APPENDIX J - carrathool.nsw.gov.au · An Environmental Impact Statement (EIS) is being prepared by...

APPEN

DIX J

Traffic Impact Assessment

Proposed Jeanella South

Poultry Production Complex

at

Mid-Western Highway, Goolgowi

for

SLR Consulting

30 July 2015

Proposed Jeanella South Poultry Production Complex Traffic Impact Assessment Mid-Western Highway, Goolgowi for SLR Consulting ________________________________________________________________________________________________________________

15032G Page 2 of 45 pages Date 30/07/2015 FINAL

Document Control Sheet

Document Status DRAFT FINAL DRAFT FINAL

Version 1 2 3

Date 13 July 2015 29 July 2015 30 July 2015

Issued to Eryn Bath, SLR Consulting

Eryn Bath, SLR Consulting

Eryn Bath, SLR Consulting

Prepared By Steve Manton Steve Manton Steve Manton

Reviewed By Brett Franklin Craig Frazer Craig Frazer

Prepared by: RoadNet Pty Limited

8 Sixth Avenue PALM BEACH QLD 4221 07 5525 7377 [email protected]

L12, 1 Pacific Highway NORTH SYDNEY NSW 2060 02 9959 1080 [email protected]

mailto:[email protected]�

mailto:[email protected]�



CONTENTS

1. INTRODUCTION .................................................................................................................................................. 5

2. EXISTING CONDITIONS ..................................................................................................................................... 7 2.1 The Site ........................................................................................................................................................ 7

2.2 Existing Road Network ................................................................................................................................. 8

2.3 Existing Land Use ....................................................................................................................................... 14

2.4 Existing Traffic Volumes ............................................................................................................................. 15

2.5 Background Traffic Growth ......................................................................................................................... 17

2.6 Existing Pedestrian and Cyclist Facilities ................................................................................................... 18

3. PROPOSED DEVELOPMENT ........................................................................................................................... 19 3.1 Development Description ........................................................................................................................... 19

3.2 Internal Road Layout .................................................................................................................................. 20

3.3 Pedestrians, Cyclists and Public Transport ................................................................................................ 20

3.4 Development Traffic Generation ................................................................................................................. 20

3.5 Future Design Year Volumes...................................................................................................................... 23

3.6 Heavy Vehicle Routes Servicing Development .......................................................................................... 26

3.7 Access to Proposed Development Site ...................................................................................................... 27

3.8 Internal Access Requirements .................................................................................................................... 34

3.9 Construction Staging and Traffic ................................................................................................................ 34

4. IMPACT ON ADJOINING ROAD NETWORK .................................................................................................... 36 4.1 The Mid-Western Highway ......................................................................................................................... 36

4.2 Heavy Vehicle Routes including Kidman Way ............................................................................................ 37

4.3 Intersections ............................................................................................................................................... 37

4.4 Pedestrians and Cyclists ............................................................................................................................ 38

4.5 Impacts during Construction ....................................................................................................................... 38

4.6 Cumulative Impacts of Developments ........................................................................................................ 39

5. CONCLUSIONS ................................................................................................................................................. 41

6. RECOMMENDATIONS ...................................................................................................................................... 43



APPENDICES

APPENDIX A ............................................................................................................................................................... 44 PROPOSED DEVELOPMENT LAYOUT ................................................................................................................. 44



1. INTRODUCTION

RoadNet Pty Ltd has been engaged by SLR Consulting, on behalf of ProTen Holdings P/L (ProTen), to prepare a Traffic Impact Assessment (TIA) for a proposed poultry development, referred to as the Jeanella South Poultry Production Complex (Jeanella South), located within a rural property near Goolgowi in south-western New South Wales. The site is on the southern side of the Mid-Western Highway (B64), approximately 7.5km south west of Goolgowi and approximately 46km north-west of Griffith. It is situated within the Carrathool Local Government Area (LGA). The location of the site is shown in Figure 1.1.

Figure 1.1: Locality Plan (Source: Google Maps)

This Traffic Impact Assessment (TIA) report examines the potential impacts of traffic generated by the proposed poultry farm on the existing traffic movements on the Mid-Western Highway and adjacent areas. This assessment is prepared in accordance with relevant Council and Roads and Maritime Services (RMS) standards. The following tasks have been undertaken in the preparation of this report:

• Site inspection, review of existing traffic information and collection of additional traffic data through traffic surveys to establish existing operating conditions along the Mid-Western Highway and other relevant roads in the vicinity of the proposed development

• Assessment of traffic generation to and from the proposed development during its construction and operation



• Assessment of background traffic growth

• Determination of future traffic volumes with and without the proposed development

• Examination of the potential impacts of the additional traffic on the operation of the Mid-Western Highway and the external road network

• Identification of access requirements for the proposed development

An Environmental Impact Statement (EIS) is being prepared by SLR to accompany the development application for the proposed development, which in turn will be informed by this TIA. As part of this process a Briefing Paper was prepared by SLR to inform relevant government agencies of the proposed development, and in response to this the Secretary’s Environmental Assessment Requirements (SEARs) for the project have been received. The key issues in relation to transport and road traffic that were identified in the SEARs are summarised in Table 1.1 below, which also shows the location in this report where each of the issues is addressed.

Table 1.1 – SEARs relating to Traffic and Transport

Aspect – Transport and Road Traffic Where addressed in this report

details of road transport routes and access to the site Sections 2.1, 2.2, 2.3, 2.4, 2.5, 2.6

road traffic predictions for the development during construction and operation;

Sections 3.4, 3.5, 3.9

an assessment of impacts to the safety and function of the road network; and the details of any road upgrades required for the development

Sections 3.6, 3.7, 3.8, 3.9, 4, 5 and 6



2. EXISTING CONDITIONS

2.1 The Site

The proposed Jeanella South development is located on the southern side of the Mid-Western Highway (B64), approximately 7.5km south west of Goolgowi. Access to the site during both its construction and operation is proposed via Merrondale Lane, an existing unsealed road that runs along the site’s western boundary and connects directly to the Mid-Western Highway. A plan showing the proposed site layout and access arrangements is provided in Figure 2.1. A larger version of this plan is reproduced in Appendix A.

The proposed farm will comprise of 16 tunnel-ventilated, fully-enclosed, climate-controlled poultry sheds with associated support infrastructure and staff amenities. The proposed development is to be located on existing Lots 77 and 79 in Deposited Plan (DP) 756056, which together comprise of approximately 380

Figure 2.1



hectares of rural land. Access to the site is currently achieved from the Mid-Western Highway through Lot 77 in DP756056. However, as part of the Jeanella South development it is proposed that two new access roads will be provided connecting to Merrondale Lane. The main access road located approximately half way along the site frontage on Merrondale Lane will connect to the proposed poultry farm and associated infrastructure, while a second access at the northern end of the site will provide access to two (2) proposed project-related residences to accommodate the farm manager and assistant farm manager. All new movements to and from the development site in the future will occur via these new access roads onto Merrondale Lane and the existing Merrondale Lane / Mid-Western Highway intersection.

2.2 Existing Road Network

2.2.1 The Mid-Western Highway is a state-controlled rural highway running east-west through southern New South Wales, connecting the town of Hay in the west to Bathurst in the east (a total distance of approximately 520km) via Goolgowi, West Wyalong, and Cowra. It is a designated B-Double route and also an approved Road Train route. In the vicinity of Merrondale Lane it is a 2-lane, 2-way rural highway with 3.5m sealed lanes, 0.3m sealed shoulders and grassed verges and table drains each side. It has a posted speed limit of 110km/h.

Mid-Western Highway (B64)

The nearest major intersection to the site occurs at the point where the Mid-Western Highway meets with Kidman Way (B87) at Goolgowi, approximately 8km east of Merrondale Lane. This intersection is controlled by a large, rural roundabout. The road surface along the Mid-Western Highway is 2 coat seal and was observed to be in good condition along most of the length between Merrondale Lane and the roundabout at Goolgowi. The section to the east of the existing Jeanella Poultry Production Complex has recently been widened and upgraded by RMS. Photos of the Mid-Western Highway near Merrondale Lane are provided in Figures 2.2 and 2.3.

