................................................... 69 7.1 Construction stages .............................................................................................................................................................. 69

7.1.1 Construction Stage 1 ............................................................................................................................................................ 69 7.1.2 Construction Stage 2 ............................................................................................................................................................ 70 7.1.3 Construction Stage 3 ............................................................................................................................................................ 70

7.1.4 Construction Stage 4 ............................................................................................................................................................ 71 7.2 Construction staging management ........................................................................................................................................ 72 7.2.1 Construction working hours................................................................................................................................................... 72

7.2.2 Site access........................................................................................................................................................................... 72 7.2.3 Construction vehicles management ....................................................................................................................................... 72 7.2.4 Construction site parking....................................................................................................................................................... 73

7.2.5 Pavement construction ......................................................................................................................................................... 73 7.2.6 Haulage vehicle activity ........................................................................................................................................................ 73 7.3 Impacts during construction .................................................................................................................................................. 73

7.3.1 Existing traffic impact ............................................................................................................................................................ 73


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7.3.2 Construction work vehicles and haulage vehicles impact ....................................................................................................... 74 7.3.3 Local roads and properties impacts ....................................................................................................................................... 74

7.3.4 Bus operations impact .......................................................................................................................................................... 74 7.3.5 Pedestrian and cyclist impact ................................................................................................................................................ 74 7.3.6 Emergency vehicles impact................................................................................................................................................... 75

7.3.7 Other potential impacts arising from construction works ......................................................................................................... 75 7.4 Mitigation and management .................................................................................................................................................. 75

7.4.1 Safety management.............................................................................................................................................................. 75 7.4.2 Traffic Control Plans (TCPs) ................................................................................................................................................. 75 7.4.3 Vehicle Movement Plans (VMPs) .......................................................................................................................................... 76

7.4.4 Road Occupancy Licence (ROL) ........................................................................................................................................... 76 7.5 Road user delay management .............................................................................................................................................. 77 7.5.1 Work site considerations ....................................................................................................................................................... 77

7.5.2 Design considerations........................................................................................................................................................... 78 7.5.3 Bridge considerations ........................................................................................................................................................... 78 7.5.4 Adopted strategies for minimisation of road user delay .......................................................................................................... 78

7.5.4.1 Haulage of materials ............................................................................................................................................................. 79 7.5.4.2 Pavement construction staging ............................................................................................................................................. 79 7.5.4.3 Pedestrian and cyclist movement consideration..................................................................................................................... 79

7.5.5 Road user delay conclusion .................................................................................................................................................. 80 8. Conclusion ................................................................................................................................... 81 Appendix A. Construction staging plans


NB98077-EST-RP-0040_Traffic and Transport Assessment_R02_Display 1

Glossary of acronyms

Acronym Definition

ADT Average Daily Traffic

BCR Benefit Cost Ratio

CTMP Construction Traffic Management Plans

IDM Intersection Diagnostic Monitor

LEP Local Environmental Plan

LGA Local Government Area

LOS Level of Service

NSW New South Wales

O-D Origin and Destination

REF Review of Environmental Factors

ROL Road Occupancy Licence

SMZ Selected Material Zone

STM Sydney Strategic Traffic

TCP Traffic Control Plan

TCS Traffic Control Signal

VHT Vehicle Hours Travelled

VKT Vehicle Kilometres Travelled

VMP Vehicle Movement Plan



Executive Summary Introduction

The Pacific Highway north of Gosford is the urban arterial road providing access to Gosford’s northern suburbs and the Pacific Motorway (M1) at Ourimbah. The highway is currently a single lane in each direction from Manns Road, Wyoming to Glen Road at Ourimbah. This section of the Pacific Highway currently carries around 30,000 vehicles per day from regional and local areas. The study area is located between Ourimbah Street and Parsons Road, Lisarow within the Gosford Local Government Area (LGA). The section of the Pacific Highway between Ourimbah Street and Parsons Road which is the subject of this assessment is located approximately 55 kilometres north of Sydney and 60 kilometres south of Newcastle.

The NSW State Infrastructure Strategy outlines the progressive upgrading of the highway to a four-lane urban arterial road standard between North Gosford and the motorway. The upgrade of the Pacific Highway between North Gosford and the motorway was broken down into three progressive stages by Roads and Maritime Services (Roads and Maritime). Stage 1 involved upgrading the Dog Trap Road intersection, which was completed in July 2007. Stage 2 involved widening the highway between Glen Road and Burns Road at Ourimbah, which was completed in January 2010. Stage 3 has been broken down into two sub-stages, stages 3a and 3b. The design for stage 3a between Glen Road and Ourimbah Street has been completed and is waiting for construction funding.

As part of Stage 3b, Roads and Maritime Services (Roads and Maritime) are proposing to upgrade 1.6 kilometres of the Pacific Highway, between Ourimbah Street and Parsons Road, Lisarow (the proposal). The proposal will provide major benefits to the Central Coast community including reduced travel times and improved safety and access. A strategic concept design has been completed by Roads and Maritime and forms the basis for design development. The next stage of the project involves concept design and environmental assessment under Part 5 of the Environmental Planning and Assessment Act 1999 (EP&A Act) (i.e. preparation of a Review of Environmental Factors). The main features of the proposal include:

• Widening to include two additional 3.3 metre wide lanes (one northbound and one southbound).

• Widening of shoulders by up to 2.0 metres, for consistent widths along the length of the proposal.

• Maintaining a 60 kilometres per hour design and posted speed limit.

• A new rail overbridge replacing the existing bridge over the Main Northern Railway Line located to the south of the intersection of the Pacific Highway and Railway Crescent.

• Intersection upgrades at:

- Chamberlain Road and Pacific Highway intersection: Line work and relocation of traffic lights.

- Rail maintenance access road: Relocation of the access road about 100 metres to the east, with all vehicle movements permitted at the intersection.

- Macdonalds Road and Pacific Highway intersection: Relocated around 25 metres to the south to align with Tuggerah Street and new traffic lights installed at the intersection.

- Tuggerah Street and Macdonalds Road intersection: Relocation and realignment of the intersection so that priority would be given to traffic on Tuggerah Street and traffic on Macdonalds Road is required to give way.

- Railway Crescent and Pacific Highway intersection: Providing a wider radius of the curve approaching the Pacific Highway, and traffic lights at the intersection.

- Dora Street and Railway Crescent intersection: Adjusting the intersection to the south-west by about 30 metres, and enforcing a no right turn from Dora Street to Railway Crescent.

• Raised concrete median along the length of the proposal, and at the approaches to intersections at Railway Crescent, Macdonalds Road and Chamberlain Road

• Eight retaining walls at: - Pacific Highway, south west of Chamberlain Road, next to the southbound lane.



- Pacific Highway, south west of Macdonalds Road, next to the southbound lane.

- Pacific Highway, south of the rail overbridge, on both sides of the road.

- Corner Pacific Highway and Railway Crescent, directly north of the rail overbridge.

- Pacific Highway, north of Railway Crescent, on both sides of the road.

- Along the boundary of the rail corridor between the Lisarow Train Station access road and the Lisarow Rail Overbridge.

• New road surface for the length of the proposal and tie in to existing roads.

• Shared pedestrian cycle ways and footpaths throughout the proposal area. Safety fencing will be provided for pedestrians in steep areas.

• Removal of unused bus stops immediately north of Railway Crescent on the northbound carriageway and on both sides of Macdonalds Road.

• Installation of two permanent operational water quality basins that would also act as sediment control basins during construction.

• Kerb and guttering the length of the proposal.

• Use of ancillary construction facilities, including site compounds and stockpile sites and hardstands.

• Relocation of utilities.

• Property acquisition and adjustment.

Construction of the proposal is anticipated to be undertaken in four stages to minimise impacts to road and rail traffic and property owners located adjacent to the proposal.

Scope and purpose of study

The purpose of this assessment is to describe and assess the traffic and transportation issues associated with the proposed upgrade of the Pacific Highway between Ourimbah Street and Parsons Road. This report has been prepared to inform the traffic and transportation component of the Review of Environmental Factors (REF) for the proposal. It comprised of the following key tasks:

• Analysis of existing traffic and transport conditions.

• Traffic and transport model development and assessment.

• Operational performance of the key intersections along Pacific Highway for the projected traffic growth in 2021 and 2031.

• To assess the traffic impacts of the concept design and construction staging, as well as to provide details of construction traffic management.

Assessment method

The approach for this traffic and transportation assessment was based on the 20 per cent concept design of the proposal. The assessment has been structured along the following lines in order to address the REF requirements.

Review of the existing environment:

• Existing traffic and transport network and activity in the study area, principally by a suite of traffic surveys and analysis of surrounding land uses, population and employment.

• Identification of the operational performance intersections and travel time performance of the network.

• Recent crash profile for the area, from Roads and Maritime crash data for 2007-2013.



Projection of future traffic:

• Future traffic activity at opening and in future years (10 years and 20 years after opening), was forecast by the Roads and Maritime Sydney Strategic Traffic Model (STM) traffic model.

• Jacobs developed base year (2014) morning and evening calibrated and future Paramics models.

• It has been assumed for the purposes of traffic projections that opening and subsequent future forecast dates will be 2021 and 2031.

Assessment of construction impacts:

• Construction staging and associated construction traffic impacts

• Impacts on local access during construction.

• Road user delays.

Key operational findings

Benefits in terms of reduced travel and travel time despite increased traffic volumes have been estimated, along with improvements to the operational performance of the key intersections. Impacts on local road safety, public transport, and cycling opportunities have been identified.

Traffic volumes

Traffic volumes have been forecast using the Roads and Maritime STM traffic model and simulated using a Paramics micro-simulation model by reference to growth projections under a “Do minimum” scenario of the existing Pacific Highway (Base case), and a “proposal” scenario (comprising the Pacific Highway upgrade between Ourimbah Street and Parsons Road). These have been developed from modelled traffic volumes for each section of the project at opening (2021) and after 10 years of operation (2031) when the entire project is anticipated to be completed. The operational performance of key intersections have been analysed to confirm satisfactory Levels of Service (LOS).

The growth indicators include regional population and employment growth. A demand case was constructed that adopted vehicle demand growth in the study precinct at 1.79 per cent per annum in the morning peak and 1.49 per cent per annum linear growth in the evening peak between 2021 and 2031.

Flows in the 2021 and 2031 proposal scenario are seen to be generally higher than under the ‘Do-minimum’ scenario. The extra capacity provided by the proposed upgrade would allow more traffic to access the network in both the morning and evening peaks. This demonstrates that the proposal models are able to more effectively cater for expected future growth in traffic demand. Increased capacity in the proposal scenario allows for more vehicles to access the network without impacting on network performance.

Travel time savings

Northbound travel times with the proposal show a moderate reduction compared to ‘Do minimum’ travel times, particularly in the northern section of the model where the upgrade is to take place. The reduction is similar across both morning and evening peaks.

Southbound travel times with the proposal again show a substantial improvement. Travel times between Ourimbah Street and Chamberlain Road where the proposal has provided increased capacity experience the majority of the reductions. In 2031, more than 2 minutes would be saved on average in both the morning and evening peaks. The remainder of the southbound route maintains similar performance to the ‘Do minimum’ scenario.

Intersection performance

This assessment has found that the proposal provides improved intersection performance when compared to the ‘Do minimum’ scenario. In the morning peak, all intersections perform better with the proposal with the



exception of Pacific Highway/Parsons Road. Whilst not explicitly in the project study area, this intersection is impacted by the project and so has been included in the traffic and transport assessment. As southbound traffic flow increases due to the proposal, traffic arrives more quickly at this intersection. The provision of only one through lane at the roundabout creates a constraint and the intersection cannot cope with the increased upstream flow. However, the results generated for upstream sections of the proposal show that this reduction in performance does not have a substantial effect on network wide results. Other improvements combine to provide an overall net benefit to the network.

The intersection performance results achieved in the 2031 evening peaks demonstrate substantial improvements compared to the ‘Do minimum’ scenario. All locations perform with less delay than in the ‘Do minimum’ scenario. This indicates that the proposed upgrades at these locations will provide substantial benefits to intersection performance.

Key construction findings

The construction activities required to build the new intersection configuration will result in some disruption to road users. The mitigation measures proposed will resolve many of the potential impacts. The 40 km/h road works speed limit would also impact journey time through the construction area.

There would be minimal disruption to existing passenger and bus routes during construction as existing roads would be retained for local access throughout the construction period. Bus routes along the Pacific Highway would however, be subjected to the some delays, and may experience some increase to travel times as a result of increased congestion at intersections, reductions in speed limit and potential short-term traffic control.

Traffic management plans and staging would be progressively developed, refined, audited and amended as required during the progression of the works to facilitate the safe and efficient movement of traffic through and around all intersections, construction zones and local road networks impacted by the work.



1. Introduction 1.1 Project overview

The Pacific Highway north of Gosford is the urban arterial road providing access to Gosford’s northern suburbs and the Pacific Motorway (M1) at Ourimbah. The highway is currently a single lane in each direction from Manns Road, Wyoming to Glen Road at Ourimbah, refer to Figure 1-1. This section of the Pacific Highway currently carries around 30,000 vehicles per day from regional and local areas. The study area is located between Ourimbah Street and Parsons Road, Lisarow within the Gosford Local Government Area (LGA).

The NSW State Infrastructure Strategy outlines the progressive upgrading of the highway to a four-lane urban arterial road standard between North Gosford and the motorway. The upgrade of the Pacific Highway between North Gosford and the motorway was broken down into three progressive stages by Roads and Maritime Services (Roads and Maritime). Stages 1 and 2 of the upgrade of the Pacific Highway between the M1 Pacific Motorway and Glen Road at Ourimbah are now complete. Stage 1 involved upgrading the Dog Trap Road intersection, which was completed in July 2007. Stage 2 involved widening the highway between Glen Road and Burns Road at Ourimbah, which was completed in January 2010. Stage 3 has been broken down into two sub-stages, stages 3a and 3b. The design for stage 3a between Glen Road and Ourimbah Street has been completed and is waiting for construction funding.

As part of Stage 3b Roads and Maritime Services (Roads and Maritime) are proposing to upgrade 1.6 kilometres of the Pacific Highway, between Ourimbah Street and Parsons Road, Lisarow (the proposal), refer to Figure 1-2. A strategic concept design has been completed by Roads and Maritime and forms the basis for design development. The next stage of the project involves concept design and environmental assessment under Part 5 of the EP&A Act (i.e. preparation of a Review of Environmental Factors). Key features of the proposal are outlined in Table 1-1.

Table 1-1: Key elements of the proposal

Main feature Description Design speed • 60 km/h design speed and posted speed limit along the length of the proposal.

Road width • •

•

An additional 3.3 metres wide lane in both directions on the Pacific Highway Widened shoulders by up to 2.0 metres for consistent shoulder widths along the length of the proposal Raised concrete median along the length of the proposal and traffic islands at the approaches to the Pacific Highway at Railway Crescent, Macdonalds Road and Chamberlain Road

Lisarow Rail Overbridge • Demolition of the of the existing bridge and replacement with a new rail overbridge over the Main Northern Railway Line immediately south of Railway Crescent on the Pacific Highway

Intersection upgrades •

•

•

Chamberlain Road and Pacific Highway intersection: Line work and relocation of traffic lights. Rail maintenance access road and Pacific Highway intersection: Relocating the access road around 100 metres to the north-east, with all vehicle movements permitted at the intersection Macdonalds Road and Pacific Highway intersection: Relocated around 25 metres to the south to align with Tuggerah Street and new traffic lights installed at the intersection

•

•

Tuggerah Street and Macdonalds Road intersection: Relocation and realignment of the intersection so that priority would be given to traffic on Tuggerah Street and traffic on Macdonalds Road is required to give way Railway Crescent and Pacific Highway intersection: Providing a wider radius of the curve approaching the Pacific Highway, and traffic lights at the intersection



Main feature Description • Dora Street and Railway Crescent intersection: Adjusting the intersection to the

south-west by around 30 metres and enforcing a no right turn from Dora Street to Railway Crescent.

Retaining walls • Eight retaining walls between 0.3 metres and 10 metres in height would be constructed to reduce environmental and property impacts at:

• Pacific Highway, south west of Chamberlain Road, next to the southbound lane • Pacific Highway, south west of Macdonalds Road, next to the southbound lane • Pacific Highway, south of the rail overbridge, on both sides of the road • Corner Pacific Highway and Railway Crescent, directly north of the rail

overbridge • Pacific Highway, north of Railway Crescent, on both sides of the road • Along the eastern boundary of the rail corridor between the maintenance access

road at Lisarow Train Station and the new rail overbridge. • For the exact height of each retaining wall refer further to Table 3-4.

Property adjustments and acquisition

• About 13 properties would be partially acquired. • About 10 properties would be wholly acquired • About 7 property accesses (residential and commercial) and the rail

maintenance access road would be adjusted to fit in with the Pacific Highway. This would be determined during detail design

• All existing property accesses would be reinstated for retained properties.

Utility adjustments • Relocation/protection of any utilities impacted by the proposal in consultation with the utility authorities.

Compound and stockpile sites

• Two sites are proposed including: • Site 1 at 980 Pacific Highway (Lot 1, DP 567438), Lisarow (compound site,

storage of culverts, pipes and off-street parking only) • Site 2 at 962 and 964 Pacific Highway, Lisarow (Lot 23 DP 580016 and Lot 1 DP

560299 respectively). • In addition hard stands and temporary access roads will be constructed.

Water quality measures • Installation of two water quality basins: • Basin A - At the southern end of Lot 1 and DP 2417 between the rail

maintenance access road and the Pacific Highway in areas of Swamp Sclerophyll Forest.

