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Mount Victoria to Lithgow Great Western Highway Upgrade
Strategic review of a Newnes Plateau corridor
CE001081_GWH NPC_ Draft Report_rev6 P a g e | 105
PARTPARTPARTPART 4444 TRANSPORT TRANSPORT TRANSPORT TRANSPORT PLANNINGPLANNINGPLANNINGPLANNING
Mount Victoria to Lithgow Great Western Highway Upgrade
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106 | P a g e 12 November 2008
Technical Report
18 EXISTING TRANSPORT SITUATION
Key roads in the study area are shown in Figure 18.1.
There are three main routes through the study area which are:
� Great Western Highway (State Highway No. 5) from Soldier’s Pinch to the Castlereagh
Highway at Marrangaroo.
� Station Street/Darling Causeway (Main Road No. 184) from the Great Western Highway at
Mount Victoria to Chifley Road at Bell.
� Chifley Road/Eddy Street/Mort Street/Lithgow Street/Main Street) (Main Road No. 516)
from Darling Causeway at Bell to the Great Western Highway at Lithgow.
In addition to these through routes, Jenolan Caves Road, south of the Great Western Highway
provides a link to the south west areas of Oberon and Jenolan Caves.
18.1 GREAT WESTERN HIGHWAY (STATE HIGHWAY NO. 5)
18.1.1 General description
The section of the Great Western Highway under review is the section from Soldier’s Pinch,
located approximately 1.6 km south east of the village of Mount Victoria, to the intersection
with the Castlereagh Highway at Marrangaroo. This section of the highway is approximately 30
kilometres in length. It passes through the village of Mount Victoria on the eastern end and the
City of Lithgow toward the western end of the route. There is rural development along the
majority of the route although urban residential development is present through Mount Victoria
and Lithgow.
East of Lithgow the highway generally provides a single traffic lane in each direction through
mainly rural land uses. This is supplemented with additional overtaking lanes on the steep
grades of Victoria Pass and for the climbs up from the River Lett Hill. From South Bowenfels to
Marrangaroo the Highway passes through the City of Lithgow and consists of two traffic lanes in
each direction separated by a median.
There are a number of different speed zones along this length of the Highway, ranging from the
40 km/h heavy vehicle speed limit on the steep descents of Victoria Pass and the River Lett
Hill, the 40 km/h school zone through Mount Victoria, 60 km/h through Mount Victoria and on
the descent of Victoria Pass, 70 km/h on the divided road section through Lithgow, 90 km/h
from the base of Victoria Pass through to Lithgow and 100 km/h west of Lithgow. A speed
camera is also located on the eastern side of the River Lett Bridge.
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Figure 18.1 Existing routes
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18.1.2 Detailed descriptions
The Highway has been divided into eight sections between Soldier’s Pinch and Marrangaroo.
Section 1 – Soldier’s Pinch to Station Street, Mount Victoria
Through Soldier’s Pinch, the highway narrows to an undivided two-lane pavement, crossing the
Main Western Railway Line at a narrow steel and concrete bridge before curving its way into
Mount Victoria.
This section of the highway is characterised by a narrow formation, direct property access and
no passing bays at road junctions for through traffic to manoeuvre around turning traffic.
On approach to the signalised intersection at Station Street, the highway widens and a 40
metre long protected right turn lane for westbound traffic is provided.
The speed limit is 60 km/h; however a school zone exists west of Mount Piddington Road.
Photograph 18.1 Great Western Highway, looking west at Harley Avenue, Mount
Victoria
Source: RTA Gipsicam, 2006
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Section 2 – Station Street to Mount York Road, Mount Victoria
The highway reverts to an undivided two-lane carriageway beyond Station Street on a generally
straight alignment but with a vertical crest near Kanimbla Valley Road. Upon passing Dell Road,
the highway widens out to four lanes on the approach to Victoria Pass.
The speed limit is 60 km/h; however a 40 km/h school zone exists east of Selsdon Street.
Photograph 18.2 Great Western Highway, looking east at Burwood Road, Mount
Victoria
Source: RTA Gipsicam, 2006
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Section 3 – Mount York Road, Mount Victoria to Coxs River Road, Little Hartley
At Mount York Road, the highway widens to four lanes in preparation for the steep (12.5 per
cent) descent of Victoria Pass. Four traffic lanes are provided for the length of Victoria Pass,
except through the convict-built Mitchells Causeway which is two lanes wide. A safety ramp for
westbound vehicles is provided immediately beyond the Causeway. The speed limit for general
traffic is 60 km/h and heavy vehicles are restricted to 40 km/h when descending the Pass.
The westbound overtaking lane ends at the foot of the Pass, whilst the eastbound overtaking
lane extends a further 200m. The highway is then reduced to two lanes on undulating terrain
between Victoria Pass and Coxs River Road.
Photograph 18.3 Great Western Highway, looking west at Victoria Pass
Source: RTA Gipsicam, 2006
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Section 4 – Coxs River Road, Little Hartley to Jenolan Caves Road, Hartley
Between Coxs River Road and Mid Hartley Road, the highway is two lanes wide on generally
undulating terrain. Additional lanes to cater for turning vehicles are provided at the major
intersections.
A short reinforced concrete section of pavement is provided between Mid Hartley Road and
Carroll Drive, with additional lanes catering for turning traffic. An eastbound overtaking lane is
provided between Mid Hartley Road and the old Jenolan Caves Road for the climb out of the
River Lett valley. A raised central median (jersey) barrier is provided at the 85 km/h bend on
the immediate approach to Hartley. At the old Jenolan Caves Road turnoff, the highway
narrows to two lanes, crossing the Lett River before the junction with Jenolan Caves Road at
the foot of River Lett Hill.
The speed limit is 90 km/h for the entirety of this section and a speed camera is located
immediately east of the Lett River bridge at Hartley.
Photograph 18.4 Great Western Highway, looking west towards Mid Hartley Road,
Little Hartley
Source: RTA Gipsicam, 2006
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Section 5 – Jenolan Caves Road, Hartley to McKanes Falls Road, South Bowenfels
This section of the Great Western Highway includes the intersection with Jenolan Caves Road
and the ascent of the steep (10 per cent grade) River Lett Hill travelling towards Lithgow.
The highway climbs River Lett Hill with one eastbound lane and two westbound lanes. At the
top of the hill, the highway narrows from three to two lanes and both eastbound and
westbound heavy vehicle rest areas are provided. The speed limit for general traffic is 80
km/h, with a 40 km/h and low gear restriction for heavy vehicles descending River Lett Hill
eastbound.
The highway then enters the Forty Bends, a steep section of road subject to ice during the
colder months and a jersey barrier is provided to separate opposing traffic flows. Climbing
lanes are provided for the eastbound and westbound ascents from the Whites Creek valley. The
speed limit along this section of road is 90 km/h but reduces to 80 km/h on immediate
approach to McKanes Falls Road.
Photograph 18.5 Great Western Highway, looking west ascending River Lett Hill
Source: RTA Gipsicam, 2006
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Section 6 – McKanes Falls Road, South Bowenfels to Main Street, Bowenfels
The Great Western Highway enters the City of Lithgow and suburbs west of the intersection
with McKanes Falls Road. The road maintains a single lane in each direction for approximately
1.6 km west of the intersection with McKanes Falls Road. It then widens to provide a divided
carriageway with two lanes in each direction. The section east of the divided road has a speed
limit of 80 km/h with the divided road section having a speed limit of 70 km/h due to adjoining
residential development.
Separate right turn bays are provided at a number of intersections along the divided section of
road. Through this section there is residential development on both sides of the road, with the
Lithgow Hospital located on the western side of the Highway. The intersection with Main Street
is signalised with separate right and left turn lanes provided in each direction on the Great
Western Highway. This intersection provides the convergence between the Great Western
Highway and the alternative route from Sydney via the Bells Line of Road/Chifley Road through
Lithgow.
Photograph 18.6 Great Western Highway, looking south near Lee Street, Lithgow
Source: RTA Gipsicam, 2006
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Section 7 – Main Street, Bowenfels to Cooerwull Road (west), Bowenfels
The Great Western Highway continues as a divided road west from the intersection with Main
Street to the intersection with Cooerwull Road, 2 kilometres to the north-west. The speed limit
for westbound traffic changes from 70 km/h to 100 km/h approximately 700 metres west of the
eastern Cooerwull Road intersection, at the edge of the residential development. Conversely,
for eastbound traffic it reduces from 100 km/h to 70 km/h.