Figure 2.2: Mid-Western Highway looking west from a point opposite Merrondale Lane



Figure 2.3: Mid-Western Highway looking east from a point opposite Merrondale Lane

2.2.2 Merrondale Lane is a local unsealed (gravel) rural road extending from the Mid-Western Highway at its northern end to Tabbita Lane at its southern end, a total distance of approximately 8.1km. It has no intermediate connections with other local roads. Access to the Jeanella South development is proposed via two new access roads connecting to Merrondale Lane approximately 1.2km and 1.8km south of the existing Mid-Western Highway / Merrondale Lane intersection respectively. Between the Mid-Western Highway and the proposed access points, Merrondale Lane generally has a formation width of 6-7m approximately. There is no posted speed limit on Merrondale Lane and the open road speed limit of 100km/h therefore applies. Figure 2.4 shows the general layout of Merrondale Lane.

Merrondale Lane

Figure 2.4: Merrondale Lane looking south from Mid-Western Highway



Figures 2.5 and 2.6 show the general layout of Merrondale Lane and the topography of the adjacent land in the vicinity of the southernmost proposed site access, which will form the main access into the site connecting to the proposed poultry farm and associated infrastructure.

Figure 2.5: Merrondale Lane looking north near proposed main site access

Figure 2.6: Merrondale Lane looking south near proposed main site access



2.2.3 The existing intersection of Merrondale Lane with the Mid-Western Highway is located approximately 8km to the west of Goolgowi and is illustrated in Figures 2.7 to 2.10 below. Merrondale Lane meets the Mid-Western Highway on a straight and flat section of road with no restrictions to visibility in either direction. It is controlled by a give way sign. There are no turn bays on the Mid-Western Highway for traffic turning left or right into Merrondale Lane and the side road is unsealed all the way to the edge line. There is very limited flaring at the mouth of the intersection, providing limited area in the current layout for the simultaneous manoeuvring of larger heavy vehicles in and out of Merrondale Lane.

Mid-Western Highway / Merrondale Lane intersection

Figure 2.7: Merrondale Lane approach to Mid-Western Highway

Figure 2.8: View of Merrondale Lane from eastbound carriageway of Mid-Western Highway



Figure 2.9: Looking east along Mid-Western Highway from Merrondale Lane

Figure 2.10: Looking west along Mid-Western Highway from Merrondale Lane

2.2.4 Kidman Way is a state-controlled rural highway running north-south through southern New South Wales, extending from Bourke at its northern end all the way to its connection to the Newell Highway at the southern end near Jerilderie, a total distance of approximately 640km. It is a designated B-Double route and also an approved Road Train route. Within the study area it intersects with the Mid-Western Highway (B64) at Goolgowi via a large rural roundabout (as previously discussed), as well as Burley Griffin Way (B94) at Griffith and the Sturt Highway (A20) near Darlington Point.

Kidman Way (B87)



Between Goolgowi and Griffith it is a 2-lane, 2-way rural highway with 3.5m sealed lanes, sealed shoulders varying in width between approximately 0.5m and 1.0m and grassed verges. It has an upper posted speed limit of 100km/h. Photos of Kidman Way taken near Tabbita (between Goolgowi and Griffith) are provided in Figures 2.11 and 2.12.

Figure 2.11: Looking north along Kidman Way at Huxleys Road (near Tabbita)

Figure 2.12: Looking south along Kidman Way at Tysons Road (Tabbita)



2.3 Existing Land Use

The long-standing and existing use of the development site is associated with traditional agricultural production, including both cropping and livestock grazing. The primary land use for the surrounding neighbourhood is also traditional agricultural production, with a small number of privately owned residential dwellings interspersed within and around these rural lots. ProTen’s existing Jeanella Poultry Production Complex is located approximately 1.5km north of the development site on the northern side of the Mid-Western Highway. This development was approved by Carrathool Shire Council in 2012 and constructed in 2013. It comprises of 24 poultry sheds accommodating up to 1,284,000 birds. Access to this development is provided from the Mid-Western Highway, approximately 800m to the east of Merrondale Lane, and comprises of a BAR / BAL layout. Some photos of the access arrangements at the existing ProTen development site are provided in Figures 2.13 to 2.14.

Figure 2.13: Looking east along Mid-Western Highway at existing Jeanella Poultry Production Complex

Figure 2.14: Looking west along Mid-Western Highway at existing Jeanella Poultry Production Complex



2.4 Existing Traffic Volumes

2.4.1 Existing traffic volumes along the Mid-Western Highway in the vicinity of the proposed development have been derived from traffic data provided by Roads and Maritime Services (RMS). RMS has a mobile counting site (station no. 97133) on the Mid-Western Highway located approximately 7km to the east of Merrondale Lane and approximately 1km west of Goolgowi.

Mid-Western Highway

The most recent traffic data available from the RMS mobile site dates back to the period from Tuesday 22 November 2011 to Tuesday 13 December 2011. This pre-dates the opening of the now-existing Jeanella Poultry Production Complex and therefore excludes the traffic that it generates. However, all of the traffic generated by that development arrives and departs from/to the east and south via Kidman Way. Hence the 2011 traffic volumes and associated daily traffic flow profile at station no. 97133 are representative of the traffic conditions that still exist on the Mid-Western Highway in the vicinity of Merrondale Lane (which is located to the west of the Jeanella Poultry Production Complex), with no other major roads intersecting with the Mid-Western Highway between the count site and Merrondale Lane. The information available at station no. 97133 includes hourly traffic volumes in each direction separated into 12 different vehicle types in accordance with the Austroads method of classification. The data shows relatively low traffic volumes on the Highway over the survey period. Daily volumes during the survey period were typically less than 500 vehicles per day, with a peak volume of 550 veh/day recorded on Thursday 24 November 2011 and an average 2-way daily volume of 458 veh/day. A summary of the average hourly traffic profile for each direction of travel over the survey period is provided in Figure 2.15 below.

Figure 2.15: Average hourly traffic volumes on Mid Western Highway (from RMS data)



Analysis of the data indicates:

• Traffic volumes generally increase during the morning, reaching a peak of 34veh/hr between 10 – 11am and an overall peak of 35veh/hr from 3-4pm, with traffic volumes remaining above 30veh/hr for the entire period between 9am and 5pm. An overnight low of 2veh/hr occurs between the hours of 2 – 3am.

• Existing traffic volumes during the proposed Jeanella South development peaks (i.e. around 7am and 4pm, corresponding to the start and end times for the daily farm workers shift) are approximately 21veh/hr and 32veh/hr respectively.

• There is some variation throughout the day between westbound and eastbound volumes, however, the directional split for the full 24 hr period is approximately 50:50.

• Heavy vehicle numbers contribute up to approximately 37% of the total daily traffic volumes, however, during the night-time they can contribute to as much as 55% of the hourly traffic volumes.

An on-site traffic count was also conducted on the Mid-Western Highway near the intersection with Merrondale Lane as part of a site visit on the morning of Thursday 4 June 2015 between 6:30am and 9am. The count indicated a two-way peak hour volume along the Mid-Western Highway of 29 veh/hr between 6:45 and 7:45am, including 15 heavy vehicles. No vehicles were observed to turn into or out of Merrondale Lane throughout the entire survey period (i.e. 2.5hrs). The volume of traffic observed along the Mid-Western Highway from the traffic survey is a little higher than that identified from analysis of the RMS traffic data for the same time period, although the overall order of magnitude is similar. Given the different times of year associated with each survey this is to be expected, however, since the hourly volumes are so low the differences are insignificant. Importantly, the survey indicates that there is currently no traffic using Merrondale Lane to access the Mid-Western Highway during the morning peak period and, based on site observations which confirm a limited number of existing access points (i.e. rural farm accesses) along the length of Merrondale Lane, it is reasonable to conclude that there is very little background traffic currently using the subject section of Merrondale Lane. For the purpose of this assessment, the highest average hourly traffic volume of 35vph in 2011 (20vph westbound, 15vph eastbound) identified from analysis of the RMS data has been used, with an allowance for traffic growth as discussed in Section 2.5, to represent the future traffic volumes along the Mid-Western Highway at the Merrondale Lane intersection during each of the development peak hours. Background traffic on Merrondale Lane during the development peak hours has been assumed to be zero.

2.4.2

Existing traffic volumes along Kidman Way have also been determined from traffic data provided by RMS. Three mobile sites on Kidman Way were selected for examination. Those sites, together with details of the most recent period(s) for which traffic data is available, are summarised as follows:

Kidman Way

• Station no. 95255 (Tabbita) – 24/7/2010 to 10/08/2010 and 22/11/2011 to 13/12/2011

• Station no. 95374 (west of Griffith) – 25/7/2010 to 12/08/2010

• Station no. 95641 (south of Willandra Avenue, Griffith) – 25/7/2010 to 10/8/2010



The average daily traffic volumes and proportion of heavy vehicles recorded at these sites for each of the time periods specified are summarised in Table 2.1 below.

