Main Roads Supplement to the

Austroads Guide to Traffic

Management

Part 3: Transport Study and Analysis

Methods

Printed copies are uncontrolled unless marked otherwise. D19#684553

October 2023
Main Roads Supplement to AGTM : Part 3 – Transport Study and Analysis Methods October 2023

Contents
PURPOSE ............................................................................................................................ 5
1 INTRODUCTION ......................................................................................................... 5
2 TRANSPORT STUDIES AND ANALYSIS OVERVIEW ............................................... 5
3 TRAFFIC STUDIES AND SURVEYS........................................................................... 5
3.1 Traffic Studies and Data Needs ................................................................................... 5
3.1.1 Traffic Signals Approval Policy – Main Roads WA ............................................ 5
3.2 Planning and Designing Traffic Studies........................................................................ 5
3.2.2 Preliminary Planning ......................................................................................... 5
3.5 Traffic Surveys ............................................................................................................. 6
3.5.1 Traffic Volume Surveys (Appendix A) ............................................................... 6
3.5.2 Speed Surveys (Appendix B) .......................................................................... 10
4 TRAFFIC ANALYSIS – CAPACITY AND LEVEL OF SERVICE (LOS) ..................... 10
4.5 Pedestrian Level of Service ....................................................................................... 10
4.5.2 Pedestrians and Cyclists ................................................................................ 10
5 UNINTERRUPTED FLOW FACILITIES ..................................................................... 10
5.4 Freeways ................................................................................................................... 10
5.4.2 Ramps and Ramp Junctions ........................................................................... 10
6 INTERRUPTED FLOW FACILITIES .......................................................................... 17
7 INTERSECTIONS ...................................................................................................... 17
7.4 Signalised Intersections ............................................................................................. 17
7.4.4 Signal Calculations ......................................................................................... 17
8 MODELLING GUIDELINES ....................................................................................... 17
APPENDIX A TRAFFIC VOLUME SURVEYS .............................................................. 18
A.4 Measurement and Estimation of AADT ...................................................................... 18
A.4.1 Daily and Seasonal Variations and Traffic Volume ......................................... 18
A.5 Vehicle Classification ................................................................................................. 18
A.5.2 Vehicle Classification Systems ....................................................................... 18
A.6 Data Analysis and Presentation ................................................................................. 19
APPENDIX B SPEED SURVEYS ................................................................................. 19
APPENDIX C TRAVEL TIME, QUEUING AND DELAY SURVEYS .............................. 19
APPENDIX D ORIGIN-DESTINATION SURVEYS ........................................................ 19
APPENDIX E PEDESTRIAN AND BICYCLE SURVEYS .............................................. 19
APPENDIX F NOISE, FUEL AND EMISSION SURVEYS ............................................ 19
APPENDIX G VEHICLE MASS AND DIMENSIONS SURVEYS ................................... 19
APPENDIX H PARKING SURVEYS ............................................................................. 19
APPENDIX I TRAFFIC GENERATION SURVEYS ......................................................... 19
APPENDIX J ERROR IN SEASONAL ADJUSTMENT FACTOR ................................. 19

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APPENDIX K EMERGING AND ALTERNATIVE TRAFFIC DATACOLLECTION

TECHNOLOGIES ...................................................................................................... 20
APPENDIX L USE CASES OF NEW AND MULTIPLE DATA SOURCES ................... 20
APPENDIX M EXAMPLE PACKAGES FOR MODELLING ........................................... 20
COMMENTARY 1 – 4 ......................................................................................................... 20
APPENDIX N WORKED EXAMPLE USING HIGHWAY’S AGENCY METHODOLOGY
FOR RAMP ANALYSIS ............................................................................................. 21
APPENDIX O WORKED EXAMPLE – HIGHWAYS AGENCY NOMOGRAPHS ........... 27

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Document Control
Owner Manager Road & Traffic Engineering

Custodian Senior Traffic Engineer

D19#684553
Document Number
D23#925923 (PDF Version)

Issue Date October 2023

Review Frequency 5 years

Amendments
Section
Revision
Revision Date Description of Key Changes / Page
Number
No.