• Basin B - Around 130 metres south of the Pacific Highway and Macdonalds Road intersection next to the northbound carriageway in areas of Lot 10 DP 838947 and Lot 1 DP 2417. This area is currently cleared but is next to areas of Swamp Sclerophyll Forest to the south and Freshwater Wetlands to the north

• Kerb and guttering along the length of the proposal.

Pedestrian and cyclist facilities

• Shared pedestrian cycle ways and footpaths throughout the proposal area, with additional safety fencing for pedestrians in steep areas and along retaining walls.

Bus facilities • Retain the existing bus bays, with the exception of unused bus bays on the Pacific Highway immediately north of the Railway Crescent intersection and both bus bays on Macdonalds Road.

Other activities • New road surface for the length of the proposal and tie-ins to existing road. • Safety furniture, including pedestrian fencing and guard rails, where required. • The proposal would also require the realignment of some existing urban drain


Main feature Description located to the east of the Pacific Highway extending from the north of the Chamberlain Road/Pacific Highway intersection to around 30 metres to the north Macdonalds Road. These urban design drains are not considered key fish habitat and are classified as class 4 waterways according to the Fisheries NSW Policy and Guidelines for Fish Habitat Conservation and Management (Department of Primary Industries (DPI), 2013). As such no approval by DPI (Fisheries) is required.


1.2 Purpose of this report

This traffic and transportation assessment forms part of the REF. The purpose of this assessment is to determine the operational and construction impacts of the proposed upgrade comprising the following key tasks:



• Operational performance of the key intersections along Pacific Highway for the projected traffic growth in 2021 and 2031.

• To assess the traffic impacts of the concept design and construction staging, as well as to provide details of construction traffic management.

1.3 Report structure

This report is structured as follows:

Section 1 Introduction (this section) – setting out the project background and purpose of the report. Section 2 Existing traffic and transport environment – presenting a description of the road network,

public transport network and other traffic, transport infrastructure in the study area, current usage of the network is described in terms of traffic volumes by time of day and day of week

Section 3 Existing road network performance – documenting the existing network performance, travel time and the road safety record for the network.

Section 4 Traffic model developments – documenting the development of the traffic base models and future network assumptions.

Section 5 Future base traffic conditions – assessing the future performance of the existing road network.

Section 6 Effects of Pacific Highway Upgrade project – assessing the operational performance and impacts of the proposal.

Section 7 Construction traffic impact and management – addressing the traffic impacts and strategies during construction of the proposal.

Section 8 Summary and conclusions – summarising the detailed findings of the analysis.

TUGGERAHLAKE

BRISBANEWATER

E

LISAROW

WOY WOY

KARIONG

KINCUMBER

ERINA

OURIMBAH

TUGGERAH

TACOMA

TUMBIUMBI

KANGYANGY

WYONG CREEK

GOSFORD

WYONG

GOSFORD CITYCOUNCIL

WYONGSHIRE

COUNCIL

WYONG STATEFOREST

OURIMBAHSTATE

FOREST

STRICKLANDSTATE

FOREST

BOUDDI NP

WAMBINA NR

WAMBERALLAGOON NR

PALMGROVE NR

TUGGERAH NR

WYRRABALONG NP

TUGGERAH SC

JILLIBY SC

BRISBANEWATER NP

FIGURE 1-1 | REGIONAL OVERVIEW

WYONG

WOY WOY

LISAROWGOSFORD

THE ENTRANCETRAFFIC AND TRANSPORTATION

TRAFFIC AND TRANSPORTATION ASSESSMENTUpgrade of the Pacific Highway, Ourimbah Street to Parsons Road, Lisarow

0 4

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LEGEND

Project area

Road

Railway

Waterway

Water body

State forest

NPWS Reserve

Local Government Area

DATA SOURCESImagery: AUSIMAGE 2010Contextual layers: LPMA 2014Design: RMS 2014

L:\Technical\Spatial\ArcMap\Specialist_reports\Water_quality\NB98077_WQ_F001_Regional_r1v1.mxdNewcastle Spatial Team - Prepared by : AL

Checked by : RV

Jacobs does not warrant that this document isdefinitive nor free of error and does not acceptliability for any loss caused or arising from relianceupon information provided herein.

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Figure 1-2a | The proposal


LISAROW

Legend

80 percent concept design

Retaining wall

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NSW SPATIAL - GIS MAP file : NB98077_REF_F002_Design_r2v1

I:\NBIF\Projects\NB98077\Technical\Spatial\ArcMap\Specialist_reports\Traffic\NB98077_REF_F002_Design_r2v1.mxd

Figure 1-2b | The proposal


LISAROW

Legend

80 percent concept design

Retaining wall

Stockpile site

Compound site stage 3a

Water quality basin (constructionand operational)

Bus-bay, stop or lane

Existing rail gate

Construction access road

Existing footpath

New footpath

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Cadastre

Railway



2. Existing traffic and transport conditions 2.1 Corridor descriptions

2.1.1 Existing traffic network

The segment of the Pacific Highway between Ourimbah Street and Parsons Road which is the subject of this assessment is located approximately 55 kilometres north of Sydney and 60 kilometres south of Newcastle.

The following points in the road network define the study area boundaries:

• North:

- Pacific Highway, north of Ourimbah Street.

- Ourimbah Street, west of Pacific Highway.

• East:

- Macdonalds Road, east of Pacific Highway.

- Chamberlain Road, east of Pacific Highway.

• South:

- Parsons Road, south of Pacific Highway.

- Pacific Highway, west of Parsons Road.

• West:

- Railway Crescent, south of Dora Street.

- Dora Street, west of Railway Crescent.

Figure 2-1 shows an overview map of the study area.

The Pacific Highway is a highway from Sydney to Brisbane, passing through Lisarow and the Central Coast. Within the study area, it is generally a two lane undivided carriageway, running north/south alongside the Main Northern Railway Line. It is the main access road for the Central Coast suburbs north of Gosford, connecting to the M1 Pacific Motorway at Ourimbah, and to the Central Coast Highway at Gosford. It has a posted speed limit of 60 km/h from Railway Crescent southwards, and 70 km/h from Ourimbah Street northwards.

Ourimbah Street is a local road running east/west from the Pacific Highway. It is a no through road and has a posted speed limit of 50 km/h.

Railway Crescent is a local, two lane undivided road, running north-east/south-west from the Pacific Highway at Lisarow to Washington Avenue at Niagara Park. It forms part of a collector route to the west of the Main Northern Railway Line, and has a posted speed limit of 60 km/h.

Dora Street is a local road running east/west from Railway Crescent. It is a no through road and has a posted speed limit of 50 km/h.

Macdonalds Road is a local road running east/west from the Pacific Highway. It connects the north-eastern area of Lisarow, including the Ingham Chicken Factory and Lisarow Public School, to the Pacific Highway. It has a posted speed limit of 60 km/h.

Chamberlain Road is a local road running east/west from the Pacific Highway. It forms part of a route from Lisarow to Holgate and Erina, and connects the eastern area of Lisarow, including Lisarow High School, to the Pacific Highway. It has a posted speed limit of 50 km/h near the study area.

Parsons Road is a local road running north/south from the Pacific Highway. It is a collector road for the southern area of Lisarow, and is the main access point for Lisarow Plaza. It has a posted speed limit of 50 km/h.

Pacific Highway /Ourimbah Street

Pacific Highway /Railway Crescent

Railway Crescent/ Dora Street

Pacific Highway /MacDonalds Road

Pacific Highway /Chamberlain Road

Pacific Highway /Parsons Road

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FIGURE 2.1 | Study Area

LISAROW


0 320

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LEGEND

20% concept design

Retaining wall

Water quality basin

Railway

Waterway

Cadastre

Water body

DATA SOURCESImagery: AUSIMAGE 2010Contextual layers: LPMA 2014Design: RMS 2014Heritage: NSW DPI 2007

18/08/2014 | L:\Technical\Spatial\ArcMap\Specialist_reports\Traffic\NB98077_SR_TRA_F001_StudyArea_r1v1.mxdNewcastle Spatial Team - Prepared by : KO

Checked by : EC

Jacobs does not warrant that this document is definitive nor freeof error and does not accept liability for any loss caused or arisingfrom reliance upon information provided herein.



2.1.2 Key intersections

Table 2-1 lists intersections and their method of control within the study area. These intersections are also indicated in Figure 2-1.

Whilst Pacific Highway/Parsons Road is not explicitly in the project study area, this intersection is impacted by the project and so has been included in the traffic and transport assessment.

Table 2-1: Intersections within the study area

No. Intersection Treatment

1 Railway Crescent / Dora Street Priority (give way)

2 Pacific Highway / Ourimbah Street Priority (give way)

3 Pacific Highway / Railway Crescent Priority (give way)

4 Pacific Highway / Macdonalds Road Priority (stop)

5 Pacific Highway / Chamberlain Road Signals

6 Pacific Highway / Parsons Road Roundabout

2.1.3 Speed environment

Table 2-2 lists the existing speed limits within the study area. Speed limits range from 50 km/h and 60 km/h on local roads to 60 km/h and 70 km/h on the Pacific Highway. 40 km/h school zones exist on Macdonalds Road at Lisarow Public School, and on Chamberlain Road at Lisarow High School.

Table 2-2: Existing speed limits within the study area

Road Existing speed limit (km/h)

Pacific Highway (between Ourimbah Street and Railway Crescent northwards) 70

Pacific Highway (between Ourimbah Street and Railway Crescent southwards) 60

Ourimbah Street 50

Railway Crescent 60

Dora Street 50

Macdonalds Road 60

Chamberlain Road 50

Parsons Road 50



2.2 Surrounding land uses

2.2.1 Current land use

The study area is a mixed land use environment. Figure 2-2 shows current zoning under the Gosford Local Environmental Plan (LEP) 2014. Zones surrounding the study area include:

• Low density residential:

- West of the Main Northern Rail Line, north of Awaba Street, in the north-west of the study area.

- Surrounding Fagans Road, in the east of the study area.

- Surrounding Taylor Road and Timber Drive, in the south of the study area.

- Surrounding Newling Street, in the south of the study area.

• Business:

- Neighbourhood centre, on Railway Crescent south of Dora Street.

- Local centre, at Pacific Highway and Parsons Road.

• Industrial:

- Ingham Chicken Factory, off Cutrock Road in the north-east of the study area.

- Along the Pacific Highway, between Chamberlain Road and Prings Road.

- Along Railway Crescent, between Awaba Street and Perratt Close.

• Recreational:

- Pluim Park, off Tuggerah Street in the north-east of the study area.

- Pockets of bushland throughout residential areas.

• Schools:

- Lisarow Public School, on Macdonalds Road near the Pacific Highway.

- Lisarow High School, on Chamberlain Road near the Pacific Highway.

- Narara Public School, on Newling Street in the south of the study area.

• Environmental:

- Environmental conservation area, surrounding Macdonalds Road in the east of the study area.

- Environmental management area, along Tuggerah Street in the north-east of the study area.



R2

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Source: http://gems1.gosford.nsw.gov.au/zoning/

Figure 2-2: Land use in the study area



2.2.2 Population and employment

The study area is located within the Lisarow - Mount Elliot profile area of Gosford City Council. The profile area is composed of suburban and semi-rural Lisarow in addition to the largely rural area of Mount Elliot to the east. Demographic data was sourced from the .id websites1, which use census data to derive population forecasts for local governments around Australia.

In 2014, the estimated resident population of Lisarow - Mount Elliot was 5,634, within an overall Gosford LGA population of 169,631. Table 2-3 shows the forecast population by age group for 2026 and 2036 in Lisarow - Mount Elliot and the Gosford LGA.

Table 2-3: Population forecast by age group for Lisarow - Mount Elliot and Gosford LGA

Age group

2014 2026 2036 Change between

2014 and 2036

Lisarow - Mt Elliot

Gosford LGA

Lisarow - Mt Elliot

Gosford LGA

Lisarow - Mt Elliot

Gosford LGA

Lisarow - Mt Elliot

Gosford LGA

0 to 4 371 9,833 357 10,373 382 10,782 11 949

5 to 9 422 10,404 388 10,635 418 10,998 -4 594

10 to 14 422 10,383 416 10,799 449 11,189 27 806

15 to 19 460 10,648 419 10,690 440 11,003 -20 354

20 to 24 376 9,934 337 9,957 348 10,394 -28 459

25 to 29 282 9,061 291 9,784 301 10,233 19 1,172

30 to 34 302 9,239 311 10,121 329 10,487 28 1,248

35 to 39 347 10,059 360 11,037 392 11,474 45 1,415

40 to 44 457 11,646 391 11,641 427 12,205 -31 560

45 to 49 426 11,095 395 11,477 424 12,148 -2 1,053

50 to 54 433 12,074 400 11,558 402 11,930 -30 -144

55 to 59 362 11,301 361 11,249 354 11,601 -7 300

60 to 64 290 10,341 348 11,446 342 11,634 52 1,293

65 to 69 245 9,928 313 11,285 317 11,298 72 1,371

70 to 74 150 7,509 238 9,795 285 10,537 135 3,028

75 to 79 93 5,921 177 8,065 224 8,941 131 3,020

80 to 84 111 4,895 142 5,730 170 6,537 59 1,642

85 and over 83 5,359 84 5,365 93 5,804 10 445

Total persons 5,634 169,631 5,729 181,007 6,098 189,195 464 19,565

Employment statistics are based on 2011 census data. In 2011, the unemployment rate in Lisarow - Mount Elliot was 4.1 per cent, which was lower than the Gosford LGA unemployment rate of 6.1 per cent. The participation rate in Lisarow - Mount Elliot was 68.3 per cent, which was greater than the Gosford LGA participation rate of 57.3 per cent. Table 2-4 lists the occupations of residents in Lisarow - Mount Elliot and the Gosford LGA.

1 http://profile.id.com.au/gosford and http://forecast.id.com.au/gosford/

http://profile.id.com.au/gosford

http://forecast.id.com.au/gosford/



Table 2-4: Occupations of residents in Lisarow - Mount Elliot and Gosford LGA in 2011

Occupation Lisarow - Mt Elliot Gosford LGA

Managers 283 8,496

Professionals 568 14,924

Technicians and Trades Workers 386 10,626

Community and Personal Service Workers 269 7,881

Clerical and Administrative Workers 433 10,862

Sales Workers 291 7,582

Machinery Operators And Drivers 112 3,329

Labourers 214 6,192

Inadequately described 30 1,166

Total employed persons aged 15+ 2,586 71,058

2.3 Mode of travel

2.3.1 Method of travel

Lisarow is served by a number of modes of travel, including trains and buses in addition to the road network. In 2011, most residents travelled to work by car, with a small number by train and very few by bus. Table 2-5 shows the methods of travel to work by residents from Lisarow - Mount Elliot and the Gosford LGA. These figures represent the mode of travel by local residents, rather than those employed in the area.

Table 2-5: Method of travel to work by residents in Lisarow - Mount Elliot and Gosford LGA in 2011

Method of travel to work Lisarow - Mt Elliot Gosford LGA

Train 242 7,312

Bus 6 904

Tram or Ferry 0 32

Taxi 0 60

Car - as driver 1,529 41,508

Car - as passenger 117 3,458

Truck 43 775

Motorbike 4 300

Bicycle 5 236

Walked only 27 1,375

Other 24 745

Worked at home 131 3,745

Did not go to work 341 8,295

Not stated 43 1,118

Total employed persons aged 15+ 2,512 69,863



2.3.2 Public transport

Buses

Bus services in the study area are provided by Busways under contract from the NSW state government. Figure 2-3 shows the two main bus routes through the study area, including:

• Route 36: Gosford to Niagara Park and Tuggerah.

• Route 37: Gosford to Lisarow, Ourimbah and Tuggerah.

Red Bus Services provides one Route 47 service per day to Lisarow Railway Station on school days. A number of school buses also travel through the study area, including those for Lisarow Public School, Lisarow High School and Narara Public School.

Table 2-6 shows the number of bus services through the study area during the morning and evening peaks.

Table 2-6: Number of bus services in the study area

Bus route Route description Operator

Number of buses in two hours (bi-directional)

Morning peak (7.00am-9.00am)

Evening peak (4.00pm-6.00pm)

36 Gosford to Niagara Park and Tuggerah via Railway Crescent and Pacific Highway

Busways 8 8

37 Gosford to Lisarow, Tuggerah and Ourimbah via Pacific Highway

Busways 10 8

47 Wyong to Bay Village via Tuggerah, Kangy Angy and Ourimbah

Red Bus 1 0

Trains

Lisarow Railway Station is situated towards the southern end of the study area, between Railway Crescent and the Pacific Highway at Chamberlain Road. It is served by the Central Coast and Newcastle Line, operated by Sydney Trains. Approximately one service per hour in each direction stops at Lisarow during the day, with up to two or three per hour during peak times. Nearby stations include Ourimbah to the north, and Niagara Park and Narara to the south.

Facilities at Lisarow Railway Station are generally limited, with no buildings or staff. Whilst there are ramps to each platform from street level, the overbridge is not wheelchair accessible. A small informal commuter carpark is available on the southern side of the station, accessible from the Pacific Highway along the Lisarow railway station maintenance access road located to the east of the railway station. Figure 2-4 shows the overall layout of the station.

Lisarow Railway Station

Niagara ParkRailway Station

NararaRailwayStation

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Bus route 36 - Gosford toNiagara Park and Tuggerah

Bus route 37 - Gosford toLisarow, Ourimbah andTuggerah

Bus route 37 - Gosford toLisarow, Ourimbah andTuggerah (Occasional route)

Railway station

20% concept design

Retaining wall

Water quality basin

Railway

FIGURE 2.3 | Bus routes in the study area

Newcastle Spatial Team - Prepared by : KMChecked by : RV

Jacobs does not warrant that this document is definitive nor free of error and does not accept liability for any loss caused or arisingfrom reliance upon information provided herein.


