Appendix F Traffic assessment - Roads and Maritime Services
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Appendix F Traffic assessment
ENVIFACTORS
MONTH/YEAR
(blank page)
Roads and Maritime Services
Old Wallgrove Road Upgrade (Roberts Road - M7 Motorway)
Traffic and Transport Report
30 April 2012
This - Traffic and Transport Report for the Upgrade of Old Wallgrove Road Upgrade between Roberts Road and
the M7 Motorway (“Report”):
1. has been prepared by GHD Pty Ltd or (“GHD”) for the NSW Roads and Maritime Services (“RMS”);
2. may only be used and relied on by the RMS;
3. must not be copied to, used by, or relied on by any person other than the RMS without the prior written
consent of GHD;
4. may only be used for the purpose of informing State Government on potential future network traffic
volumes, intersection performance and concept design requirements for key intersections situated along
Old Wallgrove Road (and must not be used for any other purpose).
GHD and its servants, employees and officers otherwise expressly disclaim responsibility to any person other
than the RMS arising from or in connection with this Report.
To the maximum extent permitted by law, all implied warranties and conditions in relation to the services provided
by GHD and the Report are excluded unless they are expressly stated to apply in this Report.
The services undertaken by GHD in connection with preparing this Report:
x were limited to those specifically detailed in Section 1.4 of this Report;
x did not include development of options for Southern Link Road Network connection which was taken
from the Department of Planning and Infrastructure;
x did not include traffic modelling outside of the defined Old Wallgrove Road study area;
x did not include modification of intersection design beyond those specified by RMS and its nominated
Road Design Contractor; and
x did not include the provision or assessment of detailed land use data for the WSEA precincts or precinct
level road networks beyond those boundering the Old Wallgrove Road and Mini Corridor.
The opinions, conclusions and any recommendations in this Report are based on assumptions made by GHD
when undertaking services and preparing the Report (“Assumptions”), including (but not limited to):
x approach identified in Sections 4.2, 4.3, 4.4 and 4.5;
x worst case trip generation assumptions and general travel demand trends and profiles;
x specified surrounding road network upgrade assumptions over time;
x regional traffic demand trends as supplied by the RMS Sydney Metropolitan Area EMME Model; and
x physical design constraints identified by the project design team in various workshops and in previous
studies that had a close relationship with the future planning and design of the Old Wallgrove Road
corridor.
GHD expressly disclaims responsibility for any error in, or omission from, this Report arising from or in connection
with any of the Assumptions being incorrect.
Subject to the paragraphs in this section of the Report, the opinions, conclusions and any recommendations in
this Report are based on conditions encountered and information reviewed at the time of preparation and may be
relied on until 12 months, after which time, GHD expressly disclaims responsibility for any error in, or omission
from, this Report arising from or in connection with those opinions, conclusions and any recommendations.
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Traffic and Transport Report
List of Acronyms
ADT Average Daily Traffic
AADT Average Annual Daily Traffic
BTS Bureau of Transport Statistics
DoP Department of Planning
DoPI Department of Planning and Infrastructure
DoS Degree of Saturation
EA Environmental Assessment
ELDP Employment Lands Development Program
EMME Equilibre Multimodal / Multimodal Equilibrium (Strategic Transport Network Modelling
Software used by the RTA)
EP&A Environmental Planning and Assessment Act 1979
EPLRN Erskine Park Link Road Network
EPLR Erskine Park Link Road
Km/h kilometres per hour
LGA Local Government Area
LoS Level of Service
NECS National Environmental Consulting Services
NSW New South Wales
NWGC North West Growth Centre
OWR Old Wallgrove Road
REF Review of Environmental Factors
RTA New South Wales Roads & Traffic Authority
RMS New South Wales Roads and Maritime Services
SEPP Strategic Environmental Planning Policy
SIDRA Signalised & unsignalised Intersection Design and Research Aid (Intersection Modelling
Software)
SLRN Southern Link Road Network
SWGC South West Growth Centre
Veh/h vehicles per hour
VCR Volume Capacity Ratio
WSEA Western Sydney Employment Area
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Contents
List of Acronyms 1
1. Introduction 1
1.1 Background 1
1.2 The Project 1
1.3 Benefits of the Project 5
1.4 Study Objectives 5
1.5 Study Process 6
1.6 Report Structure 7
2. Planning Context 8
2.1 Overview 8
2.2 Regional Context 8
2.3 Transport Context 9
2.4 Planning Policy Context 11
2.5 Consistency with the EPLRN Concept Plan 15
3. Existing Conditions 16
3.1 Overview 16
3.2 Existing Land Uses 16
3.3 Existing Transport Network 17
3.4 Travel Characteristics 18
3.5 Existing Road Network Performance 26
3.6 Existing Road Safety Trends 32
4. Traffic Model Development 35
4.1 Overview 35
4.2 Future Land Use and Developable Areas 36
4.3 Trip Generation 38
4.4 Future Road Network 40
4.5 Strategic Traffic Modelling 42
4.6 Microsimulation Modelling 45
4.7 Approach to Traffic Forecasts and Assessments 45
5. Appraisal of Future Transport Impacts 46
5.1 Overview 46
5.2 Development of Traffic Forecasts 46
5.3 Modelling Approach 47
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Traffic and Transport Report
5.4 Desired Levels of Service Criteria 47
5.5 Future Road Network Performance 49
5.6 Summary of key findings 52
5.7 Future Intersection Performance (2021) 55
5.8 Public Transport 58
5.9 Freight Transport 59
5.10 Active Transport 60
5.11 Construction Traffic Impacts 62
5.12 Cumulative Impacts 66
5.13 Mitigation Measures 67
6. Summary and Conclusions 68
6.1 Overview 68
6.2 Key Findings 68
6.3 Recommendations 69
Table Index
Table 1 Functional Classification of Roads 21
Table 2 Bus Services to Western Sydney Employment Area 25
Table 3 Average Daily Traffic (ADT) Data – February 2011 27
Table 4 Peak Hour Traffic Volumes (2011) 27
Table 5 Travel Time Survey Results (2011) 29
Table 6 Level of Service Criteria for Intersections (RTA 2002) 30
Table 7 Existing Intersection Operations (2011) 31
Table 8 Crash History – Wallgrove Road (2005-2009) 33
Table 9 Crash History – Old Wallgrove Road (2007-2010) 34
Table 10 WSEA Future land Use 38
Table 11 Traffic Generation – 2021 AM (2 Hour Peak) 39
Table 12 Traffic Generation – 2031 AM (2 Hour Peak) 39
Table 13 Volume to Capacity Ratio Thresholds 48
