WestWind Pty Ltd - Planning · 2017. 6. 19. · Preliminary Traffic Impact Assessment (TIA) 4 1....

Golden Plains Wind Farm

WestWind Pty Ltd

Preliminary Traffic Impact Assessment (TIA)

7 June 2017

Prelimina ry Traf fic Im pact Ass essm ent (TIA)

WestWind En ergy Pt y. Lt d.


i

Golden Plains Wind Farm

Project no: IS164500

Document title: Preliminary Traffic Impact Assessment (TIA)

Date: 7 June 2017

Client name: WestWind Energy Pty. Ltd.

Project manager: Phillip Burn

Author: Tabitha Yeoh

Jacobs Australia Pty Limited

Floor 11, 452 Flinders Street

Melbourne VIC 3000

PO Box 312, Flinders Lane

Melbourne VIC 8009 Australia

T +61 3 8668 3000

F +61 3 8668 3001

www.jacobs.com

© Copyright 2017 Jacobs Australia Pty Limited. The concepts and information contained in this document are the property of Jacobs. Use or

copying of this document in whole or in part without the written permission of Jacobs constitutes an infringement of copyright.

Limitation: This report has been prepared on behalf of, and for the exclusive use of Jacobs’ Client, and is subject to, and issued in accordance with, the

provisions of the contract between Jacobs and the Client. Jacobs accepts no liability or responsibility whatsoever for, or in respect of, any use of, or reliance

upon, this report by any third party.

Document history and status

Revision Date Description By Review Approved

R01 14/05/17 For technical review TY

R02 15/05/2017 Internal Draft For PM Review TY RN RN

R03 18/05/17 Draft for client review PB

R04 23/05/17 Final report for client submission TY RN PB

R05 07/06/17 Final report – amended after DELWP review TY AR PB


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Contents

1. Introduction ..........................................................................................................................................4

1.1 Background ............................................................................................................................................4

1.2 Project location ......................................................................................................................................4

1.3 Project description..................................................................................................................................5

1.4 Purpose of assessment ..........................................................................................................................6

1.5 Mitigation and future investigations .........................................................................................................6

1.5.1 Future work ............................................................................................................................................6

1.5.2 Future Planning Permit ...........................................................................................................................6

1.5.3 Golden Plains Wind Farm Traffic Management Plan ...............................................................................7

1.5.4 Additional Legislative and Regulative Requirements ...............................................................................8

2. Existing transport environment ...........................................................................................................9

2.1 Road network of interest ........................................................................................................................9

2.2 School bus routes ................................................................................................................................ 11

2.3 Regional bus routes ............................................................................................................................. 13

2.4 Existing (2017) site observations .......................................................................................................... 13

2.5 Background traffic ................................................................................................................................ 13

2.5.1 Traffic data ........................................................................................................................................... 13

2.5.2 Performance measure .......................................................................................................................... 14

2.5.3 Existing midblock Level of Service ........................................................................................................ 16

3. Methodology & assumptions ............................................................................................................. 19

4. Proposed development ...................................................................................................................... 23

4.1 Construction Traffic .............................................................................................................................. 23

4.1.1 Summary of construction trip generation............................................................................................... 27

4.2 Operational Traffic................................................................................................................................ 28

4.3 Key road transport routes to site ........................................................................................................... 28

4.3.1 Portland, S Approach ........................................................................................................................... 29

4.3.2 Geelong, N Approach ........................................................................................................................... 31

4.3.3 Geelong, S Approach ........................................................................................................................... 32

4.3.4 Ballarat, N Approach ............................................................................................................................ 32

4.3.5 Skipton, N Approach ............................................................................................................................ 33

4.3.6 Lismore, S Approach ............................................................................................................................ 33

4.4 Public roads traversing the site ............................................................................................................. 34

5. Impact assessment ............................................................................................................................ 35

5.1 Impact on road network ........................................................................................................................ 35

5.2 Impacts on the key intersections........................................................................................................... 39

6. Summary ............................................................................................................................................ 40

Appendix A. Traffic Impact Assessment Information

A.1 Traffic Impacts – Route to Site, Access within the Site & Capacity

A.1.1 Base Case Traffic Data


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A.1.2 LoS Criteria

A.1.3 Input Dataset

A.1.4 Construction Impacts

A.1.5 Operation Impacts

Appendix B. Preliminary road upgrade designs


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1. Introduction

1.1 Background

WestWind Energy Pty Ltd (WestWind) is proposing to develop an 800MW wind farm in south-west Victoria,

known as the Golden Plains Wind Farm. WestWind began wind monitoring in 2012 in order to prove the

resource for a wind farm. The wind resource has been proven and WestWind are now looking to progress the

project towards planning approval. The project is likely to consist of wind turbines within the 3-5MW class with

an overall height of approximately 230m from natural ground level to the blade tip. The project is expected to generate more than 2500 GWH of electricity annually.

Jacobs has been engaged by WestWind to undertake a Preliminary Traffic Impact Assessment for the proposed

Golden Plains Wind Farm project. This assessment will be used to support the initial wind farm layout and will

accompany the referral to the Minister for Planning, to determine if an Environment Effects Statement is

required. It will also accompany a future planning permit application.

1.2 Project location

The proposed Golden Plains Wind Farm is located within the Golden Plains Shire and is located approximately

60 kilometres north-west of Geelong in Victoria as shown in Figure 1-1. A section of Cressy-Shelford Road

forms the southern boundary of the site and it is also the boundary between Golden Plains and Colac Otway Shire.

Figure 1-1: Golden Plains Wind Farm and ports and major towns


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1.3 Project description

The project will consist of up to 235 wind turbines and its associated infrastructure. Turbines will have three blades and a generating capacity of between 3-5MW, reaching a maximum height of 230m at the tip when measured from the natural ground level, and a total rotor diameter of approximately 150m. Table 1-1 below outlines the number of components for a typical turbine of this scale.

Table 1-1: Wind turbine components and numbers

Wind turbine component Number of key components per

turbine

Total number of key

components to deliver for 235

turbines

Tower sections 5 1175

Nacelle – contains generator, gear

box and electrical equipment

1 235

Hub 1 235

Blades 3 705

Transformer 1 235

Hardstands will also be constructed at the base of each turbine to enable the safe erection of cranes. Each

turbine will need a transformer and switchgear installed inside the tower base, or immediately adjacent to the exterior of the base.

Turbine access for construction and ongoing maintenance activities is proposed to be provided via a 5m wide

access track (7m wide on corners) network across the site. Where possible, these tracks will consist of an upgrade to existing farm access tracks and access points.

All electricity generated will be converted and distributed from each turbine to a single terminal station (which is

connected to the main transmission grid), via four collector stations through an underground cabled network, overhead powerlines and other necessary infrastructure.

Temporary infrastructure related to the construction of the wind farm will include: four concrete batching plants, site office and amenities.

For traffic management purposes the development of the Golden Plains Wind Farm is expected to have three key phases, which are:

Phase 1 – Construction

It is estimated that it will take approximately four to six years to construct the Golden Plains Wind Farm.

Construction is anticipated to commence in 2019. The construction phase will involve vehicle movements undertaking the following major activities:

The initial establishment of the project site, public/private road upgrades, installing temporary site

amenities, access tracks and excavation to place the wind turbine foundations into the ground;

The installation of the foundations –on-site concrete batching and raw materials being delivered to the

site;

The construction of electrical infrastructure and connection to the grid;


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The delivery, erection and commissioning of turbine components;

The regular (daily) transport of approximately 200 construction workflow to and from the site across the

entire phase.

