A Local Government Hierarchy A Discussion Paper by Mick Savage Following a meeting with the Office of Local Government to discuss some specific elements of the Fit for the Future criteria, it has become apparent that Special Schedule 7 needs to be audited to provide some consistency across councils. In order to achieve this a framework has to be developed covering parameters such as: • Levels of Service; • Condition Assessment; • ; which will enable benchmarking of activities. The IPWEA Board has requested that the Directorate develop a road hierarchy framework for use by Local Government in NSW.

Road Hierarchy Background An initial road hierarchy was published in Australia by the National Association of Australian State Road Authorities (NAASRA). The NAASRA hierarchy dealt primarily with the National, State and network but did not adequately address the local road end of the spectrum, nor did it deal qualitatively with the unsealed network. The principles underpinning the NAASRA road hierarchy system is attached as Appendix A. NAASRA has now become Austroads which has undertaken further work on the development of a road hierarchy framework. It should be noted that Local Government is a member of Austroads through ALGA. It is proposed to use the work published by Austroads as a basis for developing a Local Government road hierarchy and reporting system. This is discussed in detail in the following sections.

The State-wide Road Network Most councils in NSW have a full range of road types from arterial to local access roads, but their physical characteristics vary substantially. In addition, 50% of the local road network is unsealed, including about 3,000km of unsealed Regional Road. How can these roads be compared with Regional Roads in the Sydney Metropolitan area for example? In order to outline these differences the table below shows a comparison of characteristics of the published road hierarchies of Blacktown City Council and a typical Shire Council. The source document extracted from the Blacktown website is attached as Appendix B.

Vehicles per day Hierarchy Blacktown Typical Regional Council Regional Administrative Administrative Arterial/Distributor >15,000 >2,000 Sub-Arterial / Collector 6,000 – 20,000 1,000 – 2,000 Major/ Minor Collector Roads 4,000 – 10,000 200 – 1,000 Local Access 1,500 – 2,000 <200

Councils across NSW vary across this range. This makes comparison within and across councils difficult.

The Austroads Approach The Austroads approach to development of a road hierarchy is contained in their Manual Guide to Management Part 4; Network Management. An extract of Chapter 4 is attached as Appendix C. Figure 4.2 from the Guide (below) provides a sound view of the principles to be applied in developing a sound road hierarchy. In particular, it shows the balance required between mobility and access to meet user needs.

This implies that each road authority (Council) will need to meet these competing needs and will require a range of functional road types to do so. Based on the above information the following functional classification is proposed:

Classification Sealed Network Unsealed Network Regional Declared as Regional Roads with Declared as Regional Roads with funding contribution by RMS funding contribution by RMS Arterial Have parallel functions to the Have parallel functions to the Regional Road network and carry Regional Road Network and carry highest volumes of traffic. high volumes of traffic. May Provide for traffic movements include heavy vehicle access between regions. Provide access routes between regional centres. to major industrial areas and may provide for public transport. Distributor Provide the connections between Provide connections between the arterial parts of the network and arterial network and the Local the Local Collector network. Collector network. May also May also service industrial areas service industrial facilities and and local facilities such as grain / freight terminals. May also shopping centres and freight provide school bus routes in many terminals. areas. Local Collector Provides access to the distributor Provides access to the distributor network from local access roads. network from local access roads. May provide access to individual May provide access to individual industrial facilities and links to larger facilities such as feedlots local shopping centres. and local grain silos. May also provide some school bus links. Local Access Major function is to provide Major function is to provide access to individual properties. access to individual farms and May also provide access to local properties. May also provide tourist sites. access to local tourist sites and recreation facilities.

This is a basic description which may need to be added to and enhanced to cover a wider range of functions. There may be some benefit in adding indicative speed limits and other attributes.

Hierarchy Characteristics Section 4.3 of the Guide to Traffic Management Part 4; Network Management discusses the comparison between rural and urban networks briefly and concludes that while traffic volumes are much less on rural roads the relative proportions of the respective networks are similar. This is shown in Fig. 4.4 below:

The source data supporting the graph is included in Appendix C. Data available from the 2012 Road Asset Benchmarking Survey confirms that Regional roads make up 18% of the total local road network and 4% of the unsealed road network. The above graph suggests that there is a linear relationship between road classification and road length as a proportion of the total network length. If this holds true for NSW Councils then the proportions of the network in each classification might be:

Sealed Network Unsealed Network Classification % Road Length % Road Length Regional 15 5 Arterial 15 10 Distributor 25 25 Local Collector 25 30 Local Access 20 30

If these (or adjusted) percentages apply across the State they will provide a guide to the overall network hierarchy expected. This will allow identification of those parts of the network that do not fall within these general limits (and the will be some) so that the isolated data points can be verified (audited). Alternately, if the actual data collected is more random than that suggested above, the actual lengths within each of the classifications of the hierarchy can be questioned and verified. In either case, once the hierarchy has been identified within each council ongoing audit will be a straightforward case of showing where asset acquisitions and disposals have occurred and in some cases where classifications within the hierarchy have changed due to changing circumstances.