Year Average Daily Traffic Volumes (veh/day) and % Heavy Vehicles

Station No.

95255 (Tabbita) 95374 (west of Griffith) 95641 (south of Griffith)

2010 816 (13.5%) 2,667 (11.7%) 5,800*

2011 987 (19.6%) - -

*Estimated from axle count of 6,743 axle pairs using factor of 0.86

Table 2.1 Average daily traffic volumes on Kidman Way These numbers may have increased a little between the time the surveys were conducted and now, however, they are expected to be broadly representative of the existing traffic conditions along Kidman Way. The data indicates that the average daily traffic volumes along Kidman Way are quite low, ranging from approximately 1,000 veh/day in the vicinity of Tabbita (i.e. well removed from major towns) to between approximately 3,000 and 6,000 veh/day within the immediately vicinity of Griffith depending on the location. Corresponding numbers of heavy vehicles range from approximately 200 to 300 veh/day based on the available data.

2.5 Background Traffic Growth

Historical traffic volumes previously provided to RoadNet by RMS during the preparation of the TIA report for the now-existing Jeanella Poultry Production Complex are reproduced from that report in Table 2.2 below.

Year Mid Western Hwy

(West of Kidman Way)

1982 660

1986 616

1990 1080

1994 614

1997 655

2000 903

2003 861

2006 454

Table 2.2 Historical Daily Traffic Volumes on Mid-Western Highway The historic traffic volumes shown in the table are low and do not show consistent traffic growth, but rather fluctuations in traffic volumes. This could be a result of changes in population, developments and agricultural



yields. Notwithstanding this, the estimated average daily traffic volume of 458vpd in 2011 along the subject section of the Mid-Western Highway, which was discussed in Section 2.4 of this report, is similar to the 2006 volume in the above table. While there is no clear evidence that traffic volumes are increasing on a regular basis (in fact if anything the data suggests that traffic volumes have been decreasing since the year 2000), a background linear traffic growth rate of 1.5% per annum (applied from the base year of 2011 for the traffic data) has been adopted for both the peak hour and daily volumes for the purposes of this assessment. This is expected to provide a conservative assessment of any potential upgrades required on the external road network in the vicinity of the proposed development. Note that a separate assessment of the cumulative impacts of not only this development, but also other developments recently completed (such as the Jeanella Poultry Production Complex) or proposed which have or will add additional traffic to the local road network, is provided in Section 4.6.

2.6 Existing Pedestrian and Cyclist Facilities

Given the rural location for this development proposal, with the nearest town of Goolgowi almost a 10km commute away, all access to and from Merrondale Lane and the proposed site is expected to be via vehicle. No pedestrian or cyclist movements have been observed to currently occur in the area and none are expected as a result of the proposed development.



3. PROPOSED DEVELOPMENT

3.1 Development Description

ProTen intends to develop an intensive poultry broiler production complex (Jeanella South) comprising of 16 tunnel-ventilated fully-enclosed climate-controlled poultry sheds where broiler birds will be grown for human consumption. The conceptual layout of the proposed development is shown in Appendix A. The key development elements of the proposed farm include:

Table 3.1 Summary of Proposed Jeanella South Poultry Farm Development

Development Characteristic Proposed Development Purpose Birds grown for human consumption

Number of poultry sheds 16, each measuring 160 metres long by 17 metres wide (2,720m2)

Type of poultry sheds Tunnel-ventilated, fully-enclosed, climate-controlled Maximum shed population 53,500 birds Maximum farm population 856,000 birds Maximum bird density within sheds 40 kg/m2 Hours of operation 24 hours a day, 7 days a week

Production cycle length Approximately 9 weeks, comprising a maximum bird occupation of 8 weeks and a cleaning phase of 1 week.

Number of production cycles per year Approximately 5.7 on average The proposed poultry development will operate 24 hours a day, 7 days a week. Each of the proposed poultry sheds will have the capacity to house a maximum of 53,500 broilers at any one time, equating to a total farm population of 856,000 broilers. The proposed Jeanella South development will be very similar to the existing Jeanella Poultry Production Complex in terms of the layout, operation and management of the poultry production activities. The proposed disturbance footprint of the Jeanella South poultry farm will be relatively small and the commercial activities associated with the poultry operation will be largely confined to the area around the sheds. In addition to poultry shedding, the Jeanella South development will include:

• The construction of two (2) residential dwellings to accommodate the farm manager and assistant farm manager at the northern end of the site, with a separate access road constructed to provide direct access to these dwellings from Merrondale Lane; and

• The construction of ancillary infrastructure and improvements required to support the poultry production operation.

It is intended to continue using the land outside of the disturbance footprint for continued agricultural production purposes under some form of lease or share farming arrangement.



3.2 Internal Road Layout

A conceptual layout of the internal roads servicing the development is provided in Appendix A. The development will have a one-way circulation road (ring road) around the perimeter of the sheds to enable traffic to enter, exit and manoeuvre around the farm for loading, unloading and servicing activities in a forward direction, thereby minimising the potential for traffic conflict and noise. The roads will be constructed as all-weather rural-type roads able to carry the anticipated heavy vehicle movements. Parking will be available adjacent to the sheds to accommodate staff and visitor movements.

3.3 Pedestrians, Cyclists and Public Transport

No provision is made for external pedestrians, cyclists or public transport connections due to the remote location of the site.

3.4 Development Traffic Generation

3.4.1 While the proposed poultry development will operate 24 hours a day, seven days a week, the majority of activities will occur between 7.00am and 7.00pm, with the exception of the removal of birds which will occur between 12am and 12pm when it is cooler and the birds are more settled.

Traffic Generating Sources

There will typically be one daily shift for farm workers between 7:00am and 4:00pm each day. It is estimated that approximately 62 percent of the total daily traffic generation will comprise of heavy vehicles (primarily either semi-trailers or rigid trucks), while the remaining traffic will be light vehicles (predominantly cars).

It is expected that the majority of light vehicles will travel to and from Goolgowi and the Griffith area. As a worst case for the purposes of this assessment it is assumed that all light vehicle traffic will access the site using the Mid-Western Highway and Merrondale Lane. It is expected that most inbound light vehicles will turn left into Merrondale Lane from the Mid-Western Highway and left into the site, while traffic exiting will turn right out of the site and right onto the Mid-Western Highway from Merrondale Lane.

Light Vehicles

A small number of workers may travel from the direction of Hay (approximately 100km to the west), including from Gunbar (approximately 23km away) and other small local communities (i.e. right-in and left-out at the Mid-Western Highway / Merrondale Lane intersection). However, this is expected to be the exception rather than the rule and no allowance for this has been made in this assessment. Some workers travelling from Griffith and the surrounding area may be tempted to use Tabbita Lane and its connection with Merrondale Lane to access the site. While this route is slightly shorter overall (approx. 1.5km shorter), it is also of a lower quality in general compared to the Kidman Way / Mid-Western Highway route, particularly the southern section of Merrondale Lane which is more curvilinear compared to the northern approach coming from the Mid-Western Highway. It would also require traffic to travel for



approximately 6.1km along a gravel road compared to 1.9km if approaching the site from the Mid-Western Highway. In practice this would be expected to erode most of the travel time savings associated with using the shorter route. ProTen will not be advertising or recommending the use of this route by any visitors and will request that all staff access the site via the Mid-Western Highway. Accordingly, no further assessment of this route is provided in this report. The following issues have been considered when estimating traffic generation.

• Most staff will travel to and from the site by car.

• The number of staff is likely to vary seasonally i.e. there will be busy times when additional labour will be called upon.

• With the exception of Goolgowi, the distance from towns to the site is likely to result in the occurrence of some car-pooling during busier times.

• Staff numbers are low in relation to the number of birds on the site. It is proposed that there be: - 2 employees who will live on-site (one farm manager and one assistant farm manager).

- 4 full-time equivalent farm hands.

