Blakebrook Quarry Expansion

Delivering sustainable solutions in a more competitive world

Blakebrook Quarry Expansion

April 2011

for Lismore City Council

www.erm.com

Traffic Management Sub-plan

0066641

Environmental Resources Management Australia

Suite 3/146 Gordon Street PO Box 5711

Port Macquarie, NSW 2444 Telephone +61 2 6584 7155 Facsimile +61 2 6584 7160

www.erm.com

FINAL REPORT Lismore City Council

Blakebrook Quarry EAR Traffic Management Sub-plan April 2011 Reference: 0066641

Traffic Management Sub-Plan Uncontrolled when Printed: Revision B

Date: April 2011

Revision History and Approval: Rev Date Description By Review Approved

Lismore City Council

Phil Klepzig 1.0 May 2010

Final Draft Traffic Management Sub-plan

ERM Australia Steve O’Connor


Phil Klepzig

ERM Australia Steve O’Connor

DECCW

Rev A

June 2010 Traffic Management Sub-plan

Director General of DoP


ERM Australia Will Weir

Rev B April 2011 Traffic Management Sub-plan

Director General of DoP

This Sub Plan is considered a dynamic document and will be reviewed as part of the annual review process (see Section 8 of EMS). The Sub-Plan and any subsequent revisions must be approved by the relevant Lismore City Council manager. Initial approval of the Sub-Plan must also be obtained from the Director-General (or delegate), NSW Department of Planning in accordance with the Minister’s Conditions of Approval. Subsequent Sub-plan revisions do not require Director-General (or delegate) approval; however, a copy of the revised Sub-plan will be submitted for information.


Date: April 2011

CONTENTS

1 INTRODUCTION

1.1 PURPOSE AND SCOPE 1 1.2 BACKGROUND 1

2 OBJECTIVES AND PERFORMANCE CRITERIA

2.1 OBJECTIVES OF THE TRAFFIC MANAGEMENT PLAN 5 2.2 PERFORMANCE CRITERIA 5

3 LEGAL AND OTHER OBLIGATIONS

3.1 LEGISLATION AND POLICIES 6 3.2 MINISTER’S CONDITIONS OF APPROVAL (MCOA) 6 3.3 RELATED MANAGEMENT PLANS 8 3.4 GUIDELINES AND STANDARDS 8

4 EXISTING ENVIRONMENT

4.1 EXISTING TRAFFIC GENERATION 10 4.2 EXISTING ROAD NETWORK 10 4.2.1 EXISTING INTERSECTIONS 10 4.3 EXISTING TRAFFIC ON ROAD NETWORK 11 4.4 ROAD SAFETY AUDIT 11 4.4.1 ACCIDENT HISTORY 12

5 ROLES AND RESPONSIBILITIES

6 POTENTIAL PROJECT TRAFFIC IMPACTS

6.1 PROPOSED ROAD AND INTERSECTION UPGRADES 16 6.1.1 QUARRY ACCESS, ON-SITE PARKING AND NIMBIN ROAD

INTERSECTION 16 6.1.2 BOOERIE CREEK BRIDGE 19 6.1.3 BOOERIE CREEK ROAD AND NIMBIN ROAD INTERSECTION 19 6.1.4 WILSON STREET AND NIMBIN ROAD INTERSECTION 20 6.1.5 MINOR WORKS 21 6.2 CONSTRUCTION PHASE 22 6.2.1 CONSTRUCTION VEHICLE TYPE AND ESTIMATED VOLUME 22 6.3 OPERATIONAL PHASE 23 6.4 PUBLIC TRANSPORT SERVICES 23 6.5 GARBAGE COLLECTION 23 6.6 CITIZEN BAND (CB) RADIO COMMUNICATION SYSTEM 24


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CONTENTS

6.7 EFFECT ON TRAFFIC MOVEMENT ON ADJOINING STREETS 24 6.8 TRAFFIC RESTRICTIONS 25

7 MANAGEMENT STRATEGIES AND MITIGATION MEASURES

7.1 MANAGEMENT STRATEGIES AND MITIGATION MEASURES 26

8 PROPOSED PUBLIC NOTIFICATION PROCESS

9 INDUCTION, INSPECTION AND MONITORING REGIME

9.1 TRAINING AND INDUCTION 40 9.1.1 VEHICLE OPERATOR CODE OF CONDUCT 40 9.2 INSPECTIONS 42 9.3 CONSTRUCTION PHASE MONITORING 42