Table 14 Capacity Thresholds for Links 48
Table 15 Level of Service Definitions 49
Table 16 Base Case: Road Link Performance (Year 2021) 50
Table 17 Base Case: Road Link Performance (Year 2031) 50
Table 18 Measures of Effectiveness – AM Peak Model Runs 51
Table 19 Measures of Effectiveness – PM Peak Model Runs 52
Table 20 2021 Performance –Intersection Layout 57
Table 21 Heavy Vehicle Traffic Generation 65
Table 22 Summary of Peak Construction Traffic Activity 66
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Traffic and Transport Report
Figure Index
Figure 1 Metropolitan Plan for Sydney 2036 and WSEA 2
Figure 2 WSEA and the Proposed Old Wallgrove Road Corridor 4
Figure 3 Traffic Modelling Process 6
Figure 4 Precincts in the Western Sydney Employment Area 8
Figure 5 Regional Catchment and Spatial Relationships 9
Figure 6 SEPP Designated Strategic Road Network 10
Figure 7 Modified EPLRN Concept Plan (2009) 13
Figure 8 Modified EPLRN Concept Plan for Cycling 13
Figure 9 Development Footprints and Location of the WSEA 16
Figure 10 Road Network Surrounding WSEA 17
Figure 11 Journey to Work Mode Share (Penrith LGA) 18
Figure 12 Journey to Work Mode Share (Blacktown LGA) 18
Figure 13 Origin of Employees Working (Penrith LGA) 19
Figure 14 Origin of Employees Working (Blacktown LGA) 19
Figure 15 Average Travel Time per Trip Purpose (Penrith LGA) 19
Figure 16 Average Travel Time per Trip Purpose (Blacktown LGA)20
Figure 17 Car Ownership by LGA 20
Figure 18 Current WSEA Bus Service Routes 24
Figure 19 Link Count Locations 26
Figure 20 Travel Time Survey Routes 28
Figure 21 Old Wallgrove Rd/ Wallgrove Rd Intersection Layout 32
Figure 22 Modelling Approach 36
Figure 23 Potential Precinct Density and Spatial Relationships 37
Figure 24 SEPP Arterial Road Network (WSEA) 40
Figure 25 2021 Old Wallgrove Rd Sub Area Model Network 41
Figure 26 2031 Old Wallgrove Rd Sub Area Model Network 42
Figure 27 Model Coverage Area – EMME and Paramics 43
Figure 28 Developable Areas and Sub-Precincts 44
Figure 29 Recommended Mid-Block Lane Configuration 54
Figure 30 Intersections Assessed 55
Figure 31 Year 2021 Interim Stage Intersection Layouts 56
Figure 32 Strategic Bus Corridors 59
Figure 33 Planning of Employment Lands and Intermodal Terminals60
Figure 34 Erskine Park Link Road Shared Cycle/Pedestrian Path 61
Figure 35 M7 Motorway Shared Path Plan 61
Figure 36 Potential Construction Haulage Routes 63
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Appendices
A Recommended Intersection Layouts
B Intersection Analysis – Existing Conditions
C Calibration and Validation and Modelling Results
D Intersection Analysis – 2021
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1. Introduction
1.1 Background
1
The Western Sydney Employment Area (WSEA) has been planned as an industrial and employment
area as part of the Sydney Metropolitan Strategy: A City of Cities prepared by the NSW Government
in 2005. It encompasses 2,450 hectares spanning across four local government areas – Penrith,
Blacktown, Holroyd and Fairfield – that would accommodate up to 36,000 jobs. Figure 1 shows the
location of the WSEA.
In December 2010, the NSW Government developed a plan that sets actions for delivering the
directions identified in the 2005 Sydney Metropolitan Strategy. This is known as the Metropolitan Plan
for Sydney 2036, and was accompanied by the Metropolitan Transport Plan (which was released
earlier in 2010) and the NSW State Plan 2010. Both plans list a number of short to medium term
commitments which form part of a 10-year plan. The WSEA has been referenced in a number of
studies and associated with investigation lands situated to the south.
The area is strategically located near the M4 and M7 Motorways. The opportunities for employment
and the synergies which are established through its relationship with the M4 and M7 Motorways will
result in a truly unique industrial employment area for Western Sydney.
The WSEA has been rezoned as employment lands under the provisions of State Environmental
Planning Policy (SEPP) for WSEA, which includes the construction of a road that would link the
existing Erskine Park Employment Area and the Westlink M7 Motorway.
The Roads and Maritime Services (RMS) developed a Concept Plan for the road network connecting
the employment areas in the Fairfield, Blacktown and Penrith Local Government Areas with the M4
and M7 Motorways and Mamre Road and is known as the Erskine Park Link Road Network. In
February 2008, the NSW Government exhibited the Western Sydney Employment Hub Proposed
Erskine Park Link Road Network Concept Plan Environmental Assessment (the Concept Plan), which
assessed the entire network of roads in the WSEA. Following exhibition, a Submissions Report and
Preferred Project Report were prepared outlining changes to the proposal and the Minister for
Planning granted approval on 11 August 2009 for the Concept Plan, subject to further environmental
assessment being undertaken and includes upgrades to Old Wallgrove Road.
1.2 The Project
The Roads and Maritime Services (RMS) proposes to upgrade the existing Old Wallgrove Road
corridor (east-west section) between the approved Erskine Park Link Road (currently under
construction) at Roberts Road and the interchange with Wallgrove Road and M7 Motorway. The
project, for the purposes of this report, is the eastern section of the east-west route identified as part
of the Erskine Park Link Road (known as Old Wallgrove Road). The upgrade to Old Wallgrove Road
is intended to provide a suitable eastern gateway to the WSEA at the interchange with Wallgrove
Road and the M7 Motorway, as shown in Figure 2.
1
The Western Sydney Employment Area (WSEA) has also been referenced as the “Western Sydney Employment Hub
(WSEH)”, or “The Hub” in a number of planning documents. Reference to the WSEA shall also be taken to mean the WSEH
in this report, and vice versa. For consistency, this report uses the term “Western Sydney Employment Area” or WSEA.
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Traffic and Transport ReportFigure 1 Metropolitan Plan for Sydney 2036 and WSEA
M4
M7
Western Sydney
Employment Area
Source: Highlighted from Metropolitan Plan for Sydney 2036 Overview Map (NSW Government, 2010)
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Traffic and Transport ReportThe proposed upgrade to the Old Wallgrove Road corridor would play an important role in unlocking
and supporting development in the employment area. The current design of the Old Wallgrove Road
corridor is not suitable to accommodate this need and requires upgrading. The upgrade should be
designed to serve as both a main gateway from the strategic road network and consider its other
function, as a spinal road supporting local road access and the future development in WSEA.