Photograph 18.7 Great Western Highway, looking east to Farmers Creek
Source: RTA Gipsicam, 2006
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Section 8 – Cooerwull Road, Bowenfels to Castlereagh Highway, Marrangaroo
This section of the Great Western Highway is a divided carriageway with a grassed median and
two traffic lanes in each direction. Access to two residential areas located off the Highway is
provided with separate left and right turning lanes. There are also a number of rural residential
properties which are provided direct access to the Highway. The speed limit along this section
is 100 km/h.
For westbound traffic there is a climb of approximately 1 km in length up Tanksley Hill
between the intersection of Cooerwull Road and Girraween Drive.
At the intersection with the Castlereagh Highway, grade separation is provided for Lithgow-
Bathurst and Lithgow-Mudgee movements, whilst Bathurst-Mudgee movements are provided at
grade. Four lanes are provided on the Great Western Highway through this intersection.
Photograph 18.8 Great Western Highway, looking west towards Castlereagh Highway
Source: RTA Gipsicam, 2006
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18.2 STATION STREET/DARLING CAUSEWAY (MAIN ROAD NO. 184)
18.2.1 General description
Darling Causeway forms part of Main Road No. 184 which runs from Parramatta to Mount
Victoria via Windsor, Richmond and Bell. It provides the link between the Bells Line of Road
and the Great Western Highway. It is predominantly a single lane carriageway in each direction
between Mount Victoria and Bell.
18.2.2 Detailed descriptions
The section under review runs between Mount Victoria and the junction with Chifley Road
(Main Road No. 516) at Bell. The route has been divided into three sections.
Section 1 – Great Western Highway to Cobb Lane, Mount Victoria
Station Street commences at the signalised intersection with the Great Western Highway. It is
approximately 15 metres wide between the Great Western Highway and Harley Avenue with
three marked traffic lanes. North of Montgomery Street, Station Street narrows to two traffic
lanes with no shoulders and a pavement width of approximately 6 metres.
The speed limit along this section is 60 km/h.
Section 2 – Cobb Lane, Mount Victoria to Hartley Vale Road, Bell
North of Cobb Lane, Station Street becomes the Darling Causeway and the speed limit changes
from 60 km/h to 80 km/h as the road transitions from an urban to a rural environment.
A single traffic lane in each direction is provided across undulating terrain where overtaking is
generally restricted by a double barrier centre line. An overtaking lane for northbound traffic is
provided approximately 4 km north of the Great Western Highway.
Section 3 – Hartley Vale Road, Bell to Chifley Road, Bell
North of Hartley Vale Road, Darling Causeway generally provides two traffic lanes. Additional
lanes are provided to cater for turning traffic at the entrance to the now disused Canyon
Colliery.
The speed limit is 80 km/h, reducing to 60 km/h on approach to Bell village and the junction
with Chifley Road and the Bells Line of Road.
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18.3 CHIFLEY ROAD TO MAIN STREET (MAIN ROAD NO. 516)
18.3.1 General description
Main Road No. 516 runs between Bell and the Great Western Highway at Bowenfels, and
consists of Chifley Road, Eddy Street, Mort Street, Lithgow Street and Main Street. It forms the
western part of the alternative route across the Blue Mountains, in conjunction with the Bells
Line of Road. This route is partially signed as Bells Line of Road to provide consistency for
travellers using the Sydney via Richmond alternative to the Great Western Highway. For the
most part the road is a single traffic lane in each direction although passing lane opportunities
are provided, notably for eastbound traffic on the ascent from Lithgow. The western section of
the route passes through the Lithgow township, intersecting with the Great Western Highway at
a signalised intersection.
18.3.2 Detailed descriptions
The section under review extends from Bell to Bowenfels at Lithgow and is divided into five
sections.
Section 1 – Darling Causeway, Bell, to Valley View Road, Dargan
Chifley Road begins at the junction of the Bells Line of Road and Darling Causeway at Bell.
Heading west, the speed limit increases from 60 km/h in Bell village to 100 km/h. The road is
generally two lanes wide with restricted overtaking opportunities, however a short overtaking
lane is provided for westbound traffic just beyond Bell Railway Station.
Section 2 – Valley View Road, Dargan, to Petra Avenue, Clarence
This section of road is generally two lanes wide. A short eastbound overtaking lane is provided
approximately 1 km west of Valley View Road. Additional lanes are also provided to cater for
turning traffic at the Clarence Colliery turnoff and at Petra Avenue.
The speed limit is 100 km/h for approximately 1 km west from Valley View Road, where it is
reduced to 80 km/h.
Section 3 – Petra Avenue, Clarence, to Hartley Valley Road, Corney Town
Between Petra Avenue and the top of Scenic Hill, Chifley Road is generally two lanes wide with
a speed limit of 80 km/h. Two eastbound overtaking lanes are also provided, as well as a raised
median (jersey) barrier at a sharp bend approximately 1.25 km west of Petra Avenue.
At Scenic Hill, the speed limit reduces to 60 km/h and the road narrows. Trucks and buses
descending Scenic Hill are required to use low gear. An additional eastbound overtaking lane is
provided for the climb up Scenic Hill. At the foot of Scenic Hill, Chifley Road transitions from
rural to urban conditions with the speed limit reducing to 50 km/h through Lithgow.
Section 4 – Hartley Valley Road, Corney Town, to Main Street, Lithgow
West of Hartley Valley Road, Chifley Road ends and Main Road No. 516 follows Eddy and Mort
Streets through the Lithgow urban area. The road generally consists of two marked traffic lanes
and two parking lanes. Dedicated right turning lanes are provided at several intersections. The
speed limit is 50 km/h and a school zone applies between Bridge Street and Cook Street.
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At the western end of Mort Street, Main Road No. 516 follows a short section of Lithgow Street
to Main Street, which it then follows to the intersection with the Great Western Highway.
Additional traffic lanes are provided at the signalised intersections of Mort Street/Lithgow
Street and Lithgow Street/Main Street to cater for the various turning movements at these
intersections. The speed limit remains 50 km/h, and a school zone applies between Lett Street
and Main Street.
Section 5 – Main Street, Lithgow, to Great Western Highway, Bowenfels
Main Street is generally four lanes wide, marked as two traffic lanes and two parking lanes.
Additional marked lanes are provided on the immediate approach to Great Western Highway to
cater for turning and queued traffic.
The speed limit is 50 km/h through this section and a school zone applies between Academy
Street and Martin Parade.
18.4 CARRIAGEWAY CHARACTERISTICS
A desktop review of the road configuration elements of the existing road network was
undertaken to identify key features of the routes. This desktop review consisted of assessing:
� GipsiCam photography (RTA). � Spatial data derived from the following datasets:
� Ortho rectified aerial photography (DoL). � Cadastre information (DoL). � Topography (2m and 10m contours; DoL). � Geology (DPI). � Roads (DoL). � Highways (DoL).
The desktop review was supplemented with site inspections. For each discrete road section the
following carriageway characteristics and features were documented:
� Length. � Type of carriageway (eg divided/undivided). � Direction of Travel. � Number and approximate width of lanes. � Overtaking lanes. � Pavement types. � Shoulder width and seal type. � Intersection controls. � Interchanges. � Median type and approximate width. � Edge barrier type and approximate width. � Speed Limits and Load limits.
A full detailed inventory is presented in Appendix K. Key characteristics are graphically
represented in the following figures:
� Figure 18.2 provides an overview of the number of traffic lanes and the linemarking along
the existing roads.
� Figure 18.3 highlights the provision of shoulders and/or parking lanes along the routes.
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� Figure 18.4 highlights the various speed limits that apply to the sections of main roads of
the study area.
� Figure 18.5 indicates the presence of medians along the routes.
� Figure 18.6 indicates the types of intersection treatments.