Phase 2 – Operation

Once construction of the wind farm is completed, the project is expected to operate for 25 to 30 years. This phase will involve vehicle movements undertaking the following major activities:

Regular maintenance/repair of the turbines throughout the period of commission;

The regular (daily) transport of approximately 30 operational staff to/from the site.

Phase 3 – Decommissioning

Once the operation of the wind farm has permanently ceased, it is expected that there will be planning

requirements to disassemble wind turbines and above ground electrical equipment and remove them from the site. This will be subject to future assessment should the project be approved.

1.4 Purpose of assessment

This Preliminary Traffic Impact Assessment has relied on the following inputs to achieve the preliminary results:

Construction details provided by WestWind

Average annual daily traffic (AADT) volumes provided by VicRoads (2017)

Raw traffic count data for council managed roads, and growth rate of 5% provided by Golden Plains

Shire.

This document includes the assessment of the:

Existing conditions of the site, including the proposed freight routes from Portland, Geelong and local

quarries

Estimated traffic generated during the construction and operation of the proposed Golden Plains Wind

Farm; and

Potential impact of this generated traffic on the surrounding key road network.

1.5 Mitigation and future investigations

1.5.1 Future work

This preliminary traffic impact assessment is based on information available to date and will need to be updated

to reflect future changes to the layout, design, electrical infrastructure design, final turbine selection and the

finalisation of over dimensional routes.

Consultation with Colac Otway Shire is scheduled for early in June 2017 and ongoing discussions with be held

with both Shire Councils and VicRoads.

In addition to the updating of this report a Traffic Management Plan (TMP) will also be required should the

project be approved. The general requirements of the TMP are discussed below.

1.5.2 Future Planning Permit

The Golden Plains Planning Scheme (Clause 52.32 Wind Energy Facility) provides decision guidelines for the

determination of all wind farm applications. The responsible authority (in this case the Minister for Planning) is required to consider the Policy and Planning Guidelines for Development of Wind Energy Facilities in Victoria


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(Department of Environment, Land, Water and Planning, January 2016) (the guidelines) as relevant in

determining an application.

Under the guidelines an assessment of traffic impacts of the proposal during construction and delivery of

materials is required. The guidelines also provide a model permit condition relating to the preparation of a TMP.

The model TMP condition states:

At least six weeks before the development starts, a traffic management plan must be endorsed by the responsible authority. The traffic management plan is to be prepared in consultation with VicRoads, Golden Plains Shire and Colac Otway Shire in its capacity as road authority under the Road Management Act 2004 for local public roads in the vicinity of the wind energy facility. The traffic management plan must be to the satisfaction of the responsible authority. When approved, the traffic management plan will be endorsed by the responsible authority. The traffic management plan must be complied with, unless varied by the written consent of the responsible authority.

The traffic management plan must include:

a. the nominated route for traffic accessing and departing the site

b. an existing conditions survey of public roads that may be used in connection with the wind energy facility (for access, pre-construction or construction purposes), including details of the suitability, design, condition and construction standard of the relevant public roads

c. the designation of all vehicle access points to the site from surrounding roads. Vehicle access points must be designed and located to ensure safe sight distances, turning movements, and avoid potential through traffic conflicts

d. the designation of appropriate pre-construction, construction and transport vehicle routes to and from the site

e. engineering plans demonstrating whether, and if so how, truck movements to and from the site can be accommodated on sealed roadways and turned without encroaching onto the incorrect side of the road

f. recommendations regarding the need for road and intersection upgrades to accommodate any additional traffic or site access requirements (whether temporary or ongoing).

g. a program of regular inspections to be carried out during the construction of the wind energy facility to identify maintenance works necessary as a result of construction traffic

h. the designation of operating hours and speed limits for trucks on routes accessing the site

i. measures to be taken to manage traffic impacts associated with the ongoing operation of the wind energy facility on the traffic volumes and flows on surrounding roads

j. the number of anticipated vehicle movements and hours of travel

The model condition can also be amended to reflect any matters which arise following the assessment of the

planning permit application.

1.5.3 Golden Plains Wind Farm Traffic Management Plan

A detailed future TMP plan, prepared in accordance with the guidelines, and responding to specific matters

arising from the consultation and assessment process, will mitigate any adverse transport related issues.

Broadly the future TMP will consider in addition to the conditions previously described:

Delivery Times for the movements of oversize and over-mass vehicles

Details regarding the escort requirements for oversize and over-mass loads

A program of delivery in accordance with the construction program

The consideration of Emergency Service notifications and appropriate Emergency Service requirements


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Further analysis of traffic impacts at the intersection level

The consideration of local residents, business and services which will include but not limited to

considering:

o Local buses – regional and school services;

o Local trains;

o Refuse collection;

o Livestock and agriculture product transportation;

o Local Community Events

o Farm machinery transportation; and

o Regular goods deliveries.

The requirement for the wind farm developer to cover the costs of the reinstatement of any damage to

local roads and pavements caused by project construction and related activities. This is to be

determined in consultation with the Golden Plains and Colac Otway Shires.

1.5.4 Additional Legislative and Regulative Requirements

Additional mitigation of traffic impacts may also be required to be managed in accordance with the Road Safety

Act 2004, the Road Management Act 2004 and the Code of Practice for Worksite Safety – Traffic Management.


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2. Existing transport environment

Golden Plains Wind Farm is proposed to be situated on land to the south of Rokewood town as illustrated within

Figure 2-1. The site area is 17,345 hectares and is generally bound by Pitfield-Cressy Road to the west,

Ledwells Road and Cressy-Shelford Road in the south, Wingeel Road in the east and Rokewood-Skipton/

Rokewood-Shelford Road (C143) in the north. The only arterial road bisecting the Golden Plains Wind Farm site

is Colac-Ballarat Road (C146). Cressy-Shelford Road is located on the boundary of Golden Plains Shire and

Colac Otway Shire.

At present, the site is used for grazing and cropping. The site contains dwellings, stone fences, stone piles,

access tracks and other agricultural infrastructure such as sheds. The total area of all wind farm infrastructure is proposed to cover 178 hectares (about 1%) of the total site area.

Figure 2-1: Golden Plains Wind Farm site within its local context

2.1 Road network of interest

The key traffic and transport impacts from the proposed Golden Plains Wind Farm project site will cover both

state and council managed roads which either surround or fall within the Golden Plains Wind Farm site

boundary. Table 2-1 below provides a description of all the roads (including VicRoads road classification when

applicable) that will be impacted by the proposed development, and the posted speed limit (PSL) for each road

listed.