L:\Technical\Spatial\ArcMap\Specialist_reports\Traffic\NB98077_SR_TRA_F002_BusRoutes_r1v1.mxd

Platform 2access

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Commutercarpark

Overbridge

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RAILWAY CRESCENT

LISAROW


0 20

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LEGEND

20% concept design

Retaining wall

Water quality basin

Railway

Lisarow railway station

FIGURE 2.4 | Lisarow Station layout

Newcastle Spatial Team - Prepared by : KMChecked by : RV

Jacobs does not warrant that this document is definitive nor free of error and does not accept liability for any loss caused or arisingfrom reliance upon information provided herein.


L:\Technical\Spatial\ArcMap\Specialist_reports\Traffic\NB98077_SR_TRA_F003_Lisarow_station_r1v1.mxd



2.3.3 Pedestrian and cycle facilities

The study area has limited pedestrian and cycle facilities, varying along the length of the Pacific Highway. On all roads, cyclists are permitted to use existing traffic lanes.

For the Pacific Highway between Ourimbah Street and Macdonalds Road:

• There are no footpaths or cycle ways.

• Sealed road shoulders are generally wide enough for cyclists, except for the bridge over the Main Northern Railway Line south of Railway Crescent.

• Pedestrians use the shoulders as footpaths on some stretches.

For the Pacific Highway between Macdonalds Road and Chamberlain Road:

• There is a wide footpath on the eastern/southern side of the Pacific Highway, protected by a concrete barrier. Although it is not marked as a shared path, signage indicates it is used by cyclists.

• On the eastern approach to the Pacific Highway / Chamberlain Road intersection, cyclists have a designated lane on the roadway.

• There are traffic light controlled pedestrian crossings of the Pacific Highway and Chamberlain Road at the Pacific Highway / Chamberlain Road intersection, adjacent to Lisarow Railway Station.

For the Pacific Highway between Chamberlain Road and Parsons Road:

• Road shoulders are marked for use by cyclists, and are generally wide.

• There is also a footpath on the southern side of the Pacific Highway.

2.4 Traffic volume and patterns

Jacobs commissioned TTM Consulting to undertake traffic surveys in the study area between 30 May 2014 and 16 June 2014. Counts were conducted at five midblock locations. This section of the report presents a detailed analysis of existing traffic conditions based on counted traffic volumes.

2.4.1 Midblock traffic volumes

Table 2-7 shows a summary of weekday midblock traffic volumes and heavy vehicle proportions at selected locations on the Pacific Highway and Railway Crescent in the study area.

Average weekday traffic on the Pacific Highway is generally heaviest north of Railway Crescent, with around 16,000 vehicles per day in each direction. South of Railway Crescent, average weekday traffic generally drops to around 14,000 vehicles per day in each direction. Railway Crescent carries 3,500 to 4,000 vehicles per day in each direction. At all locations on the Pacific Highway, evening peak volumes are higher than morning peak volumes.



Table 2-7: Existing midblock traffic volumes

Site no.

Road Location Direction Average weekday & weekend traffic (veh/day)

Average weekday traffic (veh/day)

Morning peak (2-hr)*

Evening peak (2-hr)*

A Pacific Highway

Between Ourimbah Street and Railway Crescent

NB 14,272 15,744 2,369 2,688

SB 14,646 16,173 2,578 2,751

B Pacific Highway

Between Railway Crescent and Macdonalds Road

NB 12,451 13,711 2,099 2,301

SB 12,399 13,512 1,940 2,352

C Pacific Highway

Between Macdonalds Road and Chamberlain Road

NB 13,079 14,285 1,997 2,531

SB 12,496 13,538 2,020 2,189

D Pacific Highway

Between Chamberlain Road and Parsons Road

NB 12,943 14,113 1,852 2,523

SB 12,889 14,002 2,333 2,126

E Railway Crescent

Between Pacific Highway / Dora Street and Awaba Street

NB 3,249 3,600 441 622

SB 3,485 3,967 866 516

* Morning peak volumes refer to 7.00 am to 9.00 am; Evening peak volumes refer to 4.00 pm to 6.00 pm

2.4.2 Local roads traffic volumes

Traffic volumes on local roads within and in the vicinity of the proposal are listed in Table 2-8. The busiest roads in the area are Railway Crescent and Chamberlain Road. Many local roads in the area experience substantially different volumes of traffic during peak periods. For example, Parsons Road and Ourimbah Street have 66 and 42 per cent more traffic respectively, in the afternoon peak compared to the morning peak.

Table 2-8: Traffic volumes on local roads

Road Location Direction Morning peak (2-hr)*

Evening peak (2-hr)*

Parsons Road South of Pacific Highway NB 495 741

SB 395 739

Chamberlain Road East of Pacific Highway EB 317 679

WB 712 609

Macdonalds Road East of Pacific Highway EB 326 779

WB 523 338

Railway Crescent West of Pacific Highway EB 469 737

WB 822 601

Dora Street

West of Railway Crescent EB 124 74

WB 22 122

* Morning peak volumes refer to 7.00 am to 9.00 am; Evening peak volumes refer to 4.00 pm to 6.00 pm



2.4.3 Heavy vehicles by time of day

Table 2-9 shows heavy vehicle proportions at each survey location for different periods throughout the day. According to the Austroads vehicle classification system, heavy vehicles (HV) include trucks with two or more axles, buses, semi-trailers and B-Doubles (classification categories 3 to 12). Heavy vehicle proportions tend to increase towards the north along the Pacific Highway within the study area. In general, heavy vehicle proportions are greater than average during the morning peak period, but lower than average during the evening peak period. Additionally, night time proportions are greater than daytime as heavy vehicle traffic is less sensitive to the time of day.

Table 2-9: Heavy vehicle proportions at different periods throughout the day

Road Weekday Weekend

2-way NB SB 2-way NB SB

Pacific Highway, between Ourimbah Street and Railway Crescent

% HV over 24 hours 9.8% 11.7% 8.0% 5.7% 7.3% 4.1%

% HV at night time1 12.2% 14.4% 9.5% 6.9% 7.9% 5.9%

% HV during AM peak2 9.4% 10.9% 7.9% 5.6% 7.6% 3.6%

% HV during PM peak3 7.1% 8.5% 5.8%

Pacific Highway, between Railway Crescent and Macdonalds Road

% HV over 24 hours 7.0% 8.0% 6.1% 3.5% 4.3% 2.8%

% HV at night time 9.2% 9.8% 8.4% 5.6% 5.7% 5.5%

% HV during AM peak 7.6% 8.0% 7.3% 2.8% 3.6% 1.9%

% HV during PM peak 4.3% 5.0% 3.7%

Pacific Highway, between Macdonalds Road and Chamberlain Road

% HV over 24 hours 6.6% 6.6% 6.7% 3.3% 2.9% 3.7%

% HV at night time 8.2% 8.3% 8.1% 4.5% 3.7% 5.4%

% HV during AM peak 6.6% 7.0% 6.2% 3.0% 2.7% 3.3%


Pacific Highway, between Chamberlain Road and Parsons Road

% HV over 24 hours 6.0% 5.4% 6.6% 2.7% 2.2% 3.3%

% HV at night time 7.5% 6.3% 8.7% 4.0% 3.3% 4.6%

% HV during AM peak 6.5% 6.4% 6.5% 2.3% 1.8% 2.9%


Railway Crescent, between Pacific Highway / Dora Street and Awaba Street

% HV over 24 hours 7.8% 6.7% 8.8% 3.0% 1.8% 4.1%

% HV at night time 7.6% 5.8% 9.5% 3.4% 1.7% 5.2%

% HV during AM peak 8.2% 8.8% 7.9% 3.2% 2.1% 4.5%

% HV during PM peak 5.3% 4.9% 5.9% 1 Refers to 10.00pm to 6.00am 2 Refers to 7.00am to 9.00am weekdays, 11.00am to 1.00pm weekends 3 Refers to 4.00pm to 6.00pm weekdays only



2.4.4 Directional distribution

Table 2-10 shows the directional distribution of traffic at each survey location. At all locations on weekdays and weekends, there is an approximately even split in traffic travelling northbound and southbound over the day.

Table 2-10: Weekday and weekend directional split

Site no.

Road Location Weekday Weekend

Vehicles NB SB Vehicles NB SB

A Pacific Highway

Between Ourimbah Street and Railway Crescent

31,918 49% 51% 21,420 49% 51%

B Pacific Highway

Between Railway Crescent and Macdonalds Road

27,223 50% 50% 18,916 49% 51%

C Pacific Highway

Between Macdonalds Road and Chamberlain Road

27,824 51% 49% 19,953 50% 50%

D Pacific Highway

Between Chamberlain Road and Parsons Road

28,115 50% 50% 20,123 50% 50%

E Railway Crescent

Between Pacific Highway / Dora Street and Awaba Street

7,566 48% 52% 4,653 51% 49%

2.4.5 Weekly traffic profile

Figure 2-5 to Figure 2-9 show the weekly two-way traffic profiles at all survey locations. In general, 4,000 to 6,000 fewer vehicles travel on the Pacific Highway on Mondays as compared to other weekdays. Other weekdays have similar daily traffic volumes. For all weekdays, there are defined morning and evening peak periods, with a larger and more widely spread evening peak. Weekends tend to exhibit a peak near the middle of the day. Overall weekend daily volumes are lower than weekday daily volumes, with Sundays having the least traffic.

Figure 2-5: Weekly traffic profile at Pacific Highway between Ourimbah Street and Railway Crescent

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Figure 2-6: Weekly traffic profile at Pacific Highway between Railway Crescent and Macdonalds Road

Figure 2-7: Weekly traffic profile at Pacific Highway between Macdonalds Road and Chamberlain Road

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Figure 2-8: Weekly traffic profile at Pacific Highway between Chamberlain Road and Parsons Road

Figure 2-9: Weekly traffic profile at Railway Crescent between Pacific Highway and Awaba Street

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2.4.6 Daily traffic profile – weekday

Figure 2-10 to Figure 2-14 show the average daily traffic profiles over a weekday for all survey locations. As noted earlier, all Pacific Highway locations demonstrate well-defined morning and evening peaks, with a higher and more spread evening peak. At Railway Crescent, the morning peak is higher and less spread than the evening peak.

Figure 2-10 shows the daily weekday traffic profile at the Pacific Highway between Ourimbah Street and Railway Crescent. At this location:

• The morning peak occurs between 8.00am and 9.00am, with an average weekday volume of 2,534 vehicles per hour.

• The evening peak occurs between 4.00pm and 5.00pm, with an average weekday volume of 2,771 vehicles per hour.

• The directional distribution is generally even in both morning and evening peaks.

Figure 2-10: Hourly traffic profile at Pacific Highway between Ourimbah Street and Railway Crescent

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Figure 2-11 shows the daily weekday traffic profile at the Pacific Highway between Railway Crescent and Macdonalds Road. At this location:



• The directional distribution is generally even in both morning and evening peaks.

Figure 2-11: Hourly traffic profile at Pacific Highway between Railway Crescent and Macdonalds Road

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Figure 2-12 shows the daily weekday traffic profile at the Pacific Highway between Macdonalds Road and Chamberlain Road. At this location:



• The directional distribution is generally even in the morning peak, with slightly less traffic travelling southbound in the evening peak.

Figure 2-12: Hourly traffic profile at Pacific Highway between Macdonalds Road and Chamberlain Road

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Figure 2-13 shows the daily weekday traffic profile at the Pacific Highway between Chamberlain Road and Parsons Road. At this location:



• There is generally more traffic travelling southbound in the morning peak, and more traffic travelling northbound in the evening peak.

Figure 2-13: Hourly traffic profile at Pacific Highway between Chamberlain Road and Parsons Road

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Figure 2-14 shows the daily weekday traffic profile at Railway Crescent between the Pacific Highway and Awaba Street. At this location:

• The morning peak occurs between 8.00am and 9.00am, with an average weekday volume of 663 vehicles per hour.

• The evening peak occurs between 3.00pm and 4.00pm, with an average weekday volume of 596 vehicles per hour.

• There is substantially more traffic travelling southbound in the morning peak, and more traffic travelling northbound in the evening peak.

Figure 2-14: Hourly traffic profile at Railway Crescent between Pacific Highway and Awaba Street

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3. Existing road network assessment Detailed analysis of intersections and midblock sections within the study area was undertaken to determine the existing operational performance of the Pacific Highway at Lisarow. This section discusses the results of the performance assessment.

3.1 Intersection performance

Table 2-1 lists the key intersections in the study area that were analysed for their performance during morning and evening peak periods. Data sources for the analysis included:

• Intersection turning counts conducted by TTM Consulting on Thursday 5 June 2014 (a non-school holiday weekday).

• Videos of each intersection over the survey periods, supplied by TTM Consulting.

• Traffic signal data, including Traffic Control Signal (TCS) plans and Intersection Diagnostic Monitor (IDM) data, from Roads and Maritime.

The intersection models were calibrated using observations of traffic behaviour from videos of each intersection. Calibration involved adjustment of critical gap and follow-up headway parameters within recommended Roads and Maritime ranges to better reflect observed queues and delays.

Each intersection was assessed in terms of its Level of Service (LOS). Table 3-1 lists the performance criteria for Level of Service ratings, as well as recommended intersection improvements in relation to assessed performance as per Roads and Maritime guidelines. LOS C or better is generally acceptable.

Table 3-1: Level of Service performance criteria

Level of Service

Average delay per vehicle (sec/veh)

Traffic signals and roundabouts Give way and stop signs

A Less than 15 Good operation Good operation

B 15 to 28 Good with acceptable delays and spare capacity

Acceptable delays and spare capacity

C 29 to 42 Satisfactory Satisfactory, but accident study required

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

E 57 to 70

At capacity; at signals incidents will cause excessive delays

Roundabouts require other control mode

At capacity, requires other control mode

F Over 70 Extra capacity required Extreme delay, traffic signal or other major treatment required.

Source: Guide to Traffic Generating Developments (Roads and Maritime 2002, Version 2.2)

Table 3-2 summarises the performance of each intersection during morning and evening peaks respectively. In addition to LOS, maximum expected queue is also used as a measurement of performance.



Table 3-2: Existing intersection performance in 2014

Intersection Treatment*

Morning peak Evening peak

Level of service

Average delay per vehicle (seconds)

Level of service


Pacific Highway / Ourimbah Street Priority (give way) D 53.1 D 53.2

Pacific Highway / Railway Crescent

Priority (give way) E 64.4 E 59.5

Railway Crescent / Dora Street Priority (give way) A 11.7 A 10.8

Pacific Highway / Macdonalds Road

Priority (stop) E 62.7 E 64.2

Pacific Highway / Chamberlain Road

Signals E 59.3 D 43.8

Pacific Highway / Parsons Road Roundabout C 32.8 C 30.7

* Refers to worst approach in each case, as major approaches at priority intersections do not experience intersection delay

In general, intersections along the Pacific Highway perform poorly during both morning and evening peaks, at LOS D or E north of Parsons Road. From observations and video footage, the Pacific Highway becomes heavily congested during peak periods, such that minor movements at priority intersections face delays of several minutes. As a result, movements with apparently low turning counts may have substantially greater underlying demand as intersection delays are likely to influence route choice for access to the Pacific Highway.

The intersection of Pacific Highway / Ourimbah Street operates at LOS D during morning and evening peaks. Although there is low demand, heavy traffic results in few gaps for right turn movements from west of Ourimbah Street, with drivers experiencing an average delay of 50 seconds in the morning peak. As a consequence, drivers use a very short exit lane on Pacific Highway (S) to wait for a gap in southbound Pacific Highway traffic, breaking the overall movement into two parts. The use of this exit lane may be considered unsafe due to its short length and narrowness. Drivers from Ourimbah Street do not have any alternatives for accessing the Pacific Highway.

The intersection of Pacific Highway / Railway Crescent operates at LOS E during the morning peak and evening peak. Long queues form in the right turn bay of Pacific Highway (N). The right turn movement from Railway Crescent is difficult to achieve due to heavy Pacific Highway traffic and the right turn queue on Pacific Highway (N). From the video footage, drivers are normally only able to make this movement by choosing unsafe gaps or illegally forcing their way through traffic. One driver was observed to wait for 10 minutes to complete the movement, and others gave up after a number of minutes.

The intersection of Railway Crescent / Dora Street operates at LOS A during morning and evening peaks. Demand is generally low and no movement experiences substantial delays, with the possible exception of the left turn from Dora Street (W) when traffic queues back from the Pacific Highway / Railway Crescent intersection.

The intersection of Pacific Highway / Macdonalds Road operates at LOS E during morning and evening peaks. Although there is heavy traffic, queues on the Pacific Highway extending from the Chamberlain Road traffic signals provide drivers on Macdonalds Road with gaps, such that queues on Macdonalds Road regularly clear. Performance is improved by the ‘seagull’ layout of the intersection.

The intersection of Pacific Highway / Chamberlain Road operates at LOS E during the morning peak and at LOS D during the evening peak. Queues on the Pacific Highway regularly extend northbound from the intersection, beyond the length of the short through lane on north of Pacific Highway.



The intersection of Pacific Highway / Parsons Road operates at LOS C during morning and evening peaks. Overall, the intersection performs well due to the eastbound bypass lane on Pacific Highway. Queues of more than five vehicles per lane rarely form on Parsons Road.

3.2 Travel times

Travel time surveys were conducted along Pacific Highway between Ourimbah Street in the north and Manns Road in the south. Travel time surveys were conducted four runs each direction in each peak hour. The average results of the travel time survey are presented in Table 3-3.