The upgrade of Old Wallgrove Road includes the following key components:
Replacement of the existing undivided two lane road along the east-west section of Old Wallgrove
Road corridor with a four lane divided carriageway approximately 1.3 kilometres in length.
2
Reservation of a 40m wide road corridor for a future six lane divided carriageway road , which can
support future road and intersection upgrades and additional bus infrastructure resulting from the
further development of WSEA.
Tie-ins with Erskine Park Link Road in the west and Wallgrove Road in the east.
A new 0.3 kilometre of four lane divided carriageway road, known as Mini Link, connecting Old
Wallgrove Road at Quarry Road with Wallgrove Road and the northbound carriageway of the M7
Motorway.
Capacity improvements to Wallgrove Road and M7 Motorway on and off ramp approaches at the
eastern end of the corridor.
A shared pedestrian and cycleway on the northern side of the road.
Bus stop infrastructure along the northern and southern side of the road.
The upgrade of six intersections to accommodate the future access needs of WSEA, and in
particular Eastern Creek and former Wonderland employment precincts in the WSEA. These
upgrades include:
– The conversion of an existing giveway controlled T-Intersection at Old Wallgrove Road with
Roberts Road to a signalised controlled three-way intersection.
– The conversion of a giveway controlled T-Intersection at Old Wallgrove Road with Eastern
Creek Drive to a signalised three-way intersection.
– The conversion of a giveway T-Intersection at Old Wallgrove Road with Southridge Street to a
signalised four-way intersection, which includes a new local road to the north.
– The consolidation of the existing staggered giveway controlled T-Intersections at Old
Wallgrove Road with Quarry Road and Capicure Drive to a signalised four-way intersection at
the existing alignment with Quarry Road. This includes the removal of the Capicure Drive
approach to the south and replacement with a new Mini Link approach and inclusion of a dual
right turn facility from Old Wallgrove Road west to Mini Link.
2
Department of Planning and Infrastructure, Status Report Presentation dated 31 March 2010, ‘Western Sydney Employment
Area - Old Wallgrove Road Corridor (East – West Section)’. Taken from
http://planning.nsw.gov.au/LinkClick.aspx?fileticket=eCn_2hR2HFE%3D&tabid=366&language=en-AU
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Traffic and Transport ReportFigure 2 WSEA and the Proposed Old Wallgrove Road Corridor
M4 Motorway
Old Wallgrove Road Corridor
(east-west section)
Sydney
Water M7 Motorway
Pipeline
Wallgrove Road
Source: Extracted from Review of Environmental Factors – Erskine Park Link Road (RTA, 2010).
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Traffic and Transport Report– The removal of direct access driveways allowing all movements and reconfiguration to either
left in and left out arrangements or reallocated access points to a new surrounding local road
network.
– Capacity enhancements to approaches at the existing four-way signalised intersection of
Wallgrove Road with Old Wallgrove Road and M7 Motorway southbound on and off ramps.
This includes the removal of the right turn movement on the Old Wallgrove Road approach
and diverting traffic to the Mini Link route for traffic travelling to the south of Old Wallgrove
Road.
– Capacity enhancements and conversion of an existing three-way signalised intersection of
Wallgrove Road with M7 Motorway northbound on and off ramps to a new signalised four-way
intersection. This includes the Mini Link approach to the west and a dual right turn facility
from Wallgrove Road south to the M7 Motorway northbound on ramp.
– The inclusion of a new left in and left out stop signposted controlled T-intersection for access
to Capicure Drive from the new Mini Link road corridor.
1.3 Benefits of the Project
Completion of the upgrade to Old Wallgrove Road between Roberts Road and the Interchange with
Wallgrove Road and M7 Motorway would provide the following benefits and is consistent with the
Concept Plan approval granted for the Erskine Park Link Road Network:
Join Erskine Park Link Road and Wallgrove Road and provide a vital connection between the
Western Sydney Employment Area and the M7 and M4 motorways.
Reinforce the Western Sydney Employment Area as a significant employment hub.
Provide a suitable travel environment for transport users of the Western Sydney Employment
Area and assist in reducing industrial traffic use of the existing Erskine Park Road and adjoining
local roads.
Improve traffic flow in western Sydney with direct connection to and from the M7 Motorway.
Provide for new bus infrastructure and for road upgrade in the future.
Provide a new shared cycle/pedestrian path.
Reduce transport costs for industry located in the Western Sydney Employment Area.
Figure 2 shows the Old Wallgrove Road corridor in the context of the Western Sydney Employment
Area.
1.4 Study Objectives
The Roads and Maritime Services (RMS), the Department of Planning and Infrastructure (DoPI) and
the Transport for NSW are working together on transportation planning and management of the land
transport network throughout the Western Sydney Employment Area (WSEA). The over-arching aim
is to ensure that a safe, integrated, responsive and sustainable land transport system is provided that
has considered the transportation needs of a number of potential development areas within the
WSEA.
The proposal which is the subject of the REF shows the level of infrastructure required to meet the
projected traffic demand up to and including an interim development scenario (projected year: 2021).
The impacts of the proposal under 2021 traffic conditions have been assessed under this study. Land
use assumptions adopted for Western Sydney Employment Area (WSEA) under an interim
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Traffic and Transport Reportdevelopment scenario are as follows:
Eastern Creek Precinct 100%
Ropes Creek Precinct 67%
Erskine Park Employment Area 100%
Lands south of SW Pipelines 53%
It is also assumed that full development potential of WSEA would be reached by year 2031 (ultimate)
and the corridor has been reserved for the longer term need.
The study has primarily assessed traffic and transport requirements to meet the interim development
scenario. However, the fully completed WSEA land use assumptions were tested to make sure that
any future widening and/or upgrade of Old Wallgrove Road and associated works could be
constructed within the REF site boundary.
It should be noted that for the ultimate development case, works outside the current proposal site may
be required, such as works within the M7 Motorway corridor. Such works do not form part of the
current environmental assessment for Old Wallgrove Road Upgrade and would form part of a
separate traffic and environmental assessment.
1.5 Study Process
Traffic modelling is a core component of this study and is used to predict and evaluate the traffic
impacts of both future land use patterns and planned road network improvement for WSEA and Old
Wallgrove Road respectively.
Figure 3 below outlines the process of developing strategic demand and subsequently applying the
changes drawn from the strategic model to both intersection and microsimulation models.
Figure 3 Traffic Modelling Process
The modelling approach is based on the strategic RMS model developed using EMME transport
modelling suite and has been used to evaluate specific traffic and land use patterns. This approach
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Traffic and Transport Reportwill account for potential future wider re-routing impacts on Old Wallgrove Road, Mink Link and the
surrounding road network.