Figure 18.2 Existing routes – number of lanes and centreline marking
Legend
Number of Lanes by Direction
1 lane2 lane
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Figure 18.3 Existing routes – shoulder width and type
Legend
Edge Type:
Unspecified0-1m shoulder1-2m shoulderKerb/GutterKerb/Gutter & parking lane
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100 kph50 kph
60 kph + 40kph truck zone70 kph80 kph90 kph90 kph +40 truck zone
Figure 18.4 Existing routes – speed zones
Legend
Speed Limit
50 kph50 kph + 40kph school zone60 kph60 kph + 40kph school zone60 kph + 40kph truck zone
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Figure 18.5 Existing routes – median type
Legend
Median Type
Divided (0-3m)Divided (3-10m)Type F ConcreteUndivided
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Figure 18.6 Intersection treatments
Legend
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18.5 ADJACENT LAND USES
A desktop review of the major land uses along the key routes in the vicinity of study area was
undertaken. This was supplemented by site inspections and identified broad land uses along the
routes.
18.6 ANNUAL AVERAGE DAILY TRAFFIC VOLUMES (AADT)
The Annual Average Daily Traffic (AADT) volumes along the key existing routes through the
study area were obtained from RTA published data. Table 18.1 presents the most relevant
historical AADT data for the study area where available.
Table 18.1 AADT summary
Location 1988 1992 1996 1999 2002 2005
Great Western Highway (SH5)
Mount Victoria, 0.3 km east of railway overbridge 11,234 10,780 13,244 12,168
Mount Victoria, west of Station Street 10,374 10,321 12,186 12,293
Little Hartley, east of Coxs River Road 7,106 8,443 9,511 9,598 10,820 9,128
Hartley, east of Jenolan Caves Road 6,577 8,059 8,371 8,548 9,565 8,092
Hartley, west of Jenolan Caves Road 5,426 6,711 8,027 7,485 8,583 7,183
Old Bowenfels, south of Lake Lyell Road 6,226 7,591 7,945 8,424 7,239
Lithgow, south of Main Street 9,397 10,638 10,245 11,454 11,238 11,872
Lithgow, north of Main Street 14,151 16,925 15,219 15,349 15,124 17,924
Marrangaroo, 0.3 km east of Castlereagh Highway 11,313 13,781 13,547 14,411
Marrangaroo, 0.3 km west of Castlereagh Highway 7,174 8,454 9,303 10,467 10,690 9,362
Castlereagh Highway (HW18)
Marrangaroo, north of Great Western Highway 4,383 5,387 4,628 4,374 4,382 4,927
Bells Line of Road (MR184)
Bell, 6 km east of Darling Causeway 3,330 3,150 3,111 3,068 3,037 3,145
Chifley Road (MR516)
West of Clarence Colliery Road 3,301 3,166 2,979 2,905
East of Hartley Vale Road 3,576
Mort Street (MR516)
Lithgow, east of Bridge Street 9,037 10,320 8,755 8,584 8,693 8,964
Lithgow, east of Lithgow Street 8,841 8,135 7,711 8,700
Lithgow Street (MR516)
Lithgow, south of Main Street 8,634 10,718 8,602 10,061
Main Street (MR516)
Lithgow, west of Lithgow Street 14,610 18,007 15,226 14,805 14,117
Lithgow, east of Great Western Highway 11,253 14,342 14,405 14,558 14,748 15,438
Darling Causeway (MR184)
Bell, south of Bells Line of Road 1,055 1,113 1,152
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Annual average growth rates have been determined by analysing the historical AADT data.
Table 18.2 provides an assessment of the changes in traffic volumes for the AADT figures and
provides an indication of the annual changes in traffic volumes from preceding survey years to
the latest available figures (2005) as a percentage change per annum.
Table 18.2 AADT growth rates 1996 to 2005
NA – Not Available, no data collected in 1996
The growth rates shown in Table 18.2 indicate that while some sections of road in the study
area have experienced moderate traffic growth, notably the sections in and around urban areas
such as the Great Western Highway north of Main Street and the route through Lithgow, there
is generally minimal growth or a decline in traffic volumes across most sections.
The AADT volumes and growth rates are summarised in Figure 18.7 and Figure 18.8.
Location Growth Rates per annum (Linear)
2002 to 2005 1999 to 2005 1996 to 2005
Great Western Highway (SH5)
Mount Victoria, 0.3 km east of railway overbridge –2.7% 2.1% 0.9%
Mount Victoria, west of Station Street 0.3% 3.2% 1.7%
Little Hartley, east of Coxs River Road –5.2% –0.8% –0.5%
Hartley, east of Jenolan Caves Road –5.1% –0.9% –0.4%
Hartley, west of Jenolan Caves Road –5.4% –0.7% –1.3%
Old Bowenfels, south of Lake Lyell Road 0.0% –2.3% –1.1%
Lithgow, south of Main Street 1.9% 0.6% 1.5%
Lithgow, north of Main Street 6.2% 2.8% 1.7%
Marrangaroo, 0.3 km west of Castlereagh Highway –4.1% –1.8% 0.1%
Castlereagh Highway (HW18)
Marrangaroo, north of Great Western Highway 4.1% 2.1% 0.7%
Bells Line of Road (MR184)
Bell, 6 km east of Darling Causeway 1.2% 0.4% 0.1%
Chifley Road (MR516)
West of Clarence Colliery Road –0.8% –1.4% –1.5%
Mort Street (MR516)
Lithgow, east of Bridge Street 1.0% 0.7% 0.3%
Lithgow, east of Lithgow Street 4.3% 1.2% –0.2%
Lithgow Street (MR516)
Lithgow, south of Main Street 5.7% 0.0% NA
Main Street (MR516)
Lithgow, east of Great Western Highway 1.6% 1.0% 0.7%
Darling Causeway (MR184)
Bell, south of Bells Line of Road 1.2% 1.5% NA
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Figure 18.7 AADT volume summary
Legend
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Figure 18.8 AADT volume summary – Lithgow area
Legend
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18.7 TRAFFIC FLOWS AND COMPOSITION
During May to August 2008 full classification tube counts were undertaken on roads throughout
the study area. These surveys recorded traffic volumes (passenger cars and heavy vehicle
movements) by direction, vehicle type and hour over a period of a week. Heavy vehicle
movements are recorded by number of axle pairs. The vehicles are classified as per Austroads
vehicle classifications. Generally classes 1—2 are light vehicles, classes 3—5 are considered
heavy rigid vehicles (HRV), and classes 6—13 are considered articulated vehicles (AV).
Locations where classification counts were undertaken are shown on Figure 18.9 along with
average weekday daily traffic volumes and percentage of heavy vehicles. Detailed results of
the classification counts are provided in Appendix L.
18.7.1 Daily traffic flows
A summary of the average daily traffic volumes is presented in Table 18.3. The average daily
volumes represent the five day average of weekday daily traffic volumes.
Table 18.3 2008 average weekday daily traffic volumes (AWD)
Name Location Average Weekday Volumes (vehicles per
day)
Eastbound/
Northbound
Westbound/
Southbound Total
Great Western Hwy At Tunnel Hill 6,637 6,564 13,201
Great Western Hwy West of McKanes Falls Rd 3,665 3,773 7,438
Great Western Hwy West of Jenolan Caves Rd 3,332 3,433 6,765
Great Western Hwy East of Jenolan Caves Rd 3,657 3,759 7,415
Great Western Hwy West of Browns Gap Rd 3,619 3,760 7,378
Great Western Hwy East of Browns Gap Rd 4,250 4,391 8,641
Great Western Hwy East of Coxs River Road 3,755 4,505 8,260
Great Western Hwy West of Soldiers Pinch 5,004 5,201 10,205
Chifley Road North of Hartley Valley Road 1,204 1,245 2,449
Bells Line of Road West of Darling Causeway 1,088 1,153 2,241
Bells Line of Road East of Darling Causeway 1,125 1,197 2,321
Darling Causeway North of Hartley Vale Rd 412 406 817
Browns Gap Rd North of Great Western Hwy 669 622 1,291
Mid Hartley Rd North of Great Western Hwy 79 82 160
McKanes Falls Rd South of Great Western Hwy 201 191 392
Jenolan Caves Rd South of Great Western Hwy 449 493 942
Jenolan Caves Rd South of McKanes Falls Rd 533 531 1,064
Traffic volumes along the Great Western Highway vary significantly between Mount Victoria
and Marrangaroo. The highest average daily traffic volumes (13,200 vpd) were observed
between Lithgow and Marrangaroo, the next highest was the section east of Mount Victoria
(10,200 vpd). Between Mount Victoria and Lithgow volumes ranged from approximately 6,800
to 8,600 vpd.
The Bells Line of Road (including Chifley Road) carries approximately 2,300 vpd between north
of the Lithgow urban area and east of Darling Causeway.
