Section 3.17 Road Traffic and Transport - Amazon...

Section 3.17 Road Traffic and Transport

Abbot Point Coal Terminal 0 EIS • Adani

Terminal 0 Environmental Impact Statement


Terminal 0 Environmental Impact Statement 3-558

3.17 Road Traffic and Transport The purpose of this section is to describe the current road transport network and usage, anticipated increases in the movement of traffic and impacts resulting from the construction and operation of the Project. This traffic assessment has been undertaken in accordance with the EIS Guideline requirements. For the purposes of this assessment, all permanent terrestrial components of the Project are situated entirely within Strategic Port Land (SPL). Some temporary support facilities, such as construction accommodation camp and material storage/laydown areas, will be located on land outside the Port precinct. Traffic demands likely to be generated during the construction and operation of the Project may be broader than this area, so have been reviewed and potential traffic impacts identified. The assessment describes the nature, magnitude and significance of road traffic and transport impacts and discusses the mitigation measures proposed to address these potential impacts. The technical report for this section is provided in Appendix E9. Shipping transport is addressed within Section 3.16 Shipping.

3.17.1 Relevant Legislation and Guidelines

Road traffic and transport for the Project is governed by a range of legislation and guidelines described in Section 3.1 Legislation, Land Use and Planning. There is no Commonwealth road transport legislation that is applicable to the Project. However, a brief description of the relevant Queensland road transport legislation is provided below.

3.17.1.1 Queensland Legislation

Transport Infrastructure Act 1994

The Transport Infrastructure Act 1994 (TI Act) allows for and encourages effective integrated planning and efficient transport infrastructure management. Related legislation and regulations, including the Transport Operations (Road Use Management – Vehicle Standards and Safety) Regulation 2010, provide standards limiting noise and emissions from vehicles. See Section 3.1 Legislation, Land Use and Planning, for an overview of regulatory requirements for the Project under the TI Act.

Transport Operations (Road Use Management) Act 1995

The Transport Operations (Road Use Management) Act 1995 (TO Act) manages road use in Queensland in order to establish a safe and efficient road transport system.

Vehicles travelling to and from the Project must comply with requirements of the Act including:

Established road rules;

Vehicle and driver identification requirements;

Monitoring requirements;

Access and road network controls; and

Traffic management requirements.



3.17.1.2 Relevant Guidelines

In preparing this assessment, the following guidelines and planning documents have been used:

Department of Transport and Main Road’s Guidelines for Assessment of Road Impacts of Development, (April 2006); and

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

3.17.2 Assessment Method

Investigations were undertaken to gather the relevant traffic data applicable for the Project during construction and operation. The transport aspects investigated include the following:

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

Review of the existing traffic volumes provided by the Queensland Department of Transport and Main Roads (DTMR) for the road segments identified as part of the potential haulage and transport routes for the Project;

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

Estimation of developmental traffic demand during construction and operation of the Project;

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:

- Locations where traffic and pavement impacts are likely to be significant

- Impacts on vehicle safety

- 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 from the Project.

Consultation was undertaken with the Whitsunday Regional Council (WRC) and DTMR to acquire information about school bus routes, accident data, traffic volumes and intersection data for areas relevant to the Project.

The construction and operation of the Project is planned to occur in two phases nominally over a five to six year period and will be timed to correspond with production outputs at the Adani Carmichael Mine. 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 three 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 (see Section 2 Project Details, for a further outline of the Project phasing). The operating life of the Project shall relate to production from the Carmichael Coal Mine.



3.17.3 Existing Operations, Transport Networks and Infrastructure

3.17.3.1 Existing Road Network

The local roads, external to the Abbot Point SPL, are administered by the WRC, while the Bruce Highway is managed by DTMR. The Bruce Highway provides the primary road transport corridor along the eastern seaboard of Queensland and is the main highway for vehicles travelling to the site. The port access road (Abbot Point Road) is within SPL and is maintained by North Queensland Bulk Ports Corporation (NQBP). The hierarchy and description of surrounding access and external roads is provided in Table 3-118.

Table 3-118 Local Road Hierarchy

Road Authority Classification Carriageway Width Description

Abbot Point Road NQBP Access Road 7.0m Fully sealed carriageway, two lanes

Bruce Highway DTMR National Strategic 9.0m Fully sealed

carriageway, two lanes plus shoulders

Source: TTM Traffic Engineering Report (Appendix E9)

3.17.3.2 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 to Noosa. North of Noosa the Bruce Highway is primarily 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 section focuses 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 and a posted speed limit of 100 kph. There are limited public transport, walking and cycling facilities along this segment of the Highway, and no educational or child facilities with direct access to the highway. The Bruce Highway between Proserpine and Cairns carries between 2,500 and 8,000 vehicles per day (Appendix E9).

