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Adani

Appendix E9 – Traffic Engineering Report

Abbot Point Coal Terminal 0 EIS • Adani

Terminal 0 Environmental Impact Statement

TTM Consulting Pty Ltd

41 105 037 045 Brisbane | Gold Coast | Sunshine Coast Melbourne | Sydney | Singapore

PO Box 949

Maroochydore, QLD 4558

t (07) 5479 2455 f (07) 5479 3651

[email protected]

www.ttmgroup.com.au

EIS Traffic and Transport Assessment

Adani T0 Project

Abbot Point, Qld

Prepared for:

Adani

May 2013

Reference: 12SCT0042/Rep03

Traffic Engineering Report

© 2013 - TTM Consulting Pty Ltd Reference: 12SCT0042/03

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EIS Traffic and Transport Assessment Adani T0 Project: Abbot Point, QLD

© 2013 - TTM Consulting Pty Ltd

ABN 41 105 037 045

Level 1/8 First Avenue, Maroochydore

PO Box 949 Maroochydore QLD 4558

T: (07) 5479 2455 F: (07) 5479 3651 E: [email protected]

Document Status

Rev No.

Author Reviewed / Approved

Description Date Name Signature

01 G Harris P Penman

Draft 19.09.2012


Final 23.10.2012


Update 20.05.2013


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Table of Contents

Executive Summary v

1 Introduction 1

1.1 Project Overview 1

1.2 Investigation Process 1

1.3 References 1

1.4 Scope 1

1.5 Consultation 2

2 Project Profile 3

2.1 Project Description 3

2.2 Project Timeframes 3

2.3 Staffing Operation 5

2.3.1 T1 – Existing Staffing Model 5

2.3.2 T0 – Staffing Model 6

2.3.3 Construction Workforce 7

2.4 Heavy Vehicle Movements 7

2.5 Description of Proposed Vehicles 8

2.6 Site Access 8

2.7 Other Relevant Projects 8

3 Regional Context 9

3.1 Project Location 9

3.2 Existing and Proposed Port Infrastructure 9

3.3 Existing Road Network 9

3.3.1 Bruce Highway 9

3.3.2 Abbot Point Road 10

3.4 Major Structures 11

3.5 Public Transport and School Bus Routes 11

3.6 Future Road Improvement Projects 11

3.7 Rail Access 11

4 Development Traffic Generation and Distribution 12

4.1 Basis for Traffic Impact Analysis 12

4.2 Existing Operations: Traffic Demands 12

4.3 Construction Stage: Traffic Demands 14


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4.3.1 Construction Stage: Heavy Vehicle Traffic Generation 14

4.3.2 Construction Stage: Workforce Traffic Generation 19

4.3.3 Construction Stage: Traffic Distribution 20

4.4 Completed Works/Operational Stage: Traffic Generation 21

4.4.1 Operational Traffic 21

4.4.2 Completed Works/Operational Stage: Traffic Distribution 22

4.5 Impacts of Decommissioning 22

5 Traffic Operation Assessment 23

5.1 Introduction 23

5.2 Average Annual Daily Traffic (AADT) 23

5.3 Road Corridor Capacity Criteria 24

5.4 Bruce Highway Operational Performance 25

5.5 Construction Stage 26

5.6 Operational Stage 26

5.7 Proposed Haulage Route 27

6 Site Access Review 28

6.1 Introduction 28

6.2 Existing Intersection Layout 28

6.3 Accident Review 28

6.4 Sight Distance Review 28

6.5 Intersection Turn Warrant Requirement Review 28

6.6 Right and Left Turn Requirements 30

6.7 Intersection Capacity Review 30

6.8 Uninterrupted Flow Conditions 30

6.9 Adjacent Bruce Highway Intersections 31

6.10 Updated Traffic Capacity Assessment 31

7 Road Pavement Impact Assessment 32

7.1 Existing ESA Pavement Loadings 32

7.2 Development Heavy Vehicle Generation & Impacts 32

7.3 Mitigation Review 33

8 Draft Road-use Management Plan (RMP) 34

8.1 Introduction 34

8.2 Draft RMP Policy Statement 34

8.3 Draft RMP Objectives 34

8.4 Draft RMP Implementation Strategy 34


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8.5 Draft Implementation Strategy 35

8.5.1 Driver Fatigue Policies 35

8.5.2 Driver Behaviour Policies 35

8.5.3 Work Related Travel and Transport Policies 35

8.5.4 Over-dimension Vehicle Management 35

8.5.5 Road Safety Audit Review, Capacity & ALCAM Assessment 36

8.5.6 Road Noise Management 36

8.5.7 Dust Control Management 36

8.5.8 On-site Parking Management 36

8.5.9 Dangerous Goods Management 37

9 Conclusions and Recommendations 38

Table Index Table 2.1: Existing and Proposed Projects Abbot Point 8

Table 3.1: Local Road Hierarchy 9

Table 4.1: Existing Operational Traffic 13

Table 4.2: Construction Vehicle Requirements (External to Site) 17

Table 4.3: Full Operational Site Traffic Generation 21

Table 5.1: Existing AADT Volumes on State-Controlled Roads 23

Table 5.2: Two Lane Rural Road Capacity – Rolling Terrain Two-Way Flow 24

Table 5.3: Maximum AADT’s for Various LOS on Two-Lane Two-Way Rural Roads 24

Table 5.4: Level of Service: Bruce Highway 25

Table 5.5: Impact on Road Network: Construction Stage 26

Table 5.6: Impact on Road Network: Operational Stage 27

Table 7.1: Construction Stage: Daily ESA Generation 32

Table 7.2: Operational Stage: Daily ESA Generation 32

Table 7.3: Bruce Highway Impact on Road Network: Construction Stage 33

Table 7.4: Bruce Highway Impact on Road Network: Construction Stage 33

Figure Index Figure 2.1: Project Site Location and Regional Transport Network 4

Figure 3.1: Existing Road Network & Site Access 10

Figure 6.1: Bruce Highway / Abbot Point Road Intersection Count Data 29

Figure 6.2: Existing Layout Review: Operational Phase 2026 30

Figure 6.3: RPDM Chapter 13: Table 13.4 31


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www.ttmgroup.com.au T: (07) 5479 2455 F: (07) 5479 3651 E: [email protected]


Executive Summary

The Project is located at the Port of Abbot Point in Central Queensland (Figure 2.1). The Port of

Abbot Point currently supports existing coal export infrastructure (the T1 Terminal) which is

owned (under a 99 year lease term) by Adani Abbot Point Terminal (AAPT). The arrangements

provide a provision for expansion of the facility in the future and as capacity requirements require

additional works. The T1 infrastructure will continue to operate once the T0 Project is operational.

The Project is proposed to receive coal (initially 35 Mtpa and up to 70 Mtpa) by rail from the

Adani Carmichael Mine and Rail project located in the Galilee Basin and other sources of export

coal from the Bowen and Galilee basins. The Project is situated on Strategic Port Land (SPL) at the

Port of Abbot Point and is adjacent to the Abbot Point State Development Area (APSDA).

This report investigates the road transport aspects associated with the proposed Project. The

report evaluates the developments traffic and transport impacts on the existing road network and

recommends appropriate measures to mitigate any significant traffic impacts from either the

construction or operational development stages.

The investigation has identified that the development traffic generated during the construction

stage will generally be low due to the shipping of major construction materials and the use of

buses to transport workers from their accommodation locations.

The investigation has further indentified that the traffic generated during the operational stage is

likely to have a minor traffic impact due to the highly automated nature of the port facilities.

It is intended for a Road-user Management Plan (RMP) to be prepared at least 6 months prior to

the commencement of construction activities. This RMP will review and identify any road

capacity, safety and operational issues, which can be corrected through the implementation of

strategies or corrective actions. This RMP will ensure that no undesirable operational or safety

impact will impact occur on both the road and rail networks, with the RMP updated through

monitoring, auditing and reporting.


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1 Introduction

1.1 Project Overview The Port of Abbot Point (project site) is located approximately 25 km north/west of Bowen and is

Australia’s most northerly coal port. The Port of Abbot Point is of particular significance to both the

Commonwealth and the State as there are few locations along Queensland’s eastern seaboard with

in-shore proximity to deep water.

The Port of Abbot Point supports an existing coal export terminal (T1) with capacity to export 50

Mtpa of product coal. Capacity at the port and rail which feeds the port was expanded to 50 Mtpa in

recent years. The Project will be developed for operation over two phases - Phase 1 and Phase 2.