The modelling outputs from the strategic model provided an understanding of both turn movement
growth at intersections and link traffic demand and were used to inform the intersection and
microsimulation models respectively.
Testing of the performance of Old Wallgrove Road, Mini Link and the surrounding road network was
carried out by imposing the forecast traffic movement generated by the strategic model at key
intersections. PARAMICS microsimulation modelling and SIDRA intersection models were then used
to review the operational performance of intersections and to select preferred intersection layouts and
traffic signal configurations that could be used in the next stage of the appraisal process.
Once suitable intersection layouts were developed using the SIDRA models, the individual
intersections were then modelled as connected and real time coordinated corridors. PARAMICS
microsimulation modelling was used to review the performance of the coordinated corridors under
future traffic forecasts produced through the strategic modelling process.
Paramics models were then used to understand localised performance and corridor operating
constraints. The refinement of traffic demand and route choice undertaken in the Paramics models
was also fed back into SIDRA intersection models to identify the most optimal intersection
configuration layouts and traffic signal phasing at intersections situated along both Old Wallgrove
Road and Mini Link.
1.6 Report Structure
The report is developed and explained through the following sections:
Section Two – Planning Context: reviews strategic planning documents to confirm the strategic
planning basis for the study and its surroundings.
Section Three – Existing Conditions: summarises the existing conditions along Old Wallgrove
Road and its surrounds and the future background conditions that will influence development
within WSEA.
Section Four – Traffic Model Development: reports on the potential traffic impacts on Old
Wallgrove Road and the adjoining road network.
Section Five – Appraisal of Future Transport Impacts: discusses the results of the transport
evaluation process.
Section Six – Summary and Conclusions: presents a summary of the study findings and sets out
the principal conclusions for the study.
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Traffic and Transport Report2. Planning Context
2.1 Overview
This section reviews the relevant planning, policies and controls affecting both Old Wallgrove Road
and the Western Sydney Employment Area (WSEA). The review establishes the transport and land
use context in order to achieve the complex, interrelated aims of integrated land use and
transportation for the study.
2.2 Regional Context
Old Wallgrove Road is located within the Western Sydney Employment Area (WSEA)3, which is a key
component of the Metropolitan Plan for Sydney 2036.
The WSEA has been planned as an industrial zone / employment area to accommodate freight and
logistics-type industries and is identified as a key employment area within the Sydney Metropolitan
Strategy prepared in 2005. It encompasses 2,450 hectares spanning across four local government
areas – Penrith, Blacktown, Holroyd and Fairfield. The employment target is to accommodate up to
36,000 jobs.
The WSEA is comprised of ten precincts, as shown in Figure 4. These precincts have seen significant
development and growth in the past few years particularly after the opening of the Westlink M7
Motorway in December 2005. This growth has been forecast to continue over the next 20 years.
Figure 4 Precincts in the Western Sydney Employment Area
Source: NSW Department of Planning, 2008
3
The WSEA is also referred to in a number of planning documents as the Western Sydney Employment Hub (WSEH), or “The
Hub”.
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Traffic and Transport ReportFive of the ten precincts are relevant to the development of the Old Wallgrove Road corridor and are
concentrated in the Eastern Creek and Erskine Park areas. These precincts are bounded by the M4
Motorway on the north, the Westlink M7 Motorway on the east, Mamre Road on the west and the
Western Sydney Employment Lands Investigation Area to the south. The five precincts are either
under development or planned for significant growth in the short to medium term and consist of the
former Wonderland precinct, the Eastern Creek precinct, the Erskine Park Employment Area, the
Ropes Creek precinct and lands south of the Sydney Water Pipeline.
Figure 5 provides a spatial understanding of travel distances and spatial relationship between the
WSEA, regional cities and major centres, the major transport network and the planned North West
and South West Growth Centres.
Figure 5 Regional Catchment and Spatial Relationships
North West
Growth Centre
Penrith
Blacktown
Parramatta
WSEA
Liverpool
South West
Growth Centre
M7 Motorway
M5 Motorway
M4 Motorway
M2 Motorway
Source: GHD, 2011
The potential catchment for the subject employment lands apart from Blacktown and Penrith Local
Government Area (LGAs) includes:
South West and North West Growth Centres;
M4 and M7 Motorway traffic ; and
Parts of Liverpool, Fairfield and Holroyd LGAs.
All of these catchments are within 15 kilometres of the centre of the site and may attract movement to
the north, south and east of the WSEA.
2.3 Transport Context
Figure 6 shows the general location of the strategic road network proposed for the WSEA precincts.
The strategic road network concept plan to support the transport needs of the WSEA comprises of the
following elements:
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Traffic and Transport Report Main east-west route linking Mamre Road with Old Wallgrove Road and the Westlink M7
interchange.
Two north-south link roads connecting Erskine Park Road and Old Wallgrove Road with lands
south of the Sydney Water Pipeline.
Northern access road linking with Archbold Road across the M4 Motorway and connecting with
the Great Western Highway, including a new interchange with the Western Motorway (M4)
provided with east-facing ramps.
Southern strategic road network running east to west and serving the planned employment
precinct situated south of the Sydney Water Pipeline.
These key elements of the road network particularly the role of Old Wallgrove Road will assist in
enhancing access to the WSEA and linkages to the adjoining road and Motorway network.
It is understood that the concept plan study considered a number of network options and modelling
scenarios. However, the investigation was undertaken at a high level and concentrated on general
corridor alignments against traffic, engineering, and environmental criteria. The individual road
components of the network are subject to separate approval processes, which will be informed by
more detailed assessment and investigation, including traffic modelling and studies covering specific
intersection treatment options. This study forms part of that process and is intended to contribute
towards intersection configurations and the concept design of OWR, to inform the REF processes.
Figure 6 SEPP Designated Strategic Road Network
Source: NSW Department of Planning and Infrastructure, 2008
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Traffic and Transport Report2.4 Planning Policy Context
This section provides an overview of the strategic planning policies that influence transport planning
for the Western Sydney Employment Area and the Old Wallgrove Road corridor. It contains a review
of the relevant state and local council plans and policies as follows:
May 2004 announcement by the NSW Premier.
Metropolitan Strategy – City of Cities: A Plan for Sydney’s Future (NSW Government, 2005) and
its update, the Metropolitan Plan for Sydney 2036 (NSW Government, December 2010).
NSW State Plan 2010.
Draft North West Sub Regional Strategy (Department of Planning, 2007).
Erskine Park Link Road Network Concept Plan (NSW Roads and Traffic Authority, 2009)
State Environment Planning Policy (Western Sydney Employment Lands, 2009).