Trucks will travel to and from the site on a daily basis via the Mid-Western Highway / Merrondale Lane intersection. All trucks will be directed to use this route to access the site. Most truck movements will be to and from the direction of Goolgowi and Hanwood (approximately 6 kilometres south of Griffith on Kidman Way) i.e. to/from the east and south. This means that they will turn left into Merrondale Lane from the Mid-Western Highway and right out. The operational activities associated with these movements include:

Trucks

• Delivery of the shed floor bedding material in rigid trucks from a storage facility located near Hanwood, to the south-east of the site;

• Delivery of day-old chicks from Baiada’s hatchery facility located approximately 3 kilometres west of Griffith on Snaldero Road in insulated pantechnicon trucks (south);

• Delivery of feed from Baiada’s feedmill facility located approximately 1 kilometre south of Hanwood on the corner of Kidman Way and McWilliams Road in semi-trailers (south);

• Delivery of bulk liquid petroleum gas (LPG) from Griffith in rigid trucks (south);

• Removal of birds to Baiada’s processing complex located approximately 1 kilometre south of Hanwood on the corner of Kidman Way and Murphy Road in semi-trailers (south);

• Removal of shed floor litter (spent bedding material) in semi-trailers to various locations;

• Removal of dead birds to Baiada’s processing complex, which includes a protein recovery/rendering plant, located approximately 1 kilometre south of Hanwood on the corner of Kidman Way and Murphy Road in rigid trucks (south); and

• Removal of general garbage in rigid trucks to disposal facilities located within the vicinity of Griffith (south).

The traffic volume calculations used in the traffic assessment are based on the largest truck being a semi-trailer. However, it is possible that future contractors may use B-Doubles to service the site, which would reduce the overall number of trips used in this traffic impact assessment.



Heavy vehicle trips will be mostly spread over the nine week production cycle and will be distributed relatively evenly over the predicted delivery hours.

3.4.2

Traffic generation for a typical 9 week production cycle and annually (based on 5.7 production cycles per year) has been based on data provided by SLR Consulting. A summary is provided in Table 3.2.

Traffic Generation volumes

Table 3.2 – Traffic Generation per Production Cycle and Year

Activity Vehicle Type

Vehicles (Two Way Trips)

Traffic Per 9 Week Production Cycle

(Trips)

Annual Traffic - 5.7 Production Cycles

(Trips)

Heavy Vehicles

Delivery of shed bedding material Twin axle rigid truck 16 (32) 91 (182)

Delivery of chicks Twin axle rigid truck 25 (50) 143 (286)

Delivery of feed Semi-trailer 177 (354) 1,009 (2,018)

Delivery of fuel Rigid tanker 1 (2) 6 (12)

Delivery of gas Rigid tanker 4 (8) 23 (46)

Removal of birds Semi-trailer 181 (362) 1,032 (2,064)

Removal of birds – catching equipment transporter

Semi-trailer 7 (14) 40 (80)

Removal of birds – catching staff Bus 14 (28) 80 (160)

Removal of shed litter material Semi-trailer 32 (64) 182 (364)

Shed wash down equipment transporter Semi-trailer 1 (2) 6 (12)

Removal of dead birds Twin axle rigid truck 22 (44) 125 (250)

Removal of garbage Rigid truck 1 (2) 6 (12)

Heavy Vehicle Sub-Total 481 (962) 2,743 (5,486)

Light Vehicles

Staff visits (ProTen and Baiada) Car 265 (530) 1,511 (3,022)

Tradesman Ute/Van 2 (4) 11 (22)

Catching equipment maintenance Van 7 (14) 40 (80)

Shed litter material removal contractors Car 8 (16) 46 (92)

Shed wash down contractors Car 12 (24) 68 (136)

Light Vehicle Sub-Total 294 (588) 1,676 (3,352)

TOTAL 775 (1,550) 4,419 (8,838)



Daily traffic generation and hourly volumes have been calculated on the basis of 4 full-time equivalent staff. A few trucks will come and go as they are spread evenly throughout daylight hours. The calculations are imprecise but only small numbers are involved. On average there will be 26 movements per day (16 of these trucks). The peak generating hours of the development will occur at the start and finish of the shift. It is estimated that there would be 5 trips in the AM peak hour and 5 trips in the PM peak hour. It is also assumed that 70% of vehicle movements will be into the site in the morning, with 30% out, while the situation will be reversed in the afternoon (i.e. 30% in and 70% out).

Vehicle Type Vehicles Per Day

(Vehicle Trips) AM Peak Hour

Movements PM Peak Hour

Movements

Cars (LV) 5 (10) 4 (3 in, 1 out) 4 (1 in, 3 out)

Heavy Vehicles 8 (16) 1 (1 in, 0 out) 1 (0 in, 1 out)

Total 13 (26) 5 (4 in, 1 out) 5 (1 in, 4 out)

Table 3.3 – Traffic Generation per Day and in each Peak Hour

For the purposes of analysis it is assumed heavy vehicle trips will be spread evenly over the 9 week cycle and will be distributed evenly over the predicted delivery hours. As discussed previously, a number of the heavy vehicle movements will be undertaken outside of normal working hours. Transporting live chickens is more appropriate when temperatures are cooler and the birds are more settled.

3.5 Future Design Year Volumes

A design horizon of 10 years from opening of the proposed development, which will be 2016 for the Jeanella South development, has been adopted to assess the potential impacts of the development with respect to any intersection upgrade requirements. Accordingly, a design year of 2026 has been adopted to determine the future traffic volumes. Average daily and peak hour background traffic volumes along the Mid-Western Highway obtained from the 2011 RMS data, as discussed in Section 2.4, were factored up to 2026 using a linear growth rate of 1.5% per annum as discussed in Section 2.5. The peak and daily traffic volumes generated by the proposed Jeanella South development, which are summarised in Table 3.3 above, were superimposed with these volumes to provide the resulting future design year volumes. The following figures show the estimated daily traffic volumes and volumes at the peak generating times of the development for the design year of 2026, including the counted volumes (with allowance for future traffic growth) on the Mid-Western Highway. As previously discussed, all traffic movements at the Mid-Western Highway / Merrondale Lane intersection are assumed to be to/from the east. For simplicity, the diagrams show the total traffic movements between the site and Merrondale Lane generated by the development, however, in practice two site access points are proposed as discussed in Section 2.1 (refer also Section 3.7.3).



Figure 3.1 Future peak hour

traffic volumes on Merrondale Lane, including estimated traffic generated by the proposed Jeanella South development.



Figure 3.2: Future daily

traffic volumes on Merrondale Lane, including estimated traffic generated by the proposed Jeanella South development.



It is noted that the future total background volumes forecast in each direction along the Mid-Western Highway are similar in magnitude to those previously adopted for the TIA prepared for the now-operational Jeanella Poultry Production Complex, which assumed 300veh/day in each direction and 10% in the peak hours. The traffic predicted to be generated by that development (38 trips per day and 10 trips in the peak hours) was all assumed to arrive and depart from/to the east, for similar reasons to those presented for the Jeanella South development in this assessment. Hence the passing traffic volumes on the Mid-Western Highway at the intersection with Merrondale Road are not predicted to have changed as a result of the existing Jeanella Poultry Production Complex, and any cumulative impacts on the Mid-Western Highway are confined to points further to the east of that development. Further discussion is provided later on this topic. From Figures 3.1 and 3.2 it can be seen that the future traffic volumes, in terms of both background traffic and traffic generated by the development, are very low. The resulting forecast traffic is expected to be able to be easily accommodated by the surrounding road network.

3.6 Heavy Vehicle Routes Servicing Development

Heavy vehicles will generally travel to and from the proposed development site from facilities in and around Griffith and Hanwood (6km south of Griffith) on a daily basis. Vehicles accessing facilities in Griffith will travel between the site and Griffith via the Mid Western Highway and Kidman Way and will then be dispersed through the local road network. Similarly, delivery of day old chicks will occur in articulated or rigid trucks via Kidman Way and the Mid Western Highway from a facility located approximately 3km west of Griffith. Vehicles travelling to Hanwood will travel via Kidman Way south to Griffith, and then continue through Griffith to Hanwood via Kidman Way. The reverse will occur when travelling from Hanwood to the development site. Figure 3.3 shows the existing heavy vehicle route through Griffith via Kookora Street and Willandra Avenue.