0 October 2023 Document Approved All

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PURPOSE
The purpose of this document is to detail Main Roads' approach to traffic studies and analysis
so that they are designed and applied consistently and appropriately throughout Western
Australia.
This Supplement has been developed to be read in conjunction with the Austroads Guide to
Traffic Management (AGTM) Part 3: Transport Study and Analysis Methods (2020), a copy of
which can be obtained via the Austroads website.
In Western Australia, Main Roads’ policies, guidelines and standards take precedence over
Austroads Guides and Standards Australia Standards. National Guides and Standards take
precedence over International Guides and Standards, unless specifically stated otherwise.
This Supplement has the same structure as the equivalent Austroads Guide and only additional
requirements, clarifications, or practices different from Austroads appear. Where appropriate,
this Supplement may also contain additional sections and figures not covered by Austroads,
but the numbering sequence found in the Austroads Guide remains. Figures and tables in this
Supplement replace those with the same figure or table number in the equivalent Austroads
Guide.
Where a reference has been made to a particular Main Roads WA document or drawing within
this supplement, the reference provided can be used in the search facility on the Main Roads
WA website to locate the current version.

1 INTRODUCTION
Main Roads has no supplementary comments for this section.

2 TRANSPORT STUDIES AND ANALYSIS OVERVIEW

Main Roads has no supplementary comments for this section.

3 TRAFFIC STUDIES AND SURVEYS

3.1 Traffic Studies and Data Needs
3.1.1 Traffic Signals Approval Policy – Main Roads WA
Where studies include the requirement for new or modified traffic signals, reference must be
made to Main Roads WA “Traffic Signals Approval Policy – Network Operations Directorate”.
The policy outlines the factors that Main Roads takes into account when considering
approval for modifications to existing traffic signals and the provision of new traffic signals.

3.2 Planning and Designing Traffic Studies

3.2.2 Preliminary Planning
Survey methods
For manual traffic surveys at an intersection it is usual to undertake a video survey to identify
the peak hour(s) and also provide visual operational performance for any subsequent
analysis.

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3.5 Traffic Surveys

3.5.1 Traffic Volume Surveys (Appendix A)
SCATS data and video survey results is available via Main Roads WA Trafficmap. Standard
SCATS data (a weekly snapshot of vehicles in an hourly format) and results from Main Roads'
video surveys (over the past 6 years) can be accessed.
Examples of typical data are shown as follows:
Control page

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Daily traffic volumes

Hourly traffic volumes

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85th percentile speed

SCATS data

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Video surveys

Bicycles

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3.5.2 Speed Surveys (Appendix B)

Speed data is available via the Main Roads WA website using Trafficmap.
The road information mapping system is available via the Main Roads WA website and
provides information on Main Roads Structures, Main Roads Network, Control of Access,
Road Hierarchy, Special Use roads and Speed limits.

4 TRAFFIC ANALYSIS – CAPACITY AND LEVEL OF

SERVICE (LOS)
4.5 Pedestrian Level of Service
4.5.2 Pedestrians and Cyclists
The Department of Transport is developing a suite of guidelines to assist practitioners to
plan and design for bike riding in Western Australia. The Department of Transport Active
Transport page should be referenced to access current guidance for the development of
cycling infrastructure/facilities

5 UNINTERRUPTED FLOW FACILITIES

Main Roads WA Road Hierarchy for Western Australia describes the type of road for each
classification and provides indicative expected traffic volumes.