3.17.3.3 Abbot Point Road

Abbot Point Road provides the main access route into the Project site and runs in a north south direction connecting the main port facilities in the north to the Bruce Highway in the south (Figure 3-103). The road has one lane in each direction with sealed shoulders on both sides.

Bruce Highway

Gregory Developmental Road

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Abbot Point Coal Terminal 0 (T0) ProjectFigure 3-103 Project Location and Regional Road Network

Job: B12705_080-R1_TransportRegionalDate: 23/10/2012

DISCLAIMERCDM Smith has endeavoured to ensure accuracy and completeness of the data.CDM Smith assumes no legal liability or responsibility for any decisions or actionsresulting from the information contained within this map.

µLegend

Major TownMajor Highway/RoadGBRMP Boundary

0 25,000 50,00012,500

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"

CAIRNS

BRISBANE

MOUNT ISATOWNSVILLE

ROCKHAMPTON

Data source:Roads, rail from Geoscience Australia; Base Layer byESRI, 2011. All other data by DERM, 2010;



3.17.3.4 Major Structures

The port access route includes a separated road and rail bridge that crosses Saltwater Creek (Figure 3-104). These structures have been designed to cater for general port traffic demands and are capable of accommodating oversize vehicles. 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 expected that the associated highway structures will be able to cater for the anticipated development traffic demands.

3.17.3.5 Public Transport and School Bus Routes

There are no school bus stops along Abbot Point Road or in the vicinity of the Project. However, there are existing school bus services that utilise sections of the Bruce Highway, which provides access to townships along the corridor, with the school buses generally operating between 7:30 am and 8:30 am; and 2:30 pm and 3:30pm.

3.17.3.6 Future Road Improvement Projects

The DTMR ‘Road Implementation Program 2011-2012 to 2013-2014’ for the Mackay/Whitsunday Region, outlines proposed road improvement projects within the vicinity of the Project. The document has been used to identify any improvement works scheduled for roads that are relevant to the Project.

It is noted that roads inland of the Mackay/Whitsunday Region were particularly impacted by flooding which affected large tracts of Queensland in early 2011. As such, a significant proportion of the Queensland State budget is allocated to road maintenance requirements, with AU$40.4 million of planned works along 72 km of the Bruce Highway through Isaac, Mackay and the WRC areas. There are plans to upgrade the Bruce Highway into Townsville from the south, however, no scheme funding has been identified at this stage.

3.17.3.7 Existing Rail

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 Project is located on Bootooloo Road, approximately 3 km south-east of Bowen and approximately 28 km from the Project boundary. Given the nature and location of the workforce proposed for the Project (see Section 3.21 Social Matters) it is unlikely that any staff or contractors will travel by train and there will be limited use of rail for transport of plant or equipment for the Project.

The Port of Abbot Point is currently served by heavy rail with connections to various inland coal mines to the south-west of the site. There are future plans for upgrading the heavy rail access which is intended to enhance the existing port capacity. As part of the Project new rail loops will be constructed within the common rail corridor. The proposed common rail corridor will be concentric to the existing T1 rail loop, thereby minimising the extent of new infrastructure required at the site (see Section 2.2.1). The rail corridor has been designed to accommodate both narrow and standard rail options.



3.17.4 Staffing Operation

3.17.4.1 Existing Abbot Point Coal Terminal Staffing Model

For the purposes of comparison, the following staff numbers are representative of the existing facility (50 Mtpa) and are based on 2012 levels which had a planned operational throughput of 20 Mtpa (Table 3-119):

Table 3-119 Existing Staff Numbers (T1)

Employment Personnel Numbers

Administration Staff 50 Maintenance and Operations Staff 82 Apprentices 17 Contractors 35 Total 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 operations 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.

3.17.4.2 Project Staffing Model

The anticipated workforce and staffing numbers used for this traffic analysis have been set at a number relevant to the traffic component of the Project. At full operating capacity (70 Mtpa), the Project is anticipated to require the following staff numbers (Table 3-120):

Table 3-120 Anticipated Staff Numbers (T0)

Employment Personnel Numbers

Administration Staff 73 Maintenance and Operations Staff 108 Apprentices 26 Contractors 29 Total 236


The main consideration to determining the change between Project and the existing Terminal staffing structure is the increase in automation for the Project, both operationally and logistically. As a result of increased automation, less staff will be required per Mtpa of coal processed at full operation. A total of between 200 and 250 employees are planned to operate the Terminal at 70 Mtpa.