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Other routes considered in the area carry very low daily traffic volumes up to 1,300 vpd on
Browns Gap Road.
Figure 18.9 Classification count locations and summary volumes
Legend
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18.7.2 Proportion of heavy vehicles
A summary of the proportion of heavy vehicles during an average weekday is presented in
Table 18.4. The heavy vehicle proportions are shown as a percentage of total volumes for two-
way average weekday daily traffic volumes.
Table 18.4 Average weekday daily heavy vehicle proportions (AWD)
Name Location Average Weekday
%HRV* %AV^ Tot %HV~ %AV of HV
Great Western Hwy At Tunnel Hill 7% 7% 15% 50%
Great Western Hwy West of McKanes Falls Rd 7% 11% 19% 61%
Great Western Hwy West of Jenolan Caves Rd 8% 13% 20% 62%
Great Western Hwy East of Jenolan Caves Rd 7% 14% 22% 66%
Great Western Hwy West of Browns Gap Rd 8% 14% 22% 65%
Great Western Hwy East of Browns Gap Rd 8% 12% 20% 61%
Great Western Hwy East of Coxs River Road 10% 12% 22% 55%
Great Western Hwy West of Soldiers Pinch 7% 11% 18% 60%
Chifley Road North of Hartley Valley Road 12% 5% 16% 29%
Bells Line of Road West of Darling Causeway 5% 6% 11% 52%
Bells Line of Road East of Darling Causeway 7% 5% 12% 44%
Darling Causeway North of Hartley Vale Rd 6% 6% 12% 51%
Browns Gap Rd North of Great Western Hwy 4% 0% 4% 4%
Mid Hartley Rd North of Great Western Hwy 6% 0% 6% 2%
McKanes Falls Rd South of Great Western Hwy 6% 1% 7% 12%
Jenolan Caves Rd South of Great Western Hwy 9% 23% 32% 72%
Jenolan Caves Rd South of McKanes Falls Rd 7% 12% 19% 62%
* HRV = Heavy Rigid Vehicles ^ AV = Articulated Vehicles ~HV = Total Heavy Vehicles
The route within the study area carrying the highest proportion of heavy vehicles was shown to
be Jenolan Caves Road, where south of the highway some 32 per cent of the daily traffic
consisted of heavy vehicles, with over 72 per cent of these being articulated vehicles.
The Great Western Highway carries between 15—22 per cent heavy vehicles with around 50—66
per cent of these being articulated vehicles. The Bells Line of Road carries around 11—16 per
cent heavy vehicles. Other routes carry less than 10 per cent heavy vehicles.
18.7.3 Peak traffic flows
The daily distribution of traffic is summarised in Figure 18.10 to Figure 18.13 for three sites
along the Great Western Highway and one site on Chifley Road. This data shows relatively
consistent volumes across the morning with higher volumes in the afternoon with a peak in late
afternoon. Heavy vehicle volumes are relatively consistent through the day.
A summary of the average afternoon peak traffic volumes is presented in Table 18.5. The
afternoon peak was generally found to be between 3 and 6pm across most routes with 4—5pm
generally the highest. The 4—5pm hourly traffic volumes have been provided for consistency
across all routes.
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Figure 18.10 Daily distribution of traffic – Great Western Highway at Tunnel Hill
All vehicles (veh/hour)
0
200
400
600
800
1000
1200
140012
:00
AM
1:00
AM
2:00
AM
3:00
AM
4:00
AM
5:00
AM
6:00
AM
7:00
AM
8:00
AM
9:00
AM
10:0
0 A
M
11:0
0 A
M
12:0
0 P
M
1:00
PM
2:00
PM
3:00
PM
4:00
PM
5:00
PM
6:00
PM
7:00
PM
8:00
PM
9:00
PM
10:0
0 P
M
11:0
0 P
M
E/NB
W/SB
2-Way
Heavy vehicles (veh/hour)
0
20
40
60
80
100
120
140
160
12:0
0 A
M
1:00
AM
2:00
AM
3:00
AM
4:00
AM
5:00
AM
6:00
AM
7:00
AM
8:00
AM
9:00
AM
10:0
0 A
M
11:0
0 A
M
12:0
0 P
M
1:00
PM
2:00
PM
3:00
PM
4:00
PM
5:00
PM
6:00
PM
7:00
PM
8:00
PM
9:00
PM
10:0
0 P
M
11:0
0 P
M
E/NB
W/SB
2-Way
E/NB: East or North Bound, W/SB: West or South Bound
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Figure 18.11 Daily distribution of traffic – Great Western Hwy, east of Jenolan
Caves Road
All vehicles (veh/hour)
0
100
200
300
400
500
600
700
12:0
0 A
M
1:00
AM
2:00
AM
3:00
AM
4:00
AM
5:00
AM
6:00
AM
7:00
AM
8:00
AM
9:00
AM
10:0
0 A
M
11:0
0 A
M
12:0
0 P
M
1:00
PM
2:00
PM
3:00
PM
4:00
PM
5:00
PM
6:00
PM
7:00
PM
8:00
PM
9:00
PM
10:0
0 P
M
11:0
0 P
M
E/NB
W/SB
2-Way
Heavy vehicles (veh/hour)
0
20
40
60
80
100
120
12:0
0 A
M
1:00
AM
2:00
AM
3:00
AM
4:00
AM
5:00
AM
6:00
AM
7:00
AM
8:00
AM
9:00
AM
10:0
0 A
M
11:0
0 A
M
12:0
0 P
M
1:00
PM
2:00
PM
3:00
PM
4:00
PM
5:00
PM
6:00
PM
7:00
PM
8:00
PM
9:00
PM
10:0
0 P
M
11:0
0 P
M
E/NB
W/SB
2-Way
E/NB: East or North Bound, W/SB: West or South Bound
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Figure 18.12 Daily distribution of traffic – Great Western Highway, west of Soldiers
Pinch
All vehicles (veh/hour)
0
100
200
300
400
500
600
700
800
900
12:0
0 A
M
1:00
AM
2:00
AM
3:00
AM
4:00
AM
5:00
AM
6:00
AM
7:00
AM
8:00
AM
9:00
AM
10:0
0 A
M
11:0
0 A
M
12:0
0 P
M
1:00
PM
2:00
PM
3:00
PM
4:00
PM
5:00
PM
6:00
PM
7:00
PM
8:00
PM
9:00
PM
10:0
0 P
M
11:0
0 P
M
E/NB
W/SB
2-Way
Heavy vehicles (veh/hour)
0
20
40
60
80
100
120
140
12:0
0 A
M
1:00
AM
2:00
AM
3:00
AM
4:00
AM
5:00
AM
6:00
AM
7:00
AM
8:00
AM
9:00
AM
10:0
0 A
M
11:0
0 A
M
12:0
0 P
M
1:00
PM
2:00
PM
3:00
PM
4:00
PM
5:00
PM
6:00
PM
7:00
PM
8:00
PM
9:00
PM
10:0
0 P
M
11:0
0 P
M
E/NB
W/SB
2-Way
E/NB: East or North Bound, W/SB: West or South Bound
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Figure 18.13 Daily distribution of traffic – Chifley Road, north of Great Western
Highway
All vehicles (veh/hour)
0
50
100
150
200
250
12:0
0 A
M
1:00
AM
2:00
AM
3:00
AM
4:00
AM
5:00
AM
6:00
AM
7:00
AM
8:00
AM
9:00
AM
10:0
0 A
M
11:0
0 A
M
12:0
0 P
M
1:00
PM
2:00
PM
3:00
PM
4:00
PM
5:00
PM
6:00
PM
7:00
PM
8:00
PM
9:00
PM
10:0
0 P
M
11:0
0 P
M
E/NB
W/SB
2-Way
Heavy vehicles (veh/hour)
0
5
10
15
20
25
30
35
40
12:0
0 A
M
1:00
AM
2:00
AM
3:00
AM
4:00
AM
5:00
AM
6:00
AM
7:00
AM
8:00
AM
9:00
AM
10:0
0 A
M
11:0
0 A
M
12:0
0 P
M
1:00
PM
2:00
PM
3:00
PM
4:00
PM
5:00
PM
6:00
PM
7:00
PM
8:00
PM
9:00
PM
10:0
0 P
M
11:0
0 P
M
E/NB
W/SB
2-Way
E/NB: East or North Bound, W/SB: West or South Bound
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Table 18.5 Average weekday PM peak volumes
Name Location Average Weekday volumes 4—5pm (veh/h)
East/
North-
bound
West/
South-
bound Total
Peak
Direction
Split*
Great Western Hwy At Tunnel Hill 530 587 1117 53% W/B
Great Western Hwy West of McKanes Falls Rd 325 250 575 56% E/B
Great Western Hwy West of Jenolan Caves Rd 282 228 510 55% E/B
Great Western Hwy East of Jenolan Caves Rd 325 238 563 58% E/B
Great Western Hwy West of Browns Gap Rd 319 241 561 57% E/B
Great Western Hwy East of Browns Gap Rd 392 301 693 57% E/B
Great Western Hwy East of Coxs River Road 373 316 688 54% E/B
Great Western Hwy West of Soldiers Pinch 436 387 823 53% E/B
Chifley Road North of Hartley Valley Road 98 110 208 53% S/B
Bells Line of Road West of Darling Causeway 109 84 193 56% E/B
Bells Line of Road East of Darling Causeway 112 96 208 54% E/B
Darling Causeway North of Hartley Vale Rd 34 38 72 53% S/B
Browns Gap Rd North of Great Western Hwy 43 50 93 54% S/B
Mid Hartley Rd North of Great Western Hwy 8 5 13 62% N/B
McKanes Falls Rd South of Great Western Hwy 14 22 36 62% S/B
Jenolan Caves Rd South of Great Western Hwy 38 40 78 51% S/B
Jenolan Caves Rd South of McKanes Falls Rd 46 40 86 53% N/B
* E/B = Eastbound W/B = Westbound N/B = Northbound S/B Southbound
18.8 ROAD SAFETY
Crash data was supplied by the RTA for the study area for the five year period from 2003 to
2007. This data was used in a crash investigation of the existing road network. Generally crash
data is categorised as; tow-away, injury and fatality. These crash statistics along with traffic
volume counts were used to calculate crash rates, casualty rates and fatality rates. The
following definitions were used in these calculations:
� Road Crash: An apparent, unpremeditated event which results in death or
injury to a person, or vehicle or property damage and is
attributable to the movement of a road vehicle(s) on a public
road.