5.4 Freeways
5.4.2 Ramps and Ramp Junctions
While the methodology documented in AGTM Part 3 may be used to estimate the LOS of
ramp junctions, Main Roads advocates the use of the methodology contained in the
Highways Agency (UK) publication “Design Manual for Roads and Bridges – CD 122,
Geometric Design of Grade Separated Junctions – Rev 1”.
It should be noted that this methodology assumes a lane capacity of 1,800 vph. Currently
accepted practice within WA is that for unmanaged freeways the maximum sustainable
lane capacity is approximately 1,800 pcu/h/lane. Under typical peak hour freeway conditions,
this equates to approximately 1,700 vph/lane. Capacities per lane tend to reduce as the
number of lanes increase. Refer to ‘DoT Victoria’s Managed Motorway Design Guide Volume
2: Design Practice - Parts 2 and 3’ for detailed guidance on mainline lane capacities.
Similarly, currently accepted practice within WA is that for managed freeways the maximum
sustainable lane capacity is approximately 2,100 pcu/h/lane. Under typical peak hour freeway
conditions, this equates to approximately 1,900 – 2,000 vph/lane. Capacities per lane tend to
reduce as the number of lanes increase. Refer to ‘DoT Victoria’s Managed Motorway Design
Guide Volume 2: Design Practice - Parts 2 and 3’ for detailed guidance on mainline lane
capacities.
For both managed and unmanaged freeways, the methodology may be used by
converting traffic volumes in “vph” to volumes in “pcu/h”.

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5.4.2.1 Freeway Merges

Figure 5.13 shows the nomograph to be used for freeway merges. Figure 5.14 shows the
various merge layouts referred to in Figure 5.13 as Types A to G.
It should be noted that the horizontal line at a merge flow of 1,350 vph defines the limit of a
single lane on-ramp. For merge flows greater than 1,350 vph the methodology recommends
the use of a two-lane on-ramp (Type C, F and G). However, it has been noted in Perth that
the use of an added lane on-ramp (eg. Powis Street southbound onto Mitchell Freeway) can
frequently cater for volumes up to 1,800 vph without flow breakdown.
It is suggested therefore that the region “E” should be expanded as shown by the red line.
This is dependent on there being limited turbulence on the ramp itself, especially at the
merge from two lanes to one lane.

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Source: Design Manual for Roads and Bridges – Volume 6, Road Geometry – Section 2, Junctions – Part 1 : TD 22/06 - Layout
of Grade Separated Junctions”, February 2006

Figure 5.13: Nomograph to determine Freeway Merge Layout

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Source: Design Manual for Roads and Bridges – Volume 6, Road Geometry – Section 2, Junctions – Part 1 : TD 22/06 - Layout
of Grade Separated Junctions”, February 2006

Figure 5.14: Freeway Merge Lane Layouts for use with Figure 5.13
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5.4.2.2 Freeway Diverges

Figure 5.15 shows the nomograph to be used for freeway diverges. Figure 5.16 shows the
various diverge layouts referred to in Figure 5.15 as Types A to G.
It should also be noted that the horizontal line at a diverge flow of 1,350 vph defines the
limit of a single lane off-ramp. For diverge flows greater than 1,350 vph the methodology
recommends the use of a two-lane off-ramp (Type B, D and E). However, it has been noted in
Perth that the use of an exclusive off-ramp (eg. Reid Highway southbound off Mitchell
Freeway) can frequently cater for volumes up to 1,700 vph without flow breakdown.
It is suggested therefore that the region “C” should be expanded as shown by the dashed
red line. It is important that the auxiliary lane is sufficiently long (> 1km) and that good
advance signage is provided. Moreover, there should be sufficient storage to prevent queues
from backing up onto the freeway mainline.
For Layouts Type B and D, Option 1 is preferred unless implementation of Option 1 is not
practical or may lead to queuing problems due to unequal volumes in each lane at the
downstream junction with the cross-road.

5.4.2.3 Worked Example

A worked example using the Highways Agency nomograph methodology is provided in
Appendices N and O. It should be noted that in this example use is made of the “All-purpose
road” merging and diverging diagrams for those ramps joining the C-D roads. These roads
are assumed to have a lower per lane capacity.