Table 3-3: Cumulative travel times survey results

Route Waypoint Morning peak Evening peak

7.00am-8.00am 8.00am-9.00am 4.00pm-5.00pm 5.00pm-6.00pm

Pacific Highway Northbound

Manns Road 0:00:00 0:00:00 0:00:00 0:00:00

Nurra Road 0:00:56 0:01:03 0:01:01 0:00:59

Newling Street 0:02:18 0:02:28 0:02:26 0:02:20

Chamberlain Road 0:04:03 0:04:33 0:04:22 0:04:21

McDonalds Road 0:04:44 0:05:18 0:04:59 0:04:58

Ourimbah Street 0:05:26 0:06:06 0:05:39 0:05:39

Pacific Highway Southbound

Ourimbah Street 0:00:00 0:00:00 0:00:00 0:00:00

McDonalds Road 0:01:09 0:01:00 0:00:38 0:00:40


Newling Street 0:04:22 0:05:52 0:03:14 0:03:12

Nurra Road 0:05:46 0:08:08 0:04:32 0:04:33

Manns Road 0:07:23 0:09:30 0:05:25 0:05:30

Existing average two hours travel times on Pacific Highway are presented in Figure 3-1 and Figure 3-2.The overall pattern of heavier southbound traffic in the morning peak is indicated in these results with slightly higher morning peak travel times than those observed in the evening peak. The longer southbound travel times in the morning peak are the result of the downstream congestion from Macdonalds Road.

Conversely, northbound travel times are constant throughout the peak periods with no discernible difference between the morning and evening peak periods.



Figure 3-1: Pacific Highway northbound travel times (average of two hours in each peak)

Figure 3-2: Pacific Highway southbound travel times (average of two hours in each peak)



3.3 Road safety

Roads and Maritime supplied crash data for the study area between 1 July 2007 and 30 June 2013. The following sections, present an analysis of the data.

3.3.1 Crash statistics

In total, there were 77 crashes in the six year period. Table 3-4 shows the types of crashes that occurred within the study area from July 2007 to June 2013. Approximately 38 per cent of crashes were rear end, and 32 per cent involved vehicles from adjacent directions, occurring at intersections. Adjacent direction crashes were largely from vehicles turning right onto main roads. Other causes of crashes included vehicles travelling off path, and vehicles moving in the same or opposing directions.

Table 3-4: Types of crashes in the study area

Type of crash Number of crashes

Rear end 29

Vehicles from adjacent directions 25

Vehicles from opposing directions 8

Vehicles from the same direction (excluding rear end) 4

Off path 11

Table 3-5 shows the number of crashes by severity within the study area from July 2007 to June 2013. There were no fatal crashes, with approximately 31 per cent involving an injury, and the remainder requiring towing only.

Table 3-5: Severity of crashes in the study area

Severity of crash Number of crashes

Fatal 0

Injury 24

Non-casualty (tow-away) 53

Table 3-6 shows the time of day that crashes occurred within the study area from July 2007 to June 2013. Approximately 74 per cent of crashes occurred during daylight hours.

Table 3-6: Time of crashes in the study area

Time of crash Number of crashes

Dawn 2

Daylight 57

Dusk 7

Darkness 11



3.3.2 Crash locations

Figure 3-3 shows crash locations in the study area from July 2007 to July 2012 (a five year period). Most injury crashes in the study area occurred on the Pacific Highway near Chamberlain Road, and south towards Parsons Road.

Source: Roads & Maritime Services

Figure 3-3: Crash locations in the study area from July 2007 to June 2012

Table 3-7 lists crash locations by type in the study area from July 2007 to June 2013. Approximately 56 per cent of crashes occurred at an intersection.

Table 3-7: Location of crashes in the study area

Location of crash Number of crashes

Intersection 43

Non-intersection 34



3.3.3 Crash yearly trend

Table 3-8 and Figure 3-4 show the number of crashes in the study area per year. Crashes remained relatively steady throughout the period, ranging from 10 in 2010/2011 to 17 in 2008/2009.

Table 3-8: Number of crashes in the study area per year

Year Number of crashes

July 2008 to June 2009 17






Total 77

Figure 3-4: Number of crashes in the study area per year

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4. Traffic modelling process 4.1 Software

The traffic assessment was undertaken using Q-Paramics micro-simulation modelling software (v6.8) with Azalient’s plug-in modelling software. This software models individual vehicle behaviour and their interaction with the network and other road users. Micro-simulation has its greatest strength in modelling congested road networks, due to its ability to simulate queuing conditions. This capability makes these types of models very useful for analysing traffic operations in urban areas and city centres, including interchanges, roundabouts, intersections with traffic lights and without traffic lights, signal coordinated corridors, and area networks.

4.2 Base model development

Jacobs developed the base year (2014) morning and evening calibrated Paramics models. These models were submitted to Roads and Maritime and approved on 05 September 2014. Roads and Maritime indicated that the morning and evening peak modelled queues closely reflected the observed queues and the methodology used in building the model had met the requirements of Roads and Maritime Paramics modelling guidelines. The calibration and validation of these Paramics models has been achieved to a level satisfactory for concept design testing.

4.3 Overlay

The primary data source used for the development of the model road network structure was aerial photography from Jacobs Spatial Data System which was used for the network coding. This data was further supplemented with information obtained during site visits where stop line positions and lane markings were checked.

Source: Jacobs spatial system

Figure 4-1: Aerial photography data



4.4 Network structure

The extent of the Paramics model network coverage was agreed with Roads and Maritime and is illustrated in Figure 4-2.

Figure 4-2: Paramics model extent

4.5 Zoning system

A total of 52 zones were included in each model to accommodate all the surveyed traffic origin/destination pairs. The location of zones within the base models are detailed in Table 4-1.



Table 4-1: Zones descriptions

Zone Description Zone Description Zone Description

Z001 Manns Road south Z018 Tuggerah Street Z037 Pierce Street

Z002 Narara Creek Road Z019 Woodview Avenue / Pineridge Close

Z038 Haggerty Close

Z003 Maliwa Road Z020 Fagans Road Z039 Apanie Avenue

Z004 Reeves Street Z021 The Ridgeway Z040 Berrys Head Road

Z005 Carrington Street Z022 Tapley Road Z041 Nurra Road

Z006 Deane Street Z023 Chamberlain Road Z042 Goonak Road

Z007 Pearson Street Z024 Parsons Road Z043 Delaware Road

Z008 Mangrove Road Z026 Prings Road Z044 Narara Crescent

Z009 Narooma Road Z027 Kent Street Z045 Adam Street

Z010 Sarah Lee Outlet Drive Z028 Wyoming Road Z046 Wanada Road

Z011 Alan Street Z029 Renwick Street Z047 Ridge Street

Z012 Sunny Bank Road Z031 Kinnarra Avenue Z048 Yurunga Avenue

Z013 Excelsior Street Z032 Pacific Highway South Z049 Kathleen Morreau Road

Z014 Awaba Street Z033 Showground Road Z050 Lenna Street

Z015 Dora Street Z034 Bentley Road Z051 Argyle Avenue

Z016 Ourimbah Street Z035 Perratt Close Z052 Brooks Avenue

Z017 Pacific Highway North Z036 Newling Street

4.6 Modelling periods

Separate models were developed for the morning and evening peaks. For each peak, a “warm-up” and “cool-down” period of one hour each was added, with overall modelled periods as follows:

Morning peak:

• Warm-up: 6.00am – 7.00am

• Modelled period: 7.00am – 9.00am

• Cool-down: 9.00am – 10.00am

Evening peak:

• Warm-up: 3.00pm – 4.00pm

• Modelled period: 4.00pm – 6.00pm

• Cool-down: 6.00pm – 7.00pm

The model was coded to allow each “one hour” period to be analysed individually. Periodic files were created such as separate demand files for each hour. The estimation, calibration and validation of the model were therefore processed separately for each modelled period.



4.7 Traffic signal

Traffic signal at the intersection Pacific Highway / Chamberlain Road (TCS3504) has been coded to reflect existing signal timings. The overall approach adopted for the development of the existing conditions model was to include all critical signal phases in the phase sequence. The remaining (less frequent) phases, such as demand dependant phases, were also included at critical locations with manual adjustment to phase time in order to compensate for their infrequent operation.

Figure 4-3 provides a summary of the proposed signal phasings for intersections with traffic lights under future proposal scenarios.






4.8 Matrix development

The demand matrix was developed using the available 2014 count and Origin and Destination (O-D) data for the distribution of vehicles within the network and consideration was given to the relative volume of traffic entering and exiting the network at each location. An iterative process (matrix furnessing) with small demand changes was used to check that the demands, when assigned to the network, and surveyed turning volumes at the intersections.

Two matrix levels, light vehicles (cars) and heavy vehicles (rigid and articulated heavy vehicles) were developed with the proportion of heavy vehicles estimated directly from the intersection turn counts. The hourly traffic counts were distributed to each O-D pair based on the percentage of distribution obtained from the O-D survey and classified intersection counts survey data. This would ensure a close correlation of heavy vehicle distribution between modelled and surveyed information.

The O-D survey was designed to provide a closed cordon capture of traffic travelling in and out of the network. The data collected assists the development of pattern matrices by providing well informed traffic distribution within the network. The pattern matrices have been used to refine the vehicle flow across the network based on the intersection count data.

The future cordon matrices from Roads and Maritime Sydney Strategic Traffic Model (STM) runs were linearly interpolated to derive morning and evening peak hour vehicle matrices for 2021 and 2031 for the study area.



For the purposes of this assessment, a demand case was constructed that adopted vehicle demand growth in the study precinct at 1.79 per cent per annum in the morning peak and 1.49 per cent per annum linear growth in the evening peak between 2021 and 2031.

4.9 Examined scenarios

In considering the future, several scenarios need to be considered, reflecting the timeframe under which the proposal can be delivered. Five scenarios with the morning and evening peaks have been explored through development of specific modelled scenarios, reflecting various future travel demands.

Examined demand cases were represented by specific modelled forecast years:

• 2014 was adopted as the existing case to correlate with the traffic survey undertaken for the proposal at Lisarow.

• 2021 was adopted as the project opening year.

• 2031 was adopted as the case for 10 years after opening.

The forecast demand for 2021 and 2031 reflects forecast land use and employment distribution changes across the study area. General growth was taken from the STM vehicle demand forecasts with an increase in vehicle demand to account for reasonable traffic demand growth in Lisarow (as described above in Section 4.8).

The modelled scenarios were:

• Existing case (2014): Current road network with no new projects or upgrades.

• Base ‘Do minimum’ (2021): The Base ‘Do minimum’ case assumes that the upgrade work along the Pacific Highway at Lisarow are not built. It is called ‘Do minimum’ rather than ‘do nothing’ as it assumes that on-going improvements will be made to the broader transport network including some new infrastructure and intersection improvements to improve capacity and cater for traffic growth.

• Proposal - Pacific Highway Upgrade (2021): The upgrade along Pacific Highway at Lisarow is completed and open to traffic.

• Future ‘Do minimum’ (2031): A future network including some upgrades to the broader transport network over time to cater for traffic growth but does not include the Pacific Highway at Lisarow. The Future ‘Do minimum’ case is at a time ten years later than the Base ‘Do minimum’ case.

• Proposal (2031): With all upgrade along Pacific Highway at Lisarow is completed.

4.10 Option traffic model descriptions

4.10.1 Key intersections

The proposal model includes the following key intersections upgrades:


The intersection has two right turn lanes into Chamberlain Road from the Pacific Highway and two left turn lanes from Chamberlain Road to the Pacific Highway. A right turn lane from Chamberlain Road to the Pacific Highway and one left turn lane from the highway to Chamberlain Road are also provided.

Pacific Highway / Lisarow railway station access

A seagull intersection is provided to improve safety for right in and right out turning movements to the Lisarow railway station maintenance access road / informal carpark. The access is provided at the northern end of the existing carpark (approximately 90 metres north of the existing access point).


A new intersection with traffic lights is proposed to cater for all traffic movements.



Macdonalds Road / Tuggerah Street

Minor tie in works are proposed at this intersection. No alteration to traffic movements proposed.


A new intersection with traffic lights is proposed to cater for all traffic movements.

Railway Crescent / Dora Street

A new intersection with traffic lights is proposed to cater for all traffic movements. Right turn out from Dora Street to Railway Crescent is not provided; however, a right turn bay is provided for vehicles turning right into Dora Street.

4.10.2 Key local roads

The proposal model includes the following local roads upgrades:

Chamberlain Road

This section typically comprises two 3.3m wide travel lanes in each direction with no nearside or offside shoulders. A 2.4 metres wide painted median is provided along the length. Barrier kerb and gutter provisions are provided along the outside of the travel lanes. A traffic island 2.4 metres wide is provided for the traffic signal post.

Macdonalds Road

This section typically comprises two westbound lanes and one eastbound lane. Widening occurs on all lanes for turning movements. SA kerb and gutter provisions are along the outside of the travel lanes. A traffic island 2.4 metres wide is provided for the traffic signal post. A pedestrian safety fence is provided on adjacent sides of the carriageway to Tuggerah Street. Bus stops are located on both sides of the carriageway.

Tuggerah Street

Tuggerah Street ties into the existing pavement before the existing bridge (about 40 metres north east of the Tuggerah Street and Macdonalds Road intersection).

Railway Crescent

This section typically comprises one westbound and one eastbound lane, with a right turn bay into Dora Street and a left and right turn lane from Railway Crescent to the highway. Widening occurs on all lanes and SA kerb and gutter provisions are along the outside of the travel lanes. A traffic island 2.4 metres wide is provided for the traffic signal post and further south of the Dora Street intersection. A pedestrian safety fence is provided on adjacent sides of the carriageway and a pedestrian refuge located at the southern end of the work. Bus stops are located on both sides of the carriageway near their existing location.

Dora Street

Dora Street is a local road connection to Railway Crescent with no provision for right turn movements from Dora Street into Railway Crescent.



5. Future base traffic conditions 5.1 Introduction

This chapter outlines future network performance assuming that no components of the Pacific Highway Upgrade are built (the ‘Do minimum’ scenario). This will be used to assess the need for the Pacific Highway Upgrade project and to act as a baseline to measure the impact of the project in the future.

For the comparative assessment of the design option the traffic modelling outputs focused on the following results:

• Demand release.

• Network performance.

• Number of stops.

• Travel times.

• Intersection performance.

• Traffic flow.

5.2 Demand release

For the base model, the demand released is a reflection of the ability of the traffic model to accept the traffic demand accessing the network. For future models, the demand released reflects the ability of the modelled network to allow uncongested access for the forecast demand. The percentages of blocked (unreleased) vehicles in the models are detailed in Table 5-1.

These results indicate that >99 per cent of traffic is released in both the base 2014 models. This is consistent with Roads and Maritime modelling requirements. Overall, the volume of unreleased traffic is not substantial and the modelled flows are considered to be a good representation of the 2014 demand scenario.

Table 5-1: Demand released, ‘Do minimum’ scenarios

‘Do minimum’ scenario

7.00am – 8.00am 8.00am – 9.00am 7.00am – 9.00am

Total released

Blocked %

Blocked Total

released Blocked

% Blocked

Total released

Blocked %

Blocked

2014 5,578 11 0% 6,953 1 0% 12,531 12 0%

2021 5,993 211 3% 7,784 152 2% 13,777 363 3%

2031 6,568 668 9% 8,463 856 9% 15,031 1,524 9%


4.00pm – 5.00pm 5.00pm – 6.00pm 4.00pm – 6.00pm

Total released

Blocked %

Blocked Total

released Blocked

% Blocked

Total released

Blocked %

Blocked

2014 7,096 1 0% 7,022 1 0% 14,119 1 0%

2021 7,779 92 1% 7,542 272 3% 15,321 364 2%

2031 8,373 751 8% 7,195 1,807 20% 15,569 2,558 14%

Future ‘Do minimum’ models demonstrate that as demand increases, more vehicles are unable to access the existing road network. 2-3 per cent of vehicles are blocked in the morning and evening peaks 2021 scenarios, which indicates the network has reached capacity. By 2031, 9 per cent of vehicles are blocked in the morning peak and 14 per cent in the evening peak. These results indicated that the existing network does not have sufficient capacity to cater for the expected growth in demand towards 2031.



5.3 Network performance

The network operational costs have been measured within the model in terms of the total number of Vehicle Kilometres Travelled (VKT) and Vehicle Hours Travelled (VHT). VKT and VHT are commonly used measures of network performance. Increases in VKT indicate that vehicles are being forced to travel longer distances, perhaps due to changes in routing, while increases in VHT indicate increased congestion in the network. In combination, these parameters can reflect the average speed on the network.

The Azalient2’s Network Evaluation3 plug-in was used to extract output results and are summarised in Table 5-2 for all demand scenarios.

Table 5-2: Network performance, ‘Do minimum’ scenarios


7.00am – 8.00am 8.00am – 9.00am 7.00am – 9.00am

VKT (km) VHT (hrs) Average Speed (km/h)



2014 26,069 514 50.8 31,769 719 44.2 57,839 1,232 46.9

2021 28,495 603 47.3 36,112 1,092 33.1 64,607 1,695 38.1

2031 31,627 721 43.9 39,290 1,344 29.2 70,917 2,065 34.3


4.00pm – 5.00pm 5.00pm – 6.00pm 4.00pm – 6.00pm




2014 30,871 611 50.5 32,032 687 46.6 62,902 1,298 48.4

2021 34,732 838 41.5 36,358 1,209 30.1 71,090 2,046 34.7

2031 38,923 1,349 28.8 39,180 2,939 13.3 78,104 4,289 18.2

These results show that network performance degrades in the future ‘Do minimum’ scenarios. Average speed reduces from approximately 50 km/h in all of the 2014 models to 34.3 km/h and as low as 18 km/h in the 2031 evening peak. These results closely mirror the demand released as future evening performance is slightly worse than future morning performance. Both peak periods are, however, experiencing substantial delays in the future scenarios as more vehicles attempt to access the already saturated network. It is clear that the existing network will not be able to sufficiently service the expected future traffic demand.