Figure 3.3 – Heavy vehicle route through Griffith



Both Kidman Way and the Mid-Western Highway are currently designated as B-Double routes. Both routes are also approved Road Train Routes. As discussed in section 2.4.2, the daily volumes along these routes are currently low, ranging between approximately 1,000veh/day and 6,000veh/day depending on the location which includes approximately 200 to 300 heavy vehicles. The additional 16 heavy vehicle trips per day (1 in each of the peak hours for the development) along the Mid-Western Highway and Kidman Way are not expected to have any significant traffic impacts, with both routes having adequate facilities to accommodate the heavy vehicles generated by the proposed development. While the current assessment of traffic volumes generated by the development is based on the assumption that the largest vehicles servicing the development will be semi-trailers, it is possible that future contractors may use B-Doubles to service the site. The current heavy vehicle routes servicing the development are suitable for this purpose.

3.7 Access to Proposed Development Site

3.7.1 Access to the Jeanella South development is proposed via two new access roads connecting to Merrondale Lane approximately 1.2km and 1.8km south of the existing Mid-Western Highway / Merrondale Lane intersection respectively. Both of the proposed site access roads are sufficiently removed from the State Highway road network to allow adequate room for development-generated vehicles to manoeuvre or queue on the side road without impacting on Highway traffic.

Mid-Western Highway / Merrondale Lane Intersection

The Mid-Western Highway / Merrondale Lane intersection has been assessed using intersection warrants prescribed in Austroads Guide to Road Design, Part 4A: Unsignalised and Signalised Intersections (AGRD Part 4A). This warrant is shown in the following diagram and represents the requirements for the layout of the Mid-Western Highway / Merrondale Lane intersection to accommodate the 2026 forecast traffic volumes generated by the development.

Figure 3.4: 2026 Access Turn Warrants (Extracted from Figure 4.9 from Austroads Guide to Road Design, Part 4A: Unsignalised and Signalised Intersections)



Figure 3.4 indicates that the layout at the Mid-Western Highway / Merrondale Lane intersection should include a basic right turn treatment (BAR) and a basic left turn treatment (BAL). This is the minimum intersection requirement indicated in AGRD Part 4A, and would typically be applied to any new intersection constructed on the State-controlled road network. Neither of these treatments are provided in the existing intersection layout and, as discussed shortly, only the BAL treatment is considered to be justified for implementation to address the impacts of the proposed Jeanella South development. Figure 3.4 also shows that, as a result of the low turning volumes predicted to be generated by the proposed development in conjunction with the low through volumes along the Mid-Western Highway, there is significant room for the major road traffic volume to increase before a higher level of intersection treatment would be required. The BAR and BAL treatments require sufficient widening for through vehicles to pass turning vehicles. Indicative diagrams for the treatments are shown in Figures 3.5 and 3.6 on the next page, which have been extracted from Figures 7.5 and 8.2 of AGRD Part 4A.



Figure 3.5: BAR Treatment (Extracted from Figure 7.5 from Austroads Guide to Road Design, Part 4A: Unsignalised and Signalised Intersections)

Figure 3.6: BAL Treatment (Extracted from Figure 8.2 from Austroads Guide to Road Design, Part 4A: Unsignalised and Signalised Intersections)



The BAL treatment appears to be a reasonable upgrade requirement for the existing intersection, given that almost all of the traffic entering Merrondale Lane to access the site is predicted to do so from the east via a left turn and will include a significant proportion of heavy vehicles, potentially up to the size of B-doubles in the future. However, it is considered that widening on the eastbound approach to provide room for through traffic to pass right turning traffic into Merrondale Lane is not required, given that only the occasional vehicle associated with the proposed development is expected to enter from the west (i.e. there is no material change in the volume of traffic on this approach as a result of the development). In consideration of the above, it is therefore proposed that the existing approach for eastbound traffic on the Mid-Western Highway be retained as is, but with the addition of an intersection direction sign opposite the access to assist with more-readily identifying the access point for approaching traffic, as well as advance signposting warning of trucks turning at the intersection. For westbound traffic it is proposed that the BAL intersection treatment be implemented as suggested, in conjunction with an intersection direction sign opposite the access and also some advance signposting warning of trucks turning at the intersection. In conjunction with the above changes, the upgraded intersection layout will need to maintain the existing lane widths commensurate with the Mid-Western Highway’s designation as an approved B-Double and Road-Train route. It will also need to be wide enough to accommodate the simultaneous turning paths of the largest vehicle expected to service the site. While this is currently assessed to be a semi-trailer, future contractors may choose to use B-Doubles. Swept path assessments will need to be undertaken as part of the design development for the proposed intersection upgrade layout to ensure that the required turn paths can be accommodated by the design.

3.7.2 Sight distance has been checked along the Mid-Western Highway to ensure there is sufficient forward visibility to hazards ahead for drivers travelling in either direction along the Mid-Western Highway in the vicinity of the intersection with Merrondale Lane. This is particularly important for traffic travelling eastbound on the approach to the intersection, to ensure that a vehicle waiting to turn right from the through lane into Merrondale Lane (i.e. in the absence of any right turn lane, as is currently the case) can be seen a sufficient distance in advance by approaching traffic. Sufficient advance sight distance to traffic entering from the side road is also important.

Sight Distance

There are two different types of sight distance that have been assessed as part of this development proposal:

• Stopping Sight Distance (SSD), which applies to road design in general and represents the distance required to enable a normally alert driver, travelling at the design speed on wet pavement, to perceive, react and brake to a stop before reaching a hazard on the road ahead. It is numerically equivalent in length to the Approach Sight Distance required at intersections, but uses a less conservative (and more practical) object height of 0.2m as opposed to 0m for assessing whether it can be achieved in practice.

• Safe Intersection Sight Distance (SISD), which applies to intersection design and represents the minimum sight distance that should be provided along the major road at any intersection. It is typically applied with a 5m offset (minimum 3m) along the minor road from the major road edgeline



in order to assess the visibility splay requirements to achieve inter-visibility between traffic waiting on the minor road and traffic approaching the intersection from either direction on the major road. An extract from Figure 3.2 of AGRD Part 4A illustrates the typical application below.

Source – Figure 3.2 - Austroads Guide to Road Design Part 4A: Unsignalised and Signalised Intersections

Figure 3.7: Measurement of Safe Intersection Sight Distance

However, AGRD Part 4A states that the SISD model should also be applied to ensure there is adequate visibility between vehicles approaching on the major road and vehicles turning right from the major road for BAR turn treatments; and also between vehicles turning right from the major road and oncoming major road vehicles at all types of right turn treatments. Figure 3.3 from AGRD Part 4A illustrates the application of the SISD model to an intersection on the outside of a horizontal curve, which is typically the worst case due to the impact on visibility of obstructions such as trees that can occur on the inside of a curve. While this horizontal alignment does not occur on the approaches to Merrondale Lane, the principle has been applied in the same way to ensure the SISD requirements applied in this manner can also be met.

Figure 3.8: Application of SISD model for minor roads intersecting on the outside of horizontal curves



Stopping Sight Distance (SSD) along the Mid-Western Highway has been checked for cars and trucks in accordance with Austroads Guide to Road Design Part 3: Geometric Design, Tables 5.4 and 5.5, based on a design speed of 120km/h for cars (10 above posted speed of 110km/h on the Mid-Western Highway to allow a factor of safety) and an operating speed of 110km/h for trucks, and using a maximum reaction time of 2.5s. No grade correction was applied since the road is relatively level on each approach. Using the speed, grade and reaction time values specified above, a desirable minimum SSD of 241m is required for both cars and trucks on each approach. This requirement is easily achieved in both directions, with the available SSD well in excess of 500m. The SISD requirement based on the same assumptions with respect to design speed, grade correction and reaction time is obtained from Table 3.2 of AGRD Part 4A. This indicates that 341m SISD is required. This requirement is also achieved in each direction, even when applied in accordance with the worst case as shown in Figure 3.8. The results reflect the fact that the Mid-Western Highway is straight and on a flat grade for some distance either side of the intersection with Merrondale Lane and existing vegetation is set back a sufficient distance to not adversely impact on the visibility splays required at the intersection. It should be noted that the extent of SISD required is sensitive to both the design speed and reaction time assumed. A reduction of 10km/h in the assumed design speed (i.e. from 120km/h to 110km/h which is the posted speed limit) reduces the SISD requirement to 300m for a reaction time of 2.5s. If the reaction time is also reduced to 2.0s, the SISD requirement reduces further to 285m. The provision of advance warning signage for the intersection, as proposed on both the eastbound and westbound approaches, would be expected to improve the reaction time for approaching motorists and thereby reduce the SISD requirement in practice.