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Table 2-1: Road network of interest

Roadway Description of roadway PSL

VicRoads owned roads

Rokewood-Skipton Rd/ Ferrars Street/ Rokewood-

Shelford Rd (between Pitfield-Scarsdale Rd and

Inverleigh-Shelford Rd)

Sealed two-lane, two-way, ‘C’ classed east-west road with an

undivided carriageway

100

Colac-Ballarat Rd

(between Albert St and Grassy Vale Rd)

Sealed two-lane, two-way, ‘C’ classed north-south road with an


100

Hamilton Hwy

(between Lismore-Pitfield Rd and Inverleigh-Shelford Rd)

Sealed two-lane, two-way, ‘B’ classed east-west road with an


100

Council owned roads

Pitfield-Cressy Rd

(between Rokewood-Skipton Rd and Werneth Rd)

Sealed two-lane, two-way, north-south road with an


100*

Littlehales Rd

(between Pitfield-Cressy Rd and Boyles Rd Unsealed, single track,

east-west road

100*

Gilletts Rd

(between Pitfield-Cressy Rd and Two Bridges Rd) Unsealed between Colac-

Ballarat Road and Two Bridges Road

Sealed, single track, east-west road

100*

Boyles Rd

(between Rokewood-Skipton Rd and Pitfield-Cressy Rd) Unsealed, single track,

north-south road

100*

Mill Rd

(between Rokewood-Skipton Rd and Werneth Rd) Unsealed, single track,

north-south road

100*

Jackas Rd

(between Mill Rd and Colac-Ballarat Rd) Unsealed, single track,

east-west road

100*

Kennersleys Rd

(between Mill Rd & Two Bridges Rd) Unsealed, single track,

east-west road

100*

Two Bridges Rd

(between Rokewood-Skipton Rd and Colac-Ballarat Rd) Unsealed, single track,

north-south road

100*

Meadows Rd

(between Ferrars St and Colac-Ballarat Rd) Sealed single track, north-south road

80

Werneth Rd

(between Pitfield-Cressy Rd and Colac-Ballarat Rd) Sealed, single track, east-west road

100*

Ledwells Rd

(between Meadows Rd and Cressy-Shelford Rd) Unsealed, single track, north-south road

100*

Geggies Rd

(between Rokewood-Shelford Rd and Potters Rd) Unsealed, single track, north-south road

100*

Bells Rd Unsealed, single track, 100*


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Roadway Description of roadway PSL

(between Rokewood-Shelford Rd and Cressy-Shelford

Rd)

north-south road

Gumley South Rd

(between Rokewood-Shelford Rd and dead end) Unsealed, single track,

north-south road

100*

Eastern Access Rd

(between dead end and Cressy-Shelford Rd) Unsealed, single track,

north-south road

100*

Cressy-Shelford Rd

(between Hamilton Hwy and Wingeel Rd)

Sealed two-lane, two-way, east-west road with an


100*

Wingeel Rd

(between Rokewood-Shelford Rd and Cressy-Shelford

Rd)

Sealed single track, north-

south road

100*

* A PSL of 100km/h is assigned to roads which currently do not have a PSL. According to speed limit

guidelines set by VicRoads, the default speed limit i.e. if the road does not have a speed limit sign, in a rural area (outside a built-up area) is 100km/h

2.2 School bus routes

Nine bus routes operate within the arterial and local roads as shown in Figure 2-2, to service at least three

schools surrounding the Golden Plains Wind Farm, of which include: Rokewood Primary, Shelford Primary and

Beeach Primary.


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Figure 2-2: Local school bus routes (Source: Golden Plains Shire, 2017)


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2.3 Regional bus routes

The Ballarat-Rokewood via Ross Creek service which is run by Gold Bus is the only regional Victoria bus route

which is located within close proximity to the proposed development. The bus services travels along Colac-

Ballarat Road terminating at Rokewood (Ferrars Street intersection) which is immediately north of the wind farm

site boundary.

2.4 Existing (2017) site observations

A site visit to the Golden Plains Wind Farm was conducted on 8 March 2017. Weather conditions on that day

were fine – sunny, no rain. Existing road closures observed includes: Pitfield-Cressy Road between the bridge

(south of Boyles Road) and Colac-Ballarat Road.

The site visit involved the following:

Driving along State highways and arterials surrounding the site, assessing existing traffic and turn

pocket conditions, and

Driving through (where possible) all the identified local roads within the site boundary, assessing

existing traffic and turn pocket conditions.

The following key site observations were made:

Traffic volumes along State highways, arterials and local roads within the site were generally very low

A higher proportion of heavy vehicles e.g. B-Doubles were found using Rokewood-Skipton Road/

Rokewood-Shelford Road (C143) and Hamilton Highway (B140) compared to local roads which had

higher volumes of light vehicles (including utes).

Current turn pockets along State highways and arterials were wider to allow for heavy vehicle access, whereas

turn pockets along local roads were narrower and suitable for farm vehicles to use. More detail regarding certain

turn pockets requiring upgrades to/within the site (or to be created for wind farm access tracks purposes) can be

found in Appendix B.

2.5 Background traffic

2.5.1 Traffic data

The most recent manual counts and AADT counts provided by Golden Plains Shire and VicRoads for the key roads are as follows:

Weekly Vehicle Counts (Virtual Week), Tuesday, 14 January 2014 to Thursday, 30 January 2014 – Pitfield-Cressy Road south of Rokewood-Skipton Road (Golden Plains Shire)

Weekly Vehicle Counts (Virtual Week), Tuesday, 14 January 2014 to Thursday, 30 January 2014 – Pitfield-Cressy Road at bridge (Golden Plains Shire)

Weekly Vehicle Counts (Virtual Week), Tuesday 4 December 2012 to Wednesday, 9 January 2013 – Pitfield-Cressy Road north of main road (Golden Plains Shire)

Weekly Vehicle Counts (Virtual Week), Wednesday, 25 August 2010 to Thursday, 2 September 2010 – Gilletts Road east of Pitfield-Cressy Road (Golden Plains Shire)

Weekly Vehicle Counts (Virtual Week), Wednesday, 25 August 2010 to Thursday, 2 September 2010 – Jackas Road near Colac-Ballarat Road (Golden Plains Shire)

Weekly Vehicle Counts (Virtual Week), Wednesday, 25 August 2010 to Thursday, 2 September 2010 – Kennersleys Road east of Mill Road (Golden Plains Shire)

Weekly Vehicle Counts (Virtual Week), Tuesday, 5 February 2013 to Thursday, 21 March 2013 – Meadows Road south of Ford Road (Golden Plains Shire)


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Weekly Vehicle Counts (Virtual Week), Wednesday, 16 January 2013 to Thursday, 24 January 2013 – Meadows Road east of Pitfield-Cressy Road (Golden Plains Shire)

Weekly Vehicle Counts (Virtual Week), Tuesday, 4 December 2012 to Wednesday, 9 January 2013 – Werneth Road west of Pitfield-Cressy Road (Golden Plains Shire)

Weekly Vehicle Counts (Virtual Week), Wednesday, 25 August 2010 to Thursday, 2 September 2010 – Ledwells Road near Meadows Road (Golden Plains Shire)

Weekly Vehicle Counts (Virtual Week), Monday, 24 May 2010 to Thursday, 3 June 2010 – Cressy-Shelford Road west of Shelford (Golden Plains Shire)

Traffic Volumes for Freeways and Arterial Roads, VicRoads Open Data, 1 June 2015 to 27 March 2017. Source: https://services2.arcgis.com/

Given the very low traffic volumes in the area, Jacobs has deemed it appropriate to use weekly vehicle counts provided by council from as early as 2010.

2.5.2 Performance measure

The performance measure for road links is the Level of Service (LoS), as defined in the AUSTROADS Guide to Traffic Management: Traffic Studies and Analysis (Part 3) (AUSTROADS). LoS is a qualitative measure describing operational conditions within a traffic stream and the perception of these by motorists and/or passengers. LoS ranges from A (the best) to E (the worst – representing an intersection at capacity). LoS F describes a breakdown in vehicle flow. In rural areas, LoS C can be considered a minimum desirable standard; a deterioration of the LoS under this level would imply that remedial measures to maintain the existing LoS would be sought. AUSTROADS specifies that for a two-lane highway or road the capacity is 1700 pc/h for one direction of travel. Table 2-2 below outlines the LoS criteria for a two-lane highway or road. Table 2-3 below outlines the LoS criteria for a single-track rural road. Both tables have been adapted from AUSTROADS’ LoS criteria for multi-lane highways table.

https://services2.arcgis.com/


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Table 2-2: LoS criteria for a two-lane highway or road (Source: adapted from AUSTROADS Guide to Traffic Management: Traffic Studies and Analysis (Part 3))

Free-flow speed

Criteria A B C D E

100km/h Maximum service flow rate (pc/h/ln) 540 850 1215 1555 1700**

Maximum volume to capacity ratio (v/c) 0.32 0.5 0.72 0.92 1

90km/h Maximum service flow rate (pc/h/ln) 480 755 1095 1415 1600






60km/h* Maximum service flow rate (pc/h/ln) 335 525 765 1045 1300


* 60km/h values employ the same factors used to employ 70km/h service flow rate values. The volume to capacity ratio values for 60km/h equal the volume to capacity ratios for 70km/h.