Development of the port is proposed to occur over a 5-6 year period and will be timed to correspond

with production outputs at the Adani Carmichael Coal Mine being developed by Adani Mining Pty

Ltd. The Project will allow for an initial throughput of 35 Mtpa and an eventual maximum

throughput of 70 Mtpa. This allows for potential increases in mine output efficiency and any other

sources of coal to be incorporated into the port’s capacity. Assessment of traffic impacts was divided

into two primary stages for the Project; construction stage and operational stage. The traffic assessment

has been based on a continuous construction schedule, over a 3 year period, to address any potential

changes in the phasing. Adani are submitting the Project Environmental Impact Statement (EIS)

under the Environment Protection and Biodiversity Conservation Act 1999 (EPBC Act), which is

administered by the Commonwealth Department of Sustainability, Environment, Water, Populations

and Communities (SEWPaC). Adani lodged their referral for the Project in 2011 (Referral No.

2011/6194) and have received guidelines for which the EIS needs to be prepared in accordance with.

This report addresses road and traffic impacts for the Project in accordance with the EIS Guidelines.

1.2 Investigation Process In addition to information provided by Adani, TTM undertook their own investigations to gather

relevant traffic data and have contacted the Department of Transport and Main Roads (DTMR) to

collate existing traffic and transport data for the surrounding road network.

1.3 References In preparing this report, the following guidelines and planning documents were referenced:

Department of Transport and Main Road’s Road Planning and Design Manual, (May 2010);

and

Department of Transport and Main Road’s Guidelines for Assessment of Road Impacts of

Development, (April 2006).

1.4 Scope This report forms part of the overall EIS technical documentation and investigates the traffic

demands anticipated to generated by the Project including a review of potential development traffic

impacts.

The scope of the transport aspects which have been investigated are as follows:


2


Review of the existing road network in the vicinity of the Project;

Review of the existing traffic volumes provided by DTMR for the road segments identified as

part of the potential haulage and transport routes for the Project;

Review crash statistics provided by DTMR for all road segments relevant to the Project;

Estimation of developmental traffic demand;

Estimation of future traffic demand for scenarios with and without the influence of the

Project;

Identification of likely impacts to the community resulting from the additional traffic. This

includes:

o locations where traffic and pavement impacts are likely to be significant;

o impacts on vehicle safety; and

o impacts on sensitive receivers within the community.

Identification of possible mitigation measures required to address impacts on the road

network and pavement due to the increased traffic demand of the Project where necessary.

1.5 Consultation TTM has undertaken consultation with the Whitsunday Regional Council (WRC) and DTMR to

acquire information about school bus routes, accident data and traffic volume and

intersection data. TTM also note that this report has been updated and reviews the traffic,

safety and rail issues raised by DTMR in their Information Request, dated 3 April 2013.


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2 Project Profile

2.1 Project Description Due to capacity constraints at the current coal terminals in Queensland, the Abbot Point Port

Authority – North Queensland Bulk Ports Corporation (NQBP), has been undertaking studies and

proceeding with development to expand export capacity. Currently, the Port of Abbot Point is

planning to expand its capacity with port users requiring additional infrastructure due to increases in

the number of proposed coal mines within the Bowen and Galilee Basins.

It is intended that the Project will consist of the following elements:

Two rail receiving bottom dump stations located in a single common concrete vault situated

on the proposed rail loop corridor;

Two narrow gauge rail loops within the rail corridor;

Two streams of inloading conveyors feeding coal to the stockyard;

Stockyard consisting of six stockpile rows, arranged either side of three machine bunds with

two rows per bund;

Six stacker/reclaimers with each of the three bunds supporting two stackers/reclaimers;

Two outloading conveyor streams in parallel and each stream consisting of one conveyor

system, surge bin, sample plant and travelling ship loader;

Onshore infrastructure including stockyard drains, sediment ponds, roads, stormwater

retention dams, administrative building, workshop, sewerage treatment plant, car park and

amenities bloc;

An expansion of the existing Material Offloading Facility (MOF) so it can receive Roll-on Roll-

off (RORO) vessels (e.g. barges) and vehicles;

Construction of a new reservoir north of the stockpile area at Bald Hill and within the Project

boundary to provide additional water storage for operational use as part of Phase 2

construction works;

Piled wharf approach jetty structure extending approx. 2.75 km north north-east from the

shore line adjacent to the existing T1 port facility carrying the out loading stream of

conveyors and access road; and

Piled wharf structure at the end of the jetty which consists of two berths, each with one

shiploader.

2.2 Project Timeframes The construction and operation of the Project is planned to occur in two phases over a 5-6 year period

Assessment of traffic impacts was divided into two primary stages for the Project; construction stage and

operational stage. The traffic assessment has been based on a continuous construction schedule, over a 3

year period, to address any potential changes in the phasing. Therefore, modelling for the Project is

based on construction commencing in 2013, with first production planned for 2017.

It is expected that the project will have an expected life greater than 50 years.


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Figure 2.1: Project Site Location and Regional Transport Network


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2.3 Staffing Operation

2.3.1 T1 – Existing Staffing Model

In 2012 the staffing of T1 (50 Mtpa capacity), at a planned operation throughput of 20 Mtpa,

currently consists of:

EMPLOYMENT

Staff 50

Production 9

Maintenance 15

Strategic Development 6

Administration 4

Commercial 7

Logistics 9

Wages 82

Production (incl. casuals) 45

Maintenance - Mechanical 21

Maintenance - Electrical 16

Apprentices 17

Total Employees 149

Contractors 35

Total Manning 184

The maintenance crew is currently structured to operate during day time hours only. Maintenance

employees form 2 teams, with each team working a 12 hour shift each day (6am-6pm), with a 7 days

on / 7 days off rotating roster.

The operating team is required to keep the terminal operating on a continuous 24 hour production

mode, to receive trains and load vessels. The operating crew includes both production and a

skeleton maintenance crew, primarily to manage system failures between 6pm to 6am (when the

main maintenance crew is off shift). The crew is broken up into 4 teams with each team working a

12 hour shift, on a 7 days on / 7 days off rotating roster.

Leave and other absences are covered by: providing over time to off shift employees, moving

employees between work crews, employing contractors for specified period of time or by sourcing

casuals from the local townships.


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2.3.2 T0 – Staffing Model

At full operating capacity (70 Mtpa), the following staff levels are anticipated:

EMPLOYMENT

Staff 73

Production 15

Maintenance 25

Strategic Development 7

Administration 4

Commercial 10

Logistics 11

Wages 107

Production (incl casuals) 58

Maintenance - Mechanical 30

Maintenance - Electrical 19

Apprentices 26

Total Employees 207

Contractors 29

Total Manning 236

The main consideration to determining the structural change between the Project and the current

T1 staffing structure is that the Project will be highly automated, both operationally and logistically.

As a result, less staff will be required at full operation.

A total of 236 employees are planned to operate the terminal at a peak output of 70 Mtpa. At this

modelled manning level, the Project will be one of the most highly productive coal terminal

operations in the world, with productivity at 297,000 tonnes per employee per year. This high

productivity figure is based on achieving a high degree of automation throughout the operating site,

in addition to transparent communication and planning systems with the miners, rail providers and

vessel owners.

At full capacity, maintenance and operational crewing is planned to be structured for a continuous

24 hour operation to receive trains, load vessels, and execute continuous minor and major

maintenance tasks (both planned and unplanned), to keep the terminal operating at full capacity.

As a consequence, both operating and maintenance site teams will be broken up in to 4 equally sized

teams. Each team will work a 12 hour shift, on a 7 days on / 7 days off continuous rotating roster. In

addition to the above crews, there will also be a weekday permanent maintenance crew that will be

tasked to perform project work or support the day time shifts. This team will be drawn on to cover

manning gaps in the roster for holiday leave, sick leave and other absences.


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2.3.3 Construction Workforce

The works on site for both the construction and typical port operations will be based around a 24

hours a day, seven days a week operation. From a review of existing site operations it is considered

that the main workforce will be split into two main 12 hour shifts. The ‘day’ shift is likely to utilise

approximately 70% of staff, with the ‘night’ shift consisting of the remaining 30% of staff.

The accommodation for workers during the construction stage is likely to be located in the vicinity of

the Bowen Township. Temporary accommodation may also be required for personnel who perform

site set-up works prior to construction, which could be located near Bowen or further afield in the

Townsville or Proserpine township areas.

