Opus International Consultants (NSW) Pty Ltd - Transport for NSW ...

Mount Druitt Commuter Car ParkTraffic, Transportation and Access Impact AssessmentThe Mount Street / North Parade Do Min models were calibrated against the observedvehicle queue lengths, although the queue lengths are heavily dependent on where vehiclespark, especially how close to the intersection they park. The modelled queues for thewestern approach were longer than those observed on site when parked vehicles weremodelled close to the intersection, especially during the PM Peak.For the option testing, the roadside parking on the western approach was removed whichhad the effect of reducing the modelled queues to reflect the queues observed on site. Asthis is a „worst case‟ assessment, the Do Min analysis was performed using the shortest laneconfiguration, which may not match up with onsite observations as noted in the PM Peak.Do Min LayoutOption LayoutFigure 5–4: Mount Street/ North Parade Intersection Lane LayoutTable 8: Mount Street/ North Parade IntersectionApproach 1: (E)North ParadeApproach 2: (N)Mount StreetApproach 3: (W)North ParadePeriod AM PM AM PM AM PMDelayLOSQueueDo Min 8 10 24 30 12 15Option 9 9 25 24 13 12Do Min A A B C A BOption A A B B A ADo Min 5 6 7 9 10 16Option 5 6 9 7 10 9The SCATS signal phasing (as supplied by RTA and shown in Figure 5–5: ) was adopted forthis intersection. The average cycle times used in the Base model used the average signaltimings as per the SCATS data. The signal timings were then optimised by SIDRA and usedas the basis for the Do Min option, against which the option model was compared.CCPP-0843-RW-7291-F.docx Page 27 of 46Status: Final CDR