� Crash Rate: The number of crashes per 100 million vehicle kilometres travelled
(MVKT).
� Casualty Crash: A crash involving either an injury or a fatality.
� Casualty Rate: The number of casualties (number of people injured or killed) per
100 MVKT.
� Fatality Rate: The number of fatalities (number of people killed) per 100 MKVT.
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� Severity Index: An index value relating the severity of crashes to their respective
amounts. The following weightings are used for each crash type:
� Tow-away crashes 1.0 � Injury crashes 1.5 � Fatality crashes 3.0
� Critical Crash Rate: A statistically derived number based on the sample data for each
section of road. It provides a 95 per cent confidence limit crash
rate to compare against the crash rates for each sub-section. Any
casualty crash rate above this limit suggests a high priority road
length. The following formula was used to calculate the limit:
MM
AACR
2
1645.1 ++=
Where:
A is the average casualty crash rate for the length of road.
M is the 100 MVKT for the length of road.
The roads included in the crash investigation were the Great Western Highway, Darling
Causeway and Chifley Road, with section lengths of 31.3 km, 10.0 km and 15.7 km respectively.
Each length of road was separated into separate sub-sections based on similar road attributes.
Table 18.6 shows each sub-section of road along with their carriageway type, length, average
weekday traffic volume (AWD), percentage heavy vehicle traffic (%HV) and MVKT.
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Table 18.6 Road section summaries Secti
on
From To
Carr
iage-
way*
Length
(k
m)
Average Weekday Traffic (AWD)
% HV 100
MVKT
Great Western Highway
1 Soldiers Pinch Station St 2U 2.1 10,205 17.8% 0.08
2 Station St Mount York Rd 2U 1.0 8,261 21.8% 0.03
3 Mount York Rd Coxs River Rd 4U 4.9 8,261 21.8% 0.15
4 Coxs River Rd Jenolan Caves Rd 2U 4.9 7,415 21.7% 0.13
5 Jenolan Caves Rd McKanes Falls Rd 3U 5.9 6,765 20.2% 0.15
6 McKanes Falls Rd Main St 4D 6.8 7,438 18.6% 0.19
7 Main St Cooerwall Rd 4D 2.0 13,201 14.8% 0.10
8 Cooerwall Rd Castlereagh Hwy 4D 3.7 13,201 14.8% 0.18
1—8 Soldiers Pinch Castlereagh Hwy 31.3 8,698 18.7% 0.99
Darling Causeway
9/10 Great Western Hwy Hartley Vale Rd 2U 6.0 817 12.2% 0.00
11 Hartley Vale Rd Bells Line of Rd 2U 4.0 817 12.2% 0.01
9—11 Great Western Hwy Bells Line of Rd 10.0 817 12.2% 0.03
Chifley Road
12 Bells Line of Road Valley View Rd 2U 3.0 2,241 11.2% 0.02
13 Valley View Rd Petra Ave 2U 4.8 2,241 11.2% 0.04
14 Petra Ave Hartley Valley Rd 2U 7.9 2,241 11.2% 0.06
12—14 Bells Line of Road Hartley Valley Rd 15.7 2,241 11.2% 0.13
Mort Street/Main Street
15 Hartley Valley Rd Lithgow St/Main St 2U 2.3 2,449 16.3% 0.02
16 Lithgow St/Main St Great Western Hwy 2U 1.6 2,449 16.3% 0.01
15—16 Hartley Valley Rd Great Western Hwy 3.8 2,449 16.3% 0.03
17 Great Western Hwy Sth of Soldiers Pinch 2U 4.2 942 31.6% 0.01
18 Jenolan Caves Rd 2U 6.1 10,205 17.8% 0.23
19 Bells Line of Rd 2U 7.4 2,321 11.6% 0.06
* 2U = 2 lane undivided, 3U = 3 lane undivided, 4U = 4 lane undivided, 4D = 4 lane divided
The crash data received from the RTA was applied to the appropriate length of road to allow
for a detailed crash investigation. The tow-away, injury and fatal crashes for the period 2003
to 2007 (inclusive) are presented in Figure 18.14, Figure 18.15, Figure 18.16 and Figure 18.17.
The number of incidents and their severities were assessed along with a severity index and the
number of casualties for each sub-section of road. The proportion of heavy vehicle crashes per
sub-section was compared to the corresponding percentage of heavy vehicle movements. The
sub-sections where the percentage of crashes involving heavy vehicles relative to the total
volume of crashes were greater than the percentage of heavy vehicles relative to AADT
volumes were considered to be ‘black spots’ for heavy vehicle traffic. These values are
presented in Table 18.7.
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Table 18.7 Crash data from 2003 to 2007 Secti
on No Crashes by Crash Type (5 years)
Severi
ty
Index
(5
years
)* No. Casualties by
Casualty and Crash Type (5 years)
%H
V C
rash
es
(5 y
ears
)^
Tow (T) Injury (I) Fatality (F) Total I F
1 10 7 0 17 1.21 10 0 24%
2 5 4 0 9 1.22 7 0 33%
3 20 33 3 56 1.40 63 3 20%
4 19 12 1 32 1.25 19 1 19%
5 23 20 4 47 1.38 35 7 19%
6 20 24 1 45 1.31 34 1 4%
7 6 8 0 14 1.29 12 0 21%
8 13 16 0 29 1.28 28 0 17%
1—8 116 124 9 249 1.32 208 12 17%
9/10 3 5 0 8 1.31 5 0 38%
11 1 0 0 1 1.00 0 0 0%
9—11 4 5 0 9 1.28 5 0 33%
12 0 2 0 2 1.50 3 0 0%
13 2 4 0 6 1.33 8 0 17%
14 69 18 0 87 1.10 23 0 5%
12—14 71 24 0 95 1.13 34 0 5%
15 9 18 0 27 1.33 25 0 7%
16 26 22 0 48 1.23 26 0 4%
15—16 35 40 0 75 1.27 51 0 5%
17 17 12 0 29 1.24 49 0 45%
18 36 34 0 70 1.21 19 0 7%
19 27 17 2 46 1.27 24 2 15%
* Weightings for Severity Index (T = 1.0, I = 1.5, F = 3.0)
^ Sites where proportion of crashes involving heavy vehicles exceeds overall proportion of heavy vehicles by volume.