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.

3.17.4.3 Construction Workforce

It is estimated the Project would require approximately 500 workers during the construction phases (see Section 2 Project Details, for a detailed description of the two construction phases). The construction workforce will typically consist of permanent Fly-In Fly-Out (FIFO) staff who are likely to reside near regional centres.

The accommodation for workers during the construction stage is likely to be located along Abbot Point Road or in the vicinity of the Merinda Township. It is expected that transport between the worker accommodation village and the site will be predominantly 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 be sourced from the local population and sub-contractors. The sub-contractors may participate in drive in/drive out from accommodation centres near Bowen or potentially utilise other accommodation facilities in the surrounding townships of Proserpine and Ayr. Local residents, including local subcontractors, may drive their private vehicles to the site, or utilise the Project’s bus services.

3.17.4.4 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 for the ongoing port operations. The proposed access and haulage routes are identified in Figure 3-104.

3.17.4.5 Description of Proposed Vehicles

The site will be accessed by a full scope of vehicles, from private cars and buses to B-double trucks. Over-Dimensional (OD) vehicles will be required to transport plant and material during the construction phases. The designation type of OD vehicles are those which exceed the following dimensions when loaded:

Width of 2.5 m;

Height of 4.6 m; and

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

3.17.4.6 Site Access

The Port of Abbot Point is currently accessed via Abbot Point Road which is directly connected to the Bruce Highway. It is proposed that Abbot Point Road will be used as the main staff, contractor, and heavy vehicle access from the Bruce Highway. As the construction activity will be contained within the SPL, it is anticipated that no public roads or accesses will be closed for traffic management purposes. This intersection was recently upgraded to include turning lanes and street lighting.

The site access (Bruce Highway/Abbot Point Road intersection) is a typical priority intersection with three approaches including left and right turn lane treatments.

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µLegendMinor Road

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Data source:Roads by Geoscience Australia; Terminal data by Adani; Aerial Imageby NQBP, 2012; GBRMPA, 2011; All other data by DERM, 2010.

Job: B12705_037-R1_roadDate: 23/01/2013

DISCLAIMERCDM Smith has endeavoured to ensure accuracy and completeness ofthe data. CDM Smith assumes no legal liability or responsibility for anydecisions or actions resulting from the information contained within thismap.

Abbot Point Coal Terminal 0 (T0) ProjectFigure 3-104 Abbot Point Road Network and Site Access



3.17.5 Traffic Generation, Distribution and Potential Impacts

3.17.5.1 Basis for Traffic Impact Analysis

In establishing the overall traffic demands, it was necessary to review the traffic associated with the existing Port of Abbot Point facilities and the likely level of construction activity that could be generated over the two construction phases. The assessment of traffic generation for the Project’s construction stage is split into two vehicular categories; one addressing staff movements, the other addressing direct construction related traffic. The staff category 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.

The construction of the Project will nominally occur over a five to six year period, however traffic generation has been based on a three year construction period to address any potential changes to the phasing. The primary tasks involved will be the construction of the coal stockyard, rail and coal transport facilities, trestle jetty and ship berths. The following provides a review of the traffic generation for existing operations, and the proposed generation during the construction and operational stages.

3.17.5.2 Existing Operations Traffic Demand

As noted, there are 184 existing staff working at the Port of Abbot Point, with four teams working a 12 hour shift, on a 7 days on/7 days off rotating roster. On this basis it is anticipated that approximately 46 staff work each shift and arrive and depart during the shift changes (i.e. between 5:30 am to 6:30 am and 5:30 pm to 6:30 pm). It is therefore estimated that there are approximately 30 vehicles entering and 30 vehicles 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 with materials (food supplies and maintenance equipment) through an average of 70 service vehicle movements per day. The service vehicles range in size, with the smaller and medium type service vehicles (van, small rigid vehicle, medium rigid vehicle and heavy rigid vehicle) providing the majority of daily service requirements. There are irregular operational requirements for larger loads through the use of articulated vehicles (AV). On average it is estimated that one AV enters the site 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 typical amount of traffic accessing the site from the Bruce Highway is similar in both the north-west (Townsville) and south-east (Proserpine and Mackay) directions with the following breakdown in existing site traffic:

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

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

PM Peak Period (5:30 pm to 6:30 pm): 30 private and three service vehicles from north-west; 30 private and three service vehicles from south-east.