** This value has been factored down from 2200 pc/h/ln, and has influenced the factoring down of all other pc/h/ln values found in this table

Table 2-3: LoS criteria for a single-track highway or road (Source: adapted from AUSTROADS Guide to Traffic Management: Traffic Studies and Analysis (Part 3)) Free-flow speed

Criteria A B C D E

100km/h Maximum service flow rate (pc/h/ln) 415 650 930 1190 1300**








60km/h* Maximum service flow rate (pc/h/ln) 205 365 530 725 900


* 60km/h values employ the same factors used to employ 70km/h service flow rate values. The volume to capacity ratio values for 60km/h equal the volume to capacity ratios for 70km/h. ** This value has been factored down from 2200 pc/h/ln, and factored down again from 1700pc/h/ln. It has influenced the factoring down of all other pc/h/ln values found in this table


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2.5.3 Existing midblock Level of Service

Table 2-4, 2-5 and 2-6 show the current midblock traffic volumes (2017 base case dataset) at key roads

surrounding and within the proposed development. Where there were counts from years prior to 2017, these

counts were scaled up to 2017 using an annual growth rate of 5% (as provided by Golden Plains Shire). Where

counts for certain roads are currently unavailable, an AADT of 50 and peak hour volume of five (10% of the

AADT) are assumed.

Table 2-4: 2017 Traffic Volumes and LoS – VicRoads managed roads (Source: VicRoads, 2017)

Road Direction AADT

(one-

way)

No. of

lanes

Peak

hour

volume

*

(LoS)

Rokewood-Shelford Rd E BD W BD

495 470

2 50 47

A

Ferrars St (btw Colac-Ballarat Rd & Rokewood-

Shelford Rd) E BD W BD

668 649

2 67 65

A

Ferrars St (btw Rokewood-Skipton Rd & Colac-

Ballarat Rd) E BD W BD

381 382

2 38 38

A

Rokewood-Skipton Rd E BD W BD

381 382

2 38 38

A

Colac-Ballarat Rd (btw Albert St & Ferrars St) N BD S BD

1900 1800

2 190 180

A

Colac-Ballarat Rd (btw Ferrars St & Morris Rd) E BD W BD

1100 1000

2 110 100

A

Colac-Ballarat Rd (btw Morris Rd & Hamilton Hwy) N BD S BD

268 281

2 27 28

A

Lyons St (btw Hamilton Hwy & Colac Ballarat Rd) N BD S BD

426 429

2 43 45

A

Colac-Ballarat Rd (btw Lyons St & Grassy Vale

Rd) N BD S BD

402 424

2 40 42

A

Hamilton Hwy (btw Lismore-Pitfield Rd & Strathven

Rd) E BD W BD

757 699

2 76 70

A

Hamilton Hwy (btw Strathven Rd & unnamed) E BD W BD

1100 1000

2 110 100

A

Hamilton Hwy (btw unnamed & Colac-Ballarat Rd) E BD W BD

1400 1200

2 140 120

A

Hamilton Hwy (btw Colac-Ballarat Rd & Colac-

Ballarat Rd) E BD W BD

1400 1300

2 140 130

A

Hamilton Hwy (btw Colac-Ballarat Rd & Inverleigh-

Shelford Rd) E BD W BD

1700 1600

2 170 160

A

*For this traffic impact assessment, peak hour volumes are assumed to equal 10% of the corresponding AADT. Peak hour volumes equal the ‘peak’ volume across a 24 hour period.


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Table 2-5: 2017 Traffic Volumes and LoS – Golden Plains Shire managed roads (Source: Golden Plains Shire, 2017)

Road Direction

AADT

(one-

way)*

No. of

lanes

Peak

hour

volume**

(LoS)

Pitfield-Cressy Rd (South of C143) N BD S BD

78 78

2 8 7

A

Pitfield-Cressy Rd (At Bridge) N BD S BD

72 71

2 7 6

A

Pitfield-Cressy Rd (North of main road) N BD S BD

106 95

2 9 9

A

Littlehales Rd E BD W BD

50* 50*

1 5* 5*

A

Gilletts Rd E BD W BD

21 15

1 4 3

A

Boyles Rd N BD S BD

50* 50*

1 5* 5*

A

Mill Rd N BD S BD

50* 50*

1 5* 5*

A

Jackas Rd E BD W BD

13 13

1 3 3

A

Kennersleys Rd E BD W BD

3 6

1 1 1

A

Two Bridges Rd N BD S BD

50* 50*

1 5* 5*

A

Meadows Rd N BD S BD

32 33

1 2 4

A

Meadows Rd (East of Werneth Rd) E BD W BD

9 9

1 1 1

A

Werneth Rd E BD W BD

50 52

1 5 5

A

Ledwells Rd N BD S BD

4 3

1 1 1

A

Geggies Rd N BD S BD

50* 50*

1 5* 5*

A

Bells Rd N BD S BD

50* 50*

1 5* 5*

A

Gumley South Rd N BD S BD

50* 50*

1 5* 5*

A

Eastern Access Rd N BD S BD

50* 50*

1 5* 5*

A

Wingeel Rd N BD S BD

50* 50*

1 5* 5*

A

* Where there were counts from years prior to 2017, these counts were scaled up to 2017 using an annual growth rate of 5% (as provided by Golden Plains Shire). A growth rate of 5% is a conservative assumption. Where counts for certain roads are currently unavailable, an AADT of 50 and peak hour volume of 5 (10% of the AADT) are assumed.

** For this traffic impact assessment, peak hour volumes equal the ‘peak’ volume across a 24 hour period.


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Table 2-6: 2017 Traffic Volumes and LoS – Colac Otway Shire managed roads (Source: Golden Plains Shire, 2017)

Road Direction

AADT

(one-

way)*

No. of

lanes

Peak

hour

volume**

(LoS)

Cressy-Shelford Rd E BD W BD

144 214

2 18 23

A


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3. Methodology & assumptions

The methodology, scope of works and assumptions for this traffic impact assessment are discussed below.

Visit the site and surrounding area, including proposed haul routes within the study area only, as

delineated in Figure 3-1, to assess the potential traffic impacts on the road network (see Section 2.4 for

site observations);

Review the existing road conditions to be used by the Golden Plains Wind Farm during the peak

construction and operation phase;

Obtain a photographic record of the roads using a vehicle high definition digital video record and

integrated GPS system;

Using MetroCount software to extract weekly vehicle counts (virtual week) from raw traffic counts

provided by council

Obtain and analyse traffic data from VicRoads and Golden Plains Shire (including data provided for the

Colac Otway Shire road;

Determine the amount of construction and operation traffic the wind farm project will generate.

