Project Name:
Campbell Traffic Study
Project Number:
3002285
Report for:
National Capital Authority
PREPARATION, REVIEW AND AUTHORISATION
Revision #
Date
Prepared by
Reviewed by
0
Approved for Issue by
08/02/2012
Lindsay Jacobsen
Jerome Catbagan
1
08/03/2012
Lindsay Jacobsen
Jerome Catbagan
2
08/05/2012
Lindsay Jacobsen
Jerome Catbagan
George Lasek
3.1
12/06/2012
Lindsay Jacobsen
Jerome Catbagan
George Lasek
ISSUE REGISTER
Distribution List
National Capital Authority:
Date Issued
Number of Copies
12/06/2012
Electronic
SMEC staff:
Associates:
Canberra Office Library (SMEC office location):
SMEC Project File:
SMEC COMPANY DETAILS
SMEC Australia Pty. Ltd.
Level 1, 243 Northbourne Avenue, Lyneham ACT 2602
Tel:
(02) 6234 1958
Fax:
(02) 6234 1966
Email:
jerome.catbagan@smec.com
WWW:
http://www.smec.com
The information within this document is and shall remain the property of SMEC Australia Pty. Ltd.
Traffic Modelling Report
For: National Capital Authority
JUNE 12, 2012
EXECUTIVE SUMMARY
This report details the impacts on the internal roads and traffic of Campbell under a
number of scenarios for land use and road network development along Constitution
Avenue. Four options have been investigated for the 2016 AM and PM peak periods
representing various levels of development. Traffic micro-simulation modelling was
performed using Paramics to determine the effect of the developments on travel patterns
in the area, while SIDRA Intersection was used to determine the impact on the
performance of intersections in the area.
The table below describes the modelled scenarios:
Scenario
Description
The existing road network with the following changes:
 Upgrade of the intersection of Constitution Avenue – Anzac Parade
Base Case/
Do Nothing
 Completion of Parkes Section 49 (Commonwealth New Building Project)
 Completion of Jamison House
 For the 2016 model year; the addition of left-in access from Parkes Way to the
Blamey Crescent Extension
Base Case/Do Nothing with the following modifications:
 Constitution Avenue Upgrade
Future Base 1
 Completion of Campbell Section 5
 Occupation of Anzac Park East
 Completion of SAAB building
 Completion of RSL headquarters commercial development
Base Case/Do Nothing with the following modifications:
 Constitution Avenue Upgrade
Future Base 2
 Completion of Campbell Section 5
 Occupation of Anzac Park East
 Completion of SAAB building
 Completion of RSL residential development
Future Base 3
Base Case/Do Nothing with the following modifications:
 Residential development as above only on the northern verge of Constitution Avenue
The study area and Base Case road network are shown on the following page.
Study Area
Base Case Road Network
Campbell Traffic Study 3002285 | Revision No. 3.1 | 12 June 2012
Page | ii
The micro-simulation model was calibrated with an Origin-Destination (OD) number plate
survey performed for the internal roads of Campbell. The models for each scenario were
then used to assess the effects of road network and land use developments on the traffic
travelling into and out of Campbell. The following figure shows the cordon locations
referenced in the following two tables.
Campbell OD Cordon Locations
One-hour AM Peak Campbell Cordon Counts
Cordon
2016 Base Case
Entering Exiting
2016 Future Base 1 2016 Future Base 2 2016 Future Base 3
Entering
Exiting
Entering
Exiting
Entering
Exiting
1
238
538
230
578
204
562
206
524
2
80
72
80
118
86
84
96
72
3
460
302
586
344
522
338
492
406
4
18
22
40
12
28
12
28
18
5
80
96
68
100
100
82
84
88
Total
876
1030
1004
1152
940
1078
906
1108
Campbell Traffic Study 3002285 | Revision No. 3.1 | 12 June 2012
Page | iii
One-hour PM Peak Campbell Cordon Counts
Cordon
2016 Base Case
Entering Exiting
2016 Future Base 1 2016 Future Base 2 2016 Future Base 3
Entering
Exiting
Entering
Exiting
Entering
Exiting
1
198
422
214
380
194
358
198
422
2
400
46
404
58
364
62
400
46
3
342
616
350
606
354
572
342
616
4
20
42
16
56
22
44
20
42
5
112
96
124
116
124
98
112
96
Total
1072
1222
1108
1216
1058
1134
1072
1222
The results indicate a modest increase in total traffic entering Campbell in the AM peak
period and a minimal increase in total traffic entering Campbell in the PM peak period.
The intersection modelling results are shown on the following page. They indicate that
none of the Future Base scenarios show significant deteriorations in Level of Service
(LoS) at any of the intersections. In the 2016 PM peak period the performance of
Constitution Avenue – Blamey Crescent and Fairbairn Avenue – Truscott Street improves.
In the former case this is the result of intersection improvements between 2011 and 2016,
while in the latter case it is most likely the result of network improvements outside the
study area, for example Majura Parkway.
Intersection Level of Service (AM Peak)
Intersection
'11 Base '16 Base '16 FB1 '16 FB2 '16 FB3
1 Constitution Avenue – Blamey Crescent
D
D
D
D
D
2 Constitution Avenue – Creswell Street*
A/B
A/B
A/C
A/C
A/C
3 Constitution Avenue – Anzac Parade
D
D
D
D
D
4 Anzac Parade – Blamey Crescent
B
B
B
B
B
5 Fairbairn Avenue – Creswell Street
A
A
A
A
A
6 Fairbairn Avenue – Truscott Street*
A/D
A/D
A/D
A/D
A/D
7 Blamey Crescent – Creswell Street*
A/C
A/C
B/D
B/D
B/D
8 Blamey Crescent – White Street*
A/C
A/C
A/C
A/C
B/C
* SIDRA Intersection does not report LoS for sign-controlled intersections as the delay on the major road is effectively zero.
Instead the LoS has been determined manually from the average delay according to Table 19, followed by the LoS for the
worst performing movement.
Campbell Traffic Study 3002285 | Revision No. 3.1 | 12 June 2012
Page | iv
Intersection Level of Service (PM Peak)
Intersection
'11 Base '16 Base '16 FB1 '16 FB2 '16 FB3
1 Constitution Avenue – Blamey Crescent
D
C
C
C
C
2 Constitution Avenue – Creswell Street*
A/D
A/F
A/E
A/F
A/E
3 Constitution Avenue – Anzac Parade
D
D
D
D
D
4 Anzac Parade – Blamey Crescent
B
B
B
B
B
5 Fairbairn Avenue – Creswell Street
A
A
A
A
A
6 Fairbairn Avenue – Truscott Street*
F
E/F
C/F
E/F
C/F
7 Blamey Crescent – Creswell Street*
A/C
A/D
A/C
B/C
B/D
8 Blamey Crescent – White Street*
A/B
A/C
A/C
A/B
A/C
* SIDRA Intersection does not report LoS for sign-controlled intersections as the delay on the major road is effectively zero.