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Source: Design Manual for Roads and Bridges – Volume 6, Road Geometry – Section 2, Junctions – Part 1 : TD 22/06 - Layout
of Grade Separated Junctions”, February 2006

Figure 5.15: Nomograph to determine Freeway Diverge Layout

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Source: Design Manual for Roads and Bridges – Volume 6, Road Geometry – Section 2, Junctions – Part 1 : TD 22/06 - Layout of Grade Separated Junctions”, February 2006

Figure 5.16: Freeway Diverge Lane Layouts for use with Figure 5.15
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6 INTERRUPTED FLOW FACILITIES

Managed Motorways are identified as Smart Freeways in Western Australia.
Main Roads WA has established a policy framework to guide overall planning, project
development, delivery, and ongoing management of Smart Freeways in Western Australia. In doing
so, Main Roads has developed a “Supplement to Victoria’s Managed Motorway Design Guide,
Volume 2: Design Practice, Parts 2 and 3”.

7 INTERSECTIONS
7.4 Signalised Intersections
7.4.4 Signal Calculations
The following Main Roads WA documents are applicable for the calculation and planning of traffic
signal timings:
• Signal Data Information for Modelling – Appendix A of Main Roads WA “Operational
Modelling Guidelines”, accessible from the technical library on the Main Roads WA website.
• Main Roads WA “Traffic Signals Approval Policy – Network Operations Directorate”, refer to
clause 3.1.1 above.
• Main Roads WA “Guidelines for the Analysis of Roundabout Metering Signals”. These
guidelines have been developed for use by traffic engineering and road safety practitioners
to assess whether an existing roundabout is suitable for the installation of traffic signals on
any particular leg (or legs) of a roundabout in order to increase overall capacity. Equally,
they should be used by the approving authority to determine the robustness of the analysis
methodology and hence the appropriateness of the proposed treatment.

8 MODELLING GUIDELINES
Main Roads WA “Operational Modelling Guidelines” have been developed for Linsig, SIDRA, Vissim
and AIMSUN analysis by Network Operations directorate, with contributions from the Transport
Portfolio, other directorates and external industry experts. The objective of the guidelines is to
ensure consistency in traffic modelling practice and to promote the production of accurate
modelling outputs that will result in high-quality project design and assessment that transitions
into operations.
Main Roads has developed a methodology to extract peak hour volumes for freeway sections
(including ramp volumes) from ROM24 and apply suitable adjustment factors based on actual
traffic volume counts. This may be found in the document Guidelines for Analysing Freeway
Sections: Obtaining Peak Hour Volumes from ROM 24 and Adjustment Process.
Main Roads WA “Traffic Modelling Instruction Form “is available to define LinSig, SIDRA, micro or
mesoscopic modelling requirements for each project. Current submission protocols require the
applicant (in nearly all cases, the client) to submit the completed form to Main Roads (through
their Network Operations section). Consultants cannot submit the form on behalf of an applicant.
The applicant should engage Main Roads as soon as possible (preferably prior to going to market
for quotations) so that they have a clear understanding of the modelling scope Main Roads will
require for their project to proceed.
Department of Transport have produced Transport Modelling Guidelines. This document is a
reference tool for both transport modellers and planners for the development and use of transport
models that accompany Transport Assessments for such developments within Activity Centres.

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APPENDIX A TRAFFIC VOLUME SURVEYS

A.4 Measurement and Estimation of AADT
A.4.1 Daily and Seasonal Variations and Traffic Volume
Seasonal adjustments – Certain areas of WA are impacted by seasonal traffic and a review of Main
Roads WA traffic data may be required to determine whether to update surveyed traffic data. It is
recommended that any adjustments are discussed with Main Roads WA as necessary.