Estimates have been based on previous wind farm projects in rural areas, VicRoads’ General Vehicle

Mass and Dimension Limits (September, 2009), and Senvion’s Specification for the transportation,

transportation routes, other access paths and crane pads for the 3.4M140 turbine model. Traffic

generation estimates are based on the following scenario:

o A maximum of 235 turbines are erected;

o At this stage, raw materials are sourced from off-site quarries. Current quarries are located in:

Inverleigh, Lethbridge, Napoleons, Maude, Stonehaven, Teesdale, Smythesdale and

Murgheboluc1;

o There is on-site concrete batching;

o There is on-site extraction of water for construction purposes; and

o There are four on-site collector stations, and also a terminal station to connect to the grid.

Assign the generated traffic to the road network for the construction and operation phases according to

the origin and destination of construction vehicles and intended haul routes, workforce origin destination

as illustrated in Figures 3-1 and Figure 3-2. The key assignments for the haul routes are as follows

(further detailed in Section 4):

(a) Given the location of the wind farm site, materials are expected to from sourced from a number of

locations within Victoria and Australia. These locations were clustered into six key potential routes

(refer Figure 3-1):

o Portland, South (S) Approach to site;

o Geelong, North (N) Approach to site;

o Geelong, S Approach;

1 WestWind has commenced investigations into the potential for an additional quarry to be location in the vicinity of the wind farm proposal


20

o Ballarat, N Approach;

o Skipton, N Approach; and

o Lismore, S Approach

(b) Further to the key potential routes, roads within the site boundary were further segregated into

seven zones (refer Figure 3-2). Due to this assessment being preliminary, zones were developed in

order to assign wind farm traffic to general areas within the site, of which they are expected to enter

into or exit from.

o Zone 1 (between Pitfield-Cressy Road and Boyles Road)

o Zone 2 (between east of Boyles Road and Colac-Ballarat Road)

o Zone 3 (between east of Colac-Ballarat Road and Meadows Road)

o Zone 4 (between east of Meadows Road and Geggies Road)

o Zone 5 (between east of Geggies Road and Bells Road)

o Zone 6 (between east of Bells Road and Gumley South Road)

o Zone 7 (between east of Gumley South Road and Wingeel Road)

Recommend mitigation of, and future investigations into the identified traffic impacts. Refer to Section 1.


21

Figure 2-1: Potential routes to site


22

Figure 3-2: Zone boundaries


23

4. Proposed development

A significant amount of additional traffic movement will be generated on the nominated road network during the

construction phase. The following sections summaries the estimated traffic generated during the construction and operation phases of this development based on the information provided by the client.

4.1 Construction Traffic

The main drivers of construction traffic generation are the delivery of materials, equipment, turbine components, as well a large construction workforce travelling regularly to and from the wind farm site.

The types of trucks that will be used for delivery purposes include: concrete mixer trucks, B-Doubles, semi-

trailers, over-dimensioned (OD) trailers, truck and trailers, and rigid trucks. The OD trailers will be the vehicles

delivering the underground and overhead cables, power poles, temporary buildings, the main sub-station transformer, wind turbine tower sections, nacelles and blades.

OD vehicles fall under Class 3 of heavy vehicles, under the National Heavy Vehicle Regulator’s (NHVR)

Restricted Access Vehicle (RAV) category, of which covers vehicles operating under a notice or permit and

vehicles operating under higher mass limits (HML) that can normally only access certain parts of the public road

network. Class 3 of heavy vehicles with their loads combined generally do not comply with prescribed

dimensions or mass requirements. The NHVR’s prescribed dimensions for heavy vehicles can be found under the Heavy Vehicle (Mass, Dimension and Loading) National Regulation, and are as follows:

2.5m in width, (excluding: rear vision mirrors, signalling devices and side-mounted lamps and reflectors anti-skid devices mounted on wheels, central tyre inflation systems, tyre pressure gauges permanently fixed webbing-assembly-type devices, such as curtain-side devices, provided that the maximum distance measured across the body including any part of the devices does not exceed 2.55 metres)

4.3m in height

19m in length

OD vehicles required to transport the turbine components listed will need to obtain permits through NHVR to travel on the designed site routes using the public road network.

Table 4-1 summarises the estimated traffic generated by Golden Plains Wind Farm during construction stage

by: construction task and task duration, material and quantity required for 235 turbines, vehicle type and number

of daily trips (one-way), and the origins and categorised key routes to site. Refer to Appendix A. for more

detailed construction traffic inputs.

The following key assumptions have been adopted to estimate the peak construction traffic:

Whilst construction is anticipated to take four to six years over a single phase, for traffic assessment

purposes, the maximum construction period is set to four years;

Construction is expected to commence in 2019 and end in 2022, with peak construction occurring in

2020.

There are 225 working days per year;

Unless stated in the assumptions list, assume an even split of vehicle trips across key routes to site, as

well as for internal trips within the site

To ensure the traffic assessment is robust, it has been assumed that the traffic generated by the

worksites during the peak periods will exit the site within the nominated peak hour.


24

Table 4-1: Construction traffic estimates

Construction task Task duration Material Qty. req. for 235 turbines

Vehicle type(s)*

No. of daily trips by vehicle type

Key route to site

Proportion of vehicles using route

Total no. of trips throughout task duration

List of assumptions

Transport 200 staff and management to site

4 years People (pax) 200

Light weight service van (L), ute (L), private car (L)

200

Portland, S Approach

17%

180,000

Origins: Key employment centres:

Geelong Ballarat Colac Melbourne

Townships in the vicinity of the wind

farm:

Meredith

Inverleigh

Skipton

Cressy

Lismore

Rokewood

Corindhap Assumptions:

1 pax per vehicle

Geelong, N Approach

17%

Geelong, S Approach

17%

Ballarat, N Approach

16%

Skipton, N Approach

16%

Lismore, S Approach

17%

Public/private road upgrades

20 months

Gravel (t)

408,696 Truck + trailer (H)

27

Geelong, N Approach

25%

10,092

Origins: Off-site quarry

Water points within the site

Assumptions:

X1 truck + trailer carrying capacity = 40.5t

150 turbine farm req. approx. 271,000 t of gravel

X3 water trucks will constantly be travelling across the site

Geelong, S Approach

25%


25%

Skipton, N Approach

25%

Water (L) Sourced on site Rigid truck (H) 3 Water points within site

100% n/a – internal trips

Site establishment 2 months Various Various Various 20


34%

766

Origins: Ports:

Portland Geelong

Assumptions:

Site establishment for a 119 turbine farm req. approx. 1 month and 10 daily vehicle trips

Geelong, N Approach

33%

Geelong, S Approach

33%

Site access track and hardstand construction

22 months Gravel (t) 1,021,739 Truck + trailer (H)

61

Geelong, N Approach

25% 25,228

Origins: Off-site quarry

Assumptions: Geelong, S Approach

25%


25


Vehicle type(s)*


Key route to site



List of assumptions


25% X1 truck + trailer carrying capacity = 40.5t

150 turbine farm req. approx. 110km of access tracks

Site access track and hardstand construction for a 119 turbine farm req. approx. 11 months

Skipton, N Approach

25%

Dust suppression 32 months Water (L) Sourced on site Rigid truck (H) 3 Water points within site


Origins: Water points within the site

Assumptions:

Dust suppression for a 119 turbine farm req. approx. 16 months

X3 water trucks will constantly be travelling across the site

Turbine foundation excavation and construction

24 months

Foundation concrete (B-Double loads)

2,820 B-Double (H) 6

Geelong, N Approach

25%

26,510

Origins: Steel reinforcement and timber

formwork:

Geelong

Ballarat

Colac

Melbourne

Off-site quarry (sand and aggregate)

Assumptions:

X1 semi-trailer carrying capacity = 40t; therefore 190 foundation steel deliveries are req.