Instead the LoS has been determined manually from the average delay according to Table 19, followed by the LoS for the
worst performing movement.
The intersection and micro-simulation modelling that has been conducted suggests that
travel pattern changes in each of the options are unlikely to significantly increase the
amount of traffic using the Campbell internal roads as through routes or so-called “rat
runs”. Additionally, due to the layout of Campbell’s schools and medical/commerce/retail
centres, a proportion of these through trips are likely to be multi-purpose, for example
stopping in Campbell to drop off school children. In general there is little change in traffic
performance in each of the 2016 Future Base options compared to the 2016 Base Case.
The land use development along Constitution Avenue results in a small overall increase in
traffic entering Campbell, however only some of this increase is through traffic.
Campbell Traffic Study 3002285 | Revision No. 3.1 | 12 June 2012
Page | v
CONTENTS
1
INTRODUCTION .............................................................................................. 1
2
ROAD NETWORK OPTIONS .......................................................................... 2
2.1
3
4
5
6
Study Area ........................................................................................................ 2
MICRO-SIMULATION MODEL CALIBRATION ................................................ 4
3.1
Network Coding ................................................................................................. 4
3.2
Traffic Signals ................................................................................................... 4
3.3
Input Data.......................................................................................................... 5
3.4
Land Use Assumptions...................................................................................... 5
3.5
Demand Estimation ........................................................................................... 8
3.6
Demand Profile.................................................................................................. 9
3.7
OD Matrix Synthesis ........................................................................................ 11
OPTIONS TESTING....................................................................................... 12
4.1
Demand Forecasting ....................................................................................... 12
4.2
Micro-simulation Modelling Results ................................................................. 12
4.3
Analysis of Campbell Internal Traffic ............................................................... 14
4.4
Campbell Area Traffic Growth ......................................................................... 18
INTERSECTION ANALYSIS .......................................................................... 20
5.1
Intersection Layouts ........................................................................................ 22
5.2
Level of Service ............................................................................................... 32
5.3
Intersection Analysis Results ........................................................................... 33
CONCLUSIONS ............................................................................................. 36
APPENDICES
APPENDIX A
SIDRA INTERSECTION INPUT VOLUMES
APPENDIX B
SIDRA INTERSECTION MOVEMENT SUMMARIES
Campbell Traffic Study 3002285 | Revision No. 3.1 | 12 June 2012
Page | i
TABLES
Table 1: Tested Options .................................................................................................... 3
Table 2: High Density Residential Occupancy Rates in Campbell and Reid ...................... 5
Table 3: Land Use Assumptions ........................................................................................ 7
Table 4: Ideal GEH Calibration Thresholds ....................................................................... 8
Table 5: Estimation GEH Distribution ................................................................................ 9
Table 6: AM Peak Traffic Demand Profile .......................................................................... 9
Table 7: PM Peak Traffic Demand Profile .......................................................................... 9
Table 8: Micro-simulation Options Models ....................................................................... 12
Table 9: Road Segment Average Speed [km/hr] by Scenario .......................................... 13
Table 10: 2011 AM One-hour Peak OD Survey Results .................................................. 15
Table 11: 2011 PM One-hour Peak OD Survey Results .................................................. 15
Table 12: One-hour Peak OD Survey Trip Type Summary .............................................. 16
Table 13: AM One-hour Through Trips (Travel Time  3 minutes) ................................... 17
Table 14: PM One-hour Through Trips (Travel Time  3 minutes) ................................... 17
Table 15: One-hour AM Peak Campbell Cordon Counts ................................................. 18
Table 16: One-hour AM Peak Campbell Cordon Growth (Compared to 2016 Base
Case/Do Nothing) ............................................................................................................ 18
Table 17: One-hour PM Peak Campbell Cordon Counts ................................................. 19
Table 18: One-hour PM Peak Campbell Cordon Growth (Compared to 2016 Base
Case/Do Nothing) ............................................................................................................ 19
Table 19: HCM 2010 Level of Service Criteria ................................................................. 32
Table 20: Intersection Level of Service (AM Peak) .......................................................... 34
Table 21: Intersection Level of Service (PM Peak) .......................................................... 34
Table 22: Intersection Average Delay (AM Peak) ............................................................ 35
Table 23: Intersection Average Delay (PM Peak) ............................................................ 35
Campbell Traffic Study 3002285 | Revision No. 3.1 | 12 June 2012
Page | ii
FIGURES
Figure 1: Study Area ......................................................................................................... 2
Figure 2: Paramics Micro-simulation Model (Base Case) .................................................. 4
Figure 3: Manual Intersection Count Locations.................................................................. 6
Figure 4: SMEC’s EMME strategic model of Canberra .................................................... 10
Figure 5: Original network for estimation (blue) with expansion into Campbell (red) ........ 11
Figure 6: Campbell Internal Traffic OD Survey Cordons .................................................. 14
Figure 7: Modelled Intersections...................................................................................... 21
Figure 8: Constitution Avenue – Blamey Crescent (2011) ............................................... 22
Figure 9: Constitution Avenue – Blamey Crescent (2016) ............................................... 23
Figure 10: Constitution Avenue – Creswell Street (Existing) ............................................ 24
Figure 11: Constitution Avenue – Anzac Parade ............................................................. 25
Figure 12: Anzac Parade – Currong Street (Western Side) ............................................. 26
Figure 13: Anzac Parade – Blamey Crescent (Eastern Side) .......................................... 27
Figure 14: Fairbairn Avenue – Creswell Street/Treloar Crescent ..................................... 28
Figure 15: Fairbairn Avenue – Truscott Street ................................................................. 29
Figure 16: Blamey Crescent – Creswell Street ................................................................ 30
Figure 17: Blamey Crescent – White Street ..................................................................... 31
Campbell Traffic Study 3002285 | Revision No. 3.1 | 12 June 2012
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1 INTRODUCTION
The National Capital Authority (NCA) has received feedback from the Campbell
community regarding the level of traffic in the area, in particular the volume of “rat run”
through trips using the Campbell streets. There is also a perception that this has
increased recently due to the upgrade of the Anzac Parade – Blamey Crescent
intersection to signal control. More importantly, the potential for further development in
the area to change the travel patterns in the area and increase the level of through traffic
has been identified by the community and NCA as an important issue.