It is estimated the Project would require approximately 500 workers during the construction stage.

The construction workforce will typically consist of permanent fly in / fly out (FIFO) staff who are

likely to reside near regional centres. This FIFO rotation is typical when working a seven days on/

seven days off roster. However, this can vary based on individual worker requirements at the

construction site.

It is expected that transport between the worker accommodation village and the site will

predominantly be via buses, with limited private transport. The transfer of shift staff by buses is a

general requirement of Occupational Health and Safety standards due to the length of shifts.

The remaining construction work force will comprise from the local population and subcontractors.

The sub-contractors may participate in drive in / drive out from accommodation centres likely to be

located near Bowen or potentially utilise other accommodation facilities that could be located in the

surrounding townships. Local residents, including local subcontractors, would be expected to drive

their private vehicles to the site.

As noted, on completion of the construction works it is anticipated that there will be a total of 236

workers employed to manage typical port operations. It is anticipated that the majority of workers

will stay in nearby residential township areas, such as Bowen, Proserpine, Ayr, etc.

2.4 Heavy Vehicle Movements All construction materials transported by the road network will access the site via the Bruce

Highway. The Bruce Highway will continue to provide heavy vehicle access to supply the site with

equipment, services and resources in undertaking port operations. The proposed access and haulage

routes will be discussed in further detail in Chapter 3.


8


2.5 Description of Proposed Vehicles The site will be accessed by the full scope of vehicles, from private cars to B-doubles for construction

materials and over dimensional OD vehicles for construction plant and large construction material

requirements. This will include buses which transport workers between the site and their

accommodation. The designation type of OD vehicles are those which exceed the following

dimensions when loaded:

Width of 2.5m;

Height of 4.6m; and

Length of: 12.5m for a rigid truck, 19m for an articulated vehicle and 25m for a B-Double.

2.6 Site Access The Port of Abbot Point site is currently accessed via the port access road (Abbot Point Road) which

has direct access to the Bruce Highway. It is proposed that the Abbot Point Road will be used as the

main staff, contractor, and heavy vehicle access for travel from the Bruce Highway. As the

construction activity is contained within the Port of Abbot Point site, it is anticipated that no roads

or accesses will have to be closed for any traffic management requirements. The site access (Bruce

Highway / Abbot Point Road intersection) is a typical priority intersection with three approaches

with left and right turn lane treatments.

2.7 Other Relevant Projects Given the high demand on Port services to satisfy the current and proposed coal mines, there are

other port construction and expansion activities occurring at Abbot Point. These other proponents

and their Projects are outlined in Table 2.1. To provide the necessary environmental information on

the potential cumulative impacts of these three proposals, the current proponents are undertaking a

voluntary cumulative environmental impact assessment for the Port of Abbot Point, in conjunction

with NQBP. This project is referred to as the Abbot Point Cumulative Impact Assessment (CIA) and is

intended to enable a comprehensive assessment of the three projects under the EPBC Act, the Great

Barrier Reef Marine Park Act 1975 (GBRMP Act) and relevant State planning laws.

Table 2.1: Existing and Proposed Projects Abbot Point

Project Name Proponent Description Approval Status

The Project (T0) and associated rail

Adani Adani T0 development, approximately 35 Mtpa in two phases (total 70 Mtpa)

EPBC Referred for rail and port separately

T1 (existing operation)

Adani Adani existing 50 Mtpa coal export terminal and associated rail

Operational

T2 and associated rail

BHP Billiton 60 Mtpa expansion EPBC referred for rail and port separately

T3 and associated rail

Hancock Coal 60 Mtpa expansion EPBC referred for rail and port separately

T0 / T2 / T3 Dredging

NQBP Combined dredging proposals EPBC Referred


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3 Regional Context

3.1 Project Location The Project is located at the Port of Abbot Point in Central Queensland.

3.2 Existing and Proposed Port Infrastructure The Project relates to the development of new port facilities, with all construction works intended to

be undertaken within the site boundary.

3.3 Existing Road Network The external local roads in the vicinity of the site are administered by the WRC, with the DTMR

Controlled Bruce Highway providing the main route and connection into the site. Abbot Point Road

is maintained by the Port Authority (NQBP). The hierarchy and description of surrounding access and

external roads is provided in Table 3.1.

Table 3.1: Local Road Hierarchy

Road Authority Classification Carriageway

width

Description

Abbot Point

Road

NQBP Access Road 7.0 m Fully sealed carriageway, two lanes.

Bruce Highway DTMR National

Strategic

9.0 m Fully sealed carriageway, two lanes

plus shoulders.

3.3.1 Bruce Highway

The Bruce Highway forms part of the Australian National Highway Network (AUSLINK) and is a major

north-south route along the Brisbane-Cairns corridor. To the north of Brisbane, the Bruce Highway is

a divided multi-lane road for most of its distance to Cairns. However, further north the Bruce

Highway is essentially a two lane rural highway with sections of four lanes near regional centres. The

Bruce Highway links the regional centres of Rockhampton, Mackay and Townsville via Proserpine

and Bowen.

This report will focus on the Bruce Highway corridor between Townsville, Bowen and Proserpine. It

is anticipated that the majority of traffic generated by the development will access these key areas.

This segment of highway has one lane in each direction with sealed shoulders on both sides. The

highway has a posted speed limit of 100 kph. There are limited public transport, walking and cycling

facilities along this segment of Bruce Highway, with no educational or child facilities having direct

access to the Highway. The Bruce Highway between Proserpine and Cairns is a two lane rural

highway carrying between 2,500 and 8,000 vehicles per day.


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3.3.2 Abbot Point Road

The Abbot Point Road will provide the main access route into the site and runs in a north south

direction connecting the main port facilities with the Bruce Highway to the south. The road has one

lane in each direction with sealed shoulders on both sides.

Figure 3.1: Existing Road Network & Site Access

Bruce

Highway

Abbot Point

Road

Abbot Point

Terminal


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3.4 Major Structures There is separated road and rail bridge along the access route that crosses Saltwater Creek along

Abbot Point Road, which has been designed to cater for general port traffic demands. There are also

various bridge and culvert structures along the Bruce Highway corridor between Townsville, Bowen

and Proserpine. As noted, the Bruce Highway is a strategic highway and it is anticipated that the

associated structures will be able to cater for the anticipated development traffic demands.

3.5 Public Transport and School Bus Routes There are no school bus stops along the internal site access route or in the vicinity of the site.

However, there are existing school bus services that utilise sections of the Bruce Highway, which

provides access to key townships along the corridor, with the school buses generally operating

between 7:30 am and 8:30 pm; and 2:30 pm and 3:30pm.

3.6 Future Road Improvement Projects The DTMR ‘Road Implementation Program (RIP) 2011-2012 to 2013-2014’ document for the

Mackay/Whitsunday Region outlines proposed road improvement projects within the vicinity of the

site. This document has been studied to identify any improvement projects scheduled for roads

relevant to the Project.

It is noted that roads in the inland areas of the Mackay/Whitsunday Region were particularly

impacted by flooding which impacted large tracts of Queensland in early 2011. As such, a significant

proportion of the budget is allocated to road maintenance requirements, with $40.4 million planned

works along 72km of the Bruce Highway through Isaac, Mackay and the Whitsundays.

TTM understand that there are plans to upgrade the Bruce Highway into Townsville from the south;

however, no scheme funding has been identified at this stage.

3.7 Rail Access The Queensland North Coast rail line provides connectivity between the major urban centres along

the coast, with stops at Mackay, Proserpine, Bowen, Home Hill, Ayr, Giru and Townsville. The

nearest train station to the site is located in Bowen, However, due to the limited rail services; it is

unlikely that any staff or contractors will travel by train.

The Port of Abbot Point is currently served by heavy rail with connections to various inland coal

mines to the south of the site. There are future plans for upgrading the heavy rail access which is

intended to enhance the existing rail port capacity. As part of the port expansion works, it is

intended that a new internal rail loop will be constructed including coal and ancillary facilities.


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4 Development Traffic Generation and Distribution

4.1 Basis for Traffic Impact Analysis In establishing the overall traffic demands, it is necessary to review the traffic associated with the

existing Port of Abbot Point facilities and the likely level of construction traffic activity. A final review

will be undertaken to determine the traffic associated with the port operation once the construction

works have been completed.