A.5 Vehicle Classification

A.5.2 Vehicle Classification Systems
In order to establish heavy vehicle routes and assessment material reference can be made to the
following Main Roads WA documents.
Main Roads WA RAV Mapping Tool is available and provides an up to date map of the approved
roads published in the Network Road Tables. The tool includes the locations of Road Train
Assembly areas, Truck Bays, Parking Bays and Roadhouses and identifies Main Roads Regional
boundaries, Local Government area boundaries. Networks available include:
• Tandem Drive Networks 1-10
• Tandem Drive Concessional (Level 1-3) Networks 1-10
• Tri Drive Networks 1-5
• Tri Drive Concessional (Level 1-3) Networks 1-5
• Oversize Road Train Networks
Main Roads WA “Standard Restricted Access Vehicle Route Assessment Guidelines” is available.
These guidelines have been prepared by Main Roads Western Australia to assist Local Government,
Main Roads’ staff and transport operators or consultants in assessing the suitability of routes
proposed for the operation of “standard” Restricted Access Vehicles (RAVs) on roads within the
State of Western Australia. For the purpose of these guidelines, “standard” RAVs are those vehicle
combinations specified as Category 1 to 10 vehicle combinations under the Prime Mover, Trailers
Combinations Order 2017 and Truck, Trailer Combinations Order 2017.
Main Roads WA “Guide to Design of Oversize and Over-Mass Vehicle Corridors” is available. The
document defines the design standards needed to satisfy efficient movement of High Wide Loads
(HWL). HWL are defined as over-dimensional loads up to 8m high, 8m wide and 24m long with
maximum 270t net mass. The design standards for other over-dimensional vehicles can be
obtained from Main Roads Heavy Vehicle Operations Branch. Before applying the relevant design
criteria, a detailed route assessment must be carried out to identify any possible risks or dangers
for the movement of high wide loads. An effective route assessment should promote the following
principles: Achieving HWL clearance envelope requirements; maintaining integrity of bridges and
other structures; Ensure safe and efficient transport; and appropriate traffic management. A route
assessment shall be carried out with appropriate traffic management measures to identify any
modification work required. Delays to the other road users during undertaking these investigations
shall be kept to minimum. It is recommended that before finalising the HWL route, replicated
vehicles (full size unladen vehicles) should be driven along the selected routes, with their overhang
and pivot point paths manually plotted. This will enable identification of roadside furniture,
vegetation and other obstacles that may be affected by the movement of such vehicles. It is
envisaged that as HWL movements become more frequent, the impact of HWL movements on

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other road users will become more problematic. The impacts of HWL on the operation of a road
should be assessed, based on the available traffic data.

A.6 Data Analysis and Presentation

Crash data (5 years) is available via the Main Roads WA website. This includes, roads, intersections
and those pre-qualified for Blackspot funding. Crash factor matrix, behaviour matrix, collision
diagram, comparison with network average, counter measures and BCR report. Detailed crash
reports are also available for local government areas. Reports are available for a crash history
summary, detailed crash history and ROSMA KSI crash extract. by accessing Main Roads WA
website and creating an account.

APPENDIX B SPEED SURVEYS

Main Roads has no supplementary comments for this section.

APPENDIX C TRAVEL TIME, QUEUING AND DELAY SURVEYS

Main Roads has no supplementary comments for this section.

APPENDIX D ORIGIN-DESTINATION SURVEYS

Main Roads has no supplementary comments for this section.

APPENDIX E PEDESTRIAN AND BICYCLE SURVEYS

Main Roads’ Asset and Geospatial Information Branch launched Trafficmap, cycle counts across the
road network are now available.

APPENDIX F NOISE, FUEL AND EMISSION SURVEYS

Main Roads has no supplementary comments for this section.

APPENDIX G VEHICLE MASS AND DIMENSIONS SURVEYS

Main Roads has no supplementary comments for this section.

APPENDIX H PARKING SURVEYS

Main Roads has no supplementary comments for this section.

APPENDIX I TRAFFIC GENERATION SURVEYS

Main Roads has no supplementary comments for this section.

APPENDIX J ERROR IN SEASONAL ADJUSTMENT FACTOR

Main Roads has no supplementary comments for this section.

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APPENDIX K EMERGING AND ALTERNATIVE TRAFFIC

DATACOLLECTION TECHNOLOGIES
Main Roads has no supplementary comments for this section.