100 concrete vehicles are req. for 1 concrete foundation

Turbine foundation work for a 119 turbine farm req. approx. 12 months

Geelong, S Approach

25%

Foundation concrete vehicles (veh)

23,500 Concrete vehicle (H)

52


25%

Skipton, N Approach

25%

Foundation steel (t) 7,599 Semi-trailer (H)

1 Geelong, N Approach

100%

Electrical infrastructure construction

30 months

Cables (spindles) 307 OD trailer (OD)

2

Geelong, N Approach

50% 9,368

Origins: Ports:

Geelong

Off-site quarries

Off-site quarry (gravel):

Assumptions:

X3 cable spindles per delivery

X1 rigid truck carrying capacity = 22.5t

X1 semi-trailer carrying capacity = 40t

Main transformer (500:132kV)

1

Gravel (t) 204,348 Rigid truck (H) 2

Overhead power pole sections (t)

337

Semi-trailer (H)

3 Power pole footing steel (t)

378

Terminal/ collector station foundation steel (t)

715


26


Vehicle type(s)*


Key route to site



List of assumptions

Terminal/ collector station equipment (t)

4,496 150 turbine farm req. approx. 11km

overhead cables and 138km underground cables, 214t overhead power pole sections, 239t power pole footing steel, 402t foundation steel for x4 substations, 2,853t substation equipment

Main transformer req. 1 delivery by a 120m OD trailer

Electrical infrastructure construction for a 119 turbine farm req. 15 months

Concrete materials (B-Double loads)

365 B-Double (H) 7 Geelong, S Approach

50%

Mixed concrete [for power pole footing and substation foundation] (B-Double loads)

365 B-Double (H) 4 Batching plant on site


Turbine component delivery

12 months

Tower sections 1175 OD trailer (OD)

12 Portland, S Approach

80%

14,100

Origins: Ports:

Portland (80% of total trip origins)

Geelong (20% of total trip origins)

Assumptions:

Tower sections: 5 deliveries per turbine, Nacelle: 1 delivery per turbine, Hub: 1 delivery per turbine, Blades: 3 deliveries per turbine, Transformer: 1 delivery per turbine

60 heavy goods vehicles are req. to delivery 1 turbine, assume a breakdown of: 12 OD trailers and 48 various heavy vehicles

Nacelles 235

Other heavy goods vehicles (H)

48

Geelong, N Approach

10%

Hubs 235

Geelong, S Approach

10%

Blades 705

Transformers 235

Turbine erection 24 months Vehicles to erect turbines (veh)

117,500 Various heavy vehicles (H)

27 Turbine erection to occur on site


Origins: Turbine locations within the site

Assumptions:

50 vehicles are req. to erect 1 turbine


27

4.1.1 Summary of construction trip generation

Traffic generated by the construction of the 235 turbine Golden Plains Wind Farm is estimated as:

266,064 one-way trips are expected to occur during the four year construction period (2019 to 2022).

Peak construction is expected to occur on from Jan – Dec 2020.

2,923 one-way OD vehicle trips are expected to occur during the four years.

To ensure this assessment is robust as well as conservative is it estimated that the maximum trips

generated during the construction phase will occur during the peak construction year (2020). A

maximum of 442 one-way daily trips is estimated to be generated externally during the peak

construction stage.

Table 4-2 summarises the total number of daily and peak hour trips for each key route to site. The value is

based on the conservative assumption that all construction related tasks occur simultaneously i.e. overlap

despite having different task durations. Figure 4-1 illustrates the proportion of vehicle trips by route.

Table 4-2: Daily construction traffic estimates by key route to site

Key route to site Total no. of daily trips

(one-way)

Total no. of trips

during peak hour (one-

way)*

Proportion of vehicle

trips by route

Portland, S Approach 89 44 20.1%

Geelong, N Approach 91 46 20.6%

Geelong, S Approach 90 45 20.4%

Ballarat, N Approach 69 34 15.5%

Skipton, N Approach 69 34 15.5%

Lismore, S Approach 34 17 7.7%

*It is assumed that a 50% of vehicles (i.e. 50% of 442 one-way trips) will travel during peak hour to/from the site. OD trips are included in peak period volumes.

In addition to the 442 one-way external trips, an additional 37 one-way daily internal trips are expected

to occur within the proposed development.


28

Figure 4-1: Proportion of vehicle trips by key route to site

4.2 Operational Traffic

The Golden Plains Wind Farm is designed to function as autonomously as possible. The wind farm is expected

to operate for 25 - 30 years, commencing in 2023 at the earliest. The operational phase of the project will

require a workforce of 25 to 30 staff based on-site to carry out both regular and non-scheduled maintenance

tasks during normal working hours and after hours throughout the week. Staff will generally visit all of the turbine locations on the site using light weight service vans, utes or private cars.

A maximum of 30 one-way daily trips to site is estimated for the operation phase.

4.3 Key road transport routes to site

Most of the delivery items (during the construction phase) will be sourced from places that are distant from the

Golden Plains Wind Farm site, i.e. overseas, interstate or elsewhere within Victoria. The delivery of the wind

turbines, as well as construction materials and equipment is expected to have the greatest impact on current traffic flows.

A number of VicRoads, Golden Plains Shire and Colac Otway Shire managed roads will be used to deliver the

Golden Plains Wind Farm traffic, of which includes construction workflow, materials and equipment, and turbine components have been summarised into six key potential routes (refer Figure 3-1):

o Portland, S Approach;

o Geelong, N;

o Geelong, S Approach;


29

o Ballarat, N Approach;

o Skipton, N Approach; and

o Lismore, S Approach

Empty delivery vehicles will exit at the same point in which they entered the site.

The proposed access routes on State Highways and arterials use “B” and “C” classed roads designated under

the VicRoads hierarchy of road classification (refer Section 2).

The following sections outline the six key routes that would be traversed during construction phase.

4.3.1 Portland, S Approach

Vehicles arriving from or after Portland are likely to travel the following route to access the Golden Plains Wind

Farm site:

North bound along Colac-Ballarat Road/Lyons Street (C146) (see Figure 4-3);

East bound onto Hamilton Highway (B140) (see Figure 4-4);

North bound onto Colac-Ballarat Road to access the middle* or west of the site (see Figure 4-3); or

East bound onto Hamilton Highway, and east again onto Cressy-Shelford Road to access the east of

the site (see Figure 4-5).

*The Colac-Ballarat Road is the single arterial which vertically bisects the site.

Figure 4-2 shows the locations of Figures 4-3 to 4-6.


30

Figure 3-2: Key routes to site and Figure 4-3 to 4-6 labels

Location Figure

A

Figure 4-3: Colac-Ballarat Road (C146) (south bound)

7

3


31

Location Figure

B

Figure 4-4: Hamilton Highway (B140) (east bound)

C

Figure 4-5: Cressy-Shelford Road (west bound)

4.3.2 Geelong, N Approach

Vehicles arriving from or after Geelong and approaching the site from the north are likely to travel the following

route:


32

West bound along Rokewood-Shelford Road/Ferrars Street (C143) to access the east of the site (see

Figure 4-6); or then continuing

South bound onto Colac-Ballarat Road to access the middle of the site (see Figure 4-3); or then

continuing

West bound along Ferrars Street/Rokewood-Skipton Road (C143) to access the west of the site (see

Figure 4-6).

Location Figure

D

Figure 4-6: Rokewood-Shelford Road (C143) (west bound)

4.3.3 Geelong, S Approach

Vehicles arriving from or after Geelong and approaching the site from the south are likely to to travel the

following route:

West bound along Hamilton Highway (see Figure 4-4);

East bound onto Cressy-Shelford Road to access the east of the site (see Figure 4-5); or

North bound onto Colac-Ballarat Road to access the middle or west of the site (see Figure 4-3).