2 Azalient Pty Ltd – http://azalient.com/l.php 3 Network Evaluation Plug-in: In Paramics VKT and VHT results are only calculated for trips which have reached their destinations. Therefore, if

congestion occurs the unreleased trips are not considered to estimate these output results. This plug-in will look at the travel time in the network origin-destination pairs and factors up for the whole of the demand.

http://azalient.com/l.php



5.4 Number of stops

The number of stops is a useful indicator of the quality of traffic progression. Fewer stops indicate that traffic flows efficiently and with good progression. Table 5-3 provides stop details for all demand scenarios. This data is suitable for input into Benefit Cost Ratio (BCR) evaluation. Stops have been classified according to vehicle type with the categories including cars, light commercial vehicles and heavy commercial vehicles.

Table 5-3: Number of stops, ‘Do minimum’ scenarios ‘Do

minimum’ scenario

7.00am – 8.00am 8.00am – 9.00am 7.00am – 9.00am

Cars Light Heavy Cars Light Heavy Cars Light Heavy

2014 15,659 942 856 29,062 1,767 1,261 44,721 2,709 2,117

2021 20,702 1,131 978 49,533 2,742 1,347 70,235 3,873 2,325

2031 27,870 1,299 1,013 60,950 2,622 1,274 88,820 3,921 2,287


4.00pm – 5.00pm 5.00pm – 6.00pm 4.00pm – 6.00pm


2014 19,993 1,219 667 24,652 1,467 520 44,645 2,686 1,187

2021 32,064 1,882 913 51,348 2,882 867 83,412 4,764 1,780

2031 56,141 2,835 1,351 121,308 4,588 1,469 177,449 7,423 2,819

All future ‘Do minimum’ scenarios demonstrate that the number of stops increase as the model moves forward towards 2031. In the morning peak, the number of stops for cars generally doubles between the existing 2014 model and the 2031 ‘Do minimum’ scenario. This indicates substantially increased congestion in the network.

As seen in previous results, the evening ‘Do minimum’ scenarios experience a more substantial reduction in performance than the morning models. The number of stops for cars increases by approximately 300 per cent from 2014 to 2031. Light and heavy vehicles experience more than double the number of stops in 2031 compared to 2014.

These results demonstrate that both the morning and evening peaks 2031 ‘Do nothing’ networks experience severe congestion and poor traffic flow. As discussed in previous sections, these networks are clearly over capacity and unable to service the expected future traffic demand. The large increase in stops has implications for both travel time and environmental impact. More stops leads to more emissions, especially from heavy vehicles. It is clear that capacity upgrades are required in the network in order to accommodate future demand and minimise impacts to the environment.



5.5 Travel times This section presents the modelled travel times on the Pacific Highway for the 2014 existing case as well as 2021 and 2031 future ‘Do minimum’ scenarios.

Table 5-4: Cumulative travel times, ‘Do minimum’ scenarios – morning peak ‘Do minimum’ scenario 2014 2021 2031

7.00am-8.00am

8.00am-9.00am

7.00am-8.00am

8.00am-9.00am

7.00am-8.00am

8.00am-9.00am


Manns Road 0:00:00 0:00:00 0:00:00 0:00:00 0:00:00 0:00:00

Nurra Road 0:00:56 0:01:03 0:01:07 0:01:06 0:01:17 0:01:08

Newling Street 0:02:18 0:02:28 0:02:21 0:02:19 0:02:44 0:02:20

Chamberlain Road 0:04:03 0:04:33 0:04:50 0:05:04 0:05:14 0:05:27

McDonalds Road 0:04:44 0:05:18 0:05:42 0:06:20 0:06:08 0:06:41

Ourimbah Street 0:05:26 0:06:06 0:06:34 0:07:11 0:07:01 0:07:49


Ourimbah Street

0:00:00 0:00:00 0:00:00 0:00:00 0:00:00 0:00:00

McDonalds Road 0:01:09 0:01:00 0:03:17 0:03:53 0:05:05 0:07:30


Newling Street 0:04:22 0:05:52 0:06:16 0:10:53 0:09:47 0:12:20

Nurra Road 0:05:46 0:08:08 0:07:34 0:12:10 0:11:06 0:13:37

Manns Road 0:07:23 0:09:30 0:08:50 0:13:26 0:12:24 0:15:04

For all scenarios in the morning peak, southbound vehicles on the Pacific Highway experience longer travel times compared to northbound vehicles indicating that this is the peak movement between 7.00am and 9.00am. Southbound travel times in the second peak hour are much higher than the first.

It is again apparent that the future ‘Do minimum’ scenarios experience substantial degradation in performance compared to the existing model. Total southbound travel times in the second peak hour increase from 09:30 minutes in 2014 to 15:04 minutes in 2031, an increase of more than 50 per cent. Northbound travel times do not increase as substantially however there is still an approximately 30 per cent increase in travel times between 2014 and 2031.

The segment which experiences the majority of the travel time increase is southbound between Ourimbah Street and MacDonald’s Road. There is an obvious capacity constraint in this sector that must be addressed in order to accommodate future traffic demands.



Table 5-5: Cumulative travel times, ‘Do minimum’ scenarios – evening peak ‘Do minimum’ scenario 2014 2021 2031

4.00pm-5.00pm

5.00pm-6.00pm

4.00pm-5.00pm

5.00pm-6.00pm

4.00pm-5.00pm

5.00pm-6.00pm


Manns Road 0:00:00 0:00:00 0:00:00 0:00:00 0:00:00 0:00:00

Nurra Road 0:01:01 0:00:59 0:01:40 0:01:31 0:01:48 0:01:50

Newling Street 0:02:26 0:02:20 0:02:58 0:02:46 0:03:03 0:03:08


McDonalds Road 0:04:59 0:04:58 0:05:55 0:05:54 0:06:46 0:07:03

Ourimbah Street 0:05:39 0:05:39 0:06:39 0:06:27 0:07:28 0:07:38


Ourimbah Street

0:00:00 0:00:00 0:00:00 0:00:00 0:00:00 0:00:00

McDonalds Road 0:00:38 0:00:40 0:01:18 0:01:28 0:02:10 0:02:40


Newling Street 0:03:14 0:03:12 0:04:04 0:04:21 0:04:45 0:11:46

Nurra Road 0:04:32 0:04:33 0:05:22 0:05:40 0:06:01 0:15:14

Manns Road 0:05:25 0:05:30 0:06:51 0:06:57 0:07:23 0:18:14

Evening peak travel times remain more stable than morning times across both hourly periods. Although the major evening peak movement is northbound on the Pacific Highway, these travel times remain relatively consistent with those from the AM models. This indicates that northbound capacity is generally adequate to cater for existing and future demand.

Southbound travel times are much less than those in the morning model. Demand is far less for this movement in the evening peak. Despite this, travel times in the 2031 ‘Do minimum’ scenario increase substantially in the second peak hour. Total travel time is more than tripled from 2014 to 2031, rising from 5:30 minutes to 18:14 minutes. These results indicate that southbound capacity is not sufficient to cater for expected traffic demand in 2031.

Figure 5-1 and Figure 5-2 represent the above travel times in graphical form. It is observed that northbound travel times remain very similar across both morning and evening peak periods. Southbound travel times are however much higher in the morning period.



Figure 5-1: Pacific Highway northbound travel time 2014

Figure 5-2: Pacific Highway southbound travel time 2014



Figure 5-2: “Do minimum” northbound Pacific Highway modelled travel time 2021 and 2031

Figure 5-3: “Do minimum” southbound Pacific Highway modelled travel time 2021 and 2031



5.6 Intersection performance The assessment of intersection performance is based on criteria outlined in Table 3-1, as defined by Guide to Traffic Generating Developments (Roads and Traffic Authority 2002). The average delay assessed for intersections with traffic lights is for all movements, and is expressed in seconds per vehicle. It is generally accepted that in the long term (15 years plus), when future conditions have been taken into account, LOS should be D or better. In the short term, intersections should be operating at LOS C or better.

In assessment of intersection performance in the future without the proposal, the analysis is based on modelled traffic volumes as opposed to the actual traffic counts used to assess existing operations (refer to Section 3.1). The modelled trip distribution may differ from actual counts, within the tolerances allowed in the modelling process, resulting in variations in operational performance from those obtained for the existing network assessment.

The assessment of intersection performance using forecast future traffic volumes without the proposal is undertaken to provide a base case against which to evaluate the impact of the proposal under the same forecast future traffic conditions. The Azalient’s Level of Service plug-in was used to extract output results and are presented in Table 5-6 and Table 5-7.

Congestion would be worst during the morning peak however evening peak vehicles would also experience substantial delays under 2031 demand conditions. Modelling has shown that there is a large network constraint for southbound Pacific Highway vehicles which will cause serious congestion in the future. The future traffic demand will experience substantial delays on the Pacific Highway between Ourimbah Street and MacDonald’s Road. The Pacific Highway/Railway Crescent intersection is clearly a substantial bottleneck which would contribute to these delays.

There is an obvious need to increase capacity in the network to cater for expected future demand. There is particular need for improvements near or at the Pacific Highway/Railway Crescent intersection.



Table 5-6: Intersection performance, ‘Do minimum’ scenarios – morning peak


2014 2021 2031

Level of service Average delay per vehicle (seconds)


Level of service


Pacific Highway / Ourimbah Street D 53.1 F 127.9 F >140

Pacific Highway / Railway Crescent E 64.4 F 110.2 F >140

Railway Crescent / Dora Street A 11.7 B 23.7 F >140

Pacific Highway / Macdonalds Road E 62.7 F 99.3 F 110.4

Pacific Highway / Chamberlain Road E 59.3 F 75.9 F 78.3

Pacific Highway / Parsons Road C 32.8 C 31.7 C 34.8

Table 5-7: Intersection performance, ‘Do minimum’ scenarios – evening peak


2014 2021 2031



Level of service


Pacific Highway / Ourimbah Street D 53.2 F 122.9 F >140

Pacific Highway / Railway Crescent E 59.5 F 100.8 F >140

Railway Crescent / Dora Street A 10.8 C 39.2 F >140

Pacific Highway / Macdonalds Road E 64.2 F 122.1 F >140

Pacific Highway / Chamberlain Road D 43.8 D 51.1 E 63.9

Pacific Highway / Parsons Road C 30.7 E 67.3 F 116.8

A gradual decline in intersection performance is observed across both the morning and evening peaks. In the morning peak, ‘Do minimum’ scenarios, all intersections operate at LOS F by 2031 with the exception of Pacific Highway/Parsons Road. This is unacceptable performance and an indication that network upgrades are required in order to accommodate future demand.

The evening peak models also experience a substantial reduction in performance under the ‘Do minimum’ scenario. All intersections operate at LOS F by 2031 with the exception of Pacific Highway/Chamberlain Road which still operates poorly at LOS E.



5.7 Traffic flow

Average Daily Traffic (ADT) figures have been calculated using the Roads and Maritime supplied count data. Future ADT projections have been calculated using counts from the “Do minimum” and “proposal” scenarios modelled in Paramics. The daily traffic profile is expected to remain the same and so counts from Paramics have been extrapolated to produce expected future ADT figures as shown in Table 5-8.

Table 5-8: Existing and forecast traffic flows, ‘Do minimum’ scenarios

Road Direction

2014 2021 2031

AM Peak (2-hr)

PM Peak (2-hr)

ADT AM Peak

(2-hr) PM Peak

(2-hr) ADT

AM Peak (2-hr)

PM Peak (2-hr)

ADT

Pacific Highway

(Between Ourimbah Street and Railway Crescent)

NB 2,369 2,688 15,744 2,575 2,836 16,806 3,008 3,214 18,701

SB 2,578 2,751 16,173 2,705 2,927 17,204 2,894 2,978 18,543

Total 4,947 5,439 31,917 5,280 5,763 34,010 5,902 6,192 37,244

Pacific Highway

(Between Railway Crescent and Macdonalds Road)

NB 2,099 2,301 13,711 2,189 2,449 14,439 2,373 2,523 15,102

SB 1,940 2,352 13,512 2,008 2,482 14,207 2,105 2,504 14,727

Total 4,039 4,653 27,223 4,196 4,931 28,646 4,478 4,561 28,366

Pacific Highway

(Between Macdonalds Road and Chamberlain Road)

EB 1,997 2,531 14,285 2,172 2,689 15,247 2,331 2,876 16,265

WB 2,020 2,189 13,538 2,165 2,252 14,362 2,289 2,383 15,260

Total 4,017 4,720 27,823 4,338 4,942 29,610 4,621 5,259 31,525

Pacific Highway

(Between Chamberlain Road and Parsons Road)

EB 1,852 2,523 14,113 1,995 2,644 14,927 2,126 2,838 15,826

WB 2,333 2,126 14,002 2,421 2,256 14,771 2,578 2,295 15,531

Total 4,185 4,649 28,115 4,416 4,900 29,698 4,703 5,133 31,358

Pacific Highway

(Between Pacific Highway / Dora Street and Awaba Street)

EB 441 622 3,600 611 756 4,469 751 860 5,091

WB 866 516 3,967 939 676 4,774 1,032 703 5,280

Total 1,307 1,138 7,567 1,549 1,432 9,244 1,782 1,563 10,371



6. Operational effects of the Pacific Highway Upgrade project This section outlines the traffic and transport impacts of the Pacific Highway Upgrade project. Operational traffic performance has been analysed using the Paramics models previously described in this report. Pedestrian and cycling impacts, road safety and public transport have also been addressed.

6.1 Demand release

Table 6-1 compares the demand release results of the 2021 and 2031 proposal models with their corresponding ‘Do minimum’ scenarios. This provides an indication of effects of the proposal and demonstrates its ability to accommodate future traffic demand.

Table 6-1: Demand release, future scenarios

Scenarios

7.00am – 8.00am 8.00am – 9.00am 7.00am – 9.00am

Total released

Blocked %

Blocked Total

released Blocked

% Blocked

Total released

Blocked %

Blocked

2021 (‘Do minimum’)

5,993 211 3% 7,784 152 2% 13,777 363 3%

2021 (Proposal)

6,196 51 1% 7,869 61 1% 14,065 112 1%


6,568 668 9% 8,463 856 9% 15,031 1,524 9%

2031 (Proposal)

7,062 284 4% 8,911 313 3% 15,973 597 4%

Scenarios

4.00pm – 5.00pm 5.00pm – 6.00pm 4.00pm – 6.00pm

Total released

Blocked %

Blocked Total

released Blocked

% Blocked

Total released

Blocked %

Blocked


7,779 92 1% 7,542 272 3% 15,321 364 2%

2021 (Proposal)

7,305 517 7% 7,260 477 6% 14,565 994 6%


8,373 751 8% 7,195 1,807 20% 15,569 2,558 14%

2031 (Proposal)

9,096 51 1% 8,969 61 1% 18,065 112 1%

It is clear that the proposal is generally able to allow more vehicles into the network with fewer blocked trips. This is particularly evident when comparing the 2031 proposal scenarios with the 2031 ‘Do minimum’ options. In the morning peak almost 1,000 more vehicles are able to access the network over the two hour period with only 4 per cent of the total demand blocked. The 2031 PM proposal also performs substantially better than the 2031 PM ‘Do minimum’ scenario with almost 2,500 extra vehicles being able to enter the network.

Across both the morning and evening peaks in 2031, the proposal allows for 34,038 vehicles to enter the network. The corresponding ‘Do minimum’ scenarios only have capacity for 30,600 vehicles.

The ability of the proposal to increase network capacity is clearly demonstrated by the demand released results. The proposal network is able to accommodate expected 2031 traffic demand without substantial numbers of blocked vehicles. This is a major improvement on the corresponding ‘Do minimum’ scenarios.



6.2 Network performance

Table 6-2 outlines the network performance of the 2021 and 2031 proposal networks in comparison to their corresponding ‘Do minimum’ scenarios.

Table 6-2: Network performance, future scenarios

Scenarios

7.00am – 8.00am 8.00am – 9.00am 7.00am – 9.00am





28,495 603 47.3 36,112 1,092 33.1 64,607 1,695 38.1

2021 (Proposal)

29,899 594 50.3 36,466 944 38.6 66,365 1,538 43.2


31,627 721 43.9 39,290 1,344 29.2 70,917 2,065 34.3

2031 (Proposal)

33,196 714 46.5 41,311 1,271 32.5 74,507 1,985 37.5

Scenarios

4.00pm – 5.00pm 5.00pm – 6.00pm 4.00pm – 6.00pm





34,732 838 41.5 36,358 1,209 30.1 71,090 2,046 34.7

2021 (Proposal)

32,778 685 47.8 33,986 729 46.6 66,764 1,414 47.2


38,923 1,349 28.8 39,180 2,939 13.3 78,104 4,289 18.2

2031 (Proposal)

37,708 871 43.3 39,748 1,022 38.9 77,456 1,893 40.9

Network performance in the 2021 proposal morning peak scenario is slightly improved compared to the ‘Do minimum’. Average speed across the modelled period increases from 38.1 km/h to 43.2 km/h, indicating reduced congestion and more efficient traffic flow. A similar improvement is seen in the 2031 AM scenario. The proposal network increases average speed from 34.2 km/h to 37.5 km/h.

A more substantial improvement is observed in the evening peak. The 2021 evening peak proposal increases average speed by approximately 35 per cent to 47.2 km/h compared to the ‘Do minimum’ scenario. In 2031, the increase is more than 100 per cent with speeds increasing to 40.9 km/h compared to 18.2 km/h in the ‘Do minimum’ scenario.