Guide to the Western Sydney Employment Lands (August 2009).
Erskine Park Link Road: Review of Environmental Factors (July 2010).
Southern Link Road Network Strategic Transport Assessment (Nov 2010 and April 2011).
Employment Lands Development Program (ELDP) 2010 Overview Report.
2.4.1 May 2004 Announcement
The Premier’s announcement (May 2004) indicated that land would be rezoned for employment and
to enable a road to be built to link Erskine Park Employment Area to the Westlink M7.
2.4.2 NSW Government’s Metropolitan Strategy City of Cities: A Plan for Sydney’s Future
(2005)
The 2005 Sydney Metropolitan Strategy and the subsequent 2007 releases focused on rezoning and
network establishment through the creation of the SEPP (Western Sydney Employment Lands) and
the more detailed planning of the Western Sydney Employment Lands respectively. The 2007 release
identified development precincts, target number for jobs and broadly available developable lands. It
indicated that in the medium to long-term, the WSEA will be transformed from semi-rural into a major
hub for employment and economic activity. The area is predicted to be 2,450 hectares in size
(consisting of 1,521 hectares of existing zoning and 929 hectares newly zoned areas) and predicted
to provide up to 36,000 jobs.
2.4.3 Metropolitan Plan for Sydney 2036 (Dec 2010)
The Plan identified that the Department of Planning will prepare a structure plan for the broader
Western Sydney Employment Area (Strategic Direction E5.3). This will incorporate the former
Badgerys Creek Airport site; take into account of desired employment types and numbers,
infrastructure needs, development staging and appropriate governance and resourcing.
The structure plan was not available for this study. However, further development of lands to the
south is likely to impact on the study area, but is beyond the scope of this study.
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Traffic and Transport Report2.4.4 NSW State Plan 2010
The NSW State Plan 2010 is the NSW Governments long-term plan for delivering services. It sets
priorities and targets in a number of areas that seek to guide government policy direction and
resource allocation. The first priority area is delivering better transport and liveable cities, which
covers targets on improving the public transport system, the road network, and road safety. It sets
clear objectives in areas to focus on, and identifies strategies to achieve objectives and targets.
2.4.5 Draft North West Sub Regional Strategy (2007)
Identifies specific actions and provides detailed information on employment types and developable
land targets. The employment growth breakdown identifies the potential of each employment precinct
in the Western Sydney Employment Area and indicates the following:
An employment type of Freight and Logistics within the Eastern Creek precinct, which has an area
of 703.6 hectares (including Lot 11):
Freight and Logistics/Manufacturing–Light, Manufacturing–Heavy in the Erskine Park precinct,
which has an area of 495.4 hectares; and
Under scheduled future industrial employment lands it identifies Ropes Creek precinct will provide
an additional 215.7 hectares of employment land.
2.4.6 Proposed Erskine Park Link Road Network Concept Plan (2009)
The Environment Assessment for the Proposed Erskine Park Link Road Network Concept Plan was
undertaken by the National Environmental Consulting Services on behalf of the NSW Roads and
Maritime Services (formerly known as the NSW Roads and Traffic Authority) in February 2008. This
plan was developed to support the planning work for the Western Sydney Employment Hub. The
document described the network and the network elements, including road design criteria,
intersections and interchanges, shared path and bus access needs, and implementation staging
requirements. Refer to Figure 7 and Figure 8 for an understanding of the approved Concept Plan for
the road network and shared path cycle connections.
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Traffic and Transport ReportFigure 7 Modified EPLRN Concept Plan (2009)
Figure 8 Modified EPLRN Concept Plan for Cycling
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Traffic and Transport Report2.4.7 State Environment Planning Policy (Western Sydney Employment Lands) 2009
Sets the planning instrument for the formation of development control plans to be prepared by Penrith
and Blacktown City Councils for the industrial release areas, and maps the strategic transport and
arterial road network for the area and land use zoning. In the mapping of the transport network, it
identifies the need for regional infrastructure including the Erskine Park Link Road, Old Wallgrove
Road and a southern east west link road south of the Sydney Water Pipeline, between Mamre Road
and Wallgrove Road (refer to Figure 6).
2.4.8 Guide to the Western Sydney Employment Lands (August 2009)
Supports the State Environment Planning Policy (SEPP) and provides clarification of the key facts
presented in the SEPP mapping, such as highlighting that:
The rezoning consists of lands for general industrial uses or protected for conservation purposes.
Ropes Creek and South of Sydney Water Pipeline are the new rezoned areas (826 hectares and
potentially 16,500 jobs) and will support the already zoned areas of Erskine Park and Eastern
Creek (1,400 hectares).
The need to establish the Erskine Park Road east west link road between Lenore Lane and Old
Wallgrove Road with a purpose of assisting to take industrial traffic off residential streets.
2.4.9 Erskine Park Link Road: Review of Environmental Factors (August 2010)
The purpose of the report was to define the project and appraise the environmental impacts of the
Erskine Park Link Road (3.1 kilometres long) between Lenore Lane to the West and Old Wallgrove
Road to the East. This road would support the WSEA and forms the western section of the east to
west Old Wallgrove Road corridor.
The assessment findings indicated:
Mini Link connection would need to be constructed by 2016;
Old Wallgrove Road would need to be widened to four lanes by 2016;
Four-lane carriageway on Erskine Park Link Road would be required by 2031;
The eastern two blocks of Old Wallgrove Road (west of the Mini Link to Wallgrove Road) would
have to be widened to six lanes by 2031; and
The current Wallgrove Road/Old Wallgrove Road intersection is required to be upgraded by 2016
with further upgrades by 2031.
2.4.10 Southern Link Road Network - Strategic Transport Assessment (April 2011)
The Southern Link Road Network Strategic Transport Assessment; Final Report was produced by
AECOM on behalf of the Department of Planning and the NSW Government. The study identified
opportunity and constraints for different corridor options and considered 2031 demand in the
formation of a preferred alignment for the southern link road network. The southern link road network
offers a key east-west route, running parallel to Old Wallgrove Road and forms part of the proposed
Erskine Park Link Road Network. This network will be required to support the employment area South
of the Sydney Water Pipeline and other investigation lands to the south.