SMEC has been contracted to conduct an investigation into the effects of a number of
potential road network and land use development scenarios in and around Campbell.
Campbell Traffic Study 3002285 | Revision No. 3.1 | 12 June 2012
Page | 1
2 ROAD NETWORK OPTIONS
2.1 Study Area
The study area is shown in Figure 1.
Figure 1: Study Area
A number of options were tested, as shown in Table 1.
The micro-simulation modelling involves calibrating 2011 AM and PM existing conditions
models and testing the different options using the projected 2016 AM and PM demand.
Campbell Traffic Study 3002285 | Revision No. 3.1 | 12 June 2012
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Table 1: Tested Options
Scenario
Description
The existing road network with the following changes:
 Upgrade of the intersection of Constitution Avenue – Anzac Parade
Base Case/
Do Nothing
 Completion of Parkes Section 49 (Commonwealth New Building Project)
 Completion of Jamison House with 120 residential dwellings
 For the 2016 model year; the addition of left-in access from Parkes Way to the
Blamey Crescent Extension
Base Case/Do Nothing with the following modifications:
 Constitution Avenue Upgrade
Future Base 1
 Completion of Campbell Section 5 with 218 single bedroom units, 435 two-bedroom
units, 73 three-bedroom units and 7,300 m² GFA of retail floor space
 Occupation of Anzac Park East with 250 business parking spaces
 Completion of SAAB building with 195 business parking spaces
 Completion of RSL headquarters with 395 business parking spaces
Base Case/Do Nothing with the following modifications:
 Constitution Avenue Upgrade
Future Base 2
 Completion of Campbell Section 5 with 218 single bedroom units, 435 two-bedroom
units, 73 three-bedroom units and 7,300 m² GFA of retail floor space
 Occupation of Anzac Park East with 250 business parking spaces
 Completion of SAAB building with 195 business parking spaces
 Completion of RSL residential development with 190 residential dwellings
Future Base 3
Base Case/Do Nothing with the following modifications:
 Residential development as above only on the northern verge of Constitution Avenue
Campbell Traffic Study 3002285 | Revision No. 3.1 | 12 June 2012
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3 MICRO-SIMULATION MODEL CALIBRATION
Figure 2: Paramics Micro-simulation Model (Base Case)
3.1 Network Coding
The existing road network coding was based on current road network TCD drawings
obtained from Environment and Sustainable Development (ESDD).
As shown, the network includes Blamey Crescent Extension with left-in access from
Parkes Way. In 2016 Russell Drive is reconnected to Blamey Crescent Extension.
For Future Base 1 and Future Base 2 The Constitution Avenue Upgrade configuration
was taken from Constitution Avenue Upgrade PSP drawings provided by Roads ACT, and
dated 17 February 2012. This project involves the widening of Constitution Avenue and
addition of a busway between London Circuit and Anzac Parade. The final configuration
in the PSP design includes median bus lanes in both directions and one general traffic
lane in each direction, with turning bays at intersections. All of the current give-way
intersections along Constitution Avenue west of Anzac Parade will be converted to LeftIn/Left-Out access only, and the intersections of London Circuit and Allara Street with
Constitution Avenue will be simplified with the removal of left-turning slip lanes. The
busway has not been represented in the Paramics micro-simulation models, however the
intersection lane configurations match those in the PSP design.
In all Future Base scenarios Wendouree Drive has been converted to four-way signals to
provide access to the future development at Campbell Section 5.
3.2 Traffic Signals
Traffic signal phasing, green times and cycle lengths for SCATS enabled intersections
were obtained from Roads ACT. Coordination of intersections was configured where
necessary, and prioritises the major movements.
Campbell Traffic Study 3002285 | Revision No. 3.1 | 12 June 2012
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3.3 Input Data
The model was estimated and calibrated using a combination of manual and SCATS
intersection turning movement counts collected on Tuesday 22 November 2011 for the
following intersections (shown in Figure 3):
1. Constitution Avenue and Blamey Crescent
2. Constitution Avenue and Creswell Street
3. Anzac Parade and Blamey Crescent
4. Anzac Parade and Fairbairn Avenue
5. Fairbairn Avenue and Creswell Street
6. Fairbairn Avenue and Truscott Street
7. Morshead Drive and Russell Drive
8. Parkes Way and Anzac Parade
9. Fairbairn Avenue and Northcott Drive
10. Constitution Avenue and Northcott Drive
11. Northcott Drive and Tobruk Road
12. Blamey Crescent and Creswell Street
13. Blamey Crescent and White Crescent
3.4 Land Use Assumptions
Land Use changes in each scenario have been generated from the provided data (listed in
Table 1), and are shown in Table 3. Where dwelling numbers were provided, population
estimates were made using 2006 Census data for Campbell and Reid (shown in Table 2).
Office jobs were generated at a rate of from 1.5 jobs per specific car parking spot.
Table 2: High Density Residential Occupancy Rates in Campbell and Reid
Bedrooms
Occupants
Average
Occupancy
4 5 6 Total
Rate
1
2
3
1
127
42
3 0 0 0
220
1.28
2
155
96 11 3 0 3
410
1.53
3
11
15 15 3 0 0
98
2.23
293 153 29 6 0 3
728
1.50
Total
Campbell Traffic Study 3002285 | Revision No. 3.1 | 12 June 2012
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Figure 3: Manual Intersection Count Locations
Campbell Traffic Study 3002285 | Revision No. 3.1 | 12 June 2012
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Table 3: Land Use Assumptions
Zone
Description
Population
2011
Ex
Employment
2016
BC
2011
2016
BC
FB1
Ex
BC
Ex
26 206 207
207
207
207
50
50
59
1107 1107 1107
0
0
0
286 226
226
56
Jamison House
101
Campbell Section 5
0
0
0
102
SAAB Building,
RSL Headquarters
0
0
0
0
286
103/
104
Commonwealth New
Building Project
0
0
0
0
0
0
108
Anzac Park East
0
0
0
0
0
0
Campbell Traffic Study 3002285 | Revision No. 3.1 | 12 June 2012
Retail Floor Space [m² GFA]
Ex
FB3
59
59
59
0
0
0
0
0
0
0
258 1143
551
258
24 1024 1248 1248 1248 1248
0
Page | 7
0
BC
2016
FB2
0
BC
2011
950
950
0
Ex BC Ex
BC
FB2
FB3
0
0
0
0 7300 7300
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
3.5 Demand Estimation
Micro-simulation demand estimation was performed using Paramics Estimator. This
software uses an incremental method to attempt to generate an Origin-Destination (OD)
matrix that matches the provided turn, midblock and cordon count data. It runs a
simulation of the model and records the traffic at each location for which traffic count data
has been provided, comparing the simulated volumes to the provided real world counts to
determine their accuracy. As it knows the origin and destination of each vehicle recorded
at a count location, it can make incremental change to the contents of the OD matrix and
repeat the process, eventually converging on a minimised average GEH statistic for all of
the input data, in this case turning movement counts.