Data Collection In order to make the data collected of use to the councils and the wider industry, it is suggested that for each classification within the hierarchy the following data should be reported:

• Hierarchy classification • Written Down Capital Value • Road Length (km) • Pavement area (m2) • CAPEX Expenditure ($) • CAPEX Area Treated (m2) • OPEX Expenditure ($) • OPEX Area Treated (m2)

This data will allow calculation of unit rates ($/m2) for both capital and operational expenditure as well as the % of the network element being replaced during each reporting period.

Data Reporting The variability of data across the state will be significant as a result of factors such as climate, soil type, council size, traffic volumes and council classification.

It is suggested that useful information might be obtained by grouping data into Australian Local Government Classifications which are readily available for each council. Reporting on this basis would not remove the climate and soil type variations in the data.

Given the current move towards the creation of regional groups of councils data could be reported on a membership of regional group basis. Such reporting would largely remove the variations in council type, soil type and climate and would provide useful information to the group to carry out annual performance reviews of road management, including costings and processes.

For discussion.

Appendix A

NAASRA Road Classification

Class 1 - Those roads which form the principal for communication between major regions of the Commonwealth, including direct connections between capital cities.

Class 2 - Those roads, not being Class 1, whose main function is to form the principal avenue of communication for movements:

• Between a capital city and adjoining States and their capital cities; • Between a capital city and Key Towns, and • Between Key Towns.

Class 3 - Those roads, not being Class 1 or 2, whose main function is to form an avenue of communication for movements:

• Between Important Centres and the Class 1 and Class 2 roads and/or Key Towns; • Between Important Centres, and • Of an arterial nature within a town in a rural area.

Class 4 - Those roads, not being Class 1, 2 or 3, whose main function is to provide access to abutting property (including property within a town in a rural area).

Class 5 - Those roads which provide almost exclusively for one activity or function and which cannot be assigned to Classes 1, 2, 3 or 4.

Class 6 - Those roads whose main function is to form the principal avenue of communication for massive traffic movements.

Class 7 - Those roads, not being Class 6, whose main function is to supplement the Class 6 roads in providing for traffic movements or which distribute traffic to local systems.

Class 8 - Those roads, not being Class 6 or 7, whose main function is to provide access to abutting property.

Class 9 - Those roads which provide almost exclusively for one activity or function and which cannot be assigned to Classes 6, 7 and 8.

Appendix B

You are here: Home > Planning and Development > Plans and Guidelines > Blacktown Road Hierarchy Blacktown Road Hierarchy Road Hierarchy in the Blacktown Local Government Area

Roads are classified in several ways according to the volume of traffic they carry and the way they link areas together. These classifications assist Council to develop and implement appropriate Asset Management plans and resolve transport issues as they arise. The Functional Road Classifications used in the Blacktown LGA are:

Arterial Road

Arterial roads carry longer distance traffic to, from and across the urban area. They have connections with the state or national road network running between urban areas and operate as truck routes and carry heavy goods vehicles. These roads generally carry more than 15,000 vehicles each day. The level of service for traffic flow should encourage rather than discourage traffic from using these roads.

Sub-arterial Roads

Sub-Arterial roads carry traffic between industrial, commercial and residential areas. These roads generally form a grid with roads spaced around 1.5 kilometres apart and link specific land-use areas or “cells”. These roads carry between 6,000 and 20,000 vehicles each day including heavy goods vehicles.

Major Collector Roads

Major Collector roads link Local roads to the Arterial and Sub-Arterial roads. These roads carry between 5,000 and 10,000 vehicles each day and a 50 km/h speed limit will normally apply. While heavy vehicles are discouraged bus services are allowed on these roads.