The calculations showed that following road sections (section identifiers are in Table 18.7) all
experience a high percentage of heavy vehicle crashes compared with the proportion of heavy
vehicle traffic by volume:
� Sections 1—2, 7—8 and 17 along the Great Western Highway.
� Section 10 along Darling Causeway.
� Section 13 along Chifley Road.
� Section 19 along the Bells Line of Road.
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Figure 18.14 Fatal crashes 2003 to 2007
Legend
2003-2007 Degree of CrashesInjury Crash
Fatal Crash
Non-casualty Crash
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Figure 18.15 Injury crashes 2003 to 2007
Legend
2003-2007 Degree of CrashesInjury Crash
Fatal Crash
Non-casualty Crash
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Figure 18.16 Tow-away crashes 2003 to 2007
Legend
2003-2007 Degree of CrashesInjury Crash
Fatal Crash
Non-casualty Crash
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Figure 18.17 All crashes 2003 to 2007
Legend
2003-2007 Degree of CrashesInjury Crash
Fatal Crash
Non-casualty Crash
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The crash statistics in Table 18.7 were used to calculate the casualty rates, fatality rates and
crash rates for each sub-section of road. These values are presented in Table 18.8 below.
Comparisons between the critical crash rates and crash rates for each length of road and the
respective sub-sections emphasise which areas include crash clusters.
Table 18.8 Crash rates 2003 to 2007
Section
Casualty Rate (per
100MVKT)
Fatality Rate (per 100MVKT)
Crash Rates (per 100MVKT) Critical Crash
Rates (per 100MVKT)
T I F Total Casualty^
1 25.8 0.0 25.8 18.1 0.0 43.9 18.1
2 46.8 0.0 33.4 26.7 0.0 60.2 26.7
3 90.0 4.1 27.3 45.0 4.1 76.4 49.1
4 29.9 1.5 28.4 17.9 1.5 47.8 19.4
5 57.7 9.6 31.6 27.5 5.5 64.6 33.0
6 37.8 1.1 21.6 25.9 1.1 48.6 27.0
7 24.7 0.0 12.3 16.5 0.0 28.8 16.5
8 31.4 0.0 14.6 17.9 0.0 32.5 17.9
1—8 44.3 2.4 24.4 24.4 1.5 50.3 26.0 34.9
9/10 55.4 0.0 33.2 55.4 0.0 88.6 55.4
11 0.0 0.0 17.0 0.0 0.0 17.0 0.0
9—11 33.5 0.0 25.1 27.7 0.0 52.8 27.7 94.5
12 24.1 0.0 0.0 16.0 0.0 16.0 16.0
13 41.0 0.0 10.2 20.5 0.0 30.7 20.5
14 71.4 0.0 214.3 55.9 0.0 270.2 55.9
12—14 53.0 0.0 74.9 30.8 0.0 105.7 30.8 60.2
15 248.6 0.0 89.5 179.0 0.0 268.5 179.0
16 367.0 0.0 367.0 310.6 0.0 677.6 310.6
15—16 297.5 0.0 228.3 244.8 0.0 473.0 244.8 398.4
17 682.7 0.0 236.9 167.2 0.0 404.1 167.2
18 16.6 0.0 31.5 29.7 0.0 61.2 29.7
19 82.9 6.4 86.1 54.2 6.4 146.7 60.6
^ Sites where the individual casualty crash rate exceeds the critical crash rate for the section.
The sections between Mount York Road and Coxs River Road and Jenolan Caves Road and
McKanes Falls Road along the Great Western Highway, as well as the area between Petra
Avenue and Hartley Valley Road along Chifley Road, were found to be ‘black spot’ zones.
Another area of concern due to a relatively high crash rate is between McKanes Falls Road and
Main Street in Lithgow.
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The RTA's State Plan has a target of “reducing road fatalities to 0.7 per 100 million vehicle
kilometres travelled by 2016”. This whole length of Great Western Highway, from Marrangaroo
to Soldiers Pinch, has a fatality rate of 1.5 per 100 million vehicle kilometres travelled –
approximately double the target figure. However individual sections have rates much higher
than this:
� Jenolan Caves Road to McKanes Falls Road (5.5 per 100 million vehicle kilometres
travelled) and
� Mount York to Coxs River Road (4.1 per 100 million vehicle kilometres travelled.
The overall crash rate (fatal, injury and tow-away) for the section of the Great Western
Highway, from Marrangaroo to Soldiers Pinch, over the same period is 50.3 per 100 million
vehicle kilometres travelled.
In 2004 the RTA published typical rural crash rates by road stereotypes based on data for the
period 1997 to 2001 collected from a sample of 10,000 km of main road across NSW – a sample
considered to be an adequate representation of all rural roads in NSW. In the category ‘two
lane non-divided carriageway, with auxiliary lanes’ the stereotypical fatal crash rate for major
roads was calculated to be 1.3 per 100 million vehicle kilometres travelled. The stereotypical
overall crash rate (fatal, injury and tow-away) in this category is 30.4 per 100 million vehicle
kilometres travelled, 65 per cent lower than the overall crash rate for the Marrangaroo to
Soldiers Pinch section of the Great Western Highway.
The Mount Victoria to Lithgow SH5 Great Western Highway Upgrade Crash Report (RTA October
2008) studied the crash data for the period 2003 to 2007 for the section between Mount
Victoria to Lithgow in greater detail. The report identified current crash locations along this
section of the Great Western Highway that are considered to be crash clusters. Crash cluster
sites may be considered as locations, roads segments or areas where clusters of crashes have
occurred. They include:
� Top curve at Mount Victoria - This curve, signposted with advisory curve speed warning
signs for 45 km/h, has recorded 12 crashes in the last five years.
� Bottom curve at Mount Victoria - This curve, signposted with advisory curve speed
warning signs for 35 km/h, at the bottom of the steep Victoria Pass has had 13 crashes in
the last five years, including one fatality and eight injuries.
� River Lett Hill - This one kilometre section of steep winding grade has had 20 crashes
over the last five years, including two fatal and 10 injury crashes.
Another potential crash cluster site has been identified on Chifley Road, being the two
kilometre section of steep winding grade just north east of the Lithgow urban area (around
Oakey Park). In this area, over a five year period, there were 78 crashes, eight of which
resulted in injuries.
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18.9 ROAD LINK NETWORK PERFORMANCE
Traffic on Rural Roads (TRARR) is a rural highway simulation model developed by the Australian
Road Research Board (ARRB). TRARR was used to assess the existing traffic conditions for the
road network under existing travel volumes and prevailing roadway conditions.
The following road network parameters were used by TRARR to assess the network parameters:
� Directional hourly traffic volumes. � Percentage of heavy and light vehicles.
� Percentage following vehicles. � Speed limits.
� Carriageway characteristics such as number and width of lanes. � Location of existing passing lanes. � Location of overtaking lines. � Horizontal and vertical alignment at intervals along the highway.
Full details of the TRARR model setup and calibrations can be found in Section 19.2.
The TRARR model was used to further assess the existing route level of service (LOS) in terms of percentage of time following slow vehicles, average speeds and average travel times.
A summary of the key model results (mean speed and percentage time following) for the
afternoon peak are presented in Table 18.9 and Table 18.10 for the night peak.
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Technical Report
Table 18.9 Existing route operating characteristics (afternoon 4—5pm)
Section
Modell
ed d
ista
nce North/Eastbound West/Southbound
Road From To
Mean s
peed (
km
/h)
Sta
ndard
devia
tion
% T
ime f
oll
ow
ing
Mean s
peed (
km
/h)
Sta
ndard
devia
tion
% T
ime f
oll
ow
ing
GWH Soldiers Pinch Mount Victoria 3 49.9 7.1 72.3 48.5 6.7 75.8
GWH Mount Victoria Brown Gaps Rd 6.73 63.9 7.1 48.2 63.9 7.7 49.9
GWH Brown Gaps Rd Jenolan Caves Rd 4.14 87.8 11.0 39.2 80.9 8.9 50.0
GWH Jenolan Caves Rd 1.5 km West of
40 Bends 5.13 84.6 10.1 34.9 89.0 12.1 32.0
GWH 1.5 km West of
40 Bends Main Street 5.7 72.4 7.5 31.3 77.0 10.1 25.7
GWH Main Street Castlereagh
Highway 6.6 90.4 13.7 26.3 86.8 13.8 30.2
Darling
Causeway
1.5 km North of
Mount Victoria Bell 6.9 71.9 8.9 37.7 70.8 11.4 48.7
Darling
Causeway Mount Victoria
3 km North of
Mount Victoria 2.9 71.5 13.4 29.7 70.3 15.0 42.2
Chifley
Road Bell Newnes Junction 5.5 78.6 11.7 31.5 83.1 14.1 28.9
Chifley
Road Newnes Junction
Hartley Valley
Road 10 61.9 8.0 47.9 69.6 9.9 28.7
In the afternoon peak along the Great Western Highway between Mount Victoria and Lithgow
vehicles are following another vehicle 30—50 per cent of the time (on average).