The assessment of traffic generation during the proposed development construction stage is split

into two vehicular categories. The staff categorisation is calculated based on the movement of

workers to and from the site and the number of associated trips generated. The second category

includes construction traffic predominantly consisting of heavy goods and oversized vehicles.

Construction of the Project will occur over a 5-6 year period, however traffic generation has been

based on a 3 year construction period to address any potential changes to the phasing. The primary

tasks involved will be the construction of the additional port facilities and infrastructure. The

following provides a review of the proposed traffic generation for existing operations, construction

stage and completed works/operational stage.

4.2 Existing Operations: Traffic Demands As noted, there are 184 existing staff working at the Port of Abbot Point, with 4 teams working a 12

hour shift, on a 7 days on / 7 days off rotating roster.

On this basis it is anticipated that 46 staff work each shift and arrive and depart during the shift

changes, i.e. between 5:30am to 6:30am and 5:30pm to 6:30pm. It is therefore estimated that there

are approximately 30 vehicles entering and exiting the site during the shift changes, based on vehicle

occupancy of 1.5 workers.

The existing port operation requires constant servicing and is supplied daily with materials,

including: food supplies and maintenance equipment etc, with a typical demand of 70 service

vehicles per day. The service vehicles range in size, with the smaller and medium type service

vehicles (Van, SRV, MRV to HRV) providing the majority of daily service requirements. However,

there may be operational requirements for larger loads by Articulated Vehicles (AV) to access the

site, with one delivery anticipated per working day. In general, most deliveries will be undertaken

during the working day with limited activity during the shift change periods.

In terms of vehicle distributions, the level of typical traffic accessing the site from the Bruce Highway

is similar in both the north/west and south/east directions with the following breakdown in existing

site traffic:

AM Peak Period (5:30am to 6:30am): 30 private and 3 service vehicles from north/west; 30

private and 3 service vehicles from south/east;

Off Peak Period (7am to 5pm): typically 6 service vehicles per hour (In/Out); and

PM Peak Period (5:30pm to 6:30pm): 30 private and 3 service vehicles from north/west; 30

private and 3 service vehicles from south/east.


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Table 4.1 provides a breakdown on worker movements covering a typical daily operation.

Table 4.1: Existing Operational Traffic

Shift Day Night

Total Workforce 184

Total Rostered Staff 92

Shift Staff 46 46

Staff Access:

Bus

Private

-

30

-

30

Total Staff Movements 60 vehicles per hour (vph)

Total peak hour traffic generation, service vehicles

6

Total peak hour traffic generation, including heavy vehicles

65vph (In/Out)

Daily service vehicle movements 70vpd

Total traffic generation – vehicles per day (vpd) 260vpd (In/Out)


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4.3 Construction Stage: Traffic Demands The following provides a breakdown of the likely traffic generated at the construction phase.

4.3.1 Construction Stage: Heavy Vehicle Traffic Generation

This inventory is based on an understanding of general construction requirements, which are based

on the individual material transportation requirements. Site construction materials will be sourced

from various locations, with the following providing a summary of likely sourced materials locations:

Local – within 100km of the site, includes: Ayr, Bowen, Collinsville and Proserpine;

Regional – generally within 400km, such as Charters Towers, Mackay and Townsville;

State – All areas of Qld;

National – provided from within Australia, but outside Qld; and

International – provided from outside Australia, with delivery most likely via the existing

port.

This demand assessment has made several assumptions in respect to the overall scope of works, as

follows:

Supply of all construction materials for the Project, including:

A rail connection from the existing track and/or a new rail connection from the

South west;

Rail loops and train unloading facilities;

Coal stockpile bunds and associated infrastructure;

Conveyors from the coal terminal tranches to port facilities;

Berthing and ship loading facilities;

Land for lay down areas and support industries; and

Site and common user infrastructure including but not limited to roads, phone,

electricity, water supply and storage and sewage treatment.

Transportation of workers via bus between township camps and site during construction;

Supply of all materials and replacement equipment to operate the site; and

Local accommodation camp likely to be located near Bowen.

It is intended that sea transport will be used for most of the overseas manufactured items and

materials with road transport being used for most of the locally sourced materials and items. These

large components and modules are expected to use the existing MOF facility which was established

in 1982 for the original port development works, by upgrading through maintenance and

refurbishment.

At this stage of the development/design process there is limited information in relation to the

percentage break-down between sea and road transport. This percentage break-down depends on

what this comparison is to be based upon, i.e., mass/size of materials/items or time/number of trips

to transportation the required items/materials. In a review of the mass/size of construction

materials it is considered that larger materials/operating equipment will be transported by sea, with

smaller typical construction materials/plant arriving by road. It is anticipated that this mass/size

break-up would probably be approximately 75% by sea and 25% by road.


15


A major part of the construction activity will be raising the ground level of the site, with infill

material likely to be sourced from the existing Abbot Point Quarries 1 and 2 along the Abbot Point

access road. It is anticipated that approximately 400,000m3 of infill material is required for the Phase

1 construction works of the Project, with this material trucked from the existing quarries. A further

900,000m3 will be required for the Phase 2 construction works. The timing of phase 2 is expected to

follow on straight after the completion of the Phase 1 works.

TTM understand that the existing quarry operator will use a B-double set-up to transport the fill

material from the quarry to the site. This truck and trailer set-up will allow cartage of 35 tonnes of

material per trip. For the transport of 400,000m3 of fill it is calculated that there will be a

requirement for 17,400 internal truck trips/movements. Fill will predominately be gravel and less

permeable material, and a bulking factor of between 1.2 and 1.3 has been used to determine the

necessary truck trips.

In assuming a construction time of six months to complete the earthworks for the Phase 1 works

only, the frequency of trucks taking fill material to the Project site from the quarry would be

approximately 13 trucks per hour. This equates to one truck travelling along Abbot Point Road

approximately every 5 minutes to and from the quarry. This calculation is based on 9 hours of actual

travelling time for a 12 hour working day and a six day working week.

For Phase 2 construction works, the frequency of trucks travelling along the Abbot Point road is not

expected to increase from the calculated rates above. The duration of the trucks’ hauling period will

increase proportionally for the additional quantity of material which will be required for the Phase 2

works based on an approximate duration of 14 months.

There will be a requirement for further materials, plant and equipment to be transported via the

external road network for the Project works. At the commencement of the on-site construction

activities, all contractor’s plant, equipment, temporary offices and amenities will be transported to

site via the road network. All locally sourced building materials such as ready mixed concrete,

precast concrete products (e.g. reinforced concrete stormwater pipes, manholes, reinforced

concrete box culverts, etc), steel reinforcement, etc will be transported by road.

Locally sourced hire equipment and plant such as cranes, concrete pumping trucks, earthmoving

plant and equipment, etc will either be transported or self-driven via the existing road network.

There will be several new buildings required for the Project and all materials to be incorporated in

these new building will be sourced locally and will be transported via the existing road network.

It is understood that the transport of many goods which cannot be further divided into smaller

components will require transport on over dimensional (OD) type vehicles, with pilot vehicles and

police escorts where required.

The largest vehicles accessible to the site will be a type 2 road train. However, the access for these

types of vehicles is generally limited due to the limited accessibility, with B-double trucks expected

to be the largest, standard access vehicles accessing the site during the works phase.


16


Table 4.2 provides a summary of the likely construction vehicle requirements external to the site,

with approximately 2,235 trucks movements covering the three year construction of the site.

It is estimated that on average there will be 6 truck deliveries, or 12 total truck movements, per day,

based on 6 loaded and 6 unloaded trip movements, covering typical construction operations. This

level of activity may increase during specific construction operations which may peak at 12 truck

deliveries, or 24 total truck movements, per day based on 12 loaded and 12 unloaded trip

movements.

It is assumed that all construction equipment/plant delivered to the site will be dedicated to

construction activities and will be located on-site for the duration of construction activities and not

transported to and from as required.