4.3.4 Ballarat, N Approach

Vehicles arriving from or after Ballarat and approaching the site from the north are likely to travel the following

route:

South bound along Colac-Ballarat Road (see Figure 4-3);

West bound onto Ferrars Street/Rokewood-Skipton Road to access the west of the site (see Figure 4-

6); or then continuing

South bound along Colac-Ballarat Road to access the middle of the site (see Figure 4-3); or


33

East bound onto Ferrars Street/Rokewood-Shelford Road to access the east of the site (see Figure 4-

7).

4.3.5 Skipton, N Approach

Vehicles arriving from or after Skipton and approaching the site from the north are likely to travel the following

route:

East bound along Rokewood-Skipton Road/Ferrars Street to access the west of the site (see Figure 4-

7); or then continuing

South bound onto Colac-Ballarat Road to access the middle of the site (see Figure 4-3); or

East bound onto Ferrars Street/Rokewood-Shelford Road to access the east of the site (see Figure 4-

7).

Location Figure

E

Figure 4-7: Rokewood-Skipton Road/Ferrars Street (C143) (east bound)

4.3.6 Lismore, S Approach

Vehicles arriving from or after Lismore and approaching the site from the south are likely to travel the following

route:

East bound along Hamilton Highway (see Figure 4-4);

North bound onto Colac-Ballarat Road to access the middle or west of the site (see Figure 4-3); or then

continuing

East bound along Hamilton Highway, and east again onto Cressy-Shelford Road to access the east of

the site (see Figure 4-5).


34

4.4 Public roads traversing the site

A number of council managed roads and private owned access tracks within the site will be used to deliver the

Golden Plains Wind Farm traffic. The proposed access tracks to turbine locations will be across existing

paddocks and in close proximity to where these turbines will be erected. All the internal access tracks within the

site are private roads and there will be no traffic impacts to the public from vehicle movements occurring within the site boundary.

Empty delivery vehicles will exit at the same point in which they entered the site.

Seven destinations or ‘zones’ have been identified within the site (refer Figure 3-2):

o Zone 1 (between Pitfield-Cressy Road and Boyles Road)

o Zone 2 (between east of Boyles Road and Colac-Ballarat Road)

o Zone 3 (between east of Colac-Ballarat Road and Meadows Road)

o Zone 4 (between east of Meadows Road and Geggies Road)

o Zone 5 (between east of Geggies Road and Bells Road)

o Zone 6 (between east of Bells Road and Gumley South Road)

o Zone 7 (between east of Gumley South Road and Wingeel Road)

Table 4-4 below categorises the roads used for access within the site by zone.

Table 4-4: Road access within the site by zone

Zone Number Road Direction

1 Pitfield-Cressy Road N BD/S BD

Littlehales Road E BD/W BD

Gilletts Road E BD/W BD

Boyles Road N BD/S BD 2 Gilletts Road E BD/W BD

Mill Road N BD/S BD

Jackas Road E BD/W BD

Kennersleys Road E BD/W BD

Werneth Road E BD/W BD 3 Gilletts Road E BD/W BD

Kennersleys Road E BD/W BD

Two Bridges Road N BD/S BD

Meadows Road N BD/S BD and E BD/W BD 4 Ledwells Road N BD/S BD

Geggies Road N BD/S BD 5 Ledwells Road N BD/S BD

Bells Road N BD/S BD 6 Gumley South Road N BD/S BD

Eastern Access Road N BD/S BD 7 Wingeel Road N BD/S BD


35

5. Impact assessment

The impact assessment is based on:

Current AADTs and peak hour volumes (base case dataset)

Estimates of traffic being generated during the construction and operation phases of the wind farm

(development input dataset)

o Predicted traffic impacts for segments along each preferred route for the peak hour were

calculated for peak construction year (2020) and opening year (2023).

Detailed calculations of the estimated traffic generation for the peak construction year (2020) and the year of

opening (2023) are outlined within Appendix A.

Transport demands for the operation phase are minor when compared to the construction stage. It is assumed

that the impacts of the estimated 30 one-way trips will be negligible. Hence, no mid-block performances were

undertaken for the operation years.

5.1 Impact on road network

For this traffic impact assessment, peak hour volumes equate to the ‘peak’ volume across a 24 hour period.

Accordingly this represents a ‘worst case scenario’. ‘Off-peak’ scenarios are not assessed.

Table 5-3 and 5-4 summarise the estimated peak hour traffic volumes for the peak construction year (2020)

scenario for key roads to site and within the site that are expected to carry the additional traffic, as well as the

mid-block performance (LoS) of these roads.

Refer to Table 2-2 and 2-3 for the LoS performance criteria.

Traffic counts from 2017 (refer Table 2-4 and 2-5) were scaled up to 2020 using currently existing growth rate

values, or an assumed annual growth rate of 5% (as provided by Golden Plains Shire).


36

Table 5-3: Predicted construction traffic impacts on 2020 peak hour volume estimates of key route to site roads

Key route

option

Road Direction Estimated AADT –

2020

Estimated peak

hour vol. – 2020**

Development input

– construction*

Total peak hour

vol. (with added

traffic)

Capacity

(pc/h/ln)

LoS


Colac-Ballarat Rd (btw Lyons St & Grassy Vale Rd)

N BD S BD

400 428

40 43

44 44

84 87

1700 1700

A A

Lyons St (btw Hamilton Hwy & Colac Ballarat Rd)

N BD S BD

423 453

42 45

44 44

87 90

1700 1700

A A


Colac-Ballarat Rd (btw Albert St & Ferrars St)

N BD S BD

2681 2815

268 281

34 34

302 316

1700 1700

A A

Lismore, S Approach

Hamilton Hwy (btw Lismore-Pitfield Rd & Strathven Rd)

E BD W BD

803 742

80 74

17 17

97 91

1700 1700

A A

Hamilton Hwy (btw Strathven Rd & unnamed)

E BD W BD

1901 1058

190 106

17 17

207 123

1700 1700

A A

Hamilton Hwy (btw unnamed & Colac-Ballarat Rd)

E BD W BD

1543 1323

154 132

17 17

171 149

1700 1700

A A

Routes –Shared Roads

Cressy-Shelford Rd E BD W BD

166 248

21 26

107 107

128 133

1700 1700

A A

Rokewood-Shelford Rd E BD W BD

515 489

51 49

114 114

166 163

1700 1700

A A

Ferrars St (btw Colac-Ballarat Rd & Rokewood-Shelford Rd)

E BD W BD

694 675

69 67

114 114

184 182

1700 1700

A A

Ferrars St (btw Rokewood-Skipton Rd & Colac-Ballarat Rd)

E BD W BD

370 368

37 37

114 114

151 151

1700 1700

A A

Rokewood-Skipton Rd E BD W BD

370 368

37 37

114 114

151 151

1700 1700

A A

Colac-Ballarat Rd (btw Ferrars St & Morris Rd)

E BD W BD

1484 1357

148 136

114 114

263 250

1700 1700

A A

Colac-Ballarat Rd (btw Morris Rd & Hamilton Hwy)

N BD S BD

274 292

27 29

221 221

248 250

1700 1700

A A

Hamilton Hwy (btw Colac-Ballarat Rd & Colac-Ballarat Rd)

E BD W BD

1543 1433

154 143

61 61

216 205

1700 1700

A A

Hamilton Hwy (btw Colac-Ballarat Rd & Inverleigh-Shelford Rd)

E BD W BD

1934 1810

193 181

107 107

300 288

1700 1700

A A

*It is assumed that a 50% of vehicles (i.e. 50% of 442 one-way trips) will travel during peak hour to/from the site. OD trips are included in peak period volumes. ** For this traffic impact assessment, peak hour volumes equal the ‘peak’ volume across a 24 hour period.