The aforementioned GEH statistic is an empirical formula that is used as an acceptance
criterion for comparison and evaluation of modelled traffic volumes against real-world
traffic counts. It is used as a reference to measure the general accuracy of a transport
model according to the following equation:
GEH 
2M  C 
M C
2
Where:
 M is the traffic volume estimated by the model; and
 C is the observed real-world traffic count.
The ideal GEH-based calibration criteria for micro-simulation modelling according to the
UK Highways Agency Design Manual for Roads and Bridges are shown in Table 4.
Table 4: Ideal GEH Calibration Thresholds
GEH Value Proportion
GEH < 5
≥85%
GEH < 10
100%
Traffic input into Estimator was comprised of the following for each modelled network:
 The pattern matrix for 2011 AM and PM peak period estimations was extracted
from the SMEC EMME strategic transport model of Canberra (shown in Figure 4).
 Intersection turning movement counts were collected for all major intersections
within the study area (shown in Figure 3).
 Additional SCATS data for signalised intersections within the study area were
obtained from Roads ACT.
The estimation was run iteratively until the average GEH of the model was minimised.
Due to the minimal route choice within the modelled road network the All-or-Nothing
assignment method was used for estimation.
Campbell Traffic Study 3002285 | Revision No. 3.1 | 12 June 2012
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The resulting average GEH statistic achieved at the end of the demand estimation
process was 1.49 for 2011 AM and 1.66 for 2011 PM. The distribution of GEH values for
individual intersection movements that was achieved at the end of the calibration and
estimation process is shown in Table 5.
Table 5: Estimation GEH Distribution
GEH Value AM Proportion PM Proportion
GEH < 5
96%
94%
GEH < 10
100%
100%
3.6 Demand Profile
The traffic volumes from the 2011 SCATS counts were provided for 15 minute intervals.
By aggregation the AM peak hour was identified as 07:45-08:45 and the PM peak hour
was identified as 16:45-17:45. The model consists of a one-hour warm-up period followed
by a one-hour peak simulation period. The demand profiles are shown in Table 6 and
Table 7.
Table 6: AM Peak Traffic Demand Profile
Warm-up Period
Period
AM Peak Period
Proportion
Period
Proportion
06:45 – 07:00
8% 07:45 – 08:00
24%
07:00 – 07:15
13% 08:00 – 08:15
25%
07:15 – 07:30
18% 08:15 – 08:30
26%
07:30 – 07:45
21% 08:30 – 08:45
25%
Total
60%
Total
100%
Table 7: PM Peak Traffic Demand Profile
Warm-up Period
Period
PM Peak Period
Proportion
Period
Proportion
15:45 – 16:00
19% 16:45 – 17:00
24%
16:00 – 16:15
20% 17:00 – 17:15
26%
16:15 – 16:30
20% 17:15 – 17:30
26%
16:30 – 16:45
22% 17:30 – 17:45
24%
Total
81%
Total
Campbell Traffic Study 3002285 | Revision No. 3.1 | 12 June 2012
100%
Page | 9
Figure 4: SMEC’s EMME strategic model of Canberra
Campbell Traffic Study 3002285 | Revision No. 3.1 | 12 June 2012
Page | 10
3.7 OD Matrix Synthesis
3.7.1 2011 Matrix Expansion
The estimation was performed using a model without the Campbell internal roads,
Fairbairn Avenue or Northcott Drive. This enabled the estimation to be performed without
being concerned with the pattern of trips within Campbell, as recorded in the OD survey.
The extents of the model for estimation are shown in blue in Figure 5, with the Campbell
internal roads, Fairbairn Avenue and Northcott Drive that were initially excluded shown in
red.
The completed estimation matrix was then expanded to include Campbell, and the traffic
that began or ended its trip at each of the cordon locations along Anzac Parade or
Constitution Avenue was distributed proportionally according to the results of the OD
survey. The upshot of this process was a matrix that reflects the estimation result for the
roads shown in blue in Figure 5, and also recreates the results of the 2011 OD survey for
the roads shown in red. From this basis it is possible to determine the effect of network
and traffic changes in the future.
Figure 5: Original network for estimation (blue) with expansion into Campbell (red)
3.7.2 2016 Options Demand Calculations
Each of the options was modelled in EMME to produce separate 2016 sub-area OD
matrices. The 2011 existing conditions EMME sub-area OD matrices and 2016 options
sub-area OD matrices were used to calculate growth rates which were applied to the 2011
estimated matrices using the Fratar growth method. In short, the Fratar method applies
growth to a matrix by alternately and iteratively scaling the rows and columns to match a
pre-determined total, in this case the targets are based on the estimated row and column
totals with the growth rates calculated from the EMME model output.
Campbell Traffic Study 3002285 | Revision No. 3.1 | 12 June 2012
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4 OPTIONS TESTING
4.1 Demand Forecasting
Traffic demand forecasting for the 2016 AM and PM peak periods was performed using
the SMEC EMME strategic transport model of Canberra, which uses land use data
supplied by Transport Planning, ESDD.
A separate scenario was configured in the SMEC EMME strategic model of Canberra to
allow the 2011-2016 traffic growth for each option to be calculated separately, so that the
expected traffic changes due to the various Future Base land use assumptions could be
identified. The EMME model was used to forecast traffic in the study area for the existing
road network in 2011 and for each of the options in 2016. The OD matrices for each of
the 2016 Paramics models were produced using the Fratar method described in Section
3.7.2.
4.2 Micro-simulation Modelling Results
The options that have been tested are shown in Table 8.
Table 8: Micro-simulation Options Models
Option
2011 AM/PM 2016 AM/PM
1 Base Case


2 Future Base 1
-

3 Future Base 2
-

4 Future Base 3
-

Average speeds for selected road segments are shown in Table 9. Segments 1-4 cover
Constitution Avenue eastbound and 5-8 cover Constitution Avenue westbound. The
remaining segments are other important road segments in the study area.
There is a decrease in average speeds evident on some parts of Constitution Avenue in
Future Base 1 and Future Base 2, however this is most likely a consequence of the
Constitution Avenue Upgrade than the additional land use in these scenarios. The
Constitution Avenue Upgrade improves public transport and pedestrian utility along
Constitution Avenue but sacrifices some general traffic capacity in the process, through
the removal of general traffic lanes and slip lanes for left turns, particularly between
London Circuit and Coranderrk Street. In general the rest of the network is unaffected in
each of the scenarios.