These results clearly show how the proposal is able to improve network performance compared to the ‘Do minimum’ scenarios. The additional capacity in the network provided by the proposal allows for more vehicles to access the network, increasing the VKT. Traffic flow is also improved and congestion is reduced which leads to a reduction in VHT. These effects combine to deliver higher travel speeds for all road based transport users.



6.3 Number of stops

Table 6-3 outlines the number of stops in the 2021 and 2031 proposal networks in comparison to their corresponding ‘Do minimum’ scenarios.

Table 6-3: Number of stops, future scenarios

Scenarios 7.00am – 8.00am 8.00am – 9.00am 7.00am – 9.00am



20,702 1,131 978 49,533 2,742 1,347 70,235 3,873 2,325

2021 (Proposal)

19,867 1,143 977 41,225 2,348 1,573 61,092 3,491 2,550


27,870 1,299 1,013 60,950 2,622 1,274 88,820 3,921 2,287

2031 (Proposal)

26,578 1,472 1,195 58,318 3,652 1,561 84,896 5,124 2,756

Scenarios 4.00pm – 5.00pm 5.00pm – 6.00pm 4.00pm – 6.00pm



32,064 1,882 913 51,348 2,882 867 83,412 4,764 1,780

2021 (Proposal)

22,900 1,169 534 25,385 1,166 432 48,286 2,335 966


56,141 2,835 1,351 121,308 4,588 1,469 177,449 7,423 2,819

2031 (Proposal)

31,765 1,478 677 37,833 1,860 601 69,597 3,337 1,277

The effect of the proposal on the number of stops follows a similar pattern to that displayed in the network performance statistics. Slight improvements are seen in the 2021 and 2031 morning proposal scenarios with total stops decreasing by 12 per cent and 2 per cent respectively.

A more substantial improvement is observed in the evening proposal scenarios. The 2021 proposal scenario decreases the number of stops by 43 per cent compared to the 2021 ‘Do minimum’ scenario. The 2031 proposal scenario provides an even greater decrease compared to the ‘Do minimum’ scenario with 60 per cent less stops across the evening period.

The proposal clearly has a substantial positive effect on the number of stops experienced by road users. The reduction in stops allows for far more efficient traffic flow as well as improved environmental outcomes.



6.4 Travel time Table 6-4 and Table 6-5 along with Figure 6-1 and Figure 6-2 provide an overview of the proposal’s impact on travel times compared to the ‘Do minimum’ scenarios under 2021 demand conditions.

Table 6-4: Cumulative travel times, 2021 ‘Do minimum’ and ‘Proposal’ – morning peak 2021 ‘ Do minimum’ 2021 ‘ Proposal’

7.00am-8.00am 8.00am-9.00am 7.00am-8.00am 8.00am-9.00am


Manns Road 0:00:00 0:00:00 0:00:00 0:00:00

Nurra Road 0:01:07 0:01:06 0:01:07 0:01:13

Newling Street 0:02:21 0:02:19 0:02:20 0:02:26


McDonalds Road 0:05:42 0:06:20 0:04:48 0:05:04

Ourimbah Street 0:06:34 0:07:11 0:06:17 0:06:31


Ourimbah Street 0:00:00 0:00:00 0:00:00 0:00:00

McDonalds Road 0:03:17 0:03:53 0:01:19 0:01:18


Newling Street 0:06:16 0:10:53 0:05:16 0:06:13

Nurra Road 0:07:34 0:12:10 0:06:37 0:07:32

Manns Road 0:08:50 0:13:26 0:07:57 0:08:48

Table 6-5: Cumulative travel times, 2021 ‘Do minimum’ and ‘Proposal’ – evening peak 2021 ‘ Do minimum’ 2021 ‘ Proposal’

4.00pm-5.00pm 5.00pm-6.00pm 4.00pm-5.00pm 5.00pm-6.00pm


Manns Road 0:00:00 0:00:00 0:00:00 0:00:00

Nurra Road 0:01:40 0:01:31 0:01:39 0:01:26

Newling Street 0:02:58 0:02:46 0:02:53 0:02:43


McDonalds Road 0:05:55 0:05:54 0:05:21 0:05:18

Ourimbah Street 0:06:39 0:06:27 0:06:26 0:06:17


Ourimbah Street 0:00:00 0:00:00 0:00:00 0:00:00

McDonalds Road 0:01:18 0:01:28 0:01:02 0:00:51


Newling Street 0:04:04 0:04:21 0:03:31 0:03:24

Nurra Road 0:05:22 0:05:40 0:04:47 0:04:50

Manns Road 0:06:51 0:06:57 0:05:59 0:06:06

Northbound travel times experience some moderate improvement, particularly between Chamberlain Road and Ourimbah Street where the proposal is located. The upgrade clearly has a positive impact on morning and evening northbound travel times in this area.

Southbound travel times experience a substantial improvement in the proposal scenarios. Large travel time savings are observed between Ourimbah Street and Chamberlain Road, particularly in the morning peak. Travel times in this area are reduced by more than 50 per cent, indicating a major improvement to traffic flow and reduction in congestion.



Figure 6-1: 2021 ‘Do minimum’ and ‘Proposal’ Pacific Highway northbound travel time

Figure 6-1: 2021 ‘Do minimum’ and ‘Proposal’ Pacific Highway southbound travel time



Table 6-6 and Table 6-7 along with Figure 6-3 and Figure 6-4 provide an overview of the proposal’s impact on travel times compared to the ‘Do minimum’ scenarios under 2031 demand conditions.

Table 6-6: Cumulative travel times, 2031 ‘Do minimum’ and ‘Proposal’ – morning peak 2031 ‘ Do minimum’ 2031 ‘ Proposal’

7.00am-8.00am 8.00am-9.00am 7.00am-8.00am 8.00am-9.00am


Manns Road 0:00:00 0:00:00 0:00:00 0:00:00

Nurra Road 0:01:17 0:01:08 0:01:10 0:01:17

Newling Street 0:02:44 0:02:20 0:02:22 0:02:31


McDonalds Road 0:06:08 0:06:41 0:04:37 0:04:48

Ourimbah Street 0:07:01 0:07:49 0:06:27 0:06:54


Ourimbah Street 0:00:00 0:00:00 0:00:00 0:00:00

McDonalds Road 0:05:05 0:07:30 0:02:22 0:04:59


Newling Street 0:09:47 0:12:20 0:07:10 0:09:52

Nurra Road 0:11:06 0:13:37 0:08:30 0:11:12

Manns Road 0:12:24 0:15:04 0:09:57 0:12:41

Table 6-7: Cumulative travel times, 2031 ‘Do minimum’ and ‘Proposal’ – evening peak 2031 ‘ Do minimum’ 2031 ‘ Proposal’

4.00pm-5.00pm 5.00pm-6.00pm 4.00pm-5.00pm 5.00pm-6.00pm


Manns Road 0:00:00 0:00:00 0:00:00 0:00:00

Nurra Road 0:01:48 0:01:50 0:01:44 0:01:37

Newling Street 0:03:03 0:03:08 0:02:57 0:02:49


McDonalds Road 0:06:46 0:07:03 0:05:24 0:05:35

Ourimbah Street 0:07:28 0:07:38 0:07:09 0:06:59


Ourimbah Street 0:00:00 0:00:00 0:00:00 0:00:00

McDonalds Road 0:02:10 0:02:40 0:01:26 0:01:46


Newling Street 0:04:45 0:11:46 0:03:58 0:04:54

Nurra Road 0:06:01 0:15:14 0:05:15 0:06:28

Manns Road 0:07:23 0:18:14 0:06:32 0:07:49

Consistent with the 2021 results, northbound travel times in 2031 with the proposal show a moderate reduction compared to ‘Do minimum’ travel times, particularly in the northern section of the proposal. The reduction is similar across both morning and evening peaks.

Southbound travel times in 2031 with the proposal again show a substantial improvement over the situation if the proposal were not to proceed. Travel times between Ourimbah Street and Chamberlain Road where the proposal would provide increased capacity experience the majority of the reduction. In 2031, more than 2



minutes would be saved on average in both the morning and evening peaks. The remainder of the southbound route maintains similar performance to the ‘Do minimum’ scenario.

Figure 6-3: 2031 ‘Do minimum’ and ‘Proposal’ Pacific Highway northbound travel time

Figure 6-4: 2031 ‘Do minimum’ and ‘Proposal’ Pacific Highway southbound travel time



6.5 Intersection performance

A comparison between the proposal and ‘Do minimum’ intersection performance in 2021 is shown in Table 6-8 and Table 6-9.

Table 6-8: Intersection performance, 2021 ‘Do minimum’ and ‘Proposal’ – morning peak

2021 ‘ Do minimum’ 2021 ‘ Proposal’

Level of service


Level of service


Pacific Highway / Ourimbah Street F 127.9 F 124.4

Pacific Highway / Railway Crescent F 110.2 D 49.6

Railway Crescent / Dora Street B 23.7 A 7.5

Pacific Highway / Macdonalds Road F 99.3 B 23.9

Pacific Highway / Chamberlain Road F 75.9 C 41.8

Pacific Highway / Parsons Road F 81.7 F 78.6

Table 6-9: Intersection performance, 2021 ‘Do minimum’ and ‘Proposal’ – evening peak


Level of service


Level of service


Pacific Highway / Ourimbah Street F 122.9 F 89.4

Pacific Highway / Railway Crescent F 100.8 D 45.3

Railway Crescent / Dora Street C 39.2 A 10.7


Pacific Highway / Chamberlain Road D 51.1 C 32.4

Pacific Highway / Parsons Road E 67.3 D 44.1

These results demonstrate how the proposal would provide improved intersection performance when compared to the ‘Do minimum’ scenario. In the morning peak, all intersections perform better with the proposal with the exception of Pacific Highway/Parsons Road. As southbound traffic flow increases due to the increased capacity provided by the proposal, traffic arrives more quickly at this intersection. The provision of only one through lane at the roundabout creates a constraint and the intersection cannot cope with the increased upstream flow. However, the results generated for upstream sections of the proposal show that this reduction in performance does not have a substantial effect on network wide results. Other improvements combine to provide an overall net benefit to the network.

In the evening peak of 2021 intersection performance with the proposal demonstrate substantial improvements compared to the ‘Do minimum’ scenario. All locations in the proposal perform with less delay than in the ‘Do minimum’ scenario. Pacific Highway/Railway Crescent and Pacific Highway/Macdonalds Road improve particularly well from Level of Service F to Level of Service D and B respectively. This indicates that the proposed upgrades at these locations will provide substantial benefits to the operational performance of these intersections.



A comparison of the intersection performance with the proposal and without the proposal in 2031 is shown in Table 6-10 and Table 6-11

Table 6-10: Intersection performance, 2031 ‘Do minimum’ and ‘Proposal’ – morning peak


Level of service


Level of service


Pacific Highway / Ourimbah Street F >140 F >140

Pacific Highway / Railway Crescent F >140 D 54.0

Railway Crescent / Dora Street F >140 A 10.2

Pacific Highway / Macdonalds Road F 110.4 C 39.4

Pacific Highway / Chamberlain Road F 78.3 D 44.9

Pacific Highway / Parsons Road F 134.8 F 104.9

Table 6-11: Intersection performance, 2031 ‘Do minimum’ and ‘Proposal’ – evening peak


Level of service


Level of service


Pacific Highway / Ourimbah Street F >140 F >140

Pacific Highway / Railway Crescent F >140 D 46.9

Railway Crescent / Dora Street F >140 B 22.4


Pacific Highway / Chamberlain Road E 63.9 C 42.6

Pacific Highway / Parsons Road F 116.8 E 58.8

These results demonstrate how the proposal provides increased intersection performance when compared to the ‘Do minimum’ scenario. Similar to the 2021 results, Pacific Highway/Parsons Road is the only intersection which does not experience an improvement with the proposal compared to the ‘Do minimum’ scenario in the morning peak. Other intersections experience substantial performance improvements, with the majority moving from Level of Service F to Level of Service D or better, in the morning peak.

The intersection performance achieved with the proposal in the evening peak of 2031demonstrate substantial improvement compared to the ‘Do minimum’ scenario. All intersections in the proposal perform with less delay than in the ‘Do minimum’ scenario. This indicates that the proposed upgrades at these locations would provide substantial benefits to intersection performance.

Overall, satisfactory levels of performance at the majority of intersections are predicted to occur with the proposal up to 2031. The upgrade of the six intersections as part of the proposal reduces queuing and delays on the network as a result of the additional capacity provided. The proposal would result in less queuing and delays for southbound traffic on Pacific Highway, which would result in less impedance and greater throughput of traffic.



6.6 Traffic flow

Forecast traffic flows in the 2021 and 2031 scenarios are presented below in Table 6-12 and Table 6-13. Flows for two hour peaks in the AM and PM are presented as well as the expected average daily traffic (ADT) flows for each location.

Traffic flows with the proposal in the 2021 and 2031 are seen to be generally higher than under the ‘Do-minimum’ scenario. The extra capacity provided by the proposed upgrade would allow more traffic to access the network in both the morning and evening peaks. This demonstrates that the proposal would be able to more effectively cater for expected future growth in traffic demand. Increased capacity provided by the proposal would allow for more vehicles to access the network without impacting on network performance.

Table 6-12: Forecast traffic flows, 2021 ‘Do minimum’ and ‘Proposal’

Road Direction


AM Peak (2-hr)

PM Peak (2-hr)

ADT AM Peak

(2-hr) PM Peak

(2-hr) ADT

Pacific Highway


NB 2,575 2,836 16,806 2,657 2,992 17,766

SB 2,705 2,927 17,204 3,025 3,070 18,398

Total 5,280 5,763 34,010 5,681 6,062 36,164

Pacific Highway


NB 2,189 2,449 14,439 2,290 2,589 15,339

SB 2,008 2,482 14,207 2,241 2,621 15,232

Total 4,196 4,931 28,646 4,531 5,210 30,571

Pacific Highway


NB 2,172 2,689 15,247 2,206 2,712 15,886

SB 2,165 2,252 14,362 2,485 2,397 15,385

Total 4,338 4,942 29,610 4,691 5,109 31,271

Pacific Highway


NB 1,995 2,644 14,927 2,101 2,714 15,679

SB 2,421 2,256 14,771 2,628 2,394 15,683

Total 4,416 4,900 29,698 4,729 5,108 31,361

Pacific Highway


NB 611 756 4,469 709 793 4,984

SB 939 676 4,774 1,064 779 5,389

Total 1,549 1,432 9,244 1,773 1,572 10,372



Table 6-13: Forecast traffic flows, 2031 ‘Do minimum’ and ‘Proposal’

Road Direction


AM Peak (2-hr)

PM Peak (2-hr)

ADT AM Peak

(2-hr) PM Peak

(2-hr) ADT

Pacific Highway


NB 3,008 3,214 2,657 3,112 3,313 20,205

SB 2,894 2,978 3,025 3,405 3,524 20,922

Total 5,902 6,192 5,681 6,517 6,838 41,127

Pacific Highway


NB 2,373 2,523 2,290 2,476 2,611 16,125

SB 2,105 2,504 2,241 2,420 2,772 16,136

Total 4,478 4,561 4,531 4,896 5,383 32,261

Pacific Highway


NB 2,331 2,876 2,206 2,428 2,940 17,126

SB 2,289 2,383 2,485 2,605 2,532 16,396

Total 4,621 5,259 4,691 5,033 5,473 33,522

Pacific Highway


NB 2,126 2,838 2,101 2,238 2,913 16,652

SB 2,578 2,295 2,628 2,828 2,434 16,547

Total 4,703 5,133 4,729 5,067 5,347 33,199

Pacific Highway


NB 751 860 709 844 996 5,913

SB 1,032 703 1,064 1,207 867 6,221

Total 1,782 1,563 1,773 2,050 1,863 12,134

6.7 Pedestrian and cycling impacts

The traffic modelling analysis incorporated controlled pedestrian crossings for all proposed intersections with traffic signals along the Pacific Highway and the results have shown that pedestrian crossings would not be adversely impacted by the proposal. Consequently, the ability of pedestrians to cross the Pacific Highway would not be impacted by the increase in traffic volumes on the road. The proposal would not impact on local or arterial roads and their associated footpaths.

The off-road pedestrian and shared paths described in Section 2.3.3 would be maintained and cyclists would continue to be able to use the shoulders of the Pacific Highway as is the case at present. Therefore, no operational impact on cyclists and pedestrians are expected as a result of the proposed upgrade of the Pacific Highway at Lisarow.

6.8 Road safety

The road safety analysis undertaken in Section 3.3 identified that approximately one third of the crashes on the Pacific Highway involved vehicles from adjacent directions, occurring at intersections. Adjacent direction crashes were predominantly from vehicles turning right onto main roads. Other causes of crashes included vehicles travelling off path, and vehicles moving in the same or opposing directions. The proposal, including the proposed signal controlled intersections, would partially remove congestion on the Pacific Highway between Railway Crescent and Chamberlain Road. This is likely to result in a commensurate reduction in the number of rear end crashes. Furthermore, the introduction of traffic signal controlled intersections at a number of locations would remove a number of the uncontrolled turning movements that currently exist which would reduce the potential for crashes between vehicles from adjacent directions.



The proposed widening of the Pacific Highway incorporated into the proposal would improve traveller efficiency thereby reducing the likelihood of conflict at these locations.

6.9 Public transport

6.9.1 Bus services

The network of bus services in the local area, provide connections to centres, retail and employment areas, residential areas and railway stations. No significant impact on these services is anticipated as a result of the proposal. Bus services which travel along the Pacific Highway for all or part of the proposed upgrade would benefit from the improved operational performance of the network in line with the improvements described for general traffic in Sections 6.2, 6.3, 6.4 and 6.5.