A graphical representation of the mean speeds and percentage time following for the key
routes for the afternoon peak hour (4—5pm) is presented in Figure 18.18, Figure 18.19 and
Figure 18.20. The graphs show the mean speeds by vehicle class by location.
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Figure 18.18 Great Western Highway operating parameters (4—5pm)
Mean Speeds
Great Western Highway 2008 (4-5pm) - Soldiers Pinch to Marrangaroo
0.0
20.0
40.0
60.0
80.0
100.0
120.0
1.0
1.2
1.5
1.7
2.0
3.1
4.1
5.2
6.2
7.3
8.8
9.3
9.7
10.2
10.7
11.9
12.6
13.3
14.0
14.7
16.1
16.9
17.8
18.6
19.5
20.9
21.9
23.0
24.0
25.1
Chainage (m) Starting at Soldiers Pinch heading West
Mean S
peed (
km
/h)
Westbound Artics Westbound Rigid Westbound Cars Eastbound Artics Eastbound Rigid Eastbound Cars
Percentage of Time Following
Great Western Highway 2008 (4-5pm) - Soldiers Pinch to Marrangaroo
0.0
10.0
20.0
30.0
40.0
50.0
60.0
70.0
80.0
1.0
1.2
1.5
1.7
2.0
3.1
4.1
5.2
6.2
7.3
8.8
9.3
9.7
10.2
10.7
11.9
12.6
13.3
14.0
14.7
16.1
16.9
17.8
18.6
19.5
20.9
21.9
23.0
24.0
25.1
Chainage (m) Starting at Soldiers Pinch heading West
Pere
cnt
of
Tim
e F
ollow
ing (
%)
Eastbound Westbound
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Figure 18.19 Darling Causeway operating parameters (4—5pm)
Mean Speeds
Darling Causeway 2008 (4-5pm) - Bell to Mount Victoria
0.0
10.0
20.0
30.0
40.0
50.0
60.0
70.0
80.0
90.0
100.0
1.0
1.8
2.6
3.3
4.1
4.9
5.7
6.4
7.2
8.0
9.0
9.1
9.2
9.3
9.4
9.6
9.7
9.8
9.9
10.0
Chainage (m) Starting at Bell heading South
Mean S
peed (
km
/h)
Southbound Artics Southbound Rigid Southbound Cars Northbound Artics Northbound Rigid Northbound Cars
Percentage of Time Following
Darling Causeway 2008 (4-5pm) - Bell to Mount Victoria
0.0
10.0
20.0
30.0
40.0
50.0
60.0
1.0
1.8
2.6
3.3
4.1
4.9
5.7
6.4
7.2
8.0
9.0
9.1
9.2
9.3
9.4
9.6
9.7
9.8
9.9
10.0
Chainage (m) Starting at Bell heading South
Pere
cnt
of
Tim
e F
ollow
ing (
%)
Northbound Southbound
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Figure 18.20 Chifley Road operating parameters (4—5pm)
Mean Speeds
Chifley Road 2008 (4-5pm) - Bell to Lithgow
0.0
10.0
20.0
30.0
40.0
50.0
60.0
70.0
80.0
90.0
100.0
1.0
1.4
1.8
2.2
2.6
3.0
3.4
3.8
4.2
4.6
5.6
6.5
7.4
8.3
9.2
10.1
11.0
11.9
12.8
13.7
Chainage (m) Starting at Bell heading West
Mean S
peed (
km
/h)
Westbound Artics Westbound Rigid Westbound Cars Eastbound Artics Eastbound Rigid Northbound Cars
Percentage of Time Following
Chifley Road 2008 (4-5pm) - Bell to Lithgow
0.0
10.0
20.0
30.0
40.0
50.0
60.0
70.0
1.0
1.4
1.8
2.2
2.6
3.0
3.4
3.8
4.2
4.6
5.6
6.5
7.4
8.3
9.2
10.1
11.0
11.9
12.8
13.7
Chainage (m) Starting at Bell heading West
Pere
cnt
of
Tim
e F
ollow
ing (
%)
Eastbound Westbound
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Table 18.10 Existing route operating characteristics (night 8—9pm)
Section
Modell
ed d
ista
nce North/Eastbound West/Southbound
Road From To
Mean s
peed (
km
/h)
Sta
ndard
devia
tion
% T
ime f
oll
ow
ing
Mean s
peed (
km
/h)
Sta
ndard
devia
tion
% T
ime f
oll
ow
ing
GWH Soldiers Pinch Mount Victoria 3 57.4 7.3 25.3 57.2 7.9 28.9
GWH Mount Victoria Brown Gaps Rd 6.73 68.5 7.7 11.6 69.0 8.1 15.1
GWH Brown Gaps Rd Jenolan Caves Rd 4.14 89.5 10.0 10.4 88.8 11.2 15.2
GWH Jenolan Caves Rd 1.5 km West of
40 Bends 5.13 88.9 10.0 11.0 91.4 11.8 9.3
GWH 1.5 km West of
40 Bends Main Street 5.7 75.2 8.8 12.7 78.9 10.0 10.4
GWH Main Street Castlereagh
Highway 6.6 88.1 12.9 7.6 88.5 16.1 5.3
Darling
Causeway
1.5 km North of
Mount Victoria Bell 6.9 72.5 11.2 10.5 75.2 9.5 13.1
Darling
Causeway Mount Victoria
3 km North of
Mount Victoria 2.9 64.7 17.6 17.8 74.7 10.6 14.9
Chifley
Road Bell Newnes Junction 5.5 82.4 12.2 14.2 83.9 13.3 9.1
Chifley
Road Newnes Junction
Hartley Valley
Road 10 64.7 12.2 27.6 67.9 10.5 15.6
During the evening when volumes are lower vehicles are following another vehicle up to 15 per
cent of the time (on average).
Full details of the TRARR model setup and calibration can be found in Section 19.2.
A graphical representation of the mean speeds and percentage time following for the key
routes for the typical night hour (8—9pm) is presented in Figure 18.21, Figure 18.22 and and
Figure 18.23. The graphs show the mean speeds by vehicle class by location.