Minor Collector Roads

Minor Collector roads also link the Local roads within a specific land-use cell to Major Collector roads. The route of the Minor Collector roads discourages through traffic so that the cell formed by the grid only carries traffic belonging to or serving the cell. These roads usually carry less than 4,000 vehicles each day although they may carry up to 5,000 vehicle each day. Generally, heavy good vehicles and trucks would not use these roads.

Local - Access Roads

Local, or, Access roads provide access to individual properties. An upper speed limit of 50 km/h will normally apply. These roads usually carry less than 1,500 to 2,000 vehicles each day.

The following pdf images provide a graphical view of the road classifications in the Blacktown LGA.

Blacktown Road Hierarchy Map

Appendix C

Guide to Traffic Management Part 4: Network Management

4. Transport Networks

4.1 Functional Classification of Roads The main purpose of defining a road’s functional class is to provide a basis for establishing the policies that will guide the management of the road, by grouping roads together into categories according to their intended service or qualities.

As discussed in Part 1 of the guide (Austroads 2009b), the different transport and other functions served by roads, together with the needs of abutting land use, determine how the roads should be managed.

4.1.1 Movement and Access From a road function viewpoint, there are two essential needs that must be met: . ‘mobility’, which is concerned with the movement of through-traffic and is focused on the efficient movement of people and freight . ‘access’, which relates to the ease with which traffic from land abutting roads can enter or leave the road.

The purest functional classification system would reflect these two needs. The concept is illustrated in Figure 4.1.

Figure 4.1: Road type and function: two-class model

Source: Brindle (1987).

While this ‘two-class’ model could lead to a high level of mobility on arterial roads, it may not lead to the type of road system and road environments desired by communities. Historically, many roads have developed with a mixed traffic/access function, and Australasian practice in the management of the road network and its environment has been based on recognition of this. The different functions are reflected in the classification of a road or street, and most road classification systems therefore include additional categories that reflect the mixed function, as illustrated in Figure 4.2.

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Figure 4.2: Road type and function: the reality

Source: Brindle (1987).

4.1.2 Road Classification Systems

Functional classification Classification systems vary from one road/traffic agency to another. Some use a three-level classification system, others use four or five levels. Similarly, the terminology used to describe the road classes varies. For the purpose of discussion of the application of traffic management strategies to road networks in this guide, it is useful to treat motorways or freeways as a distinct class because of their pure traffic function with no access function. Discussion of traffic management strategies in this guide is therefore based on the following four-level functional classification system: . freeways/motorways . arterial roads . distributor/collector roads . local roads and .

Further discussion of road classification issues can be found in Commentary 1 and Part 5 (Austroads 2014a) of the guide.

Administrative classification In any discussion on road classification it is necessary to differentiate between legal or administrative road classifications, and functional classifications. Legal or administrative road classifications are usually determined by national or state governments as a means of allocating funds and in determining the responsible agency for the care and management of various parts of the road network. Functional classification involves the relative balance of the traffic mobility function and amenity or access functions of streets and roads. Ideally, these classifications should be compatible but for various reasons this is rarely fully achieved.

An example of an administrative classification system and its relationship to functional classification is given in Commentary 2, along with its accompanying classification guidelines.

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4.2 Urban Networks Urban road networks are characterised by significantly higher traffic volumes than rural networks. Analysis of 2003 data (Austroads 2005) shows an urban/rural ratio of around 13:1 averaged across Australia. Further, in urban areas, arterial roads comprise 18% of the urban road networks (measured in -km of road), but carry almost 72% of the travel. It is not surprising then that the focus of mobility issues in traffic management, particularly congestion management, lies with arterial roads.