17


Table 4.2: Construction Vehicle Requirements (External to Site)

Plant/Materials Quantity Transport

Arrangements

Delivery Vehicles Origin

General Construction Equipment Requirements

Mobile Cranes 2 2 (AV) Regional

Fork lifts 4 1 (AV) Local

Grader 3 3 (AV) Regional

Dozer 10

Stored on-site for

construction

activities

10 (AV)

Regional

Excavators 10

Stored on-site for

construction

activities

10 (AV)

Regional

Dump trucks 10

Standard size

articulated tippers,

self drive to site

Stored on-site for

construction

activities

10 (AV)

Regional

Buildings/Storage Tanks Requirements

Workshops Constructed from

base materials

(steel/concrete)

2 (AV) Regional

Stores 4 (AV) Regional

Workforce admin/muster

Demountable offices

(25m2)

Footings

20 (AV)

5 (AV)

State

Wash Facilities 3 (AV) Regional

Fuel/oil 2 tanks 2 (AV) Regional

Waste station 2 tanks 2 (AV) Regional

Hazardous materials 2 tanks 2 (AV) Local

Water tanks / treatment 3 tanks 3 (AV) Local

New Rail Loop Requirements

Rails Delivered by road 150 (AV) State

Sleepers Delivered by road 50 (AV) State


18


Plant/Materials Quantity Transport

Arrangements

Delivery Vehicles Origin

Base material 35 tonnes per truck

and trailer 50 (AV) Local

Construction Materials Requirements

Internal access roads material, Rock

armour, quarry materials

33 tonnes per truck

and trailer 500 (B-double) Local

Concrete For footings,

retaining walls

standard concrete

truck 100(AV) Local

Road Pavement/Rock armour

Coal Handling Machinery Requirements

Buildings/structures

50 (AV) Regional

Coal handling facility structure Delivered by sea - Internation

al

Regular Service Vehicles Requirements

Potable water 2 per week (312 LRV) Local

Fuel 1 per week (156 LRV) Regional

General supplies (office, catering and

miscellaneous equipment) 3 per week (468 SRV) Regional

Waste collection 2 per week (312 MRV) Local

Internal Infrastructure

Sewerage pipes 2 (AV) Regional

Electricity wire/poles 2 (AV) Regional

Telecom line 2 (AV) Regional

Water pipes 2 (AV) Regional

Total 2,235


19


4.3.2 Construction Stage: Workforce Traffic Generation

The main factor influencing workforce traffic generation will be the general self-contained nature of

the site. The provision of internal equipment and facilities will allow the majority of employees to

stay within the vicinity of the site at most times during their shifts.

Considering the spatial nature of the development it is considered that employees will be sourced

primarily from southeast Queensland and secondly from the vicinity of Townsville, Bowen, Ayr and

Proserpine local township areas. It is therefore considered that the majority of traffic generated by

the development will generally travel to and from these areas.

At this initial development stage, the specific location of the accommodation village is yet to be

determined, however, it is likely to be located in the vicinity of the Bowen township to the

south/east of the site.

It is considered that the majority of worker movements from the accommodation village will be via

bus (40 person capacity) movements to the site, with further buses collecting workers at various

nearby airports. However, not all workers will travel by bus, with approximately 20% likely to reside

in nearby townships and use their private vehicles to access the site. There will also be a

requirement for sub-contractor workers and they are likely to use a private vehicle or hire car as

their primary method of transportation.

The traffic generation also takes into account the expected roster and shift systems which would

result in:

500 workers estimated to be required during the construction stage;

70% of workers rostered on two shifts of 12 hours each, with 70% of the rostered staff on

day shift and 30% on night shift;

80% of workers to utilise group transport between worker accommodation and the site,

averaging 40 persons per bus;

20% of workers (including subcontractors) to access the site utilising private vehicles, with

an average car occupancy for passenger vehicles being 1.5 persons; and

Peak hour movements account for approximately 20% of daily traffic.

As such, the maximum number of workers accessing the site (worst case scenario) for the day shift

will be 350 and the evening shift will be 150. This will generate the following vehicle trips:

Morning Shift Change: (5:30am to 6:30am): In: 196 workers utilising 5 buses, with 33 private

vehicles (1.5 worker occupancy) and Out: 84 workers, 3 buses, with 14 private vehicles; and

Evening Shift Change: (5:30pm to 6:30pm): In: 84 workers utilising 3 buses, with 14 private

vehicles (1.5 worker occupancy) and Out: 196 workers, 5 buses, with 33 private vehicles.

This is considered a worst case scenario as it assumes that shift workers, administrative staff and

sub-contractors all arrive and depart the site during the same peak hour, which is unlikely to occur.


20


4.3.3 Construction Stage: Traffic Distribution

The total daily traffic volume generated by the construction activity is expected to equate to 122

vehicle movements per day based on average construction operations. The following provides a

breakdown of likely worker and vehicle distributions during the construction period.

It is anticipated that the construction workers will have the following distributions:

10% to and from Ayr, Townsville and other townships along the Bruce Highway;

10% to and from Bowen, Proserpine and other southbound townships; and

80% to and from the worker accommodation camp.

Further indirect traffic will be generated by FIFO activities. Once shifts are complete, the workers will

fly back to regional centres for leave periods. Staff and contractors based in southeast Queensland

and other states are expected to fly to and from Townsville, Proserpine and Mackay airports. TTM

note that the construction and operation of an accommodation camp will be dealt separately from

this traffic assessment.

It is anticipated that the construction and service vehicles will have the following distributions:

50% to and from Townsville along the Bruce Highway; and

50% to and from Bowen, Proserpine and further southbound along the Bruce Highway.

Of the site generated traffic, 20% are expected to continue through Proserpine and travel further

south towards Brisbane. These movements are primarily expected to consist of long distance heavy

vehicle movements, servicing the site from major regional centres along the coast.

Approximately 80% of these trips will be from the local area. These will consist of material deliveries

from local quarries and suppliers for materials in addition to infrastructure components and

equipment likely to be sourced from the Townsville area. The remainder will be sourced from the

wider region, including inter-state.

Based on the above assessment of construction (non site staff) vehicle trips it is estimated that there

will be an average of 5 Heavy Goods Vehicles (HGV) trips per day to and from the site during the

construction stage. It is therefore estimated that there will be approximately 122 total trips daily

vehicle trips generated during the construction stage, with the majority of site workers using bus

transport.


21


4.4 Completed Works/Operational Stage: Traffic Generation The Project will be operational for greater than 50 years. The primary tasks involved will be

stockpiling coal from rail deliveries and processing coal for shipping export. The primary

requirements for service vehicles will be the supply of operating goods and maintenance of the rail

and port equipment plant.

4.4.1 Operational Traffic

For the duration of the operational life span of the port facility it is anticipated that the majority of

staff will stay in nearby residential areas, such as, Bowen, Proserpine, etc townships. All staff and

service vehicle movements will access the site via the Bruce Highway.

As noted, a total of 236 employees are planned to operate the terminal at 70 Mtpa output. It is

intended that the port facility will be highly automated, both operationally and logistically, with less

staff required during operations.

The staff will continue to work on a 4 team basis over a 12 hour shift, on a 7 days on / 7 days off

rotating roster. On this basis it is anticipated that 59 staff cover each shift and arrive and depart

during the shift changes being 5:30am to 6:30am in the morning and 5:30pm to 6:30pm in the

evening.

It is therefore estimated that there are approximately 40 vehicles entering and exiting the site during

the shift changes, which is based on vehicle occupancy of 1.5 workers.

The port operation will continue to require constant servicing and will be supplied with daily

materials including: food and replacement and maintenance equipment etc, with a typical demand

being 100 service vehicles per day. The service vehicles will range in size, with the smaller type

service vehicles providing the majority of daily service requirements.

Table 4.3 identifies all the likely traffic generation and heavy vehicle requirements during the full

operational stage (70 Mtpa).

Table 4.3: Full Operational Site Traffic Generation

Shift Day Night

Total Workforce 236

Total Rostered Staff 118

Shift Staff 59 59

Staff Access:

Bus

Private

-

40

-

40

Total Staff Movements 80 vehicles per hour (vph)

Total peak hour traffic generation, service vehicles

6

Total peak hour traffic generation, including heavy vehicles

86vph (In/Out)

Daily service vehicle movements 100vpd

Total traffic generation – vehicles per day (vpd) 360vpd (In/Out) Additional 100vpd (In/Out)


22


4.4.2 Completed Works/Operational Stage: Traffic Distribution

As shown in Table 4.3, the daily traffic volume generated by the site is expected to equate to a total

of 360 daily vehicle movements or an additional 100 daily vehicle movements based on existing site

operations.

These traffic volumes are expected to be distributed as follows:

30% to the east/south along the Bruce Highway; and

70% to the north/west along the Bruce Highway.