6.9.2 Rail services

The proposal would be unlikely to provide a modal shift from road to rail for travellers and it could have some marginal impacts on rail patronage in the future (2021 and 2031) but the net effect is unlikely to be significant.

6.10 Future road networks

The following Pacific Highway proposed upgrades have been assumed to be implemented in future years:

• The upgrade of the Pacific Highway Narara to Lisarow Stage 4, upgrade between Parsons Road at Lisarow and Narara Creek Road at Narara.

• The upgrade of Pacific Highway Lisarow to Ourimbah Street Stage 3A, Ourimbah Street to Glen Road, Ourimbah

• The upgrade of the intersection of the Pacific Highway and Wyong Road at Tuggerah

• The upgrade of the Pacific Highway through Wyong town centre.

The traffic modelling analysis which has informed this working paper excluded the network impact of the potential upgrade projects listed above. However, these upgrades would be consistent with the current proposal and would provide additional operational improvements to the network which would support regional development in the following ways:

• Safer travel.

• Reduced travel times with improved transport efficiency.

• More consistent and reliable travel.

• Improved amenity for local communities.



7. Construction traffic impact and management A preliminary construction staging design has been prepared to determine the likely impacts of works related to the proposal. This design also details the proposed traffic management measures for the maintenance of traffic operations and access to adjoining roads and properties during construction. The purpose of this section is to:

• Present and explain the proposed construction staging strategy formulated during the development of the 80 per cent Concept Design of the proposal.

• Identify the strategies that have been adopted during the development of the concept design to minimise road user delays during construction and operation of the proposal.

7.1 Construction stages

The proposal involves the widening of the highway to two lanes in both directions. The Railway Crescent/Pacific Highway intersection would undergo a substantial alignment change and would be managed by traffic lights. The Macdonalds Road/Pacific Highway intersection would also be managed by traffic lights and the Macdonalds Road approach realigned. The Chamberlain Road/Pacific Highway intersection would be upgraded with the slip lane and splitter island removed.

A construction staging scheme has been developed for the undertaking of the proposed works based on the adoption of four main stages. The details of the construction activities allowed for within each construction stage are documented below and on the construction staging plans (refer to Appendix A).

7.1.1 Construction Stage 1

Traffic

The following changes to traffic conditions are proposed during Stage 1:

• Traffic to remain on existing pavement throughout.

• Dora Street closed to traffic while under construction.

Construction

The following construction works are proposed during Stage 1:

• Construct temporary construction basins. Basins are required for the duration of the proposal.

• Erection of site compound and stockpile areas with appropriate signage.

• Replace existing medians with temporary road pavements to maintain traffic control and flows in this stage of construction.

• Temporary tie in works across the median at the northern leg of the Parsons Road roundabout.

• Southbound Pacific Highway works from STN5620 (MC00) to Chamberlain Road.

• Eastbound works on Chamberlain Road.

• Southbound Pacific Highway works from Chamberlain Road to STN6250 (MC00).

• Northbound Pacific Highway works from STN6180 (MC00) to STN6720 (MC00) including the northbound segment of the new bridge over the Main Northern Railway Line.

• Railway Crescent and Dora Street west of the existing road and a temporary tie in from the existing Dora Street / Railway Crescent intersection to the new works.




Traffic


• Traffic switched to completed southbound carriageway with temporary tie in at Parsons Road roundabout.

• Chamberlain Road traffic switched to completed eastbound carriageway.

• Traffic proposed to switch to completed southbound section between Chamberlain Road and STN6200 (MC00).

• Traffic proposed to switch to existing pavement between STN6200 (MC00) and the northern limit of works.

• Dora Street remains closed to traffic.

• Temporary tie in works utilised to bring traffic from built up section of Railway Crescent through to existing Pacific Highway carriageway.

Construction


• Temporary tie in works across the median at the northern leg of the Parsons Road roundabout.

• Northbound Pacific Highway works from STN5620 (MC00) to STN6180 (MC00) including the upgrade to the Lisarow Railway Station access at STN6170 (MC00). Pavement adjacent property accesses at STN6590 (MC00), 5730, 5810, 5850 and 6060 to be completed under live traffic to maintain access.

• Westbound works on Chamberlain Road.

• Southbound Pacific Highway works from STN6210 (MC10) to STN6240 (MC10).

• Realignment works on Macdonalds Road.

• Remaining southbound carriageway works on Railway Crescent to tie in to existing.

• New Railway Crescent / Pacific Highway intersection and connection to the northbound bridge section completed in Stage 1.

• Extend temporary works to provide new intersection between Railway Crescent and the existing Pacific Highway at STN6770 (MC00).

• Northbound Pacific Highway works from STN6780 (MC00) to northern limit of works.


Traffic


• Traffic remains as per Stage 2.

Construction


• Intersection between Pacific Highway and Chamberlain Road constructed under live traffic.

• Chamberlain Road tie in with existing pavement constructed under live traffic.

• Final pavement completed at traffic switch located at STN6200 (MC00).

• Remove existing Railway Crescent / Pacific Highway intersection at STN6770 (MC00) and complete remaining intersections under live traffic.




Traffic


• Highway traffic remains as per Stage 3 south of Macdonalds Road.

• Macdonalds Road traffic switched to new road alignment.

• The traffic switch at STN6500 (MC00) is removed and traffic occupies the completed northbound carriageway (over the new bridge) to the limit of works at the northern extent.

• Railway Crescent and Dora Street reopened to traffic with access provided at the new intersection between Pacific Highway and Railway Crescent.

Construction


• Southbound carriageway finalised from STN6420 (MC10) to northern limit of works at STN7020 (MC10).

• Macdonalds Road intersection with Tuggerah Street constructed under live traffic.

• Construct all remaining long concrete median islands on Pacific Highway. Temporary lane closures, night works and temporary pavement may be required for construction of median islands.

• Permanent traffic signal infrastructure will be installed.

• Final line marking.

• Install street lighting.

• Install final crash barriers.

• Remove and re-vegetate temporary construction basin B240 Stage 4 works and demobilisation of stockpile sites and compounds are complete.

The general scope of activities and arrangements envisaged for the proposal, whilst maintaining two-way traffic adjacent to or through construction zones, includes the following:

• The implementation of a roadwork speed limit of 40 km/h on the approach to, through and departure from the work sites. The speed limit reduction will remain in place for the duration of each stage of works.

• Concrete barriers or other crash protection will be installed on either side of the road shoulder (depending on which side of the road construction is occurring) to provide protection for through traffic from any works being undertaken within the work site and to provide for worker safety. Existing line marking may need to be removed or altered, with new temporary line marking installed to delineate the centre, edge and lane lines in both directions.

• Traffic switches at tie-ins to the existing road will be required at various stages throughout the construction period, where traffic will be redirected from the existing carriageway to the newly constructed road. This will enable works to be undertaken on the existing carriageway. Delineation to separate traffic travelling in opposing directions will be provided using temporary materials. Concrete barriers of other crash protection previously used along the existing carriageway will be moved to the appropriate side on the new carriageway.

• At the end of the upgrade, finishing works will include the installation of permanent pavement markings and road furniture, construction of tie-ins to the existing carriageway/new carriageway, landscaping works, removal of temporary crash barriers and the opening of the upgraded intersections to traffic.



7.2 Construction staging management

7.2.1 Construction working hours

Standard construction work hours are expected to be between 7.00am–6.00pm weekdays and 7.00am–1.00pm on Saturdays. Construction work will generally not be undertaken on Sundays or public holidays. However in some circumstances, works outside standard construction work hours will be required (e.g. during RailCorp track possessions and for traffic staging management). Off peak or night works will also be periodically required, particularly during asphalt build up works during Stage 4 of construction, commissioning of the traffic signals and during completion of finishing works (e.g. line marking).

Whenever practical, the removal and delivery of materials and plant will be timed to occur outside of peak traffic periods to minimise delays, however the import and export of earthworks material must be managed through traffic control during all construction hours.

7.2.2 Site access

Site access will be provided via a break in crash barriers on Pacific Highway (with suitable end treatments and gates) to allow access into and out of the site. Left-in/left-out only movements will be provided.

It is envisaged that the site compound is located along the Pacific Highway northbound, 150 metres south of Ourimbah Street. There are two blocks at the northern end of the proposal have been demolished and cleared and may be used as a potential compound. Stockpile sites have not been confirmed as Roads and Maritime do not own land where potential sites could be. There is another proposed stockpile site and this includes the following:

• Site 1 at 960 Pacific Highway (Lot 21 DP567438), Lisarow.

• Site 2 at 962 and 964 Pacific Highway, Lisarow (Lot 23 DP 580016 and Lot 1 DP 560299 respectively).

The number and locations of site compounds are shown in the 80 per cent engineering design drawings, however, these will be finalised during detailed design, upon which this Construction Traffic Management Plan (CTMP) will be updated if necessary.

7.2.3 Construction vehicles management

Vehicles that are likely to be required for construction of the proposed works are shown in Table 7-1.

Table 7-1: Construction vehicles

Construction vehicle types

Piling rigs Truck and Dogs

Excavators Mobile cranes

Compactors Concrete pumps

Vibratory/pad foot rollers Water pumps

Graders Concrete delivery trucks

Bobcats Flatbed trucks

Hand compactors Asphalt pavers, trucks and rollers

All vehicles accessing the site for the purpose of material delivery and construction works will require safety flashing lights located on the top of the vehicle and functioning reverse beepers. All operators will be licensed for the particular item of plant/equipment and shall demonstrate competence in the use of the plant/equipment as part of the site management and safety plan.



Generally, small utility vehicles will have limited access to the construction site. Vehicles fitted with safety flashing lights may be used for the delivery of tools, small plant and equipment. Such vehicles must immediately return to the nearest temporary construction car park once the delivery task is completed.

Areas within the construction site where heavy earthmoving vehicles and other large plant are in operation will be separated and protected by temporary fencing, additional signs and/or security personnel at times when the site is shared with other contractors.

7.2.4 Construction site parking

Provision would need to be made for some staff parking at the construction site, although this would be limited to plant and vehicles specifically required for construction activities. It is anticipated that up to 30 workers would require car parking spaces. To limit the impact of the proposal on existing parking facilities, a temporary parking area at the ancillary facility site would be provided for use by construction staff. Accordingly, the additional construction vehicles associated with the proposal are not expected to have an impact on the capacity of existing parking facilities in the study area.

7.2.5 Pavement construction

The preferred construction methodology for proposed road pavements has been selected to minimise road user delays during the construction of the proposed works. Further details of the considerations made and the strategy adopted with regard to road pavement construction methodology are documented in Section 7.5.4.2.

7.2.6 Haulage vehicle activity

Construction of the project would require substantial quantities of materials including:

• Earthworks materials, such as topsoil, general fill material, select fill for use in the Selected Material Zone (SMZ) and verge, bridging layers and drainage layers.

• Aggregates for drainage construction, concrete and asphalt production and spray seals.

• Sand for drainage construction and concrete and asphalt production.

• Concrete for drainage construction, pavement construction, bridgeworks and miscellaneous works such as barrier kerbs, kerbs and gutters, paving and signpost footings.

• Bitumen for spray seals and asphalt production.

• Cement and fly ash for concrete production.

• Road base for the construction of flexible pavements.

• Precast concrete elements for drainage construction (culverts, pits and headwalls), bridge construction (bridge piles, girders and parapets) and miscellaneous works

• Steel for bridge girders, barrier railings and reinforcement in concrete.

7.3 Impacts during construction

7.3.1 Existing traffic impact

Delays for traffic using Pacific Highway would be expected during the construction phase in those periods when reduced speed limits are in place and when manual traffic control is in operation to facilitate the movement of construction vehicles into and out of work sites. There would also be delays during periods when the existing sections of road are being tied in with the newly constructed sections of road. However, these would be scheduled to occur outside of peak hours and the roads will maintain capacity. The contractor will be required to develop detailed Construction Traffic Management Plans and associated Traffic Control Plans to ensure the safe and efficient movement of traffic on Pacific Highway and the adjacent road network.



7.3.2 Construction work vehicles and haulage vehicles impact

The haulage vehicle movements of the proposal are provided in Section 7.5.4.1. Existing traffic is most likely to be impacted where haulage routes/construction site accesses intersect with existing roads. Where volumes of construction work vehicles/haulage vehicles entering and exiting the road network are expected to have an impact on traffic flows, temporary intersections with appropriate auxiliary turning lanes would need to be provided. Through traffic would be able to deviate around vehicles waiting to turn, thus maintaining traffic flow, and safety would be improved by removing stationary turning vehicles from the through traffic lane.

7.3.3 Local roads and properties impacts

Access to properties and local roads would be maintained throughout the construction of the work, although interruptions to access would be required at various times. Any such interruptions would be for short periods and by agreement with the affected property owners and / or relevant agencies.

It will be ensured that safe and convenient passage for vehicles, pedestrians, cyclists and stock to and from side roads and property accesses connecting to Pacific Highway and Railway Crescent will be maintained at all times. Alternative access provisions and the removal of temporary roads will only be undertaken in consultation with, and to the satisfaction of, the relevant local government authority.

Alternative provisions will always be made available before side roads and accesses are affected by works in progress.

7.3.4 Bus operations impact

There would be minimal disruption to existing passenger and school bus routes during construction as existing roads would be retained for local access and would be available throughout the construction period. Bus routes using Pacific Highway would however, be subjected to the same minor delays as general traffic, and may experience some increases to travel times as a result of increased congestion at intersections, reductions in speed limit and potential short-term traffic control.

Access to the existing bus stop on the eastern side of Lisarow railway station would be impacted by the proposal. It is anticipated that during some stages of work the bus bay may need to be closed to facilitate construction of the southbound lanes. In this event, temporary bus stops would be installed to replace the bus stops that would be lost during construction. The bus stops at Macdonalds Road would be relocated to Tuggerah Street during construction, and would remain in this location after construction. The bus stop next to the northbound lane of Pacific Highway near Lisarow Cemetery will be removed during construction. This is not expected to impact on bus services, as the bus stop is not currently in use. During selection of bus stop locations, Roads and Maritime would continue to consult with Busways, Red Bus Service and CityRail to identify appropriate sites which would be clearly sign posted to users of the services affected. Bus stops would be reinstated after construction is completed.

7.3.5 Pedestrian and cyclist impact

Pedestrian and cyclist access through the project area during construction works has been taken into account during the development of the construction staging strategy. Further details of considerations made with regard to pedestrian and cyclist movements are documented in Section 7.5.4.3.

There will be stages of the construction where pedestrian movements will be within the construction area. The allowance of traffic control staff during construction hours to manage pedestrian movements through the construction site is critical during Stage 2 and 4 of the works. Out of hours pedestrian management during these stages will require precast concrete barriers with pedestrian fencing attached to guide pedestrians through the construction site. Alternative pedestrian routes will be signposted and delineated by barriers / temporary fencing.

The construction activity will require the narrowing of the road shoulder which may impact on cyclists passing through the work sites. Cyclists will need to move into the traffic lane as they travel through the work sites.



Given the arterial nature of the route, and existing limited cyclists facilities adjacent to the worksite, it is expected that cyclists who currently ride on the road through this section would be skilled enough to manage these movements, especially given the reduced speed limit of 40 km/h road works.

Pedestrians walking along the work site will be guided to cross the road at designated locations. This may cause minor delays, but given the low pedestrian volumes using Pacific Highway and Railway Crescent this is not considered to be a significant issue.

7.3.6 Emergency vehicles impact

The construction activity would not have any impact on emergency vehicles, as vehicular access along all roads impacted by the work would be maintained.

7.3.7 Other potential impacts arising from construction works

The following impacts may potentially result from the construction works:

• Increase in travel times due to detours, increased congestion at intersections, reductions in speed limit and potential short-term traffic control to facilitate delivery of goods and movement of plant and equipment.

• There will be new construction access points established to allow construction vehicles to access the work sites. The slowing down, entering and turning movements of construction traffic into and out of the work sites has the potential to impact the safety of other road users. This will be mitigated by ensuring that adequate roadwork, truck turning signage and the roadwork speed limit are designed and installed in accordance with a Traffic Control Plan (TCP) prepared by an appropriately qualified person and submitted for the approval of the road authority.

• There may be safety risks associated with the construction activity and traffic travelling through the work sites. These will be mitigated by providing a concrete or other approved traffic crash barrier to separate the construction activities from the general public.

• There will be the need for staff parking at the work site. If staff do not require their vehicles to undertake their roles, they will be directed to park in a temporary staff car parking area (size and location is yet to be determined). Only plant and vehicles required to undertake construction activities will be permitted to park behind the crash barriers.

7.4 Mitigation and management

7.4.1 Safety management

All temporary accesses, road works and other traffic management measures would be designed and operated to conform with relevant road safety and Roads and Maritime requirements and would not impact upon the safety of the users of the existing road network. Safe pedestrian access designed to relevant safety requirements would be provided for all footpaths and other pedestrian facilities.

Risks associated with traffic management are typically managed by ensuring that no activity commences on site that has an effect on traffic without an approved Road Occupancy Licence (ROL). In addition, it should be ensured that all work on site occurs in accordance with the relevant CTMP, TCP, Vehicle Movement Plans (VMP) and associated ROL’s. Safeguards in place at work sites typically include barriers, signage, beacons and traffic controllers. Site safety inductions and other worksite safety procedures will be implemented.

7.4.2 Traffic Control Plans (TCPs)

Preparation and Implementation of TCPs

All TCPs to be used during the construction activity will be developed in accordance with Australian Standard 1742.3 and Roads and Maritime’s Guide to Traffic Control at Work Sites by a suitably qualified person.