4.2.1 Roles of Urban Roads In an urban network, the roles of the four functional classes of road are as follows:

Table 4.1: Roles of urban roads

Road class Role Freeways/motorways • Freeways/motorways are a particular form of in a hierarchical sense, but are considered separately in Part 4 of the guide because of their distinctive operating characteristics. • Provide for major regional and inter-regional traffic movement in a safe and operationally efficient manner. • The prime traffic movement function dominates entirely and full access control ensures there are no competing access issues. Arterial roads • Provide for major regional and inter-regional traffic movement in a safe and operationally efficient manner. • Commercial or industrial access requirements, or local public transport priorities may need to be given significant weight in developing suitable traffic management strategies. Distributor/collector roads • Streets that do not easily fall into either the arterial or the local road category. • Distribute traffic and bus services within the main residential, commercial and industrial built-up areas and link traffic on local roads to the arterial road network. • May be streets that have been designed as local streets, but which have additional traffic functions, usually serving major traffic generators or providing for some non-local traffic movements. • Problems often arise with intermediate streets, as their design usually promotes the traffic movement function, while the residents and sometimes the local council, consider the street to be a local street with emphasis on the need for low traffic speed and restricted width. • Alternatively, in newer growth areas they may sometimes be under-designed in response to a desired emphasis on local road functions, resulting in operational and safety problems for the higher traffic volume that must use them. Local roads and streets • May serve several functions to a greater or lesser degree. Some of the functions are at least partially incompatible. Typical functions include: - providing vehicular access to abutting property - providing vehicular access to other properties within a local area - providing access for emergency and service vehicles - providing a network for the movement of pedestrians and cyclists - providing a means to enable social interaction within a neighbourhood, e.g. serving as a play area or community open space - contributing visually to the ‘living’ environment. The extent of each of these functions will vary within a local street network. For example, a street that provides access to several other streets, will have a more prominent vehicle movement role than a small cul-de-sac.

Note that the priorities accorded to different trip purposes may also vary from one road class to another. See for example one such set of priorities in Table C2 1 of Commentary 2. Trip function priorities are a matter for each agency to determine for the roads under its control and this may also vary from one urban area to another.

4.2.2 Traffic Management Principles The functional class of a road will determine the balance to be struck between the traffic (or mobility) function and the access function to abutting land, as outlined in Table 4.2.

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Table 4.2: Traffic management principles for different urban road classes

Road class Existing/new Traffic management guidelines Freeways/ Existing and new • Freeways and motorways do not have direct access to abutting land. Thus there is thus motorways effectively no access function, and traffic management is directed entirely at the traffic movement function and associated aspects of capacity, congestion and speed. Arterial roads Existing • Aim to obtain a balance between providing for traffic and providing for activities which occur, or are desired to occur, beside and across the road. The balance will generally favour traffic movement rather than the abutting access function, with a focus on capacity and congestion management. • Obtaining this balance will involve negotiations with affected parties (including councils). New • Planning and design of new arterial roads (other than freeways and motorways) need not necessarily seek to entirely eliminate access to abutting land. However, it is desirable to have substantial control of access for these roads. • Opportunity to plan for the desired balance between traffic and other activities beside and across the road. The planning of that ‘balance’ should consider: - type of land use allowed to locate beside the road - interactions between land uses on either side of the road - degree of access control for the arterial road, recognising that design and traffic management objectives on arterial roads should be biased towards the needs of through- traffic. • Coordinate the planning and design of new arterial roads with the land use development and amending of town planning schemes. • Encourage roadside developments and access arrangements that are compatible with arterial road traffic conditions. Distributor/collector Existing • Traffic management principles are less well-defined than for arterial roads and local streets. roads • As a consequence, actions which result in the traffic function or roadside factors dominating the road environment will not normally be able to be implemented. • Traffic management will normally be aimed at managing relatively high levels of conflict between: - traffic movement and activities generated by abutting land use - the desire of residents for local street functions to dominate, with severe restrictions on traffic speed and the width allocated to traffic movement. • The extent of these conflicting demands may vary considerably throughout the day and a balance needs to be made to achieve traffic operations acceptable to the needs of both motorists and abutting residents. New • In new street and road networks, the length of intermediate street classed as distributor/collector should be minimised as far as possible. • Where these streets are included, they should have complementary abutting land uses that generate a low degree of non-motorised traffic demands or incorporate a degree of access control, or include appropriate treatments to reduce traffic speed and other adverse impacts. Local roads and Existing and new • Convey to motorists the impression that they are operating in a space or area which has not streets been designed solely for motor traffic. • In many instances with residential streets, this desirably requires the road reservation to be constructed in such a way as to eliminate clear, visual impressions of separate vehicle and pedestrian space. • Detailed guidance can be found in Part 8: Local Area Traffic Management (Austroads 2008a).

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As the traffic management principles applied to each class of road vary from class to class, so too does the choice of traffic control device. For example, Table 4.3 describes the likely suitability of various control devices at intersections of various classes of road within urban networks.

Table 4.3: Guidelines for intersection control devices in urban networks

Type of device Road class Arterial Distributor/ Local collector street Traffic signals Arterial A O X Distributor/collector O X X Local X X X

Roundabouts Arterial O O X Distributor/collector O A O Local X O A

STOP or GIVE WAY signs Arterial X A A Distributor/collector A A A Local A A A

Legend: A Most likely to be an appropriate treatment O May be an appropriate treatment X Unlikely to be an appropriate treatment

Guidance as to the installation of these devices can be found in Part 6 of the guide (Austroads 2013a) and in AS 1742.2 (2009). Further guidelines relating to the use of these traffic control devices are given in Part 10: Traffic Control and Communication Devices (Austroads 2009d).