The performance of the 2016 Future Base options compared to 2016 Base Case is colour
coded according to relative performance. The colour scale is progressive from red
(halving of average speed, or worse) through yellow (no change) to green (doubling of
average speed, or better).
Campbell Traffic Study 3002285 | Revision No. 3.1 | 12 June 2012
Page | 12
Table 9: Road Segment Average Speed [km/hr] by Scenario
AM
ID
Route
2011
BC
PM
2016
2011
BC
FB1
FB2
FB3
BC
2016
BC
FB1
FB2
FB3
1
Constitution Avenue from London
Circuit to Coranderrk Street
14
13
9
14
13
21
12
20
10
6
2
Constitution Avenue from
Coranderrk Street to Anzac Parade
13
26
25
25
21
4
18
20
25
21
3
Constitution Avenue from Anzac
Parade to Blamey Crescent
27
33
17
20
22
27
21
29
28
26
4
Constitution Avenue from Blamey
Crescent to Northcott Drive
55
60
59
60
60
52
59
58
58
58
5
Constitution Avenue from Northcott
Drive to Blamey Crescent
34
30
27
27
28
27
28
24
19
24
6
Constitution Avenue from Blamey
Crescent to Anzac Parade
8
6
19
22
20
11
6
25
9
14
7
Constitution Avenue from Anzac
Parade to Coranderrk Street
21
24
21
15
17
22
9
10
3
5
8
Constitution Avenue from
Coranderrk Street to London Circuit
20
20
19
18
20
10
18
21
14
22
9
Anzac Parade from Constitution
Avenue to Fairbairn Avenue
48
43
43
42
43
34
39
42
38
38
10
Anzac Parade from Fairbairn Avenue
to Constitution Avenue
34
36
35
34
35
32
28
8
15
27
11
Blamey Crescent from Anzac Parade
to White Crescent
56
56
55
55
55
56
56
54
55
54
12
Blamey Crescent from White Crescent
to Constitution Avenue
36
21
33
21
31
30
19
29
16
26
13
Blamey Crescent from Constitution
Avenue to White Crescent
57
57
55
52
57
58
58
59
59
58
14
Blamey Crescent from White Crescent
to Anzac Parade
46
44
43
44
44
42
42
42
37
39
15
White/Truscott from Blamey Crescent
to Fairbairn Avenue
49
50
49
50
49
31
45
32
42
33
16
White/Truscott from Fairbairn Avenue
to Blamey Crescent
52
50
51
50
50
51
51
51
51
51
17
Creswell Street from Constitution
Avenue to Blamey Crescent
57
58
55
57
57
56
58
59
58
58
18
Creswell Street from Blamey Crescent
to Fairbairn Avenue
56
54
55
57
57
38
45
37
43
40
19
Creswell Street from Fairbairn Avenue
to Blamey Crescent
55
54
54
53
53
55
53
55
52
54
20
Creswell Street from Blamey Crescent
to Constitution Avenue
58
58
56
56
52
59
59
55
56
56
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4.3 Analysis of Campbell Internal Traffic
4.3.1 Origin-Destination Survey
An Origin-Destination (OD) number plate survey was conducted on 22 November 2011 to
determine the pattern of traffic using the roads within Campbell. The survey used video
cameras to record the number plates of vehicles entering and exiting Campbell at the
locations shown in Figure 6. The survey was conducted between 07:00-09:00 for the AM
peak period and 16:00-18:00 for the PM peak period. The time that each vehicle entered
or exited the cordon was recorded, allowing an evaluation of the time spent inside the
cordon. This methodology allows complete and accurate capture of vehicle trips entering
and exiting the survey cordon.
The OD Zones have the following numbering, as shown in Figure 6:
1. Blamey Crescent at Constitution Avenue
2. Creswell Street at Constitution Avenue
3. Blamey Crescent at Anzac Parade
4. Creswell Street at Fairbairn Avenue
5. Truscott Street at Fairbairn Avenue
Figure 6: Campbell Internal Traffic OD Survey Cordons
The survey results, shown in Table 10 and Table 11, indicate that of the traffic currently
using Campbell internal roads, 18% is through traffic in the AM peak period and 24% is
through traffic in the PM peak period (see Table 12). If trips that begin and end at the
same cordon point are removed these proportions are reduced to 13% and 20%
Campbell Traffic Study 3002285 | Revision No. 3.1 | 12 June 2012
Page | 14
respectively. Due to the centralised nature of the services within Campbell (schools,
medical and retail/commerce centres) it is possible that a significant proportion of these
trips are multi-purpose trips, for example a parent travelling from the north, dropping off
children at one of the schools and continuing through to a workplace in the Parliamentary
Zone or Fyshwick. As a result they are not all necessarily “rat running” trips.
A fair proportion of the traffic at each of the Blamey Crescent cordons (1 and 3) is through
traffic – 80 vehicles travelling towards Russell in the AM peak hour and 155 vehicles
travelling away from Russell in the PM peak hour. This equates to one quarter of the total
traffic using Blamey Crescent in the AM peak, and one third in the PM peak. The
proximity of cordon 1 to Russell, and Blamey Crescent’s status and connections, makes
this finding unsurprising.
Table 10: 2011 AM One-hour Peak OD Survey Results
Origin
Destination
1
2
3
4
1
35
0
21
2
3
192
253
2
1
2
0
5
0
17
25
3
80
8
26
6
5
186
311
4
4
3
2
1
1
21
32
5
17
0
10
1
7
65
100
Internal 244 65 174 24
95
-
602
381 78 233 39 111
481
1323
Total
5
Internal Total
Table 11: 2011 PM One-hour Peak OD Survey Results
Origin
Destination
1
2
1
21
2
4
5
0 155
7
11
220
414
0
7
46
8
0
58
119
3
12
2
19
1
3
128
165
4
1
1
5
1
1
23
32
5
5
1
6
0
10
59
81
Internal 161 18 232 26
78
-
515
200 29 463 43 103
488
1326
Total
3
Campbell Traffic Study 3002285 | Revision No. 3.1 | 12 June 2012
Internal Total
Page | 15
Table 12: One-hour Peak OD Survey Trip Type Summary
Trip Type
2011 AM
2011 PM
Trips Proportion Trips Proportion
Exiting (Internal Origin)
602
46%
515
39%
Entering (Internal Destination)
481
36%
488
37%
Through, Different Entry and Exit
169
13%
265
20%
71
5%
58
4%
1323
100%
1326
100%
Through, Same Entry and Exit
Total
To evaluate the proportion of this external-external (through) traffic that is likely to be “rat
running” traffic, the time spent travelling between the entry and exit cordons was extracted
for these trips. For most trips the data shows a clear peak for through trips with a duration
of three minutes or less, so this was selected as the cut off.