Of the port generated heavy vehicle traffic, 70% is anticipated to be generated from the Townsville

area, with the remaining 30% from the south and further southern Queensland destinations, with

the following breakdown of full future year operational site traffic:

AM Peak Period (5:30am to 6:30am): 56 private, 4 service vehicles from and to north/west,

24 private, 2 service vehicles from and to south/east;

Off Peak Period (7am to 5pm): Typically 8 service vehicles per hour (In/Out); and

PM Peak Period (5:30pm to 6:30pm): 56 private, 4 service vehicles from and to north/west,

24 private, 2 service vehicles from and to south/east.

4.5 Impacts of Decommissioning It is assumed that the site will have an operational life span over 50 years, with no plans for any

decommissioning process.

However, if decommissioned, the Port will require several operations which will have an impact on

the local and state controlled network. This will include

Removal of hazardous material;

Decommissioning of buildings and structures;

Removal of waste material;

Environmental actions; and

Removal of plant and machinery from site.


23


5 Traffic Operation Assessment

5.1 Introduction This chapter reviews the traffic operation and capacity performance of the Bruce Highway corridor

adjacent to the site including the Bruce Highway/ Abbot Point Road intersection.

5.2 Average Annual Daily Traffic (AADT) Table 5.1 identifies the typical (2011) traffic volumes, sourced from DTMR, for the Bruce Highway

between Bowen and Ayr, with the volumes used in the traffic assessment.

It is anticipated that the traffic growth on the Bruce Highway will continue to remain at 3% based on

historical traffic growth that over a ten year period.

Table 5.1: Existing AADT Volumes on State-Controlled Roads

Traffic Analysis and Reporting System: Road Section 10J – Bruce Highway (Proserpine – Bowen):

Traffic Analysis and Reporting System: Road Section 10K – Bruce Highway (Bowen - Ayr):

Traffic Analysis and Reporting System: Road Section 10L – Bruce Highway (Ayr - Townsville):


24


5.3 Road Corridor Capacity Criteria The AUSTROADS Guide to Traffic Engineering Practice - Part 2: Roadway Capacity indicates that two-

lane rural highways have a capacity of 2,800 passenger cars per hour total for both directions of

flow, under ideal conditions where there are no restrictive roadway, terrain or traffic conditions.

However, considering the prevailing roadway and traffic conditions along Bruce Highway, it is

estimated that the highest total service flow rate (AM Peak) is approximately 900 vehicles per hour

total for both directions of flow based on 2011 traffic levels.

AUSTROADS defines level of service as a qualitative measure describing operational conditions

within a traffic stream. The term Level of Service (LOS) and its characteristics for rural roads is

defined in Table 5.2.

Table 5.2: Two Lane Rural Road Capacity – Rolling Terrain Two-Way Flow

LOS Description Rating

A Free, unrestrictive flow Very Good

B Mostly free flow, few disruptions Very Good

C Stable flow Good

D Mostly stable flow, some delays Acceptable

E Congested flow, delays common Bad

F Forced flow Bad Source: Austroads Guide to Traffic Engineering Practice, Part 2

The volume and composition of traffic on a given road determines the level of interaction between

vehicles and is measured as its LOS. LOS decreases with increasing traffic volumes. LOS ‘A’, LOS B’,

LOS ‘C’ in a rural context are satisfactory, with a LOS ‘D’ satisfactory in some circumstances.

In cases where traffic, terrain or geometric data may not be precisely known, the AUSTROADS Guide

provides planning guidance on maximum AADT values that two-lane, two-way rural roads can

accommodate under various terrain conditions. Table 5.3 shows the values for various Levels of

Service for a rural road in rolling terrain with varying ratios of design hour volume to AADT.

Table 5.3: Maximum AADT’s for Various LOS on Two-Lane Two-Way Rural Roads

Level of Service

Design Hour Volume to AADT

Ratio

A B C D E

0.10 1,100 2,800 5,200 8,000 14,800

0.11 1,000 2,500 4,700 7,200 13,500

0.12 900 2,300 4,400 6,600 12,300

0.13 900 2,100 4,000 6,100 11,400

0.14 800 1,480 3,700 5,700 10,600

0.15 700 1,800 3,500 5,300 9,900


25


(Source: AUSTROADS Guide to Traffic Engineering Practice, Part 2: Roadway Capacity, Table 3.9)

5.4 Bruce Highway Operational Performance For a LOS ‘C’, the maximum AADT values range from 3,500 to 8,000 depending on the design hour

volume to AADT ratio. The peak hour volumes along the Bruce Highway corridor were observed to

be approximately 10% (or 0.10) of the average daily traffic based on the traffic peak periods.

From Table 5.3 above, a maximum AADT of 5,200 to 8,000 is assumed for a LOS ‘C’. Comparing these

values with the average AADT levels along the Bruce Highway indicates that the existing road

corridor generally operates at LOS ‘C’, as shown in Table 5.4. As noted, the future year corridor

operation is based on a 3% background traffic growth and from the criteria noted in Table 5.4 will

generally operate at a LOS ‘D’ in 2026 (10 year post construction completion).

Table 5.4: Level of Service: Bruce Highway

Bruce Highway

Route/Counter Site

2013 AADT

2016 AADT

2026 AADT

LOS

2013 2016 2026

10J/82847 11172 12208 16407 D D E

10J/82817 3839 4195 5638 B B C

10J/82717 2660 2906 3906 B B B

10J/90003 3758 4106 5518 B B C

10J/90050 6174 6747 9067 B B C

10K/90051 8114 8866 11915 D D D

10K/92198 3803 4156 5585 B B C

10K/90042 3014 3293 4426 B B C

10K/91439 7612 8318 11178 C D D

10K/90004 9362 10231 13749 D D D

10K/91396 10964 11981 16102 D D D

10J/91398 6081 6645 8930 C C D

10J/91399 7669 8380 11262 C D D

10J/91699 5438 5942 7986 C C C

10J/90028 8425 9206 12372 D D D


26


5.5 Construction Stage The traffic assessment has been based on a continuous construction schedule, over a 3 year period, to

address any potential changes in the phasing. Construction will not occur for any less than a three year

period, and therefore this assessment has modelled the Project based on the most intensive possible

schedule. Construction will involve the employment of up to 500 staff and will be accommodated

near Bowen. Due to the self contained nature of the pre-construction site set-up it is anticipated

that traffic impacts during this period will be lower than either the full construction or operational

stages and as such have not been assessed.

5.6 Operational Stage The operational stage of the port will last longer than 50 years from the anticipated construction

completion of Phase 1 in 2016.

Table 5.5 shows the predicted construction stage vehicle activity, with Table 5.6 showing the

operational stage traffic activity, with the traffic impacts below the 5% impact threshold which is

therefore considered to have a negligible impact on overall highway performance.

Table 5.5: Impact on Road Network: Construction Stage

Road Route/ Counter Site

2013 AADT Construction Site Generated Traffic

Vehicles per day % Increase

Bruce Highway 10J/82847 11172 130 <5%

10J/82817 3839 130 <5%

10J/82717 2660 130 <5%

10J/90003 3758 130 <5%

10J/90050 6174 130 <5%

10K/90051 8114 130 <5%

10K/92198 3803 130 <5%

10K/90042 3014 130 <5%

10K/91439 7612 47 <5%

10K/90004 9362 47 <5%

10K/91396 10964 47 <5%

10J/91398 6081 47 <5%

10J/91399 7669 47 <5%

10J/91699 5438 47 <5%

10J/90028 8425 47 <5%


27


Table 5.6: Impact on Road Network: Operational Stage

Road Route/ Counter Site

2016 AADT Site Generated Traffic

Vehicles per day % Increase

Bruce Highway 10J/82847 12208 30 <5%

10J/82817 4195 30 <5%

10J/82717 2906 30 <5%

10J/90003 4106 30 <5%

10J/90050 6747 30 <5%

10K/90051 8866 30 <5%

10K/92198 4156 30 <5%

10K/90042 3293 30 <5%

10K/91439 8318 70 <5%

10K/90004 10231 70 <5%

10K/91396 11981 70 <5%

10J/91398 6645 70 <5%

10J/91399 8380 70 <5%

10J/91699 5942 70 <5%

10J/90028 9206 70 <5%

5.7 Proposed Haulage Route The Bruce Highway is intended to be the main haulage route to the site and is considered to carry

the majority of the construction vehicles. The Bowen Developmental Road to the south of Bowen

may carry construction vehicle traffic, however, the level of potential generated traffic is considered

negligible, with the majority of traffic using the Bruce Highway from both the north and southern

directions.