3.7.3 Access to the Jeanella South development is proposed via two new access roads connecting to Merrondale Lane approximately 1.2km and 1.8km south of the existing Mid-Western Highway / Merrondale Lane intersection respectively. The exact location of the access roads will be subject to detailed design, but the indicative locations are shown on the plan in Appendix A.

Access Roads and Driveways to Development

The southernmost access road will provide the main access into the site and connect to the proposed poultry farm and associated infrastructure. The second more northerly access road will provide access to two project-related residences to accommodate the farm manager and assistant farm manager. The existing unsealed section of Merrondale Lane between the Mid-Western Highway and the proposed site access roads was observed from the site visit conducted to be in good condition, and of a width suitable to enable large heavy vehicles up to the size of B-Doubles to safely pass each other. Merrondale Lane in its current form is therefore suitable for the scale of the proposed development and additional work such as sealing of the road is considered to be unnecessary. However, it is recommended that the section of Merrondale Lane on the immediate approach to the Mid-Western Highway be bitumen sealed and linemarked for a minimum length of 50m back from the edgeline. This will ensure orderly driver behaviour at the intersection and avoid gravel spreading onto the Mid-Western Highway from Merrondale Lane.



The future access driveway connecting the main site access road to Merrondale Lane should comply with the minimum requirements of Figure 3.1 of AS 2890.2 – 2002: Parking Facilities – Off Street Commercial Facilities, which details the dimensions of a driveway on a minor road catering for heavy vehicles and articulated vehicles up to 19m in length. That figure is reproduced below as Figure 3.9.

Figure 3.9 Minimum Design for an Access Driveway on a Minor Road catering for HRVs and AVs (Extracted from Figure 3.1 of AS 2890.2 – 2002: Parking Facilities – Off Street Commercial Facilities)



Additional width at the driveway entry should also be provided, if required, to accommodate the turn paths of B-Doubles in the future. A swept path assessment of the proposed access should be undertaken as part of the design development to ensure that the proposed design layout can meet the intended purpose. Preferably, the intersection should be constructed as a BAL treatment as per the diagram in Figure 3.6 of this report. The second access driveway connecting the two proposed farm residences to Merrondale Lane will operate as a normal rural residential driveway and will not be used by large heavy vehicles such as semi-trailers or B-Doubles. Accordingly, it should be designed and constructed to comply with Carrathool Shire Council’s design standards for rural residential driveways. Sight distance at each of the proposed access driveway locations will need to be checked once the exact locations have been finalised. The SSD and SISD requirements for a 110 km/h design speed (based on an assumed 100km/h operating speed, level grade and a reaction time of 2.5s) are 209m and 300m respectively. Based on observations made during the site visit, Merrondale Lane has a straight alignment and flat grade in the immediate vicinity of the proposed access points and sight distance is therefore not expected to be an issue. However, if necessary existing vegetation on the eastern side of Merrondale Lane to the north and south of the proposed access roads should be cut back to achieve the required visibility splays. Access control (Give Way) signage should also be provided at the main access driveway servicing the proposed development site to control vehicles exiting the site.

3.8 Internal Access Requirements

The anticipated internal access arrangement, as shown on the layout plan in Appendix A, will provide adequate and suitable vehicular access to the proposed poultry sheds via the construction of new all-weather crossovers and rural-type roads able to carry the anticipated heavy vehicle traffic. The development will have a one-way circulation road (ring road) around the perimeter of the sheds to enable traffic to enter, exit and manoeuvre around the farm for loading, unloading and servicing activities in a forward direction, thereby minimising the potential for traffic conflict and noise. The internal roads would be constructed to a suitable strength and width to accommodate the expected heavy vehicles. Parking will be available adjacent to the sheds to accommodate staff and visitor movements.

3.9 Construction Staging and Traffic

While construction planning details are still in the early stages for this development, the information provided in this section seeks to provide a broad outline of the proposed construction activities and timing. The proposed development, which comprises of 16 poultry sheds and support infrastructure, is expected to take about 5-6 months to construct and will commence operation in 2016. Access to the site during the construction stage will be provided via the Mid-Western Highway and Merrondale Lane, with the proposed new main access road (see Section 3.7.3) to be constructed into the



site from Merrondale Lane at commencement of the construction phase which will ultimately also be used as the operational access. The first stage of construction will comprise of undertaking the site earthworks, for which heavy earthmoving equipment will need to be brought onto site. Once the earthmoving equipment is on site, workers will come to and from the site daily. Following substantial completion of the earthworks, construction of the poultry sheds will commence. Each of the sheds will be 160m long x 17m wide (i.e. they will have an area of 2,720m2) and will be made up of concrete flooring, a fabricated structural steel framework, zincalume corrugated iron roof sheeting, and insulated sandwich panel walls with a non-reflective colour-bond type material. The concrete floor slab will be 75mm thick and will be poured over a period of approximately 2 days for each shed. The concrete will be batch-mixed on site to reduce the number of heavy vehicle construction movements to and from the site. The raw ingredients of crushed rock, sand and cement will be delivered to the site over a period of 1-2 weeks prior to their first use. Other building materials will generally be delivered on semi- trailers and in shipping containers over longer periods of time and potentially throughout the duration of the construction period. At this stage no information on quantities is available. Equipment required for the fit-out of each shed will generally be delivered in shipping containers over a period of a couple of weeks and stored on site until needed. Given the limited information available on quantities at this stage it is not possible to accurately determine the construction traffic volumes. However, for the types of construction activities involved and the proposed duration of work it is anticipated that only a low volume of traffic will be generated on a daily basis. This traffic is expected to comprise of the odd truck delivering materials throughout the course of a typical day and a small number of light vehicle trips each day, mostly concentrated around the construction shift start and end times, associated with construction workers. Overall, it is concluded that the construction activities will generate only low traffic volumes, of a magnitude similar in size to the trips to be generated once the development is operational, but with vehicles that on average will be smaller in size. The impacts arising from construction traffic are therefore expected to be low and any mitigation treatments identified in this report to address the operational traffic impacts of the development are expected to be sufficient to also address the construction traffic impacts.



4. IMPACT ON ADJOINING ROAD NETWORK

4.1 The Mid-Western Highway

The additional traffic generated by the development proposal is minimal and will not have any significant impact on the safety or operation of the external road network. The Jeanella South development is expected to generate up to 26 vehicle trips per day in total, including 16 heavy vehicle trips per day (approx 1 per peak hour) and 10 car trips per day (approx 4 per peak hour). All of this traffic is predicted to use the section of the Mid-Western Highway to the east of Merrondale Lane and Kidman Way, with no material increase in traffic predicted on the Mid-Western Highway to the west of Merrondale Lane. The forecast background traffic volumes on the Mid Western Highway are low and the additional traffic generated by the development can be easily accommodated. The following table shows the future forecast daily background traffic volumes in 2026 along the section of the Mid-Western Highway immediately to the east of Merrondale Lane, and the additional traffic generated by the development proposal. The table excludes traffic generated by other developments in the area, such as the existing Jeanella Poultry Production Complex located further to the east along the Mid Western Highway. A separate discussion on the cumulative impacts of the proposed development with other developments in the area is provided in Section 4.6.

Future Forecast Traffic Volumes on Mid-Western Highway (2026)

Background Traffic Vehicle Trips Per Day

Additional Generated Traffic Vehicle Trips Per Day

Percentage Increase

Cars HVs Total Cars HVs Total Cars HVs Total

354 207 561 10 16 26 3% 8% 5%

Table 4.1 – Percentage Increase in Vehicle Trips on the External Road Network from Jeanella South

Car trips on the Mid-Western Highway are expected to increase by just 3% with the proposed development, with most of these occurring around the start and end of the farm workers shift (i.e. 7am and 4pm). The increase for heavy vehicles is a bit higher at 8%, however, this is due to the relatively low volume of heavy vehicles in the background traffic. The increase in heavy vehicles as a result of the proposed development is still only approximately 1 veh/hr during the peak periods. Overall, it is concluded that the additional trips generated by the proposed development are minimal and are not expected to have any operational impacts on the external road network. The section of the Mid-Western Highway to the east of the proposed development was recently widened and upgraded by the RMS and is easily able to accommodate the additional traffic generated by the proposal.