APPENDIX L USE CASES OF NEW AND MULTIPLE DATA

SOURCES
Main Roads has no supplementary comments for this section.

APPENDIX M EXAMPLE PACKAGES FOR MODELLING

Main Roads has no supplementary comments for this section.

COMMENTARY 1 – 4
Main Roads has no supplementary comments for this section.

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APPENDIX N WORKED EXAMPLE USING HIGHWAY’S AGENCY

METHODOLOGY FOR RAMP ANALYSIS
The question has been raised whether, as an interim (2021) solution, Redcliffe Bridge could be
configured as indicated in Figure N1 below with 3 lanes southbound and 5 lanes northbound (3
main line lanes plus 2 C-D road lanes) as well as 2 southbound C-D lanes on a separate (new)
structure. This structure would also cater for pedestrians. The forecast 2021 peak hour traffic
volumes are also shown.

Figure N1: Proposed Year 2021 Tonkin Hwy Layout

Diverge # 1 – C-D Road Southbound to GEH off-ramp

The UK Highways Agency (HWA) publication (TD22/06) provides a diagram for all purpose roads
diverging (off-ramps). This is shown in Appendix O. This nomograph provides a methodology to
determine the appropriate ramp configuration based on the downstream mainline and ramp traffic
volumes.
For the C-D Road to GEH southbound exit ramp, using the worst peak hour scenario traffic
volumes (a.m. peak hour), the required ramp configuration is a “Type D” configuration with one
lane downstream and two lanes upstream. The ramp itself requires two lanes. This is shown in
Figure N2 over the page.
It is clear that the proposed layout as indicated in Figure N1 will not be sufficient to cater for Year
2021 a.m. peak hour volumes: the ramp should be a two-lane off-ramp.

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Figure N2: Geometric requirements for Southbound C-D Road to GEH off-ramp based on
HWA requirements (Type D diverge)

Merge # 2 – C-D Road Southbound to Tonkin Hwy on-ramp

The UK Highways Agency (HWA) publication (TD22/06) provides a diagram for freeway roads
merging (on-ramps). This is shown in Appendix O. For the C-D Road to Tonkin Hwy southbound
on-ramp, using the worst peak hour scenario traffic volumes (a.m. peak hour), the required ramp
configuration is a “Type E” configuration with four lanes downstream and three lanes upstream.
The ramp itself requires one lane. This is shown in Figure N3.

Figure N3: Geometric requirements for Southbound C-D Road to Tonkin Hwy
on-ramp based on HWA requirements (Type E merge)
This analysis indicates that the proposed layout in Figure N1 will not be sufficient to cater for Year
2021 a.m. peak hour volumes and it would be necessary to increase the number of mainline lanes
downstream from three to four. However, it should be noted that these nomographs are based on
a per lane capacity of 1,800 vph, which is appropriate for an unmanaged freeway-standard road. If
this section of road were to be “managed” through ramp-metering, the expected mainline
throughput would be approximately 6,000 vph. Moreover the upstream volume prior to the C-D
road off-ramp (diverge # 3) would also be restricted to 6,000 vph. Under these circumstances, three
lanes downstream may just be sufficient. However, it would be appropriate to adopt a parallel
(Type B) merge as indicated in Figure N4.

Figure N4: Geometric requirements for Southbound C-D Road to Tonkin Hwy
on-ramp based on Managed Motorways requirements (Type B merge)

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Diverge # 3 – Tonkin Hwy Southbound to C-D Road off-ramp

The UK Highways Agency (HWA) publication (TD22/06) provides a diagram for freeway roads
diverging (off-ramps). This is shown in Appendix O. For the Tonkin Hwy to C-D Road southbound
off-ramp, using the worst peak hour scenario traffic volumes (a.m. peak hour), the required ramp
configuration is a “Type C” configuration with four lanes upstream and three lanes downstream.
The ramp itself requires one lane.
This analysis indicates that the proposed layout in Figure N1 will not be sufficient to cater for Year
2021 a.m. peak hour volumes and it would be necessary to increase the number of mainline lanes
upstream from three to four. However, as mentioned previously, these nomographs are based on a
per lane capacity of 1,800 vph, which is appropriate for an unmanaged freeway-standard road. If
this section of road were to be “managed” through ramp-metering, the expected mainline
throughput would be approximately 6,000 vph. Under these circumstances, three lanes upstream
may just be sufficient. A Type A diverge as indicated in Figure N5 would be appropriate.