Table 13 and Table 14 respectively show the number of trips in the AM and PM peak
periods that meet this “rat run” criterion by taking three minutes or less to complete. In the
AM peak period 67% of these “rat run” trips occur between cordons 1 and 3 – those at
either end of Blamey Crescent. The PM peak period shows a large amount of through
traffic travelling northbound from cordons 1 and 2 to cordon 3, which makes up 79% of the
total “rat running” traffic.
Of the 240 through trips in the AM peak period, 46% of them (8% of the total AM peak
traffic) fit this criteria for “rat runs”. In the PM peak period, 63% of 323 through trips (15%
of the total PM peak traffic) fit the criteria.
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Page | 16
Table 13: AM One-hour Through Trips (Travel Time  3 minutes)
Destinations
Origins
1
2
3
4
5
Proportion
1
5
0
16
1
1
40%
2
0
1
0
3
0
60%
3
58
6
6
2
1
57%
4
1
2
0
0
0
33%
5
3
0
2
0
1
16%
Proportion 49% 71% 40% 45% 21%
46%
Table 14: PM One-hour Through Trips (Travel Time  3 minutes)
Destinations
Origins
1
2
3
4
5
Proportion
1
3
0
119
5
4
68%
2
0
5
42
6
0
86%
3
9
1
4
0
1
41%
4
0
1
1
0
0
20%
5
1
1
1
0
1
17%
Proportion 33% 68% 72% 66% 24%
63%
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Page | 17
4.4 Campbell Area Traffic Growth
Growth for traffic entering and exiting the Campbell cordon at each of the locations
identified in Figure 6 was extracted from the Paramics models for each scenario, and is
shown in Table 15 through Table 18. Table 15 and Table 17 give the projected traffic
count at each cordon for the AM and PM peak periods respectively, while Table 16 and
Table 18 give the difference, in both absolute and relative terms, for the Future Base
scenarios compared to the Base Case the AM and PM peak periods respectively.
Table 15: One-hour AM Peak Campbell Cordon Counts
Cordon
2016 Base Case
2016 Future Base 1 2016 Future Base 2 2016 Future Base 3
Entering Exiting
Entering
Exiting
Entering
Exiting
Entering
Exiting
1
238
538
230
578
204
562
206
524
2
80
72
80
118
86
84
96
72
3
460
302
586
344
522
338
492
406
4
18
22
40
12
28
12
28
18
5
80
96
68
100
100
82
84
88
Total
876
1030
1004
1152
940
1078
906
1108
Table 16: One-hour AM Peak Campbell Cordon Growth (Compared to 2016 Base Case/Do Nothing)
Cordon
2016 Future Base 1
Entering
2016 Future Base 2
Exiting
Entering
Exiting
+4%
2016 Future Base 3
Entering
-32
Exiting
1
-8
-3%
+40
+7%
-34
-14% +24
-13%
-14
-3%
2
+0
+0%
+46 +64%
+6
+8% +12 +17% +16 +20%
+0
+0%
3
+126
+27%
+42 +14% +62 +13% +36 +12% +32
+7% +104 +34%
4
+22 +122%
-10
-45% +10 +56%
-10
-45% +10 +56%
-4
-18%
5
-12
+4
+4% +20 +25%
-14
-15%
Total
+128
-15%
+15% +122 +12% +64
+7% +48
+4
+5%
-8
-8%
+5% +30
+3%
+78
+8%
The AM peak period results indicate that a small increase in traffic using Campbell can be
expected in each of the Future Base scenarios, mostly around cordon 1 for entering traffic
and 1-3 for exiting traffic. The increase is up to 15% in Future Base 1 but doesn’t exceed
8% in Future Base 2 or 3.
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Page | 18
Table 17: One-hour PM Peak Campbell Cordon Counts
Cordon
2016 Base Case
2016 Future Base 1 2016 Future Base 2 2016 Future Base 3
Entering Exiting
Entering
Exiting
Entering
Exiting
Entering
Exiting
1
198
422
214
380
194
358
198
422
2
400
46
404
58
364
62
400
46
3
342
616
350
606
354
572
342
616
4
20
42
16
56
22
44
20
42
5
112
96
124
116
124
98
112
96
Total
1072
1222
1108
1216
1058
1134
1072
1222
Table 18: One-hour PM Peak Campbell Cordon Growth (Compared to 2016 Base Case/Do Nothing)
Cordon
2016 Future Base 1
Entering
1
-8
2
-34
3
Exiting
2016 Future Base 2
Entering
Exiting
2016 Future Base 3
Entering
-4% +42 +11%
+8
+4%
+0
+0%
-12
-8%
-16
-30
-7%
-4
-6%
-70
+68 +25%
-4
-1% +76 +28%
-14
-26%
-6% -22
+0
+0%
-2% +80 +29% -48
-8%
-20% +14 +33%
-16%
-6%
4
+0
+0%
+0
+0%
5
-2
-2%
-18
-16% +10
+9%
+2
+2% +10
+9% -16 -14%
+24
+2%
+4
+0% +60
+6%
-2
-0% +10
+1% -84
Total
-4
Exiting
+2 +10%
+2
+5%
-7%
In the PM peak period there is also an increase in entering traffic at cordon 3 for all three
Future Base scenarios, however the overall increase does not exceed 6% in any scenario
and there is a decrease in total exiting traffic in both Future Base 2 and 3. Overall the
impact on local traffic in the PM peak period due to the modelled developments is
minimal.
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Page | 19
5 INTERSECTION ANALYSIS
The intersection modelling was conducted using SIDRA Intersection 5.1.
In all options, intersections that are unchanged compared to their existing configurations
observe the SCATS phasing with optimised green times. For intersections that have
changed, the optimum phasing has been selected. In all cases the cycle length is
optimised by SIDRA. Basic Saturation Flow and amber and red times are configured
according to Roads ACT guidelines.
The network locations of each of the intersections that have been analysed are shown in
Figure 7, with the intersection layouts themselves included in Section 5.1 (Figure 9
through Figure 17). The input volumes were extracted from the Paramics models and are
included in Appendix A.