4.2 Heavy Vehicle Routes including Kidman Way

As discussed in Section 3.6, heavy vehicles will generally travel to and from the site from facilities located in and around Hanwood (6km south of Griffith) and Griffith via Kidman Way and the Mid-Western Highway. The largest vehicles currently expected to service the development are semi-trailers, however, it is possible that future contractors may choose to use B-Doubles. A designated B-double route currently exists along both Kidman Way and the Mid-Western Highway. Both routes are also approved Road Train Routes. The daily volumes along these routes are currently low. The additional 16 heavy vehicle trips per day (1 in each of the peak hours for the development) along the Mid-Western Highway and Kidman Way associated with this development proposal are not expected to have any significant traffic impacts. It is concluded that the routes that will be used by the development are suitable for the types of vehicle movements that will be generated and have sufficient facilities to accommodate the additional heavy vehicles generated by the proposal. No upgrades to roadways or intersections (other than those indicated in this report) are anticipated to be required.

4.3 Intersections

4.3.1 As discussed in previous sections of this report, access to the proposed development will be achieved via Merrondale Lane and its intersection with the Mid-Western Highway. An assessment of the increase in traffic volumes that will occur on the Mid-Western Highway at this intersection was provided in Section 4.1 which concluded that the additional trips generated by the proposed development are minimal and not expected to have any adverse operational impacts on the external road network. It is expected for the low volumes involved that the intersection will operate at a level of service ‘A’ with minimal delays and queuing.

Mid-Western Highway / Merrondale Lane Intersection

Nevertheless, a number of recommendations have been made in this report in relation to improvements and upgrades that can be made to the Mid-Western Highway / Merrondale Lane intersection, which are primarily focused on ensuring that a safe layout is provided for the types of vehicles and movements that will be generated at this intersection by the proposed development. These recommendations include:

• Widening the Mid-Western Highway at the intersection to accommodate a BAL type treatment for westbound traffic.

• Widening Merrondale Lane at the mouth of the intersection, if required, sufficient to accommodate the turn paths of vehicles up to the size of B-Doubles turning left into and right out of Merrondale Lane. A swept path assessment will need to be undertaken to confirm this has been achieved once a design is available.

• Providing advance signage on the westbound and eastbound approaches of the Mid-Western Highway to warn of trucks turning at the intersection.

• Providing intersection direction signs on the Mid-Western Highway opposite Merrondale Lane for both westbound and eastbound traffic, to improve the legibility of the intersection.



• Sealing and linemarking the Merrondale Lane approach for a length of 50m back from the edgeline to ensure orderly driver behaviour at the intersection and avoid gravel spreading onto the Mid-Western Highway from Merrondale Lane.

4.3.2

As discussed in Section 3.7.3, the existing unsealed section of Merrondale Lane between the Mid-Western Highway and the proposed site access 1.8km to the south is in good condition and of a width suitable to enable large heavy vehicles up to the size of B-Doubles to safely pass each other. No improvements to Merrondale Lane other than those mentioned in Section 4.3.1 are therefore proposed.

Proposed Site Access Driveways

The future main access driveway connecting the site to Merrondale Lane should comply with the minimum requirements of Figure 3.1 of AS 2890.2, with additional width provided at the driveway entry if necessary to accommodate B-Doubles (i.e. a swept path assessment should be undertaken to ensure the design of the proposed access is suitable for use by B-Doubles in the future). Preferably, the intersection should be constructed as a BAL treatment as per the diagram in Figure 3.6 of this report. The second access driveway connecting the two proposed farm residences to Merrondale Lane will operate as a normal rural residential driveway and should be designed and constructed to comply with Carrathool Shire Council’s relevant design standards. Sight distance at each of the proposed access driveway locations sufficient to meet the SSD and SISD requirements discussed in Section 3.7.3 should be provided, with existing vegetation on the eastern side of Merrondale Lane to the north and south of the proposed access roads cut back if required. Access control (Give Way) signage should also be provided at the main access driveway servicing the proposed development site to control vehicles exiting the site.

4.4 Pedestrians and Cyclists

The site is located in a low populated rural area, removed from urban residential areas. It is unlikely staff would travel to the site via bicycle or walking. Furthermore, some of the full-time staff will live on site and will not commute to and from the site. Therefore the provision of cycle and pedestrian facilities to and from the site is not considered necessary. Within the site adequate provision should be made for pedestrians to move safely around the site.

4.5 Impacts during Construction

As discussed in detail in Section 3.9, there is not expected to be a significant impact to the external road network during construction of the proposal. Construction of the poultry sheds, internal roads and other infrastructure will generate some heavy vehicle movements associated with deliveries of materials, equipment etc. This will also attract construction employee trips to the site. However, the volume of construction traffic is expected to be low and will be for a relatively short term (approximately 5-6 months). The impacts arising from construction traffic are therefore expected to be low and any mitigation treatments identified in this report to address the operational traffic impacts of the development are expected to be sufficient to also address the construction traffic impacts.



Construction activities at the Mid-Western Highway / Merrondale Lane intersection associated with building the BAL treatment (in particular) may require short term shoulder and lane closures at times. This will be undertaken in accordance with the appropriate traffic control guidelines and by approved traffic control contractors. The impact of this traffic control, in terms of delays and queuing, is expected to be minimal due to the relatively low traffic volumes on this section of the Mid-Western Highway as described in previous sections of this report.

4.6 Cumulative Impacts of Developments

Previous sections of this report have considered the proposed Jeanella South development in isolation from other known developments in the area. This section examines the potential cumulative impacts arising from all of the developments. At the time of writing this report the following developments have either recently been approved and constructed, or are proposed (SEARS requested/issued):

• Jeanella Poultry Production Complex (ProTen Holdings P/L) - approved by Council in 2012 and constructed in 2013. This site is operational and is located on the northern side of the Mid-Western Highway, approximately 6km south-west of Goolgowi and 1.5km north of the proposed Jeanella South development. It is accessed directly from the Mid-Western Highway and comprises of 24 poultry sheds accommodating up to 1,360,800 birds.

• Maylands Poultry Farm (Lemic Holdings P/L) – this proposed development is currently on public exhibition. It is located on the southern side of the Mid-Western Highway, approximately 7km north-east of Goolgowi and 14km north-east of Jeanella South. Access to the development once operational will be provided from Youngs Lane onto the Mid-Western Highway. The development proposal comprises of 24 poultry sheds able to accommodate up to 1,360,800 birds.

• Tabbita Lane Poultry Farm (Riverina Poultry P/L) – this proposed development is also currently on public exhibition. It is located on the northern side of Tabbita Lane to the west of its intersection with Kidman Way at Tabbita, approximately 8km south-east of Goolgowi and 8km east of Jeanella South. Access to the development once operational will be provided via Tabbita Lane and Kidman Way. The development proposal comprises of 20 poultry sheds able to accommodate up to 51,000 birds each, equating to a maximum population of approximately 1,000,000 birds.

Each of these developments is/will be serviced by vehicles that collectively use the same section of the Mid-Western Highway and/or Kidman Way for the delivery and removal of the raw input materials and production outputs. The Jeanella Poultry Production Complex is included in the list of developments considered in this cumulative impact assessment, since the traffic survey data provided by RMS for the relevant sections of the Mid-Western Highway and Kidman Way pre-dates the opening of that development, hence the traffic that it currently generates is not included in the existing (background) traffic volumes on these roads. Estimates of the traffic generation for each of the above developments were produced as part of their traffic impact assessment reports. The following table summarises the total traffic generated by each of the developments including Jeanella South, and the corresponding volumes using common sections of the Mid-Western Highway and Kidman Way. As an approximation for the purpose of this assessment it is assumed that all movements have an origin or destination to the south (i.e. in and around Griffith).



Development Site

Estimated Daily Traffic Generation (two-way) – veh/day (Heavy Vehicle volume in brackets)

Total Generated Traffic

On Mid-Western Hwy (west of Goolgowi)

On Kidman Way (south of Tabbita Lane)

Jeanella South 26 (16) 26 (16) 26 (16)

Jeanella Poultry Production Complex (existing)

38 (26) 38 (26) 38 (26)

Maylands Poultry Farm 38 (30) - 38 (30)

Tabbita Lane Poultry Farm 44 (28) - 44 (28)

Cumulative Volume 64 (42) 146 (100)

Table 4.2 – Cumulative Traffic Generated by Developments

Based on the above assessment the known developments collectively result in an additional 64 trips on the Mid-Western Highway to the west of Goolgowi (i.e. between existing Jeanella Poultry Production Complex access and Kidman Way) and 146 trips on the sections of Kidman Way to the south of Tabbita Lane. The following table shows the change in traffic at each of these locations for the future design year of 2026.