A TCP can only be prepared by a person who has undertaken and successfully passed Roads and Maritime’s Traffic Control at Work Sites Manual training course and holds a current certification.

Relevant reference documents include:

• Australian Standard AS1742.3 – 2009, Manual of uniform traffic control devices – Traffic control for works on roads.

• Roads and Maritime Services NSW, Guide to Traffic Control at Work Sites, Version 4 (2010).

• Roads and Maritime Services NSW, QA Specification G10 Control of Traffic, Edition 4 / Revision 2 (2005).

• Austroads, Guide to Traffic Management Part 3: Traffic Studies and Analysis (2009).

All work sites and TCPs will be implemented as per the authorised TCP for the appropriate stage of works by suitably qualified personnel.

Inspection of Roadwork Traffic Schemes

The requirement to inspect traffic control schemes is stipulated in Section 6 of Roads and Maritime’s Guide to Traffic Control at Work Sites and Appendix A of Australian Standard 1742.3. There are three main types of inspection:

• Pre-start and pre-closedown inspections of short-term traffic control.

• Weekly inspections of long-term traffic control.

• Night inspections of long-term traffic control.

The checklist provided in Roads and Maritime’s Guide to Traffic Control at Work Sites is generic and can be used for all three types of inspection.

The responsibility and frequency of inspections is clearly stipulated in Section 6.1 of Roads and Maritime’s Guide to Traffic Control at Work Sites and is summarised in Table 7-3.

Table 7-3: TCP inspections

Intersection type Responsibility Frequency

Pre-start and pre-finish Works supervisor Daily

Weekly audit Site supervisor Twice a week

Night audit Site supervisor Once a week

Pre-opening Traffic engineer Prior to opening any new temporary roadwork site or major adjustment

7.4.3 Vehicle Movement Plans (VMPs)

In accordance with Roads and Maritime, QA Specification G10 Control of Traffic, Edition 4/Revision 2, VMPs and appropriate haulage routes would be developed:

• Drivers would be inducted to VMPs to ensure that they keep to nominated routes.

• Deliveries would be timed to occur outside peak traffic periods.

• Queuing on the highway would be avoided by the use of two-way radios to call up haulage trucks from layover areas on a ‘just in time’ basis.

7.4.4 Road Occupancy Licence (ROL)

A ROL authorises the occupation of a portion of the road that would normally be available to traffic. Except in the case of an unplanned incident, or when directed by the police or other emergency services, a ROL must be obtained for any work which:



• Slows, stops or otherwise delays or affects the otherwise normal flow of traffic along Pacific Highway.

• Diverts Pacific Highway traffic from its normal course along the road, including lane closures and detours.

• Occupies any portion of the Pacific Highway, including the footpath that is normally available for motorised, pedestrian or bicycle movement.

Applicants are required to prepare submissions for ROLs and complete Roads and Maritime’s application form. Applications for ROLs should be submitted to Roads and Maritime and Gosford City Council at least ten days prior to the proposed occupancy. Roads and Maritime and/or Gosford City Council will grant or reject the application within this period.

Traffic control arrangements must provide sufficient capacity to accommodate the expected traffic volumes during the period of occupancy. Roads and Maritime and / or Gosford City Council will not grant approval for those activities that will not satisfy this requirement.

7.5 Road user delay management

The main objective of a road user delay management study is to ensure that throughout the project lifecycle (including construction and ongoing maintenance phases), due consideration is given to minimising road user delays.

The development of the concept design for the proposed works has been undertaken with consideration to the need to minimise road user delays during construction and operation of the proposal.

Roads and Maritime’s Pacific Highway Office has developed guidelines for road user delay management456 for road projects along the Pacific Highway. The guidelines identify specific methods to minimise road user delays throughout the construction and maintenance phases of a project.

The definition of work site delay adopted for this project is:

“The difference between a driver’s travel time through a section of road under normal conditions, and the travel time experienced when roadworks are in progress”.

Delays involve an economic cost, which is reflected in the amount people are prepared to pay to avoid the delay. Costs may be determined from standard rates published in the Roads and Maritime’s Economic Analysis Manual (1999).

Roads and Maritime Guidelines on the evaluation of road user delays detail several key elements that should be addressed when undertaking any study.

No specific estimates or calculations in regards to travel delay and delay cost have been undertaken in this study.

7.5.1 Work site considerations

Safe provision for traffic must be made at all work sites:

• Delays to traffic at each work site would be minimised.

• Work would be coordinated to ensure that road users do not encounter several delays in quick succession.

• A well-informed driver is likely to be more successful in avoiding delays and be more tolerant of unavoidable delays. Road users would therefore be kept informed, through a comprehensive

4 Requirements for Project Development and Detailed Design Work Briefs: Pacific Highway Road User Delay Management, Pacific Highway Development Office, RTA, May 1999. 5 Road Occupancy Licensing Guidelines: Pacific Highway Road User Delay Management, Pacific Highway Development Office, RTA, May 1999. 6 Pacific Highway - Managing the Impact of Delay, RTA Technology, 1997.



communications strategy utilising Variable Message Signs, the media, brochures placed in service centres etc, about:

– The locations of works.

– The delays they are likely to encounter.

– Any alternative routes which might be suitable, to allow them to make informed decisions about whether to travel, when to travel, and which route to use.

7.5.2 Design considerations

Consideration would be given to minimising the need to occupy any areas of the existing trafficked roadway during the lifecycle of the road asset. This ensures thought is given to avoid unnecessary traffic delay not only during the construction phase, but also considers the future impact of maintenance activities. To address these issues, the Roads and Maritime Guidelines for road user delay management specify all briefs for detailed design work would contain the following: • Whenever economically feasible, the final alignment is to avoid encroaching on existing trafficked roadway.

• Construction staging plans must be developed, where necessary to ensure the capacity of the roadway is maximised.

• Consideration must be given to the future maintenance of traffic control devices and roadside furniture to ensure the potential road occupancy and road user delays are minimised.

These guidelines would provide input at the time the project is progressed to the detailed design stage.

7.5.3 Bridge considerations

A new rail over bridge will be replaced the existing bridge over the Main Northern Rail Line at Railway Crescent on the Pacific Highway. Narrow clearances associated with bridge structure have the potential to present a serious impediment to diverted traffic during maintenance activities, and to cause substantial additional future costs when road widening is required. During the final design of new rail over bridge structures, the costs associated with providing sufficient width on a bridge or sufficient lateral clearance of an overbridge to accommodate vehicular access during future maintenance activities and possible future widening must be estimated.

It has been assumed that the new rail over bridge constructed for the proposal would adhere to the standards established by Roads and Maritime for Pacific Highway Upgrade projects. Stringent quality management during both the concept and final design stages of the proposal would ensure continual compliance with Roads and Maritime standards and conform the requirements of Transport for NSW and RailCorp.

7.5.4 Adopted strategies for minimisation of road user delay

The following strategies have been adopted during the development of the concept design and staging to minimise road user delays during construction:

• Maximising the performance of the route during the works construction by:

- Maximising offline construction of the proposed works.

- Minimising the difference between existing and design surface levels to simplify construction within the intersection and therefore reduce construction timeframes.

- Maintaining roundabout configuration at intersection for as long as possible during construction works.

• Determining activities that can be undertaken without causing delay to road users and nominating these activities for a separable early works package (refer to Section 7.1.1)

• Adopting measures to facilitate the reduction of the overall construction timeframe for the proposal including:



- Allowing work to commence on long construction timeframe items (e.g. structural items) as early as possible within the overall construction staging strategy.

- Developing a design that allows for efficiency of construction within Transport for NSW /RailCorp track possession therefore limiting the number of possessions required to complete the proposed works.

- Specification of appropriate pavements and adoption of a pavement construction strategy to minimise pavement construction times.

- Provide largest construction work area possible to utilise economy of scale and allow for efficient work practices.

- Developing a construction staging strategy that can be implemented without the need for installation of temporary traffic signals therefore simplifying installation of final traffic signals (single weekend switch).

• Ensuring pedestrian and cyclist movement is considered during all construction stages.

7.5.4.1 Haulage of materials

Designated access routes for construction and spoil vehicles will be along the arterial road network where practicable. Details of all routes used for access and haulage during construction will be developed in consultation with relevant local government authorities upon confirmation of quarry locations. Roads in the area that are likely to be used for haulage include the Pacific Highway and M1 Pacific Motorway. There is existing quarries in Peats Ridge which offer potential sources of fill material for the proposal. Heavy machinery will need to be transported to and from site during off peak hours to minimise road user delays due to turning movements.

Spoil haulage routes and vehicle management plans will need to be developed by the contractor to provide instructions and maps to operators to manage construction traffic at the intersection. In addition, layover areas will need to be nominated should vehicles need to ‘store’ prior to arriving on site (such as super-T girder deliveries). Approximate travel times in AM, PM and off peaks will be required once the contractor has organised suppliers to assist in a consistent and uniform arrival time to site.

7.5.4.2 Pavement construction staging

The 100 per cent construction staging strategy involves constructing the embankment widening to match the existing pavement level and then building up the new pavement to the finished surface level in asphalt. This strategy provides the maximum possible area of temporary pavement to cater for traffic switches and therefore maximises the performance of the existing traffic route during construction. However it should be noted that this strategy leads to increased construction costs due to the increase in quantity of asphalt required to complete the works. For the purpose of the concept design submission it is felt that the benefits of this strategy outweigh the associated additional construction costs however more detailed analysis into the optimum asphalt build up depths can be undertaken during detailed design.

In order to minimise delays, it is suggested that the majority of pavement works over existing pavement will need to be undertaken as off peak/night works.

7.5.4.3 Pedestrian and cyclist movement consideration

Where possible pedestrian and cyclist movements within work areas are to be avoided during the construction of the upgrade, however it is noted that this will not be possible at all times e.g. during the construction of retaining wall at the following locations:

• Pacific Highway, south west of Chamberlain Road, next to the southbound lane.

• Pacific Highway, south west of Macdonalds Road, next to the southbound lane.

• Pacific Highway, south of the rail over bridge, on both sides of the road.

• Corner Pacific Highway and Railway Crescent, directly north of the rail over bridge.

• Pacific Highway, north of Railway on both sides of the road.



In order to minimise delays it is suggested that the majority of pavement works over existing pavement will need to be undertaken as off-peak/night works.

Where pedestrians/cyclists are required to move through construction work zones temporary measures must be adopted by the construction contractor including provision of facilities such as bridges and ramps to separate pedestrians/cyclists from proposed works and maintain safety. The allowance of traffic control staff during construction hours to manage pedestrian and cyclist movements through the construction site may also be required during all stages of construction.

If the above is not possible or construction works during these stages requires closure of shared paths, the construction contractor is to provide a shuttle bus service from Parsons Road to Chamberlain Road and Lisarow Railway Station to retain pedestrian movements. In such instances safe detours for cyclists would be nominated.

During Stage 2 there is an opportunity to separate pedestrians from construction works in Lisarow Railway Station. The adoption of this arrangement will improve the safety of the proposed scheme but will need to be agreed through discussions with RailCorp.

7.5.5 Road user delay conclusion

The overall travel delay expected by the proposal is likely to be minimal due to the isolation of the majority of works. Where possible, the preferred route is either at a distance from the current highway alignment or duplicated adjacent to the existing roadway.

Delay may be experienced at the various tie-in points along the length of the works where intersections between the proposal and the existing Pacific Highway would be constructed. Construction staging would be developed to ensure the existing number of trafficable lanes is maintained at all times. Newly constructed work and / or temporary pavement would be used to provide suitable sidetracks and detours with an appropriate design speed to minimise delays to road users. Motorists using local roads interfacing with the existing highway and/or the new alignment would also experience possible delays.

Traffic management plans and staging would be progressively developed, refined, audited and amended as required during the progression of the works to facilitate the safe and efficient movement of traffic through and around all intersections, construction zones and local road networks impacted by the work.

The passage of trucks servicing the proposal is not expected to adversely affect existing road networks or the access of other vehicles to the network. Regular review of the usage of local roads by construction vehicles would be carried out by personnel supervising the works, and adjustments made to traffic control plans as required. This would include locations associated with vehicle passage, manoeuvring of vehicles and site access points. These areas are expected to have the most impact.



8. Conclusion The purpose of this assessment is to describe and assess the traffic and transportation impacts associated with the proposed upgrade of the Pacific Highway between Ourimbah Street and Parsons Road. This report has been prepared to inform the traffic and transportation component of the REF of the proposal. It is comprised of the following key tasks:



• Determination of the operational performance of the key intersections along the Pacific Highway for the projected traffic growth in 2021 and 2031.

• Assessment of the traffic impacts of the concept design and construction staging, as well as to provide details of construction traffic management.

The analysis of existing travel times, indicates an overall pattern of heavier southbound traffic in the morning peak with slightly longer morning peak travel times than those observed in the evening peak. The longer southbound travel times in the morning peak are a result of the downstream congestion from Macdonalds Road. Conversely, northbound travel times are constant throughout the peak periods with no discernible difference between the morning and evening peak periods.

The results reveal that the overall network performance will substantially decrease in future years without the proposal being constructed. Results for the number of stops, average speed, travel time and intersection performance all reach unacceptable levels by 2031. Congestion would be worst during the morning peak however evening peak vehicles would also experience substantial delays under 2031 demand conditions.

Modelling has shown that there is a large network constraint for southbound Pacific Highway vehicles which will cause significant congestion in the future. Travel times reveal that future traffic demand will experience substantial delays on the Pacific Highway between Ourimbah Street and MacDonald’s Road. The Pacific Highway/Railway Crescent intersection is clearly a significant bottleneck which would contribute to these delays. There is an obvious need to increase capacity in the network to cater for the expected future demand. There is particular need for improvements near and at the Pacific Highway/Railway Crescent intersection.

With the proposed upgrade, benefits of reduced travel and travel time despite increased traffic volumes have been shown, along with benefits to the operational performance of the key intersections. Impacts on local road safety, public transport, and bicyclist opportunities have been identified. Given the scale of this proposal and the proposed time frame for its implementation, construction impacts have been assessed to identify road user delays.

Network performance in the AM peak in 2021 with the proposal improves compared to the networks performance without the proposal. Average speed across the modelled period increases from 38.1 km/h to 43.2 km/h, indicating reduced congestion and more efficient traffic flow. A similar improvement is seen in the AM peak in 2031with the proposal. The network with the proposal would increase average speed from 34.2 km/h to 37.5 km/h. A more substantial improvement is observed in the PM peak in 2031 with the proposal. The proposal would increase the average speed of vehicles by approximately 35 per cent to 47.2 km/h compared to the ‘Do minimum’ scenario in the PM peak in 2021. In 2031, the increase is more than 100 per cent with average vehicles speeds increasing to 40.9 km/h compared to 18.2 km/h in the ‘Do minimum’ scenario. The additional network capacity provided by the proposal allows for more vehicles to access the network, increasing the VKT. Traffic flow is also improved and congestion is reduced which leads to a reduction in VHT. These effects combine to deliver higher travel speeds for all road users.

Travel time analysis indicates northbound travel times would be moderately lower with the proposal compared to travel times without the proposal, particularly in the northern section of the model where the upgrade is to take place. The reduction is similar across both morning and evening peaks. Southbound travel times again show a substantial improvement with the proposed upgrade. The majority of the reduction in travel time would occur between Ourimbah Street and Chamberlain Road, where the proposal would provide increased capacity.



In 2031 with the proposed upgrade, more than 2 minutes are saved on average in both the morning and evening peaks. The remainder of the southbound route maintains a similar performance to the ‘Do minimum’ scenario.

The intersections analysis demonstrates how the proposal would provide improved intersection performance when compared to the ‘Do minimum’ scenario. In the morning peak, all intersections perform better with the proposal with the exception of the intersection of Pacific Highway/Parsons Road. As southbound traffic flow increases with the proposed upgrade, traffic arrives more quickly at this intersection. The provision of only one through lane at the roundabout creates a constraint and the intersection cannot cope with the increased upstream flow. The results presented in previous sections however show that this reduction in performance does not have a substantial effect on network wide results. Other improvements combine to provide an overall net benefit to the network.

Traffic flows in 2021 and 2031 with the proposal would be generally higher than without the proposal. The additional capacity provided by the proposed upgrade would allow more traffic to access the network in both the morning and evening peaks. This demonstrates that the proposal would be able to more effectively cater for expected growth in future traffic demand. The increased capacity provided by the proposed upgrade allows for more vehicles to access the network without impacting on network performance.

The construction activities required to build the new intersection configuration will result in some disruption to road users. The mitigation measures proposed would resolve many of the potential impacts. The 40 km/h road works speed limit will also impact journey time through the construction area, however, these impacts are anticipated to be minor.

Delay may be experienced at the various tie-in points along the length of the works where interchanges between the proposal and the existing Pacific Highway would be constructed. Construction staging would be developed to ensure the existing number of trafficable lanes is maintained at all times. Newly constructed work and / or temporary pavement would be used to provide suitable side tracks and detours with an appropriate design speed to minimise delays to road users. Motorists using local roads interfacing with the existing highway and/or the new alignment would also experience possible delays.

Traffic management plans and staging would be progressively developed, refined and amended as required during the progression of the works to facilitate the safe and efficient movement of traffic through and around all intersections, construction zones and local road networks impacted by the work. Overall the construction staging proposed is expected to result in an acceptable and manageable level of impact.


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Appendix A. Construction staging plans

LEGEND:

WORK UNDER CONSTRUCTION

WORK COMPLETED

PACIFIC HIGHWAY LISAROW TO OURIMBAH CONSTRUCTION STAGE 1

LEGEND:


WORK COMPLETED


upgrade of pacific highway, hw10 parsons road to ......as part of stage 3b, roads and maritime...

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