Table 3-121 provides a breakdown of worker movements for a typical daily operation.



Table 3-121 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 – Vehicles Per Hour (vph) (during peak hour) 60 vph

Total peak hour traffic generation, including service vehicles 6 vph

Total peak hour traffic generation, including service vehicles 65 vph (In/Out)

Daily service vehicle movement 70 vpd Total traffic generation – vehicles per day (vpd) 260 vpd (In/Out)


3.17.5.3 Construction Stage Traffic Demands

The following provides a breakdown of the likely traffic generation and distribution during the construction stage.

3.17.5.4 Construction Stage Heavy Vehicle Traffic Generation

The estimation of heavy vehicle traffic is based on general construction requirements, and the most appropriate locations for sourcing of materials. The locations for sourcing material have been divided into five areas as follows:

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

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

State – All areas of Qld;

National – provided from within Australia, but outside Queensland; 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:

The supply of material for construction is anticipated to be required for the following infrastructure:

- Rail loops within the common rail corridor and train unloading facilities

- Coal stockpile bunds, stackers and associated infrastructure

- Conveyors from the coal stockpiles to offshore facilities

- Trestle jetty, berthing and ship loading facilities

- Site and common user infrastructure including but not limited to roads, telecommunications, electricity, water supply and storage laydown areas



- Building and maintenance facilities

Transportation of workers via bus between the construction camp and site during construction;

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

Local accomommodation camp likely to be located near Bowen.

Items manufactured overseas will be transported to the site by sea directly or via road from regional ports. Locally sourced materials and items will be transport by road. Large components and modules are expected to arrive via the Material Offloading Facility (MOF) which was established in 1982 for the original port development works and subsequently upgraded to service the recent expansion of the terminal to 50 Mtpa. This facility will be further upgraded for the Project to include a roll-on roll-off (RORO) facility and potentially an extension to include a second berthing area.

At this stage of the development 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 and size of materials or time and number of trips to transport the required materials). In a review of the mass and size of construction materials it is considered that larger materials and operating equipment will be transported by sea, with smaller standard construction materials or plant arriving by road. It is anticipated that this mass and size break-up would be approximately 75% by sea and 25% by road.

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 located within the SPL (Figure 3-104). It is anticipated that approximately 430,000 m3 of infill material is required for the Phase 1 construction works and a further 970,000 m3 will be required for the Phase 2 construction works (see Section 2 Project Details, for a further outline of the Project phasing). 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.

A truck and trailer set-up will be used to transport the fill material from the quarry to the site. This set-up will allow cartage of 35 tonnes of material per trip (this equates to just over 23 m3 per trip). Based on 430,000 m3 of fill, for the Phase 1 construction works, approximately 18,000 truck trips will be required internally within the SPL. For Phase 2, there is a need for approximately 970,000 m3 of fill, requiring approximately 40,000 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 Abbot Point Quarries quarry would be approximately 13 truck movements per hour. This equates to one truck and trailer combination 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 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. At the commencement of the on-site construction activities, all contractor 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 and reinforced concrete box culverts) and steel reinforcement will be transported by road.



Locally sourced hire equipment and plant such as cranes, concrete pumping trucks, earthmoving plant and equipment, will either be transported or self-driven via the existing road network. Roadway pavement and rock armour material will likely be sourced from the existing Abbot Point Quarries 1 and 2 within SPL (Figure 3-104) and transported by road (Abbot Point Road) to the construction-site. There will be several new buildings required for the Project works and all materials to be incorporated in these new buildings will be transported via the existing road network.

The movement of goods which cannot be further divided into smaller components will require transport on OD 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 restricted and it is not expected that these will be used for the Project. B-double trucks are expected to be the largest, standard access vehicles entering the site during the construction phase. Table 3-122 provides a summary of the likely construction vehicle requirements external to the site, with approximately 2,240 trucks movements covering the construction phase.

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 and 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 and plant delivered to the site will be dedicated to construction activities and will be located on-site for the duration of construction.