28


6 Site Access Review

6.1 Introduction This chapter reviews the adequacy of the Bruce Highway / Abbot Point Road intersection to

adequately cater for the predicted development traffic demands.

6.2 Existing Intersection Layout The intersection layout is a typical priority 3-arm intersection with left and right turn treatments.

The intersection has good inter-visibility in all directions, with the following key traffic and geometric

attributes:

A posted speed limit of 100km/hr;

A 9 metre wide carriageway;

An approximate 30 metre entry width for AV turning vehicles; and

Left turn lane provision being approximately 130m Length, with a right turn lane provision

being approximately 130m in length treatments and shoulder provisions.

6.3 Accident Review TTM are unaware of any prior accident history or safety concerns at this intersection location.

6.4 Sight Distance Review TTM have reviewed the intersection sight distance requirements with reference made to the

Department of Main Roads: Road Planning and Design Manual Chapter 13: Intersections at Grade

requirements, with the intersection’s sight distance adequate in all directions.

6.5 Intersection Turn Warrant Requirement Review

TTM has reviewed the turn warrant requirements as part of the overall intersection review with

reference made to the RPDM Chapter 13: Intersections at Grade: Warrants for Turn Treatments on

Roads with a Design Speed >100km/h Figure 13.22, as shown in Figure 6.1. This assessment review

relates to a worst case assessment, which is based on Completed Works/Operational Phase in 2026.

The traffic volumes are based on the likely peak periods for the site traffic:

AM Peak Period (5:30am to 6:30am): 56 private, 4 service vehicles from and to north/west,

24 private, 2 service vehicles from and to south/east;

Off Peak Period (7am to 5pm): Typically 8 service vehicles per hour (In/Out); and

PM Peak Period (5:30pm to 6:30pm).

TTM have undertaken a 14-hour traffic count at the Bruce Highway / Abbot Point Road intersection

to establish existing peak hour traffic volumes. The traffic survey has indentified that the Bruce

Highway carries relatively low traffic volumes in the AM peak 110 vehicles each direction and 100

vehicles each direction in the PM peak, Figure 6.1 showing a total volume count summary.

Figure 6.2 shows the growth factored peak hour base traffic against the highest existing peak hour

(AM peak) and the predicted development traffic volumes. This RPDM Figure indicates that the

existing intersection treatments are adequate based on existing highway traffic volumes and the

predicted level of traffic generated from the existing Port of Abbot Point site.


29


Figure 6.1: Bruce Highway / Abbot Point Road Intersection Count Data

TTM Reference:

Location:

Suburb:

Date:

Survey Period:

Weather:

www.ttmgroup.com.au

00% indicates the heavy vehicle percentage

208 173 0 173

707 676 6 682

915 0 849 6 855

20% 0%

0 159 150 9

0

0

0% 6 6 0

0 6% 147 138 9

23% 6% 153 144 9

Total Light Heavy

1062 909 153 0 996

845 701 144 814

217 208 9 182

© TTM Consulting Pty Ltd

12SCT0107

Bruce Hwy / Abbot Point Rd Intersection

Bowen

Tuesday 05/03/2013

Fine

0500-1900

Light

Heavy

Bruce Hwy

Total

Abbot Point Rd

Bruce Hwy

Heavy

Light

Total


30


Figure 6.2: Existing Layout Review: Operational Phase 2026

6.6 Right and Left Turn Requirements In reviewing the RPDM right turn warrant requirements as noted, the existing intersection lane

provisions can adequately cater for both the construction and operational traffic demands.

6.7 Intersection Capacity Review In a review of the GARID Guidelines Criteria 3: Traffic Operation Assessment, traffic operation

impacts need to be considered for any section of a State Controlled Road (SCR) where the

construction or operational traffic generated by the development equals or exceeds 5% of the

existing AADT on the road section, intersection movements or turning movements.

6.8 Uninterrupted Flow Conditions TTM note that reference has been made to Road Planning and Design Manual (RPDM), Table 13.4

Intersection Capacity - Uninterrupted Flow Conditions as shown in Figure 6.3. The table provides

criteria details on the level of traffic for uninterrupted flow conditions which assumes intersections

will operate with nominal delays and queuing if traffic volumes are less than the volumes stated.

The level of peak hour traffic anticipated (with development traffic) is predicted to have two-way

peak hour volumes less than 300vph. This level of traffic in accordance with the RPDM is therefore

unlikely to impact significantly on the intersection performance, with the intersections operating

under uninterrupted flow conditions with nominal delays and queuing.

TTM note that the majority of site worker activity will occur prior to the highway morning peak

period (before 8:00am) and after the highway evening peak period (after 5:00pm), with any

construction vehicle activity operating throughout the working day.

Left Turn

Right Turn


31


Figure 6.3: RPDM Chapter 13: Table 13.4

6.9 Adjacent Bruce Highway Intersections As noted, it is anticipated that the construction and operational traffic volumes will have a negligible

traffic impact along the Bruce Highway corridor, due to the level of traffic on the Bruce Highway

during the development peak traffic periods. TTM do not envisage any further traffic impacts at any

further intersections along the Bruce Highway corridor.

6.10 Updated Traffic Capacity Assessment TTM note that an updated traffic capacity assessment will be undertaken as part of the RMP, which

will review in detail the traffic generated by the construction activities.


32


7 Road Pavement Impact Assessment This chapter will review the road pavement traffic impacts associated with the construction and

operational activities, with the Bruce Highway subject to additional heavy vehicle traffic due to site

operations.

7.1 Existing ESA Pavement Loadings It is assumed that the average ESA on the Bruce Highway equates to 2.8 for heavy vehicle

classification. Traffic data gained from DTMR has established that the average percentage of heavy

vehicles on the Bruce Highway between Bowen and Townsville is between 5% to 22%, with the

percentage level of trucks on the Bruce Highway adjacent to the Port Access Road being 21%.

7.2 Development Heavy Vehicle Generation & Impacts The total heavy vehicle traffic from the site has been estimated in Chapter 4 of this report. This

identified that the site will generate 12 (24 total) larger type service vehicle and 7 (14 total) bus trips

per day during the construction stage. This will change to 30 (60 total) smaller type service vehicles

during the operational stage.

The vehicles that terminate in the vicinity of Townsville are expected to be local service vehicles

(generally smaller trucks). The vehicles which continue beyond Townsville and to the south are

expected to be larger configuration (B-double and road train if based on abnormal loads).

Heavy vehicle distribution by classification is expected to be geared towards the higher loads and

larger vehicles during the construction activity, with an average ESA of 3.0 per heavy vehicle. The

type of load and truck is anticipated to be smaller during the operational stage, with typical bus,

servicing and maintenance deliveries to the site having an average ESA of 2.2 per heavy vehicle.

Table 7.1 and Table 7.2 show the level of predicted generated heavy vehicle volumes and their

resultant ESA’s, with Table 7.3 and Table 7.4 showing the respective impacts.

Table 7.1: Construction Stage: Daily ESA Generation

Road Trucks ESA

Truck

Truck

ESAs

Buses Average

ESA bus

Bus ESAs Daily

ESAs

Bruce Highway 24 3.0 72 14 2.2 31 103

Table 7.2: Operational Stage: Daily ESA Generation

Road Trucks ESA

Truck

Truck

ESAs

Buses Average

ESA bus

Bus ESAs Daily

ESAs

Bruce Highway 60 2.2 132 - - - 132


33


Table 7.3: Bruce Highway Impact on Road Network: Construction Stage

Route/ Counter Site

2013 AADT Existing Truck ESA Development Truck ESA

% CV ESA ESA Impact

10K/92198 3803 21% 2,236 82 (South) 3.7%

10K/92198 3803 21% 2,236 21 (North) 0.9%

Table 7.4: Bruce Highway Impact on Road Network: Construction Stage

Route/ Counter Site

201 AADT Existing Truck ESA Development Truck ESA

% CV ESA ESA Impact

10K/92198 4156 21% 2,444 40 (South) 1.6%

10K/92198 4156 21% 2,444 92 (North) 3.8%

7.3 Mitigation Review By definition, the construction and operational traffic impacts due to the project are deemed to be

insignificant as the additional levels will be less than 5% of existing daily traffic levels on the majority

of the SCR network.