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Traffic and Transport Report2.5 Consistency with the EPLRN Concept Plan4
The proposal is generally consistent with the requirements of the Concept Plan. The only changes are
external to the road corridor and were included for modelling purposes. These nominated changes
were developed in consultation with NSW Government departments, Local Council and the operator
of the M7 Motorway. These changes under the 2021 future scenario included;
The downgrading of north-south section of Old Wallgrove Road and the inclusion of a new north-
south road link between the intersection of Archbold Road with Erskine Park Link Road and the
planned alignment of the Southern Road Link Network;
The inclusion of three traffic lanes in each direction on Old Wallgrove Road between Wallgrove
Road and Mini Link;
Banning of right turn movements from Wallgrove Road to Old Wallgrove Road; and
The inclusion of capacity improvements along Wallgrove Road and M7 Motorway approaches
(additional traffic lanes on approaches) to intersections with Old Wallgrove Road and Mini Link.
These additions are consistent with the EPLRN Concept Plan approval.
The proposal forms part of the east-west route of the EPLR Network and has been assessed in
accordance with the future requirements provided under the conditions of consent of the Concept
Plan Approval (refer to Section 2.4.6). The proposed Old Wallgrove Road (east-west section) upgrade
would extend to meet with the proposed Erskine Park Link Road in the west and provide additional
capacity enhancements and connectivity with the M7 Motorway and Wallgrove Road in the east. The
Old Wallgrove Road upgrade would be designed to cater for the development of new access roads,
including Mini Link and a new northern Southridge Road connection and have been included in this
assessment to meet 2021 traffic demand.
Old Wallgrove Road has been planned to provide appropriate connections to the external road
network in terms of supporting an efficient and safe flow of traffic within the EPLR Network. In this
context, the Concept Plan is generally consistent with the scope and intent of the concept plan and is
generally consistent with any strategic planning documents outlined in Section 2.
4
Environment Assessment - Proposed Erskine Parl Link Road Network Concept Plan, National Environmental Consulting
Services, February 2008.
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Traffic and Transport Report3. Existing Conditions
3.1 Overview
This section reviews the existing traffic, transport and land use conditions that influence the future
development of Old Wallgrove Road and WSEA.
3.2 Existing Land Uses
The current development status of Western Sydney Employment Area (WSEA) and its relationship
with Old Wallgrove Road is shown in Figure 9. In terms of regional positioning and its relationship with
Metropolitan Sydney (refer to Figure 5) it is located about (40 kilometres) west of Sydney Central
Business District and has good connectivity with the M7 and M4 Motorways, providing access to the
North West and South West Growth Centres along with Port Botany.
The existing land use in WSEA comprises of rural unused land recently zoned to accommodate
industrial-type land uses. These areas are interspersed with a mix of large-scale industrial and
warehouse distribution land uses (refer to Figure 9 for an understanding of footprint sizes).
Figure 9 Development Footprints and Location of the WSEA
Former
Wonderland
Precinct
M4 Motorway
Old
Wallgrove
Road
Source: NSW Roads and Maritime Services and Department of Planning and Infrastructure, 2011
21/21162/179605 Old Wallgrove Road Upgrade (Roberts Road - M7 Motorway) 16
Traffic and Transport ReportA review of the study area identified the following significant existing land use developments
including:
Two brick making facilities (Austral and PGH) on Old Wallgrove Road.
A number of overhead transmission lines traversing the study area which converge on the
TransGrid Sydney West sub-station site on Old Wallgrove Road.
Large-scale industrial and warehouse distribution facilities along Old Wallgrove Road, Rousell
Road (Eastern Creek), the former Wonderland precinct, and in the Erskine Park Employment
Area.
3.3 Existing Transport Network
The road network surrounding the WSEA and their characteristics is shown in Figure 10.
Figure 10 Road Network Surrounding WSEA
M4 Motorway
Wallgrove Road
M7 Motorway
Old Wallgrove Road
Source: Google Maps, 2011
The road network surrounding WSEA serves several different functions and these are reviewed in the
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Traffic and Transport Reportfollowing sections.
3.4 Travel Characteristics
The analysis of 2006 Journey-to-Work data was undertaken to develop an initial understanding of the
travel patterns in the region. This information has been used to develop a broad understanding of the
likely demand for different modes for the existing situation in order to check regional and/or external
travel movements in future horizon years 2021 and 2031 by the strategic model.
Figure 11 and Figure 12 show the mode shares for journey-to-work trips in Penrith and Blacktown
LGAs, respectively.
Figure 11 Journey to Work Mode Share (Penrith LGA)
Car, as driver
Car, as passenger
51,685
5,195
77%
8%
Truck
2,095
3%
Motorbike /
motorscooter
Taxi 418
119 1%
Bus Bicycle
0% Walked only Other
531 Train 303
1% 4,368 1,614 393
0%
7% 2% 1%
Source: Journey to Work (2006), NSW Bureau of Transport Statistics
Figure 12 Journey to Work Mode Share (Blacktown LGA)
Car, as driver
70,354
74% Car, as passenger
8,016 Truck
8% 1,974
2%
Motorbike /
motorscooter
Taxi
436
323 Bicycle 1%
0% 391
0%
Tram
13 Ferry Train Walked only Other
Bus
0% 6 9,911 2,010 398
1,472
0% 10% 2% 1%
2%
Source: Journey to Work (2006), NSW Bureau of Transport Statistics
The above figures indicate that car driver and car passenger are the predominant journey-to-work
modes, and together comprise more than 80 per cent of all work trips.
Figure 13 and Figure 14 indicate the origins of journey to work trips of workers in Penrith and
Blacktown LGAs, respectively.
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Traffic and Transport ReportFigure 13 Origin of Employees Working (Penrith LGA)
70%
59%
60%
50%
40%
30%
20% 12%
9%
10% 2% 1% 1% 2% 4% 1% 2% 1% 2%
0%
Source: Journey to Work (2006), NSW Bureau of Transport Statistics
Figure 14 Origin of Employees Working (Blacktown LGA)
50% 45%
45%
40%
35%
30%
25%
20% 14%
15%
8%
10% 4% 3% 4%
1% 3% 1% 3% 2% 2%
5% 1% 1% 1% 1% 1% 1%
0%
Source: Journey to Work (2006), NSW Bureau of Transport Statistics
Figure 15 and Figure 16 show the average trip durations for work and non-work trips to Penrith and
Blacktown LGAs, respectively.
Figure 15 Average Travel Time per Trip Purpose (Penrith LGA)
19 Average work trip duration
(mins)
35 Average non-work trip
duration (mins)
15
Average Trip duration - all
purposes (mins)
Source: 2006 Census Data, Australian Bureau of Statistics
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Traffic and Transport ReportFigure 16 Average Travel Time per Trip Purpose (Blacktown LGA)
21 Average work trip duration
(mins)
34
Average non-work trip
duration (mins)
17 Average Trip duration - all
purposes (mins)
Source: 2006 Census Data, Australian Bureau of Statistics
Trends presented in figures 11-14 highlight that about 45 per cent of workers in Blacktown and 59 per
cent in Penrith reside within the same LGA in which they work. Furthermore, there is continual
potential to restrict trip lengths with planned growth in these regions and this would align with the
Metropolitan Plan objectives for managing journey-to-work travel.