Figure N5: Geometric requirements for Tonkin Hwy Southbound to C-D Road
off-ramp based on Managed Motorways requirements (Type A diverge)

Merge # 4 – Guildford Road to C-D Road Southbound on-ramp

The UK Highways Agency (HWA) publication (TD22/06) provides a diagram for all purpose roads
merging (on-ramps). This is shown in Appendix O. For the Guildford Road to C-D Road
southbound on-ramp, using the worst peak hour scenario traffic volumes (a.m. peak hour), the
required ramp configuration is a “Type F” configuration with two lanes downstream and one lane
upstream. The ramp itself requires two lanes. This is shown in Figure N6.
It is clear that the proposed layout as indicated in Figure N1 will not be sufficient to cater for Year
2021 a.m. peak hour volumes: the ramp should be a two-lane on-ramp.

Figure N6: Geometric requirements for Tonkin Hwy Southbound to C-D Road
off-ramp based on Managed Motorways requirements (Type A diverge)

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Merge # 5 – GEH to Northbound C-D Road on-ramp

The UK Highways Agency (HWA) publication (TD22/06) provides a diagram for all purpose roads
merging (on-ramps). This is shown in Appendix O. For the GEH to C-D Road northbound on-ramp,
using the worst peak hour scenario traffic volumes (a.m. peak hour), the required ramp
configuration is a “Type F” configuration with two lanes downstream and one lane upstream. The
ramp itself requires two lanes. This is shown in Figure N7.
It is clear that the proposed layout as indicated in Figure N1 will not be sufficient to cater for Year
2021 a.m. peak hour volumes: the ramp should be a two-lane on-ramp.

Figure N7: Geometric requirements for Northbound GEH to C-D Road on-ramp based on
HWA requirements (Type F merge)

Diverge # 6 – Tonkin Hwy Northbound to C-D Road off-ramp

The UK Highways Agency (HWA) publication (TD22/06) provides a diagram for freeway roads
diverging (off-ramps). This is shown in Appendix O. For the Tonkin Hwy to C-D Road northbound
off-ramp, using the worst peak hour scenario traffic volumes (a.m. peak hour), the required ramp
configuration is a “Type C” configuration with four lanes upstream and three lanes downstream.
The ramp itself requires one lane.
This analysis indicates that the proposed layout in Figure N1 will not be sufficient to cater for Year
2021 a.m. peak hour volumes and it would be necessary to increase the number of mainline lanes
upstream from three to four. However, as mentioned previously, these nomographs are based on a
per lane capacity of 1,800 vph, which is appropriate for an unmanaged freeway-standard road. If
this section of road were to be “managed” through ramp-metering, the expected mainline
throughput would be approximately 6,000 vph. Under these circumstances, three lanes upstream
would be sufficient (5887 vph). A Type A diverge as indicated in Figure N8 would be appropriate.

Figure N8: Geometric requirements for Tonkin Hwy Northbound to C-D Road off-ramp
based on Managed Motorways requirements (Type A diverge)

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Diverge # 7 – C-D Road Northbound to Guildford Road offramp

The UK Highways Agency (HWA) publication (TD22/06) provides a diagram for all purpose roads
diverging (off-ramps). This is shown in Appendix O. This nomograph provides a methodology to
determine the appropriate ramp configuration based on the downstream mainline and ramp traffic
volumes.
For the C-D Road to Guildford Road northbound exit ramp, using the worst peak hour scenario
traffic volumes (a.m. peak hour), the required ramp configuration is a “Type D” configuration with
one lane downstream and two lanes upstream. The ramp itself requires two lanes. This is shown in
Figure N9.
It is clear that the proposed layout as indicated in Figure 1 will not be sufficient to cater for Year
2021 a.m. peak hour volumes: the ramp should be a two-lane off-ramp.

