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The general approach for delivering transport and traffic management (roads and intersections) facilities identified under this plan has been based on research into the facility needs contained in Gabites Porter (2004) study.
Transportation model
Gabites Porter developed a transportation model of Wollondilly comprising:
A land use model that identifies the number and spatial distribution of households separately for existing households, subdivided but as yet unbuilt on lots, and future potential lots not yet subdivided. It also identifies the number, type and location of workplaces.
A trip generation model that relates trip making to household type categorized by the number of employees in the household, and the number of cars available to the household.
A trip attraction model that relates destinations to the location and type of employment within Wollondilly, and takes into account the availability of destinations in the surrounding local government areas.
A trip distribution model that converts trip generation into trips between origins and destination, taking into account distance between each origin and destination, and the level of congestion on the roads both now and in the years to 2026.
A trip assignment model that allocates the trips to the road network in order to determine traffic flow, with route choice dependent on the travel times and distances between each origin and destination.
Morning and evening peak hour traffic are modeled separately.
An evaluation model that identifies the change in travel times, and delays as each component of traffic is added to the network
A range of variables was applied to the transportation model: Levels of car ownership
Average household size (or occupancy rate) Jobs/household ratios
Background traffic growth rates
Levels of through traffic, internally-generated external trips and externally- generated internal trips
Dwelling and population growth assumptions in accordance with Section
3.4.3.
Baseline and future scenarios
A baseline facility provision scenario was established to answer the question:
‘What would be the infrastructure requirements if no further subdivisions were permitted, and houses were built on all currently available lots?’
This identifies the facilities that are required in the future regardless of future development approved by the Council in order to maintain an agreed level-of service. Council’s policy is that the future network is to operate at level of service ‘C’ or better in terms of links and at ‘D’ or better at intersections.
The baseline also includes the traffic which comes into, or goes through the Shire, and which is generated from outside the Shire. This traffic will have an impact on the infrastructure needed, as it will take up road capacity, and there is no opportunity for contributions to be levied against this traffic.
The baseline analysis ensures that new residential development and subdivisions will not be required to contribute to infrastructure other than to meet the impacts that they cause.
The second step in the analysis involved adding projected developments through to 2026, assign these to the network, and determine the extent of and location of change in level of service over the network. This raises the issue of what, if any, works then become necessary. It may be that the works required for existing traffic have sufficient spare capacity that further work is not required. However, all vehicles will experience some degradation in level of service, and the future developments impacting on road infrastructure should have to pay for this degradation.
In the case where a new road or traffic facility is necessary to cater for one development, for example where an intersection treatment close to a subdivision is needed solely for that subdivision, the total cost of the intersection would fall against the developer and not be part of the Section 94 pool of works.
Outcomes of the transport planning process
Network levels-of-service (LoS) for the AM peak (7-9am) and PM peak (4-6pm) weekday periods for 2001 were identified. The analysis showed that although there are some LoS issues around Camden, there are no problems within the Wollondilly Shire itself.
Households and external trips in the 2026 baseline were incorporated into the model, the model was run, and the change in level-of-service established. The analysis showed that the baseline developments do not cause any part of the network to fall below the required performance level as no links are LoS D or worse and no intersections are LoS E or worse within the Shire. Accordingly, there will be no need for Council to improve the network further if no more development were to occur.
The analysis then incorporated the predicted dwelling and population growth by 2026, over and above the baseline levels. From the analysis it was determined that there are a number of areas where the roads and intersections need to be upgraded. Works required to treat these deficiencies were identified. This required an iterative approach to the analysis to confirm that the deficiency had been addressed and that no further deficiencies were produced as a result. Where additional lanes have been added to remove link deficiencies, suitable intersection treatments along the corresponding links have been incorporated into the treatment and construction costs. The required works have been identified in nine locations.
With the additional works included to address the deficiencies by 2026, there are no links with LoS worse than C other than a short stretch of Argyle Street between Prince Street and Cowper Street, which has just breached the LoS D threshold in the PM peak. Widening of Argyle Street to three lanes has not been considered at this stage.
The only intersections that remain worse than LoS D are the interchange between Picton Road and the F5 Freeway (see below), and the intersection of Remembrance Driveway and Wire Lane in Camden South. As the latter intersection lies directly on the boundary of Wollondilly and Camden LGAs, it has been excluded from the analysis (i.e. not upgraded).
The deficiency analysis highlighted the need to improve the F5 Freeway and Picton Road interchange as well as the Freeway to the north of this interchange. A cost for upgrading the interchange from priority controls to signal controls has been identified, however this has not been included in the contributions plan as State and Commonwealth Government intervention is required.