4.2.3 Road User Navigation The majority of road users do not complete the whole of their trip on an individual road. Rather, they use individual roads piecewise, moving through a network of roads, particularly on urban networks. It becomes necessary then to provide guidance at a network level to facilitate navigation through the network in a logical and efficient manner. As traffic densities on arterial roads increase, it is increasingly important that effective guidance is provided to the road user, not only from a customer service perspective, but also from the perspective of reducing the impact of the hesitant, unsure or lost driver on other traffic in congested conditions.

Network guidance is achieved in practice by a number of means, and is not all the responsibility of the road agency. Table 4.3, showing the extent of usage of the various guidance and navigation aids in Melbourne (Kerner 2006), is probably indicative of usage patterns across Australia and New Zealand. It is, however, likely that the rapid uptake of in-car satellite navigation will change these usage patterns in the short to medium term but will not replace suburb and street name signage. These will continue to fulfil a primary guidance role for some, and also provide a confirmation role for in-car navigation users.

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Figure 4.3: Usage of navigational tools by motorists

Source: Kerner (2006).

The high rates of usage of street name and suburb name signage, often in conjunction with a street directory, highlights the need for comprehensive and coherent direction signage designed at a network level to guide road users to their destinations via strategically selected focal points. Processes for developing such schemes can be found in Part 10: Traffic Control and Communication Devices (Austroads 2009d).

Real-time travel information, including travel time estimates, provided via variable message signs (VMS) and other media may modify the route choices otherwise made by motorists. The use of VMS in this context is further discussed in Part 9: Traffic Operations (Austroads 2014b) and Part 10: Traffic Control and Communications Devices (Austroads 2009d).

4.3 Rural Networks Rural road networks are characterised by lower traffic volumes than urban networks, higher operating speeds, longer average trip lengths (particularly on the arterial road component of the network) lower connectivity (the degree to which streets or areas are interconnected and easily accessible to one another), and lower abutting development density.

Analysis of 2003 data (Austroads 2005) shows that the proportions of travel occurring on rural arterial and rural local roads, respectively, are similar to those on urban roads, with rural arterials comprising around 16% of the road length but carrying 74% of the rural travel (see Figure 4.4 and Commentary 3). The significant difference is that the rural traffic densities are, on average, only 8% of the urban densities.

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Figure 4.4: Road length and travel for arterial and local roads

Network Travel

100%

90%

80% Rural arterial

70% Urban arterial 60%

50% Travel 40% Urban local 30%

20% Rural local

10%

0% 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% Road length

Source: Austroads (2005).

4.3.1 Rural Arterial Road Issues The rural road operating characteristics and lower traffic volumes outlined above drive the network management focus for rural networks, which is quite different from the urban situation.

Objectives of traffic management on rural roads fall into four categories: . Safety: characteristics of the road and its surroundings which could affect the frequency and severity of traffic accidents. . Traffic operations: the level of service at volumes less than capacity. This is reflected by the travel time or journey speed over a road section, and the extent of congestion experienced by the traffic. . Capacity: the ability of the road to carry the volume of traffic wishing to use it. . Quality of service: road features which affect road user’s amenity, interest, convenience and comfort.

Table 4.4 summarises the major network management issues for rural roads in terms of these objectives, with an emphasis on arterial roads.

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Table 4.4: Rural road issues