As shown in Table 7.3 and Table 7.4 the level of construction and full operational activity is

considered to have an insignificant traffic and pavement impact on the Bruce Highway adjacent to

the site.

TTM note that an updated pavement impact assessment will be undertaken as part of the RMP,

which will review in detail the traffic generated by the construction activities.


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8 Draft Road-use Management Plan (RMP)

8.1 Introduction It is intended that a RMP will be prepared at least 6 months prior to the commencement of

construction activities. The RMP will be a transforming document which evolves over time based on

project requirements and the road environment.

The purpose of a RMP is to identify appropriate protection objectives and associated

implementation strategies together with monitoring, auditing, reporting and corrective actions to be

adopted if an undesirable impact or unforeseen level of impact occurs.

It is noted that the RMP will be reviewed and periodically updated, if necessary, to reflect knowledge

gained during the detailed design process, construction and the course of operations. The following

provides an outline RMP, highlighting potential key policies and objectives:

8.2 Draft RMP Policy Statement It is intended that the key RMP policy will be based on ‘minimising any impacts on the State

Controlled Road (SCR) and associated traffic generated by the Project, including the transportation

and handling of materials’.

8.3 Draft RMP Objectives The following provides a summary on the key RMP objectives:

To minimise the impact on the efficiency of the State Controlled Road Network;

To ensure for safe operation of vehicles on and off the site; and

To minimise any potential traffic-related complaints and incidents.

In order to meet these objectives the RMP will include the following:

A summary of updated project traffic information and impact assessments;

Review of mitigation strategies including time frames for approvals, permits and

implementation;

Identification of roles and responsibilities of the working group, and the monitoring process

involved; and

Development, Consultation and Implementation of Strategies and Policies.

8.4 Draft RMP Implementation Strategy It is anticipated that a working party will be established to review and sign off on the RMP which will

enable the proponent and its contractors to formally adopt and implement the RMP in relation to

any site vehicular transport requirements. The working party would likely consist of members from

DTMR Fitzroy Region, Council, local emergency services (Police, Fire and Ambulance authorities),

HVROPO including a representative from the local school bus committee. The RMP will be made

available to the public with key contact details provided. It is envisaged that this RMP will be

updated annually included a review by all members of the working party.


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The RMP will include an updated traffic and pavement impact assessment based on the latest

information available. It is anticipated that these assessments will form the basis of financial

agreements between the proponent, DTMR regarding road upgrade, maintenance and rehabilitation

contributions.

8.5 Draft Implementation Strategy The RMP Strategies/Policies will be developed and implemented in consultation with key

stakeholders as to mitigate any road safety risks associated with the development traffic generation.

This will be for safer road conditions and driver behaviour on all roads accessing the Project. The

RMP once complete will provide more detailed information on each strategy/policy and may

incorporate additional strategies, however the following provides an outline of several key strategies

to be implemented and developed further:

8.5.1 Driver Fatigue Policies

The proposed development will result in an additional DIDO trips on the road network, where

fatigue is a significant factor. As such, it is recommended that the local Road Accident Action Group

(RAAG) is consulted with respect to local policy on fatigue. The construction industry as a whole

should participate in this forum to address the issue of fatigue and determine strategies for dealing

with fatigue for DIDO trips.

Typical Strategies to minimise the impacts of driver fatigue include the following:

Allowing DIDO staff to work shorter shifts at the start and end of their working period;

Providing DIDO staff with an additional day or night of accommodation prior to commencing

work or driving home; and

Sponsorship of rest zones and driver reviver stations.

8.5.2 Driver Behaviour Policies

This policy relates to DIDO workers, staff who drive private vehicles to site and contractors. This

policy will include requirements for these employees and contractors to drive in a safe manner when

in charge of a vehicle, with additional attention to any instance of public transport use (school bus

times), OD, heavy vehicle use and pedestrian and cyclist activity. This policy will also inform workers

of other strategies including their implementation, monitoring and reporting as to discourage use of

local roads that do not form part of the access route to the construction site.

8.5.3 Work Related Travel and Transport Policies

This policy relates to the use of communal transport, work access, and alternative travel modes

related to construction and operation of the project. This policy will include use targets and

strategies to increase communal transport use by staff and contractors, reduce the impact on the

local community and to deal with the movement of goods to and from site in a safe and responsible

manner.

8.5.4 Over-dimension Vehicle Management

As part of the construction and operation phases of the development it is necessary that some

indivisible components will be delivered by over-dimensional (OD) vehicles. Where OD access is

required it is necessary to provide pilot vehicles and police escorts, dependant on the size of the

vehicle.


36


The proponent will liaise with the Heavy Vehicle Road Operations Program Office (HVROPO) in

Rockhampton regarding OD use as early as possible. It is noted that a 6 month lead time to organise

permits and personnel is required by this office. The community will also be advised of any OD

vehicle activity related to the construction and operation of the Project. These strategies may

include radio announcements and information via the internet, however the RMP will identify all OD

and heavy vehicle movements as early as possible.

8.5.5 Road Safety Audit Review, Capacity & ALCAM Assessment

An independent Road Safety Audit (RSA) will be undertaken by an accredited auditor in relation to

the operation of the Abbot Point intersection. This audit will be undertaken prior to any construction

activity and will establish the existing road safety conditions and potential impacts associated with

the construction traffic.

The RSA will also review any school bus activity, however, due to the relatively secluded location of

the development and limited bus activity along the Bruce Highway, the level of development traffic

is considered to have a minor impact on any school or public transport operations along this

highway.

A further intersection analysis will be undertaken once the site construction vehicle activity and

programme has been updated/refined to determine the level of any development traffic impacts.

An ALCAM assessment will be undertaken once the site construction vehicle activity and programme

has been updated/refined. This ALCAM assessment will identify any potential mitigation measures

associated with the level crossing, which will be further discussed with both Aurizon, DTMR officials

including key stakeholders (Port Authority).

8.5.6 Road Noise Management

There are residential and sensitive noise receiving developments located immediately adjacent to

the Bruce Highway at the Ayr, Bowen and Proserpine townships. Typically, these residents are set-

back suitably to allow for rural highway traffic volumes and are set back from the highway.

Operationally, it will be communicated to truck drivers that they are expected to conduct

themselves with appropriate care towards local residents. This will include limiting the use of air

brakes in townships and near residences, restricting the movements of heavy vehicles to within

standard business hours when possible, and driving in a safe and responsible manner.

8.5.7 Dust Control Management

Internally, it is expected that all heavy vehicles leaving the site will be subject to a wash-down of

tyres to limit loose material being transported onto SCR network.

8.5.8 On-site Parking Management

It is recommended that parking on site be provided as follows:

1 space for every employee during peak accumulation;

On-site bus set-down facilities; and

On-site standing and parking for service vehicles separate from private vehicle areas.


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8.5.9 Dangerous Goods Management

All transportation of dangerous goods by road will be carried out in accordance with the licensing

and vehicles requirements set out by DTMR. This includes operational policies for the port

operators, its suppliers and sub-contractors that all drivers transporting dangerous goods are

adequately trained, hold valid licenses and that all vehicles are adequate for transportation of these

materials.

Typical dangerous goods expected to be transported to / from the site include:

Fuel and oil;

Flammable gas;

Corrosive materials including solvents; and

Chemical waste (including sewerage).


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9 Conclusions and Recommendations From a traffic engineering perspective, the peak traffic impacts associated with the Project are

expected to be between 2013 and 2014 during the main on-site construction activity. On

completion, it is anticipated that the port will employ approximately a total of 250 workers to serve

typical port operations.

This traffic impact assessment has considered both the construction and operational stages of the

Project.

The level of likely worker activity has been assessed which has established that their traffic impacts

will be negligible due to the roster and shift patterns, with construction workers being generally

transported by bus.

A likely inventory of the heavy vehicles required during construction has been developed as

provided which is expected to generate approximately 24 total loaded and unloaded heavy vehicle

trips per day. During the peak operational stage the site is expected to generate a further 60 total

loaded and unloaded heavy vehicle trips per day per day.

The level of traffic generated by both the construction and full operational stage (70 Mtpa

throughput) is therefore not expected to have a significant traffic impact on the local or wider

strategic road network.

However, it is intended for a RMP to be prepared as to identify any appropriate protection

objectives and associated implementation strategies, together with any monitoring, auditing,

reporting and corrective actions to be adopted. This RMP will ensure that any undesirable impact or

unforeseen level of impact is assessed/addressed on both the road and rail networks

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