Figure 17 provides an understanding of car ownership levels for selected LGAs.
Figure 17 Car Ownership by LGA
80000 72646
70000
60000
Total Cars in LGA
49798
50000 44091
41637 40672
38794
40000 34572
30000 25008
20000
10000
0
LGA Name
Source: 2006 Census Data, Australian Bureau of Statistics
Current car ownership levels in Blacktown and Penrith and the level of service currently offered by
public transport to this largely green field site (taken from Erskine Park Link Road REF) with planned
large scale industrial development indicates that private vehicles will continue to be the primary mode
of travel in the short to medium term.
Further analysis of data contained in the 2006 Census indicated the following:
In 2006, 88 per cent of households within Penrith LGA had access to at least one motor vehicle.
55 per cent of households within Penrith LGA owned two or more cars, which is significantly
higher than the average figure for the Sydney statistical division (about 44 per cent).
In 2006, 85 per cent of households within Blacktown LGA had access to at least one motor
21/21162/179605 Old Wallgrove Road Upgrade (Roberts Road - M7 Motorway) 20
Traffic and Transport Reportvehicle; and
48 per cent of households within Blacktown LGA owned two or more cars.
3.4.1 Classification of Roads
The classification of roads on the existing road network can be used as an indication of the functional
role each road plays with respect to the volume of traffic they should appropriately carry. RMS has
developed a set of road hierarchy classifications detailed in Table 1 indicating typical nominal
volumes expressed in terms of average annual daily traffic (AADT) serviced by various classes of
roads.
Table 1 Functional Classification of Roads
Type of Road Traffic Volume (vpd) Peak Hour Volume (vph)
Motorways/Freeways >15,000 >5,600
Arterial Road >15,000 1,500 – 5,600
Sub-Arterial Road 5,000 – 20,000 500 – 2,000
Collector Road 2,000 – 10,000 200 – 1,000
Local RoadOld Wallgrove Road viewed westward from the Wallgrove Road intersection
3.4.3 Wallgrove Road
Wallgrove Road is a four lane, two way road which connects Elizabeth Drive and the Great Western
Highway. Wallgrove Road is classified as an arterial road and runs parallel to the M7 Motorway with
direct connections to both the M7 and M4 Motorways. The road is divided to the north of Old
Wallgrove Road and undivided running south of the Wallgrove Road-M7 Motorway intersection.
The speed limit on Wallgrove Road in the vicinity of Old Wallgrove Road intersection is 70 km/h and
carries around 30,000 vehicles per day.
Wallgrove Road viewed southward from the Wonderland Drive intersection
3.4.4 M4 Motorway
The M4 Motorway provides intra-regional links from Strathfield to Penrith and forms the main east-
west route across Sydney. It is an important freight corridor and has three lanes with a divided
carriageway near the M7 interchange.
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Traffic and Transport ReportThe speed limit on the M4 Motorway in the vicinity of the Old Wallgrove Road study area is 100 km/h,
and carries around 100,000 vehicles per day.
Westbound on the M4 Motorway - Source: http://www.ozroads.com.au/
3.4.5 Westlink M7 Motorway
The M7 Motorway is a high capacity road link of national significance and was built to accommodate
future traffic growth. The M7 Motorway provides a key western link between the M2 Motorway (to the
north) and the M5 Motorway (to the south). In the vicinity of the study area the M7 Motorway has four
traffic lanes with a divided carriageway and a major interchange at the M4 Motorway.
The speed limit on the M7 Motorway in the vicinity of the Old Wallgrove Road study area is 100 km/h,
and carries around 70,000 vehicles per day.
Westlink M7 Motorway viewed northward approaching the Old Wallgrove Road (southbound) ramps
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Traffic and Transport Report3.4.6 Public Transport
Rail services
CityRail’s Western Line runs to the north of the WSEA, linking Penrith and Richmond with Sydney
CBD and the North Shore, running via Parramatta and Strathfield.
Rooty Hill and Mount Druitt stations along the Western Line are located some four kilometres to the
north of the WSEA. There are around six to eight services per hour to the CBD in the morning peak
serving Mount Druitt Station, and around four per hour to Penrith.
Bus services
Figure 18 provides an understanding of existing bus services serving the WSEA and operating in the
vicinity of Old Wallgrove Road and Wallgrove Road.
Figure 18 Current WSEA Bus Service Routes
Sources: http://www.busways.com.au and http://www.cdcbus.com.au
The information in Table 2 indicates the two bus routes provide two to three hourly services in the
weekday peak. Future growth will require a regular review of the adequacy of bus service provision, in
accordance with the Metropolitan Bus Service Planning Guidelines developed by the Department of
Transport.
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Traffic and Transport ReportTable 2 Bus Services to Western Sydney Employment Area
Bus Route Servicing Area Weekday Peak Weekday Non-Peak Weekend
Number and Frequency Frequency Frequency
Operator
Mamre Road AM: AM N/A
(James Erskine Drive to 30 Minutes 6:23 – 7:53 Inbound only
Erskine Park Road)
PM
PM: 3:40 – 5:10 Outbound
only
30 Minutes
779 (Westbus)
Erskine Park Road AM: AM N/A
(Mamre Road to Lenore 30 Minutes 6:23 – 7:53 Inbound only
Lane)
PM
PM: 3:40 – 5:10 Outbound
only
30 Minutes
Wallgrove Road AM: AM: 30 Minutes (4:50am
– 10am, 2:23pm –
(Capicure Drive/ Old 20 Minutes 6:30 – 8:50 Inbound and 7:23pm)
Wallgrove Rd to M4) Outbound
Inbound and
PM: Outbound
PM:
3:23 – 5:43
20 Minutes
738 (Busways)
Inbound and Outbound
Wallgrove Road N/A N/A 10:07 am Inbound
and Outbound
(Horsley Park to M4)
2:14 pm Inbound and
Outbound
Sources: http://www.busways.com.au and http://www.cdcbus.com.au
3.4.7 Pedestrian and Cycle Facilities
There are currently limited pedestrian facilities in the study area, due to the nature of current land
uses. Where pedestrian infrastructure has been provided, it is intermittent and does not allow for
continuous connectivity across the site. This is demonstrated at:
Wonderland Drive.
Southridge Street.
Capicure Drive.
Lenore Lane.
Signalised pedestrian crossing facilities at Wallgrove Road – M7 intersection and at the
Wonderland Drive – Wallgrove Road intersection.