Table 3-122 Construction Vehicle Requirements External to the Site

Plant/Material 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

10 (AV) Regional

Building/Storage Tank Requirements Workshops Constructed from

base materials (steel/concrete)

2 (AV) Regional Stores 4 (AV) Regional

Workforce admin/muster

Demountable (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



Plant/Material Quantity Transport Arrangements Delivery Vehicles Origin

New Rail Loop Requirements Rails Delivered by road 150 (AV) State Sleepers Delivered by road 50 (AV) State Base Materials 33 tonnes per truck

and trailer 50 (AV) Local

Construction Material Requirements Internal access roads material, Rock armour, quarry materials

35 tonnes per truck and trailer

500 Local

Concrete For footings, retaining walls

standard concrete truck

100 (AV) Local

Rock Pavement/Rock armour

Coal Handling Machinery Requirements Building/structures 50 (AV) Regional Coal handling facility structure

Delivered by sea - International

Regular Service Vehicle 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 Source: TTM Traffic Engineering Report (Appendix E9)

3.17.5.5 Construction Phase 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 anticipated that employees will be sourced primarily from the townships of Mackay, Townsville, Bowen, Ayr and Proserpine, and secondly from Southeast Queensland. It is therefore considered that the majority of traffic generated by the development will generally travel to and from these primary regional areas.

At this initial development stage, the accommodation village is preferred to be located at the existing Merinda Camp, in the vicinity of Bowen and to the south-east of the site. An alternate camp will be located on Abbot Point Road or at the site of the original development camp at the intersection of Abbot Point Road and the Bruce Highway.



It is considered that the majority of worker movements from the accommodation village will be via bus (40 person capacity), 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 private vehicles or hire cars as their primary method of transportation. Sub-contractors will also be encouraged to utilise the bus services.

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

A total of 500 workers during the construction phase;

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 sub-contractors) to access the site utilising private vehicles, with an average car occupancy for passenger vehicles being 1.5 persons; and

Peak hour movements accounting 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.

3.17.5.6 Construction Phase 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:

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

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

80% to and from the worker accommodation camp.

Further indirect traffic will be generated by FIFO activities. Once their 7 day roasters are complete, the workers will fly back to regional centres for their 7 day leave periods. Staff and contractors based in Southeast Queensland and other states are expected to fly to and from Townsville, Proserpine and Mackay airports. The construction and operation of a new accommodation camp is not addressed in this EIS.

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, 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 phase. It is therefore estimated that there will be approximately 122 total vehicle trips daily generated during the construction phase, with the majority of site workers using bus transport.

3.17.5.7 Operational Phase Traffic Generation

The following provides a breakdown of the likely traffic generation and distribution during the operational phase.

3.17.5.8 Operational Traffic

For the duration of the operational life span of the port it is anticipated that the majority of staff will stay in nearby residential areas, particularly Bowen. All staff and service vehicle movements will access the site via the Bruce Highway.

As noted, a total of 200-250 employees are planned to operate the Terminal based on an output of 70 Mtpa. It is intended that the facility will be highly automated, both operationally and logistically, with less staff required for operation of the Project per Mtpa of material processed than the existing T1 facility.

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. Staff are anticipated to 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 will be approximately 40 vehicles entering and 40 vehicles 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, replacements and maintenance equipment) 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.

In terms of vehicle distributions, traffic accessing the site from the Bruce Highway is similar to the existing T1 facility with vehicles arriving from both the north-west (Townsville) and south-east (Proserpine and Mackay). The following is a breakdown of the estimated operational traffic:

AM Peak Period (5:30 am to 6:30 am): 40 private, 3 service vehicles from north-west, 30 private, 3 service vehicles from south-east;

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



PM Peak Period (5:30 pm to 6:30 pm): 40 private, three service vehicles from north-west, 40 private, 3 service vehicles from south-east.

Table 3-123 identifies the likely traffic generation and heavy vehicle requirements during the full operational stage.

Table 3-123 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 (during peak hour) 80 vph Total peak hour traffic generation, service vehicles 6 vph

Total peak hour traffic generation, including service vehicles 86 vph (In/Out)

Daily service vehicle movement 100 vpd Total traffic generation – vehicles per day 360 vpd (In/Out)

[Additional 100 vpd (In/Out)] Source: TTM Traffic Engineering Report (Appendix E9)

3.17.5.9 Operational Phase Traffic Distribution

As shown in Table 3-123, the daily traffic volume generated by the site is expected to equate to 360 (100 additional) daily vehicle movements. These traffic volumes are expected to be distributed as follows: 30% to the south-east along the Bruce Highway; and

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

Of the port generated heavy vehicle traffic, 70% (70 vpd) is anticipated to be generated from the Townsville area, with the remaining 30% (30 vpd) from the south and further southern Queensland destinations.