The intersections are:
1. Constitution Avenue – Blamey Crescent
2. Constitution Avenue – Creswell Street
3. Constitution Avenue – Anzac Parade
4. Anzac Parade – Blamey Crescent/Currong Street
5. Fairbairn Avenue – Creswell Street
6. Fairbairn Avenue – Truscott Street
7. Blamey Crescent – Creswell Street
8. Blamey Crescent – White Crescent
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Figure 7: Modelled Intersections
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5.1 Intersection Layouts
5.1.1 Constitution Avenue – Blamey Crescent
The configuration for Base Case 2011 is shown in Figure 8, while the configuration for all
2016 scenarios is shown in Figure 9.
In 2011 Russell Drive has been disconnected. In each 2016 scenario Russell Drive has
been replaced with Blamey Crescent Extension to provide access to the Russell Section
49 development. The layout is based on the pre-closure configuration with shortening of
the left-turn slip lane from the south-west leg. A left-turning slip lane has been added on
the westbound Constitution Avenue approach.
Figure 8: Constitution Avenue – Blamey Crescent (2011)
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Page | 22
Figure 9: Constitution Avenue – Blamey Crescent (2016)
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5.1.2 Constitution Avenue – Creswell Street
The configuration for all scenarios is shown in Figure 10. In all scenarios the intersection
is assumed to be give-way control, as existing.
Figure 10: Constitution Avenue – Creswell Street (Existing)
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Page | 24
5.1.3 Constitution Avenue – Anzac Parade
The assumed configuration for all options is shown in Figure 11. This design replaces the
existing two-stage signals with a single point arrangement. It operates in a four-phase
split arrangement (all four approaches have a dedicated and exclusive phase) in contrast
to the existing two-phase operation in which right turning traffic from Anzac Parade is
stored in the central section and right turning traffic from Constitution Avenue must give
way to through traffic.
Figure 11: Constitution Avenue – Anzac Parade
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Page | 25
5.1.4 Anzac Parade – Blamey Crescent
Figure 12 and Figure 13 show the existing configuration, as used in all scenarios.
Figure 12: Anzac Parade – Currong Street (Western Side)
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Page | 26
Figure 13: Anzac Parade – Blamey Crescent (Eastern Side)
Campbell Traffic Study 3002285 | Revision No. 3.1 | 12 June 2012
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5.1.5 Fairbairn Avenue – Creswell Street
The existing configuration shown in Figure 14 is unchanged in all options.
Figure 14: Fairbairn Avenue – Creswell Street/Treloar Crescent
Campbell Traffic Study 3002285 | Revision No. 3.1 | 12 June 2012
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5.1.6 Fairbairn Avenue – Truscott Street
Figure 15 shows the existing configuration. The single lane exit leg identified as “RT
Exit(SE)” represents the protected exit lane for right turning vehicles from Truscott Street.
Figure 15: Fairbairn Avenue – Truscott Street
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Page | 29
5.1.7 Blamey Crescent – Creswell Street
The existing configuration is shown in Figure 16 and is used in all scenarios.
Figure 16: Blamey Crescent – Creswell Street
Campbell Traffic Study 3002285 | Revision No. 3.1 | 12 June 2012
Page | 30
5.1.8 Blamey Crescent – White Street
The existing configuration is shown in Figure 17 and is used in all scenarios.
Figure 17: Blamey Crescent – White Street
Campbell Traffic Study 3002285 | Revision No. 3.1 | 12 June 2012
Page | 31
5.2 Level of Service
By the Highway Capacity Manual (HCM) 2010 definition, the Level of Service of a
signalised intersection movement is judged from the Control Delay D (which increases as
LoS decreases) and the Volume/Capacity ratio V/C (which causes LoS F if it exceeds 1,
i.e. demand exceeds supply). The descriptions included in HCM2010 for each of the LoS
ratings are included below (Source: Highway Capacity Manual 2010, pp18-5 to 18-6),
while the thresholds for each LoS rating are given in Table 19.
A. The Volume/Capacity ratio is low and either progression is exceptionally
favourable or the cycle length is very short. If it is due to favourable progression,
most vehicles arrive during the green indication and travel through the intersection
without stopping/
B. The Volume/Capacity ratio is low and either progression is highly favourable or the
cycle length is short. More vehicles stop than with LoS A.
C. Progression is favourable or the cycle length is moderate. Individual cycle failures
(i.e. one or more queued vehicles are not able to depart as a result of insufficient
capacity during the cycle) may begin to appear at this level. The number of
vehicles stopping is significant, although many vehicles still pass through the
intersection without stopping.
D. The Volume/Capacity ratio is high and either progression is ineffective of the cycle
length is long. Many vehicles stop and individual cycle failures are noticeable.
E. The Volume/Capacity ratio is high, progression is unfavourable and the cycle
length is long. Individual cycle failures are frequent.
F. The Volume/Capacity ratio is very high, progression is very poor and the cycle
length is long. Most cycles fail to clear the queue.
Table 19: HCM 2010 Level of Service Criteria
Level of Service
Signals
Give-Way or Roundabout
A
D ≤ 10 s
D ≤ 10 s
B
10 s < D ≤ 20 s
10 s < D ≤ 15 s
C
20 s < D ≤ 35 s
15 s < D ≤ 25 s
D
35 s < D ≤ 55 s
25 s < D ≤ 35 s
E
55 s < D ≤ 80 s
35 s < D ≤ 50 s
F
D > 80 s or V/C > 1
D > 50 s or V/C > 1
Source: Highway Capacity Manual 2010, Exhibit 18-4 (p. 18-6)
and Exhibit 19-1 (p. 19-2)
Campbell Traffic Study 3002285 | Revision No. 3.1 | 12 June 2012
Page | 32
5.3 Intersection Analysis Results
The overall average delay for each intersection in each option is shown in Table 22 for the
AM peak period and in Table 23 for the PM peak period. Level of Service, based on
control delay, is shown in Table 20 for the AM peak period and in Table 21 for the PM
peak period. Individual SIDRA Intersection movement summaries are included in
Appendix B.
During the AM peak period the intersection analysis suggests some slight increases in
average delay (Table 22), however no more than a few seconds, and the Levels of
Service (Table 20) indicate that the road network changes and proposed land use
developments should not be expected to have a significant adverse impact on traffic
performance in the area.
During the PM peak period the intersection analysis similarly suggests a very small
increase in average delay (Table 23) for most of the intersections, again without a
significant effect on Level of Service (Table 21). Two intersections however stand out in
the PM peak period; Constitution Avenue – Blamey Crescent and Fairbairn Avenue –
Truscott Street.