Rural road issue Objective addressed

Safety Traffic operations Capacity Quality of service Heavy vehicles Travel on rural arterial roads generally involves longer distances and higher speeds than in urban areas. The mixture of local and long-distance traffic and the need for overtaking  opportunities on two-lane roads create strong interactions between faster and slower   vehicles. Road standards can vary substantially over a journey, and the driver needs cues from the road where changes occur. Careful engineering is required to maintain, wherever possible, a consistent road standard that matches driver expectations.  The combination of varying road standards, the absence of road lighting, and the  unfamiliarity of many drivers creates an increased need for road signing and delineation. Rural arterial roads rarely operate at capacity but, where problems do exist, they generally affect a large number of road users. The most common capacity constraints occur at peak recreation periods on approaches to large towns and cities, and at local bottlenecks caused by towns, intersections, substandard road sections and road-side     land uses. Traffic congestion at flows less than capacity is usually of greater concern, particularly on recreational routes and roads in urban fringe areas. This is affected by overtaking opportunities as well as capacity constraints. In these conditions, reduced overtaking opportunities under increased flows also lead to less safe operation. The combination of high speeds and low volumes presents particular problems for safety-directed traffic management on rural arterial roads. Because of high speeds, road crashes tend to be more severe than on urban roads. However, the low volumes lead to  a low crash probability at any given location, so that only relatively low-cost safety countermeasures can be justified in economic terms. Long travel distances and associated driver fatigue also create a need for motorist support services such as fuel, food and various types of roadside stopping places.    Traffic management should also provide for tourists and those simply ‘going for a drive’ as a form of recreation. Lower connectivity within rural networks places increased importance on the availability of alternative routes to maintain access between towns. Natural disasters such as flood and fire, and traffic accidents can easily block rural roads at any level of the road    hierarchy. Incident management plans providing for implementation of planned diversion routes are an essential component of rural network management.

Note from Table 4.4 the predominance of road safety issues. This measure largely drives the traffic management focus for rural networks.

Note also that rural networks have a much lower degree of connectivity with greatly reduced intersection spacing compared to urban networks. Links are accordingly longer and many of the issues take on the characteristic of route issues rather than network issues. The ‘toolbox’ to address them is therefore to be found largely in Part 5 of the guide (Austroads 2014a).

4.3.2 Road User Guidance An essential component of rural network management from a road user’s perspective is a system of route identification to assist unfamiliar motorists to navigate through the road network. The assignment of a system of numbers to particular routes or roads forms part of such a ‘way-finding’ system. Way-finding is the art and science of organising signs and other traveller information to communicate what visitors want and need to know (it can also include printed material such as brochures and maps).

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Commentary 3

Table C3 1 details road length and travel by road type for Australia in 2003. It is the underlying data set for Figure 4.4.

Table C3 1: Road length and travel by road type

Road type NSW Vic Qld SA WA Tas NT ACT Total Rural Urban 2003 National Length (km) 3105 1010 4186 2749 4648 385 2670 20 18 773 Lane km (km) 7986 2960 9270 6104 9642 840 5403 75 42 279 Travel (mill veh-km) 9296 3470 7389 2522 1528 748 561 na 25 679 Travel per lane km (mill veh-km per lane km) 0.6074 Rural arterial Length (km) 29 363 18 100 27 650 8567 18 574 2514 3972 290 10 9031 15.8% Lane km (km) 59 888 37 440 55 630 17 236 37 947 5096 7503 555 22 1295 16.0% Travel (mill veh-km) 14 021 10 060 7337 2648 4973 1061 170 na 40 270 74.4% Travel per lane km (mill veh-km per lane km) 0.1820 Urban arterial Length (km) 4235 3200 1814 911 1785 501 150 455 13051 12.6% Lane km (km) 12 474 10 110 6453 2828 5070 1036 437 1445 39 853 18.0% Travel (mill veh-km) 26 351 24 390 13 666 5401 7894 2656 534 na 80 892 71.6% Travel per lane km (mill veh-km per lane km) 2.0298 Rural local Length (km) 124 147 109 400 123 015 77 106 112 604 18 469 17 137 25 581 903 84.2% 1 158 Lane km (km) 248 294 218 800 246 030 154 213 226 002 36 938 27 800 50 127 84.0% Travel (mill veh-km) 1003 7040 2287 1295 1679 337 185 na 13 826 25.6% Travel per lane km (mill veh-km per lane km) 0.0119 Urban local Length (km) 21 157 21 300 24 639 7241 11241 2727 55 1855 90 215 87.4% Lane km (km) 42 314 42 600 49 278 14 482 23 074 5455 98 3755 181 056 82.0% Travel (mill veh-km) 12 470 8170 4313 2077 3500 1613 4 na 32 147 28.4% Travel per lane km (mill veh-km per lane km) 0.1776 Total rural Length (km) 690 934 1 379 Lane km (km) 422 Travel (mill veh-km) 54 096 Travel per lane km (mill veh-km per lane km) 0.0392 Total urban Length (km) 103 266 Lane km (km) 220 909 Travel (mill veh-km) 113 039 Travel per lane km (mill veh-km per lane km) 0.5117 Travel per lane km (rural) / Travel per lane km (urban) 7.7%

Source: Austroads (2005).

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