3.17.6 Traffic Operation Assessment

This section reviews the traffic operation and capacity performance of the Bruce Highway corridor in the vicinity of the site, including the Bruce Highway and Abbot Point Road intersection.

3.17.6.1 Average Annual Daily Traffic

identifies the 2011 Average Annual Daily Traffic (AADT) volumes, sourced from DTMR, for the Bruce Highway between Bowen and Ayr. It is anticipated that the traffic growth on the Bruce Highway will continue to remain at 3% based on data sourced for a ten year period.



Table 3-124 Existing AADT Volumes on State-Controlled Roads (Road Section 10K - Bruce Highway (Bowen - Ayr))

Region Segment Start TDist

Segment End TDist Site Site TDist Description

AADT VKT (Millions) Data Page

G A B G A B 205 0.000 km 3.531 km 90051 3.216 km 200m North

of Don River (Bowen)

3,839 3,809 7,648 4.94776 4.90910 9.85686 2011 2

205 3.531 km 15.886 km 92198 14.960 km 10K Little Goodbye Creek

1,801 1,784 3,585 8.12174 8.04508 16.16683 2011 3

205 15.886 km 98.246 km 90042 44.144 km WiM Site Guthalungra

1,430 1,411 2,841 42.98780 42.41664 85.40444 2011 4

208 98.246 km 102.891 km 91439 101.182 km Home Hill between 11th and 12th Steet

3,342 3,833 7,175 5.66611 6.49856 12.16467 2010 5

208 102.891 km 110.590 km 90004 106.860 km McDesme1.5km North of Ayr-Dalbeg Road

4,408 4,417 8,825 12.38708 12.41237 24.79944 2011 6

208 110.590 km 112.160 km 91396 111.820 km Outside Ayr Courthouse

5,161 5,174 10,335 2.95751 2.96496 5.92247 2010 7

Totals 77.06800 77.24670 154.31471 Source: TTM Traffic Engineering Report (Appendix E9)



3.17.6.2 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. This is based on ideal conditions where there are no restrictive roadway, terrain or traffic conditions. 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 3-125.

Table 3-125 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 3-126 shows the values for various LOS for a rural road in rolling terrain with varying ratios of design hour volume to AADT



Table 3-126 Maximum AADTs for Various LOS on Two-Lane Two-Way Rural Roads Design Hour Volume to

AADT Ratio 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


3.17.6.3 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 20% (or 0.15) of the average daily traffic on a weekday.

From Table 3-126 above, a maximum AADT of 3,500 to 5,300 is assumed for a LOS C, with 5,300 to 9,900 assumed for a LOS ‘D’. Comparing these values with the average AADT levels along the Bruce Highway (3,800 vehicles per day) indicates that the existing road corridor operates at LOS ‘C’, as shown in . As noted, the future year corridor operation is based on a 3% background traffic growth and from the criteria noted in will operate at a LOS ‘D’ in 2026 (10 year post construction completion).

Table 3-127 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 3838 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 B 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


3.17.6.4 Construction Stage

The traffic assessment has been based on a continuous construction schedule, over a three 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. The construction stage will involve the employment of up to 500 staff. Staff will be accommodated within a construction camp external to the SPL. Due to the self contained nature of the pre-constructionsite 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.



3.17.6.5 Operational Stage

The operational stage of the Port is expected to be realted to the life of the Adani Carmichael Coal Mine.

Table 3-128 shows the predicted construction stage vehicle activity, with Table 3-129 showing the operational stage traffic activity, and percentage of increase on the Bruce Highway. These figures have been based on a worst case scenario in which Phases 1 and 2 are combined into a construction stage of 3 years. The traffic increases associated with both stages is less than 5% and the worst case scenario is therefore considered to have a negligible impact on overall highway performance.



Table 3-128 AADT 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%


Table 3-129 AADT Impact on Road Network: Operational Stage Road Section 2016 AADT Construction-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%


3.17.7 Road Pavement Impact Review

This section reviews the potential road pavement and traffic impacts associated with the construction and operation activities. The review addresses potential impacts on the Bruce Highway which will subject to additional heavy vehicle traffic from the Project.

3.17.7.1 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%.