There are a number of cycling facilities in the area, which includes:
An existing off road regional shared path travelling along the eastern side of M7 Motorway to the
south of Old Wallgrove Road and along the western side to the north; and
A short section of an off road cycle path situated on the western side of Wallgrove Road to the
south of Old Wallgrove Road.
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Traffic and Transport ReportThe Erskine Park Link Road, which is currently under construction, incorporates a shared
pedestrian/cycle path that would run along the northern side of the corridor. This will provide links with
existing cycle facilities along Lenore Lane.
3.5 Existing Road Network Performance
3.5.1 Existing Traffic Volumes
Traffic volumes of the road system within this study area were derived from average daily traffic
volumes (ADT) counts, obtained from RMS and surveys undertaken for the study in February 2011.
Classified link counts were conducted from the 21 – 23 February 2011 at the following locations:
Wallgrove Road - Between M4 Motorway and Interchange Drive (North and Southbound).
Wallgrove Road - Between the Eastern Creek Waste Management Centre access road and the
Sydney Water Pipeline (North and Southbound).
Old Wallgrove Road – Between Capicure Drive and Wallgrove Road (West and Eastbound).
M7 Motorway – North and Southbound.
The location of the classified link counts is shown in Figure 19.
Figure 19 Link Count Locations
Link Count Locations
Source: Google Maps, 2011
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Traffic and Transport ReportA summary of traffic volume data is detailed in Table 3 below.
Table 3 Average Daily Traffic (ADT) Data – February 2011
Location ADT
M7 Motorway – North and Southbound 68,400
Wallgrove Road – Between M4 Motorway and Interchange Drive (North and Southbound) 30,600
Wallgrove Road – Between the Eastern Creek Waste Management Centre access road and the 23,900
Sydney Water Pipeline (North and Southbound)
Old Wallgrove Road – Between Capicure Drive and Wallgrove Road (West and Eastbound) 9,400
Source: February 2011 M7 Motorway and GHD Traffic Volume Counts
At the time the traffic surveys were undertaken in February 2011, Capicure Drive was closed and
therefore typical daily traffic data could not be obtained for this road link.
The daily traffic volumes indicate that significant volumes are already accommodated on the M7
Motorway and Wallgrove Road. It also highlights that Old Wallgrove Road is carrying traffic volumes
that are close to its current functional classification hierarchy.
3.5.2 Existing Peak Hour Traffic
The traffic assessment undertaken for this study focuses on impacts during the AM and PM peak
periods, when demand for traffic capacity in the surrounding network is perceived to be at its highest.
The existing peak hour traffic volumes are outlined in Table 4.
Table 4 Peak Hour Traffic Volumes (2011)
Road Location Peak Total Vehicles HCVs*
(per
(two-way in veh/h*)
cent)
Old Wallgrove Road West of Wallgrove Road AM (0800-0900) 694 39%
PM (1400-1500) 778 39%
M7 Access At Old Wallgrove Road AM (0700-0800) 4877 18%
PM (1700-1800) 4988 11%
Wallgrove Road North of Old Wallgrove Road AM (0800-0900) 2388 15%
PM (1700-1800) 2305 15%
Wallgrove Road South of Old Wallgrove Road AM (0700-0800) 1769 10%
PM (1700-1800) 2016 10%
Source: February 2011 GHD Traffic Volume Classification and Intersection Movement Count Data
* Note: HCV – Heavy & commercial vehicles and veh/h is measured as vehicles per hour.
The observed traffic volumes during peak periods indicates the surrounding road network and Old
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Traffic and Transport ReportWallgrove Road act as freight corridors for both local and regional traffic.
3.5.3 Travel Time
Travel time and delay surveys were obtained by the floating car method to assess the accuracy of the
microsimulation model to compare surveyed and modelled journey times along key routes in the study
area.
Three routes were covered using the floating car method:
Route One (1) – Old Wallgrove Road (at Sydney West Substation) to Wallgrove Road (at the
interchange with the M4 Motorway).
Route Two (2) – Wallgrove Road between Sydney Water Pipeline and M4 Motorway (at the
interchange with the Wallgrove Road).
Route Three (3) – M7 Motorway between Sydney Water Pipeline and M4 Motorway (at the
interchange).
The aforementioned routes are illustrated in Figure 20 below.
Figure 20 Travel Time Survey Routes
M4
Motorway
Route 1
Sydney West Route 2
Substation
Route 3
Sydney Water
Pipeline
Source: Google Maps, 2011
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Traffic and Transport ReportTable 5 Travel Time Survey Results (2011)
Route Direction Distance AM Peak PM Peak
(km) Run 1* Run 2* Run 1* Run 2*
1 Northbound 3.25 5m55s 5m08s 7m20s 9m06s
1 Southbound 3.25 5m20s 8m15s 3m40s 5m00s
2 Northbound 2.5 3m26s 4m07s 4m20s 3m25s
2 Southbound 2.5 3m15s 3m20s 3m00s 2m59s
3 Northbound 2.5 1m45s 1m53s 1m53s 1m50s
3 Southbound 2.5 1m49s 1m46s 1m53s 1m47s
Source: February 2011, GHD Typical Weekday AM and PM Peak Period Travel Time Surveys
*3m15s – represents three minutes and fifteen seconds
The survey results shown in Table 5 indicate that Wallgrove Road experiences delays in the
northbound direction in the PM Peak, which was identified by the survey team to be directly linked to
operational deficiencies at intersections with the M4 Motorway ramps. In the AM Peak, delays and
capacity issues were identified for the right turn into Old Wallgrove Road at the intersection with
Wallgrove Road for a proportion of the peak hour period. This intersection has been upgraded
recently to provide designated right turn lanes as part of the traffic management upgrade programme.
3.5.4 Assessment Criteria (Level of Service)
The performance of the existing road network is largely dependent on the operating performance of
key intersections that are critical capacity control points on the road network. The capacity of a road
network is generally governed by the operation of its intersections. It is therefore appropriate to
consider intersection operation as a measure of capacity of the road network.
The ‘Level of Service’ (or LoS) is the standard measure used to understand the operational
performance of the network and intersections. In general there are six levels of service from LoS A to
LoS F, with LoS A representing the best performance and LoS F the worst. For the purposes of this
study, an exceedance of LoS D will be used to determine the need for upgrading and/or mitigation.
The assessment of intersection operation is based on criteria outlined in Table 6, as defined by the
NSW Roads and Traffic Authority (Guide to Traffic Generating Developments, RTA 2002).
21/21162/179605 Old Wallgrove Road Upgrade (Roberts Road - M7 Motorway) 29
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