Future Forecast Traffic Volumes (2026) including Cumulative Traffic Generated by Developments

Background Traffic Vehicle Trips Per Day1,2

Additional Generated Traffic Vehicle Trips Per Day

Percentage Increase

Cars HVs Total Cars HVs Total Cars HVs Total

Mid-Western Highway (west of Goolgowi)

354 207 561 22 42 64 6% 20% 11%

Kidman Way (south of Tabbita Lane)

972 237 1209 46 100 146 5% 42% 12%

1. Background traffic for Mid-Western Highway obtained from Table 4.1.

2. Background traffic for Kidman Way estimated using 2011 traffic count at Tabbita in Table 2.1 and 1.5% p.a. linear growth rate to design year of 2026.

Table 4.3 – Cumulative Increase in Vehicle Trips on External Road Network from all Known Developments

The results show that all of the developments collectively still only result in an increase of 11-12% in the total daily volumes on the subject roads at the future design year of 2026. The forecast percentage increase in heavy vehicle movements is substantially higher at 20% for the Mid-Western Highway and 42% for Kidman Way. However, the resulting volumes on these roads are still very low and easily accommodated by these roads, both of which are designated as B-Double and Road Train routes. The cumulative impacts of the developments are therefore acceptable and do not require additional improvements or upgrades.



5. CONCLUSIONS

The proposed development involves the construction of an intensive poultry broiler production farm (Jeanella South) comprising of 16 tunnel-ventilated fully-enclosed climate-controlled poultry sheds where broiler birds will be grown for human consumption. The development will be able to accommodate up to approximately 856,000 broiler birds at any one time. Operations will occur 24 hours a day, 7 days a week. Access to the development is proposed via two new access roads which connect to Merrondale Lane (an unsealed local road) approximately 1.2km and 1.8km, respectively, south of the existing Mid-Western Highway / Merrondale Lane intersection. The southernmost main access road will connect to the proposed poultry farm and associated infrastructure, while the second access at the northern end of the site will provide access to two project-related residences to accommodate the farm manager and assistant farm manager. It is anticipated that the direction of travel for heavy vehicles and the majority of staff vehicles will predominantly be to and from Hanwood and Griffith to the south and Goolgowi to the east via Kidman Way and the Mid-Western Highway, with most traffic turning left into and right out of Merrondale Lane at its intersection with the Mid-Western Highway. The completed poultry development will generate an average of 26 vehicle trips per day (16 heavy vehicle trips and 10 car trips) and 5 trips per hour during the peak generating times of the proposal (1 heavy vehicle trip and 4 car trips). Existing and future background traffic volumes on the Mid-Western Highway are relatively low and additional traffic from the proposal can be easily accommodated. It is not expected to cause any significant impacts in terms of road safety or operation. It is proposed that the existing Mid-Western Highway / Merrondale Lane intersection be upgraded to include a BAL type treatment for westbound traffic, to cater for the additional left turning traffic generated by the proposed development. This access type is suitable for the low volume of traffic generated by the proposal and the existing and future low background traffic volumes forecast on the Mid-Western Highway. Some widening of Merrondale Lane at the intersection to accommodate the turn paths of vehicles up to the size of B-Doubles may also be required. Additional signposting to warn of the presence of heavy vehicles and the location of the intersection is proposed. It is proposed that the existing unsealed section of Merrondale Lane between the Mid-Western Highway and the site access to the development be retained in its current form. The road currently has a formation width of approximately 6-7m which is adequate to enable large heavy vehicles up to the size of B-Doubles to safely pass each other. For the volumes of traffic generated by the development it is not necessary to seal this road. However, it is recommended that the road be sealed and linemarked on its approach to the Mid-Western Highway intersection for a length of 50m back from the edgeline, to ensure orderly driver behaviour at the intersection and avoid gravel spreading onto the Mid-Western Highway from Merrondale Lane.



The future main access driveway connecting the site to Merrondale Lane should comply with the minimum requirements of AS 2890.2, with additional width provided at the driveway entry if necessary to accommodate B-Doubles (i.e. the largest vehicle that may be required to service the site in the future). A swept path assessment should be undertaken to ensure the design of the proposed access is suitable. Preferably, the intersection should be constructed as a BAL treatment. Sight distance sufficient to meet the SSD and SISD requirements should be provided, with existing vegetation on the eastern side of Merrondale Lane to the north and south cut back if required. Access control (Give Way) signage should also be provided at the new entrance to control vehicles exiting the site. The second access driveway connecting the two proposed farm residences to Merrondale Lane will operate as a normal rural residential driveway and should be designed and constructed to comply with Carrathool Shire Council’s relevant design standards. Sight distance sufficient to meet the SSD and SISD requirements should also be provided at this location, with existing vegetation on the eastern side of Merrondale Lane to the north and south cut back if required. As mentioned previously the heavy vehicles servicing the site will generally travel to and from facilities in and around Hanwood and Griffith to the south, using Kidman Way and the Mid-Western Highway. Both of these routes are designated B-double and Road Train routes. Both routes are adequate for the small daily volume of heavy vehicles generated by the development proposal, without the need for further road or intersection improvements (other than those indicated in this report). Internal roads for the development will be constructed to accommodate heavy vehicles and the operation will allow one way traffic flow around the poultry sheds to avoid conflicts in servicing. Construction of the proposed development will generate some heavy vehicle movements associated with deliveries of materials, equipment etc, in addition to generating additional light vehicle trips for staff. The volume of construction traffic is expected to be low and will be for a relatively short term (approximately 6 months). The impacts arising from construction traffic are expected to be low and any mitigation treatments identified in this report to address the operational traffic impacts of the development are expected to be sufficient to also address the construction traffic impacts. The cumulative traffic impacts of a number of known developments in the study area, including the existing Jeanella Poultry Production Complex, the proposed Maylands Poultry Farm and the proposed Tabbita Lane Poultry Farm have been examined in conjunction with the Jeanella South development proposal. The analysis concludes that the resulting volumes on the sections of those roads collectively used by some or all of the developments (namely the Mid-Western Highway west of Goolgowi and Kidman Way south of Tabbita) are still predicted to be very low at the design year of 2026 and easily accommodated by these roads, both of which are designated as B-Double and Road Train routes. The cumulative impacts of the developments are therefore acceptable and do not require additional improvements or upgrades. Provided the recommendations in this report are met, the proposal is not expected to cause any significant impacts in terms of road safety or operation, and there are no issues associated with traffic to reject the proposal.



6. RECOMMENDATIONS

1. Widen the Mid-Western Highway at its intersection with Merrondale Lane to accommodate a BAL type treatment for westbound traffic.

2. Widen Merrondale Lane at the mouth of the intersection, if required, sufficient to accommodate the turn paths of vehicles up to the size of B-Doubles turning left into and right out of Merrondale Lane. Undertake a swept path assessment on the design of the proposed intersection upgrade to confirm this is achieved.

3. Provide advance signage on the westbound and eastbound approaches to warn of trucks turning at the Mid-Western Highway / Merrondale Lane intersection.

4. Provide intersection direction signs on the Mid-Western Highway opposite Merrondale Lane for both westbound and eastbound traffic, to improve the legibility of the intersection.

5. Seal and linemark the Merrondale Lane approach to the intersection for a length of 50m back from the edgeline, to ensure orderly driver behaviour at the intersection and avoid gravel spreading onto the Mid-Western Highway from Merrondale Lane.

6. Design the future main access driveway connecting the site to Merrondale Lane to comply with the minimum requirements of AS 2890.2, with additional width provided at the driveway entry if necessary to accommodate B-Doubles. Undertake a swept path assessment to ensure the design of the proposed access is suitable. Preferably, the intersection should be constructed as a BAL treatment. Access control (Give Way) signage should also be provided at the new entrance to control vehicles exiting the site.

7. Design and construct the second access driveway connecting the two proposed farm residences to Merrondale Lane to comply with Carrathool Shire Council’s relevant design standards for a rural residential driveway.

8. Ensure sufficient sight distance is provided at each of the proposed access driveway locations to meet the SSD and SISD requirements, with existing vegetation on the eastern side of Merrondale Lane to the north and south of the proposed access roads cut back if required.

9. Construct the internal roads to a suitable strength and width to accommodate the expected heavy vehicle movements and their turn path requirements.



APPENDIX A

PROPOSED DEVELOPMENT LAYOUT

APPENDIX J - carrathool.nsw.gov.au · An Environmental Impact Statement (EIS) is being prepared by...

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