The intersection of Constitution Avenue – Blamey Crescent improves by one Level of
Service in all scenarios in 2016 PM compared to 2011 PM, with a reduction in average
delay of almost 20 seconds. In the 2016 configuration (Figure 9) there is a heavy left
turning movement from Blamey Crescent Extension (formerly Russell Drive) to
Constitution Avenue westbound through a give-way controlled slip lane. In the 2011
configuration Russell Drive is disconnected (see Figure 8), forcing this traffic to use Reg
Saunders Way and travel through the signals along Constitution Avenue. This movement
is not heavy in the AM peak period and therefore there is relatively little change in
performance.
The intersection of Fairbairn Avenue – Truscott Street shows an improvement in
performance in all scenarios in 2016 PM compared to 2011 PM, due to reduced through
traffic in both directions (see Appendix A). Since the 2016 EMME strategic model
includes all road network upgrades that are expected to have occurred by the end of
2016, including Majura Parkway, it is likely that the reduction in Fairbairn Avenue traffic is
a result of these changes. A decrease in traffic is also seen in the 2016 AM scenarios,
however in 2016 AM the intersection already operates with an overall average delay
equivalent to LoS A in all cases.
Campbell Traffic Study 3002285 | Revision No. 3.1 | 12 June 2012
Page | 33
Table 20: Intersection Level of Service (AM Peak)
Intersection
'11 Base '16 Base '16 FB1 '16 FB2 '16 FB3
1 Constitution Avenue – Blamey Crescent
D
D
D
D
D
2 Constitution Avenue – Creswell Street*
A/B
A/B
A/C
A/C
A/C
3 Constitution Avenue – Anzac Parade
D
D
D
D
D
4 Anzac Parade – Blamey Crescent
B
B
B
B
B
5 Fairbairn Avenue – Creswell Street
A
A
A
A
A
6 Fairbairn Avenue – Truscott Street*
A/D
A/D
A/D
A/D
A/D
7 Blamey Crescent – Creswell Street*
A/C
A/C
B/D
B/D
B/D
8 Blamey Crescent – White Street*
A/C
A/C
A/C
A/C
B/C
* SIDRA Intersection does not report LoS for sign-controlled intersections as the delay on the major road is effectively zero.
Instead the LoS has been determined manually from the average delay according to Table 19, followed by the LoS for the
worst performing movement.
Table 21: Intersection Level of Service (PM Peak)
Intersection
'11 Base '16 Base '16 FB1 '16 FB2 '16 FB3
1 Constitution Avenue – Blamey Crescent
D
C
C
C
C
2 Constitution Avenue – Creswell Street*
A/D
A/F
A/E
A/F
A/E
3 Constitution Avenue – Anzac Parade
D
D
D
D
D
4 Anzac Parade – Blamey Crescent
B
B
B
B
B
5 Fairbairn Avenue – Creswell Street
A
A
A
A
A
6 Fairbairn Avenue – Truscott Street*
F
E/F
C/F
E/F
C/F
7 Blamey Crescent – Creswell Street*
A/C
A/D
A/C
B/C
B/D
8 Blamey Crescent – White Street*
A/B
A/C
A/C
A/B
A/C
* SIDRA Intersection does not report LoS for sign-controlled intersections as the delay on the major road is effectively zero.
Instead the LoS has been determined manually from the average delay according to Table 19, followed by the LoS for the
worst performing movement.
Campbell Traffic Study 3002285 | Revision No. 3.1 | 12 June 2012
Page | 34
Table 22: Intersection Average Delay (AM Peak)
Intersection
1 Constitution Avenue – Blamey Crescent
'11 Base '16 Base '16 FB1 '16 FB2 '16 FB3
45.3
43.5
45.6
46.1
46.3
2 Constitution Avenue – Creswell Street
3.3
2.7
3.6
3.0
3.0
3 Constitution Avenue – Anzac Parade
44.8
48.0
51.8
50.7
49.2
4 Anzac Parade – Blamey Crescent
16.0
15.9
16.9
16.7
17.5
5 Fairbairn Avenue – Creswell Street
5.1
4.9
4.7
4.9
4.8
6 Fairbairn Avenue – Truscott Street
1.5
1.3
1.4
1.3
1.4
7 Blamey Crescent – Creswell Street
8.6
8.5
10.0
9.2
10.0
8 Blamey Crescent – White Street
6.6
9.7
9.4
9.9
10.0
Table 23: Intersection Average Delay (PM Peak)
Intersection
1 Constitution Avenue – Blamey Crescent
'11 Base '16 Base '16 FB1 '16 FB2 '16 FB3
49.1
31.2
30.6
30.8
31.7
2 Constitution Avenue – Creswell Street
5.0
7.9
5.7
7.0
5.6
3 Constitution Avenue – Anzac Parade
49.3
51.0
50.2
53.1
52.1
4 Anzac Parade – Blamey Crescent
16.6
17.1
18.1
17.7
17.7
5 Fairbairn Avenue – Creswell Street
6.2
5.4
5.6
5.3
5.6
6 Fairbairn Avenue – Truscott Street
53.0
36.6
23.3
42.5
24.5
7 Blamey Crescent – Creswell Street
9.3
10.2
9.7
10.0
10.6
8 Blamey Crescent – White Street
7.8
8.0
8.1
8.0
8.4
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6 CONCLUSIONS
The surveys that have been conducted demonstrate that 13% of the traffic entering and
exiting Campbell in the AM peak period is through traffic, while 20% of the traffic in the PM
peak period is through traffic. Due to the layout of Campbell and centralised location of
the suburb’s local services it is possible that a significant proportion of this through traffic
is the result of multi-purpose trips.
The intersection and micro-simulation modelling that has been conducted suggests that a
small increase in traffic can be expected in the AM peak period due to the travel pattern
changes in each of the options are unlikely to significantly increase the amount of traffic
using the Campbell internal roads as through routes or so-called “rat runs”.
The additional land use development along Constitution Avenue generates a moderate
overall increase in traffic entering and exiting Campbell, mostly at the intersections of
Anzac Parade – Blamey Crescent, Constitution Avenue – Creswell St and Constitution
Avenue – Blamey Crescent. As it is connected to the land use development it is likely that
the increase is therefore largely not through traffic.
In general there is little significant change in traffic performance in each of the 2016
Future Base options compared to the 2016 Base Case. The intersection of Constitution
Avenue – Blamey Crescent experiences improved performance in 2016 due to the
completion of intersection and road works at that location, while the intersection of
Fairbairn Avenue – Truscott Street experiences improved performance in 2016 due to a
reduction in traffic on Fairbairn Avenue attributed to the completion of Majura Parkway.
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APPENDIX A SIDRA INTERSECTION INPUT VOLUMES
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APPENDIX B SIDRA INTERSECTION MOVEMENT
SUMMARIES
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