Figure N9: Geometric requirements for Northbound C-D Road to Guildford Road
off-ramp based on HWA requirements (Type D diverge)

Merge # 8 – C-D Road Northbound to Tonkin Hwy on-ramp

The UK Highways Agency (HWA) publication (TD22/06) provides a diagram for freeway roads
merging (on-ramps). This is shown in Appendix O. For the C-D Road to Tonkin Hwy northbound
on-ramp, using both the a.m. and p.m. peak hour traffic volumes, the required ramp configuration
is a “Type E” configuration with four lanes downstream and three lanes upstream. The ramp itself
requires one lane. This is shown in Figure N10.

Figure N10: Geometric requirements for Nortbound C-D Road to Tonkin Hwy on-ramp based
on HWA requirements (Type E merge)

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This analysis indicates that the proposed layout in Figure N1 will not be sufficient to cater for Year
2021 a.m. peak hour volumes and it would be necessary to increase the number of mainline lanes
downstream from three to four. However, it has been previously noted that these nomographs are
based on a per lane capacity of 1,800 vph, which is appropriate for an unmanaged freeway-
standard road. If this section of road were to be “managed” through ramp-metering, the expected
mainline throughput would be approximately 6,000 vph. Under these circumstances, three lanes
downstream would be sufficient (a.m. 5840 vph, p.m. 5237 vph). However, it would be appropriate
to adopt a parallel (Type B) merge as indicated in Figure N11.

Figure N11: Geometric requirements for Northbound C-D Road to Tonkin Hwy on-ramp
based on Managed Motorways requirements (Type B merge)

Summary
In summary, the proposed “interim” (Year 2021) layout for the Redcliffe Bridge and ramps to and
from the C-D roads, as indicated in Figure N1 will need to be modified as follows in order to
operate efficiently:
• Both on-ramps to the C-D roads from GEH and Guildford Road will need to be upgraded to
two-lane on-ramps.
• Both off-ramps from the C-D roads to GEH and Guildford Road will need to be upgraded to
two-lane off-ramps.
• Both on-ramps from the C-D roads to Tonkin Highway will need to have an extended
parallel section.
• For the mainline section to operate efficiently, this section of freeway will need to be
operated on a “managed freeway” basis, i.e. with ramp metering to ensure a capacity of
2,000 vph per lane is achieved.
The proposed revised layout is given in Figure N12.

Figure N12: Proposed, Revised Year 2021 Tonkin Hwy Layout

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APPENDIX O WORKED EXAMPLE – HIGHWAYS AGENCY

NOMOGRAPHS
Diverge # 1 – C-D Road Southbound to GEH off-ramp

Based on All Purpose Road Diverging Diagram

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Merge # 2 – C-D Road Southbound to Tonkin Hwy on-ramp

Based on Freeway Merging Diagram

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Diverge # 3 – Tonkin Hwy Southbound to C-D Road off-ramp

Based on Freeway Diverging Diagram

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Merge # 4 – Guildford Road to C-D Road Southbound on-ramp

Based on All Purpose Road Merging Diagram

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Merge # 5 – GEH to C-D Road Northbound on-ramp

Based on All Purpose Road Merging Diagram

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Diverge # 6 – Tonkin Hwy Northbound to C-D Road off-ramp

Based on Freeway Diverging Diagram

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Diverge # 7 – C-D Road Northbound to Guildford Road off-ramp

Based on All Purpose Road Diverging Diagram

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Merge # 8 – C-D Road Southbound to Tonkin Hwy on-ramp

Based on Freeway Merging Diagram

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