3.17.7.2 Proposed Heavy Vehicle Generation

The total heavy vehicle traffic generation from the site has been estimated in Section 3.17.5. It has been identified that the site will generate 12 (24 total) larger type service vehicle trips and 7 (14 total) bus trips per day during the construction phases. This will change to 30 (60 total) smaller type service vehicle trips per day during the operational phase.

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-doubles 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 phase, with typical servicing and maintenance deliveries to the site having an average ESA of 2.2 per heavy vehicle.

Table 3-130 and Table 3-131 show the predicted level of heavy vehicle volumes and their resulting ESA’s

Table 3-130 Daily Construction Stage ESA Generation

Road Trucks Average ESA truck

Truck ESAs Buses Average

ESA bus Bus ESAs Daily Total ESAs

Bruce Highway 24 3.0 72 14 2.2 31 103


Table 3-131 Daily Operational Stage ESA Generation

Road Trucks Average ESA truck

Truck ESAs Buses Average

ESA bus Bus ESAs Daily Total ESAs

Bruce Highway 60 2.2 132 - - - 132


3.17.7.3 Pavement Impact Assessment

The additional levels of construction and operational traffic are predicted to be less than 5% of the existing daily traffic levels on the Bruce Highway. Therefore, construction and operational traffic impacts from the Project are considered insignificant (Table 3-130 and Table 3-131). The pavement impact of private vehicles and smaller type vans to transport employees between the site and accommodation camp, including sub-contractor vehicles, is anticipated to be negligible. 3.17.8 Site Access Impact Review

This section reviews the adequacy of the Bruce Highway and Abbot Point Road intersection to adequately cater for the predicted development traffic demands.



3.17.8.1 Existing Intersection Layout

The intersection layout is a typical priority 3-arm intersection with left and right turn treatments. The intersection has good visibility in all directions, with the following key traffic and geometric attributes: A posted speed limit of 100 km / hr;

A 9 m wide carriageway;

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

Left turn lane provision being approximately 130 m length, with a right turn lane provision being approximately 130 m in length treatments and shoulder provisions.

3.17.8.2 Sight Distance Review

The intersection sight distances have been reviewed against the DTMR Road Planning and Design Manual (RPDM) (Chapter 13: Intersections at Grade requirements) (DTMR 2010). The review indicates that the intersection’s sight distances are adequate in all directions.

3.17.8.3 Intersection Turn Warrant Requirement Review

Turn warrant requirements have been assessed against the DTMR RPDM (Chapter 13: Intersections at Grade) as part of the overall intersection review. The Turn warrant treatments on roads with a design speed of greater than 100 km / hr is shown in , as identified in the manual. This assessment review relates to a worst case scenario, which is based on Completed Works/Operation 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 identified 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 3-105 demonstrates the total volume count summary.



Figure 3-105 Bruce Highway / Abbot Point Road Intersection Count Data Source: TTM Traffic Engineering Report Appendix E9

Figure 3-106 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.



Figure 3-106 Warrants for Turn Treatments on Roads with a Design Speed >100km/h Source: TTM Traffic Engineering Report Appendix E9 3.17.8.4 Right and Left Turn Requirements

In reviewing the RPDM right turn warrant requirements, as shown above, the existing intersection lane provisons can adequately cater for both the construction and operational traffic demands.

3.17.8.5 Intersection Capacity Review

In a review of the DTMR Guidelines for Assessment of Road Impacts of Development (GARID) (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.

3.17.8.6 Adjacent Bruce Highway Intersections

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. It is not envisaged that any further traffic impacts at any further intersections along the Bruce Highway corridor will occur.

3.17.8.7 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 OD vehicles. Where OD access is required, it is necessary to provide pilot vehicles and police escorts, dependant on the size of the vehicle. DTMR also maintains a “Conditions of Operation Database” for OD operation. This should be reviewed



periodically along the full length of OD haulage routes to ensure adequate access is available. Once confirmed, permits for such movements are required from DTMR for the operation of OD vehicles.

3.17.8.8 Updated Traffic Capacity Assessment

It is noted 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.

3.17.8.9 Impacts of Decommissioning

It is assumed that the site will have an operational life related to the Adani Carmichael Coal Mine. Detailed decommissioning plans will be prepared closer to decommissioning. 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.

3.17.9 Environmental and Other Impacts

3.17.9.1 Overview

The remote nature of the site has the effect of limiting environmental road impacts. The general exception to this is the operation of heavy vehicles through the townships of Ayr, Bowen and Proserpine.

3.17.9.2 Road Noise

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 to allow for rural highway traffic volumes and often have existing noise reduction measures.