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Figure 18.21 Great Western Highway operating parameters (8—9pm)
Mean Speeds
Great Western Highway 2008 (8-9pm) - Soldiers Pinch to Marrangaroo
0.0
20.0
40.0
60.0
80.0
100.0
120.0
1.0
1.2
1.5
1.7
2.0
3.1
4.1
5.2
6.2
7.3
8.8
9.3
9.7
10.2
10.7
11.9
12.6
13.3
14.0
14.7
16.1
16.9
17.8
18.6
19.5
20.9
21.9
23.0
24.0
25.1
Chainage (m) Starting at Soldiers Pinch heading West
Mean S
peed (
km
/h)
Westbound Artics Westbound Rigid Westbound Cars Eastbound Artics Eastbound Rigid Eastbound Cars
Percentage of Time Following
Great Western Highway 2008 (8-9pm) - Soldiers Pinch to Marrangaroo
0.0
5.0
10.0
15.0
20.0
25.0
30.0
35.0
1.0
1.2
1.5
1.7
2.0
3.1
4.1
5.2
6.2
7.3
8.8
9.3
9.7
10.2
10.7
11.9
12.6
13.3
14.0
14.7
16.1
16.9
17.8
18.6
19.5
20.9
21.9
23.0
24.0
25.1
Chainage (m) Starting at Soldiers Pinch heading West
Pere
cnt
of
Tim
e F
ollow
ing (
%)
Eastbound Westbound
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Figure 18.22 Darling Causeway operating parameters (8—9pm)
Mean Speeds
Darling Causeway 2008 (8-9pm) - Bell to Mount Victoria
0.0
10.0
20.0
30.0
40.0
50.0
60.0
70.0
80.0
90.0
1.0
1.8
2.6
3.3
4.1
4.9
5.7
6.4
7.2
8.0
9.0
9.1
9.2
9.3
9.4
9.6
9.7
9.8
9.9
10.0
Chainage (m) Starting at Bell heading South
Mean S
peed (
km
/h)
Southbound Artics Southbound Rigid Southbound Cars Northbound Artics Northbound Rigid Northbound Cars
Percentage of Time Following
Darling Causeway 2008 (8-9pm) - Bell to Mount Victoria
0.0
5.0
10.0
15.0
20.0
25.0
1.0
1.8
2.6
3.3
4.1
4.9
5.7
6.4
7.2
8.0
9.0
9.1
9.2
9.3
9.4
9.6
9.7
9.8
9.9
10.0
Chainage (m) Starting at Bell heading South
Pere
cnt
of
Tim
e F
ollow
ing (
%)
Northbound Southbound
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Figure 18.23 Chifley Road operating parameters (8—9pm)
Mean Speeds
Chifley Road 2008 (8-9pm) - Bell to Lithgow
0.0
10.0
20.0
30.0
40.0
50.0
60.0
70.0
80.0
90.0
100.0
1.0
1.4
1.8
2.2
2.6
3.0
3.4
3.8
4.2
4.6
5.6
6.5
7.4
8.3
9.2
10.1
11.0
11.9
12.8
13.7
Chainage (m) Starting at Bell heading West
Mean S
peed (
km
/h)
Westbound Artics Westbound Rigid Westbound Cars Eastbound Artics Eastbound Rigid Northbound Cars
Percentage of Time Following
Chifley Road 2008 (8-9pm) - Bell to Lithgow
0.0
5.0
10.0
15.0
20.0
25.0
30.0
35.0
40.0
1.0
1.4
1.8
2.2
2.6
3.0
3.4
3.8
4.2
4.6
5.6
6.5
7.4
8.3
9.2
10.1
11.0
11.9
12.8
13.7
Chainage (m) Starting at Bell heading West
Pere
cnt
of
Tim
e F
ollow
ing (
%)
Eastbound Westbound
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18.10 NUMBER PLATE SURVEY
A number plate survey was undertaken for the study area, which included four entry locations
and six internal locations. Figure 18.24 shows the general locations where the number plate
surveys were conducted.
For each vehicle passing through a location, information was recorded (number plate, vehicle
class, time and direction of travel). Number plate matching software was used to determine
travel paths and travel times through the study area. These surveys were carried out over two
two-hour periods (3.30—5.30pm and 7.30—9.30pm) providing an assessment of vehicles for an
afternoon period and a night period. The surveys were undertaken by Skyhigh Traffic Data
Australia.
18.11 TRAVEL TIMES
The number plate survey undertaken as part of the study identified existing travel times for
general traffic and freight traffic which have been used in checking model outputs and a basis
for comparison of future options. Travel time data also separates the trips which pass through
and separately those who stop for an extended period within the study area before continuing
a journey.
18.12 THROUGH TRAFFIC
The results of the number plate and travel time assessments enabled the identification of
vehicles that were making ‘through’ trips and those with an origin or destination within the
study area. A ‘through’ trip for a vehicle is defined as a trip where the vehicle was observed
entering and leaving the study area within a certain time period. This time was dependent on
the separation of the stations and the time at which the vehicle was recorded as it passed each
of the stations.
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Figure 18.24 Number plate survey locations
Legend
Number Plate Survey LocationsInternal Site
External SIte
E2
E1
E3
E4
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156 | P a g e 12 November 2008
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18.13 EXISTING TRAVEL PATTERNS
A summary of the resulting trip matrices for each vehicle class and time period derived from
the number plate survey data is provided in Table 18.11, Table 18.12, Table 18.13 and Table
18.14. Full trip matrices are provided in Appendix M.
Table 18.11 2008 summary trip matrix – light vehicles (4—5pm)
FROM (Origin) TO (Destination)
Location Site
No. INT E1 E2 E3 E4 TOT %
Internal to Study Area INT 573 48 226 13 335 1195 54%
Bells line of Rd, east of Darling Causeway E1 44 12 15 1 28 100 5%
Great Western Hwy, east of Station St E2 204 7 0 13 114 340 15%
Jenolan Caves Rd, south of Great Western Hwy E3 13 1 24 1 3 41 2%
Great Western Hwy, west of Tunnel Hill E4 375 30 117 2 0 525 24%
TOTAL TOT 1209 98 383 30 480 2200 100%
Proportion of Total Trips % 55% 4% 17% 1% 22% 100%
INT EXT
INT 26% 28%
EXT 29% 17%
In the afternoon period (4—5pm) 17 per cent of total light vehicle trips are through traffic
(passing through the study area) whilst 26 per cent are internal traffic (starting and finishing
their journeys within the study area). The balance of trips (57 per cent) are entering or exiting
the study area. Trips along the length of the Great Western Highway make up the majority of
through trips.
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Table 18.12 2008 summary trip matrix – heavy vehicles (4—5pm)
FROM (Origin) TO (Destination)
Location Site
No. INT E1 E2 E3 E4 TOT %
Internal to Study Area INT 46 5 17 2 9 79 47%
Bells line of Rd, east of Darling Causeway E1 4 0 1 0 2 7 4%
Great Western Hwy, east of Station St E2 34 1 0 1 3 39 23%
Jenolan Caves Rd, south of Great Western Hwy E3 4 0 3 0 1 8 5%
Great Western Hwy, west of Tunnel Hill E4 31 2 4 0 0 37 21%
TOTAL TOT 119 8 25 3 15 170 100%
Proportion of Total Trips % 70% 5% 14% 3% 9% 100%
INT EXT
INT 27% 19%
EXT 43% 11%
In the afternoon period (4—5pm) heavy vehicles represent only 7 per cent of total traffic
within, into, out of and through the study area. Only 11 per cent of total truck trips are
through traffic whilst 27 per cent are internal traffic. The majority of trips (62 per cent) are
entering or exiting the study area.
Table 18.13 2008 summary trip matrix – light vehicles (8—9pm)
FROM (Origin) TO (Destination)
Location Site
No. INT E1 E2 E3 E4 TOT %
Internal to Study Area INT 145 11 49 5 99 309 53%
Bells line of Rd, east of Darling Causeway E1 20 0 3 2 11 36 6%
Great Western Hwy, east of Station St E2 70 9 0 6 45 130 22%
Jenolan Caves Rd, south of Great Western Hwy E3 10 1 3 0 1 15 3%
Great Western Hwy, west of Tunnel Hill E4 56 8 32 0 0 96 16%
TOTAL TOT 301 29 87 13 156 586 100%
Proportion of Total Trips % 51% 5% 15% 2% 27% 100%
INT EXT
INT 25% 28%
EXT 27% 21%
In the night period (8—9pm) a slightly higher proportion (21 per cent) of total light vehicles
trips are through traffic with similar rates of internal traffic (25 per cent). The remaining 54
per cent of trips are entering or exiting the study area.
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Table 18.14 2008 summary trip matrix – heavy vehicles (8—9pm)
FROM (Origin) TO (Destination)
Location Site
No. INT E1 E2 E3 E4 TOT %
Internal to Study Area INT 34 2 11 1 16 64 50%
Bells line of Rd, east of Darling Causeway E1 3 0 1 0 0 5 4%
Great Western Hwy, east of Station St E2 17 0 0 1 9 27 21%
Jenolan Caves Rd, south of Great Western Hwy E3 2 0 1 0 0 3 3%
Great Western Hwy, west of Tunnel Hill E4 13 1 14 0 0 28 21%
TOTAL TOT 69 3 27 2 25 127 100%
Proportion of Total Trips % 54% 3% 21% 2% 21% 100%
INT EXT
INT 27% 24%
EXT 28% 21%
In the night period (8—9pm) heavy vehicles, at 18 per cent, represent a greater proportion of
total traffic within, into, out of and through the study area. In the evening period analysed 22
per cent of total heavy vehicle trips are through traffic. This is almost double the afternoon
period proportion of through heavy vehicle trips although the actual number of through heavy
vehicle trips declined slightly. Just over half of heavy vehicle trips (51 per cent) are entering or
exiting the study area.