37

Table 5-4: Predicted construction traffic impacts on 2020 peak hour volume estimates roads within the site by zone

Zone Road Direction Estimated AADT –

2020

Estimated peak

hour vol. – 2020**

Development input

– construction*

Total peak hour

vol. (with added

traffic)

Capacity

(pc/h/ln)

LoS

1 Pitfield-Cressy Rd (South of C143)

N BD S BD

90 90

9 8

32 32

41 40

1700 1700

A A

Pitfield-Cressy Rd (At Bridge) N BD S BD

83 83

8 7

32 32

40 39

1700 1700

A A

Pitfield-Cressy Rd (North of main road)

N BD S BD

122 110

10 10

32 32

42 42

1700 1700

A A

Littlehales Rd E BD W BD

58 58

6 6

32 32

38 38

1300 1300

A A

Boyles Rd N BD S BD

58 58

6 6

32 32

38 38

1300 1300

A A

2 Mill Rd N BD S BD

58 58

6 6

34 34

40 40

1300 1300

A A

Jackas Rd E BD W BD

15 15

2 3

34 34

36 37

1300 1300

A A

Werneth Rd E BD W BD

58 61

6 6

34 34

40 40

1300 1300

A A

3 Two Bridges Rd N BD S BD

58 58

6 6

37 37

43 43

1300 1300

A A

Meadows Rd N BD S BD

37 38

3 4

37 37

40 41

1300 1300

A A

Meadows Rd (East of Werneth Rd)

E BD W BD

10 10

1 1

37 37

38 38

1300 1300

A A

4 Geggies Rd N BD S BD

58 58

6 6

35 35

41 41

1300 1300

A A

5 Bells Rd N BD S BD

58 58

6 6

35 35

41 41

1300 1300

A A

6 Gumley South Rd N BD S BD

58 58

6 6

34 34

40 40

1300 1300

A A

Eastern Access Rd N BD S BD

58 58

6 6

34 34

40 40

1300 1300

A A

7 Wingeel Rd N BD S BD

58 58

6 6

35 35

40 40

1300 1300

A A


38

Zone Road Direction Estimated AADT –

2020

Estimated peak

hour vol. – 2020**

Development input

– construction*

Total peak hour

vol. (with added

traffic)

Capacity

(pc/h/ln)

LoS

Roads – Shared Zones

Gilletts Rd E BD W BD

24 18

5 3

66 66

71 69

1300 1300

A A

Kennersleys Rd E BD W BD

3 7

0 2

71 71

71 73

1300 1300

A A

Ledwells Rd N BD S BD

5 3

2 2

70 70

72 72

1300 1300

A A

*It is assumed that a 50% of vehicles (i.e. 50% of 442 one-way trips) will travel during peak hour to/from the site. OD trips are included in peak period volumes. ** For this traffic impact assessment, peak hour volumes equal the ‘peak’ volume across a 24 hour period.


39

While there is an increase in traffic during the peak hours particularly on the roads carrying traffic for multiple

key routes to site, the mid-block performance has remained unchanged (LoS A). Therefore, the existing road

network has sufficient capacity to accommodate the estimated traffic demand for the peak construction phase

(2020). Based on this assessment, is it also assumed that the existing road network would have sufficient

capacity to easily absorb the 30 one-way trips generated during operation phase.

5.2 Impacts on the key intersections

Turning movement survey data is not available at any of the intersections within the nominated study area. On-

site observations suggest that the identified roads to site and roads within the site both carry very low volumes.

Therefore it is reasonable and conservative to assume all AADT (daily volumes) values only represent through

traffic. Detailed intersection assessment should be undertaken during the design phase of the project when the

traffic demand and other infrastructures are confirmed through a future traffic management plan post the

planning approval process. The client in consultation with the approved contactor will ensure that all road

intersections required for the revised Project are adequate to safely cater for the construction and operational

traffic volumes.

Jacobs have undertaken preliminary intersection investigation on key intersections within the study area using a

horizontal swept path analysis tool to determine requirements for road works and to identify the most

appropriate direction for approaching traffic. Refer to Appendix B. for site access and intersection upgrade

maps, and preliminary road upgrade designs undertaken for the Golden Plains Wind Farm project.


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6. Summary

WestWind is proposing to develop an 800MW wind farm in south-west Victoria, known as the Golden Plains

Wind Farm. WestWind began wind monitoring in 2012 in order to prove the resource for a wind farm. The wind

resource has been proven and WestWind are now looking to progress the project towards planning approval.

The project is likely to consist of wind turbines within the 3-5MW class with an overall height of approximately

230m from natural ground level to the blade tip. The project is expected to generate more than 2500GWH annually.

This document provides a Preliminary Traffic Impact Assessment for the proposed Golden Plains Wind Farm

project. This assessment will be used to support the initial wind farm layout and will accompany the referral to

the Minister for Planning, to determine if an Environment Effects Statement is required. It will also accompany a future planning permit application.

The estimated traffic generated by the construction of the 235 turbine Golden Plains Wind Farm is as follows:

266,064 one-way trips are expected to occur during the four year construction period (2019 to 2022).

Peak construction is expected to occur on from Jan – Dec 2020.

2,923 one-way OD vehicle trips are expected to occur during the four years.

To ensure this assessment is robust is it estimated that the maximum trips generated during the

construction phase will occur during the peak construction year (2020). A maximum of 442 one-way

daily trips is estimated to be generated externally during the peak construction stage.

Table 4-2 summarises the total number of daily and peak hour trips for each key route to site. The value

is based on the assumption that all construction related tasks occur simultaneously i.e. overlap despite

having different task durations. Figure 4-1 illustrates the proportion of vehicle trips by route.

In addition to the 442 one-way external trips, an additional 37 one-way daily internal trip is expected to

occur within the proposed development.

The estimated traffic generated by the operation phase is expected to be 30 one-way daily trips. These trips are

generated by a workforce of 25 to 30 staff based on-site to carry out both regular and non-scheduled

maintenance tasks.

Detailed calculations of the estimated traffic generation and distribution for the peak construction year (2020)

and the year of opening (2023) are outlined within Appendix A.

Transport demands for the operation phase are minor when compared to the construction stage. It is assumed

that the impacts of the estimated 30 one-way trips will be negligible. Hence, no mid-block performances were

undertaken for the operation years.

The midblock analysis for the peak construction (2020) year indicates that there is an increase in traffic during

the peak hours particularly on the roads carrying traffic for multiple key routes to site, however the LoS levels for

these roads has remained unchanged (LoS A). Therefore, the existing road network has sufficient capacity to

accommodate the estimated traffic demand for the peak construction phase (2020). Based on this assessment,

is it also assumed that the existing road network would have sufficient capacity to absorb the 30 one-way trips

generated during operation phase.

Turning movement survey data is not available at any of the intersections within the nominated study area. On-

site observations suggest that the identified roads to site and roads within the site both carry very low volumes.

Therefore it is reasonable and conservative to assume all AADT (daily volumes) values only represent through

traffic.

Detailed intersection assessment should be undertaken during the design phase of the project when the traffic

demand and other infrastructures are confirmed through a future traffic management plan post the planning


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approval process. The wind farm developer in consultation with the approved contactor will ensure that all road

intersections required for the revised project are adequate to safely cater for the construction and operational

traffic volumes.

Date post:	21-Jan-2021
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