3.17.9.3 Public Transport

Due to the relatively secluded location of the development and limited bus activity along the Bruce Highway, the Project is considered to have no impact on any public transport operations along the highway.

The level of likely worker activity has been assessed which has established that the 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 undertaken (Section 3.17.5.3), and is expected to generate approximately 24 total loaded and unloaded heavy vehicle trips per day. During the peak operational phase 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 phases is therefore not expected to have a significant traffic impact on the local or wider strategic road network, with no highway upgrading required.



3.17.10 Mitigation Measures

3.17.10.1 Mitigation and Management for Road Infrastructure

This section provides mitigation measures for potential impacts on road pavement, external traffic movements, dangerous goods movements, over dimensional vehicles and environmental impacts.

Road Pavement Mitigation

3.17.10.2 As a means of reducing the potential for road pavement impacts the following mitigation measures will be employed:

Adani will actively encourage the use of the proposed bus service for employees and sub-contractors during the construction and operational phases, as a means of reducing the amount of vehicles entering the site; and

Adani will monitor the road pavement condition along Abbot Point Road and at the intersection with the Bruce Highway. Adani will provide NQBP and DTMR with a road condition report at the beginning, middle and end of construction activities. The findings from this report will be used to establish any potential pavement impacts and necessary mitigation requirements.

Limiting External Traffic

Adani will seek to limit external traffic generation by: Supplying and encouraging the use of the proposed bus service for employees and sub-

contractors travelling to the site during the construction phase;

Utilising local suppliers where possible;

Maximising the quantity of materials that will be provided in each vehicle load entering the site;

Providing high occupancy transportation vehicles to service the construction and accommodation camp; and

Delivering materials, plant and equipment by sea where practicable.

External Road Upgrades

It is not anticipated that any external road upgrades are required as part of the development proposal.

Dangerous Goods

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 require all drivers transporting dangerous goods to be 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).

Parking Requirements

To ensure sufficient parking capacity, parking on-site will be provided as follows: One 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.

Over Dimension and Excess Mass Vehicles

As suppliers for materials and equipment which require over dimension transport to the site are identified, further route assessment and application for appropriate permits will be undertaken. This shall include a review of the DTMR Conditions of Operation Database, which provides an updated source of restrictions for OD vehicles, including around temporary roadwork.

Mitigation of Environmental Impacts

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 where possible, and driving in a safe and responsible manner.

Internally, all heavy vehicles leaving the site during the construction stage will be subject to inspection and treatment procedures prior to leaving the Project area. This procedure will limit loose material being transported onto the SCR network.

Road Use Management Plan

A Road Use Management Plan (RMP) will be prepared for the Project and will be adopted by all contractors transporting goods and material to and from the site. The RMP will follow 3 main objectives:

To minimise the impact on the efficiency of the SCR;

To ensure safe operation of vehicles on-site and off-site; and

To minimise traffic-related complaints and incidents.

In order to meet these objectives the plan will clearly lay out an understandable and transparent implementation strategy in order to deal with the movement of goods and material to and from site in a safe and responsible manner in order to reduce the impact on the community. The plan will provide a monitoring and reporting process and provide a set of criteria for corrective actions when, and if, required.

3.17.11 Commitments

Adani commit to undertaking the following actions to protect and enhance environmental values:



Adani will actively encourage the use of the proposed bus service for employees and sub-contractors during the construction and operational phases, as a means of reducing the amount of vehicles entering the site;

The road pavement condition will be monitored along Abbot Point Road and at the intersection with the Bruce Highway. Adani will provide NQBP and DTMR with a road condition report at the beginning, middle and end of construction activities. The findings from this report will be used to establish any potential pavement impacts and necessary mitigation requirements;

Utilise local suppliers where possible;

Maximising the quantity of materials that will be provided in each vehicle load entering the site;

High occupancy transportation vehicles will be provided to service the construction accommodation camp;

Assessment and application for appropriate permits to be undertaken for over dimension transport to the site - This shall include a review of the DTMR Conditions of Operation Database, which provides an updated source of restrictions for OD vehicles, including around temporary roadwork;

Truck drivers 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 where possible, and driving in a safe and responsible manner;

All heavy vehicles leaving the site will be subject to inspection and treatment of tyres to limit loose material being transported onto the SCR network;

Delivering materials, plant and equipment by sea where practicable; and

A Road Use Management Plan (RMP) will be developed.

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