10 REPORTING

10.1 DOCUMENT CONTROL 44 10.2 REVISION 44

ANNEX A ROADNET (2008) TRAFFIC IMPACT STUDY: PROPOSED EXPANSION OF

BLAKEBROOK QUARRY ANNEX B STATEMENT OF COMMITMENTS: ROADS ANNEX C SITE CONDITIONS CHECKLIST

LIST OF FIGURES

FIGURE 1.1 QUARRY LOCATION 3

FIGURE 1.2 EXISTING SITE LAYOUT PLAN 4

FIGURE 5.1 TRAFFIC MANAGEMENT SUB-PLAN ORGANISATIONAL CHART 15

FIGURE 6.1 QUARRY ACCESS AND NIMBIN ROAD INTERSECTION REALIGNMENT OPTION ONE (SOURCE: ROADNET 2008) 18

FIGURE 6.2 QUARRY ACCESS AND NIMBIN ROAD INTERSECTION REALIGNMENT OPTION TWO (SOURCE: ROADNET 2008) 19


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FIGURE 6.3 BOOERIE CREEK ROAD AND NIMBIN ROAD INTERSECTION UPGRADES (SOURCE: ROADNET 2008) 20

FIGURE 6.4 WILSON STREET AND NIMBIN ROAD INTERSECTION REALIGNMENT (SOURCE: ROADNET 2008) 21


Date: April 2011

ENVIRONMENTAL RESOURCES MANAGEMENT AUSTRALIA 0066641/FINAL/APRIL 2011

1

1 INTRODUCTION

Environmental Resources Management Australia Pty Ltd (ERM) was commissioned by Lismore City Council (herein referred to as Council) to prepare a Traffic Management Sub-Plan (TMSP) to manage the proposed increase in operational traffic at Blakebrook Quarry. The primary objective of TMSP is to ensure the safety of all road users and minimise the impacts associated with large haulage vehicles on the associated road network.

1.1 PURPOSE AND SCOPE

The primary purpose of this TMSP is to provide a reference document to maximise safety of all road users and project personnel by implementing best management practices. In addition, the Sub-Plan:

• describes how Council will manage and control risks associated with traffic management during construction activities of the project;

• address the requirements of applicable legislation;

• meet the Project Conditions of Approval (CoA); and

• address the requirements of the Project Environmental Assessment Report (EAR) (ERM, 2009).

This Sub-Plan was produced in accordance with the recommendations provided within Roads and Traffic Authority (RTA) (2003) Traffic Control at Work Sites. Reference was also made to the RTA (2000) Road Design Guide.

1.2 BACKGROUND

Lismore City Council has been granted Project Approval by the NSW Minister for Planning under Section 75J of the Environmental Planning & Assessment Act 1979 (EP&A Act) to expand its existing quarrying operations (the Project) at Blakebrook to supply the Northern New South Wales area and local markets with high quality hard rock for road construction and building materials.

The approved expansion is to increase the extraction rate at the quarry from a maximum 337,500 tonnes per annum to 600,000 tonnes per annum and the use of mobile crusher plant within the quarry pit. This increased extraction will occur within the existing expanded quarry pit, and from the approved new quarry pit.


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Blakebrook Quarry is located approximately 7 kilometres north west of Lismore on the Nimbin Road on Lot 102 DP 817730 and Lot 1 DP 845473 (184 and 184A Keerrong Road) Lismore. As outlined in the Environmental Management System (EMS), the Project has undergone a number of investigations as part of detailed Environmental Assessment Report in order to evaluate the extent of impact of the proposed quarry expansion on the environment.

The quarry location is shown on Figure 1.1 and the existing site layout plan is shown on Figure 1.2.

BOOERIE CREEK

GO

OLM

ANGAR CREEK

TERANIA CREEK

LEYCESTER CREEK

PINCHIN RD

BOO

ERIE

CRE

EK R

D

ROSEHIL

L RD

KEERONG RD

NIMBIN RD

NIMBIN RD

NIMBIN RD

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NIMBIN RD

NIMBIN RD

NIMBIN RD

NIMBIN RD

NIMBIN RD

RIF

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KEERRONG RD

LAKE / WATERHOLE

Figure 1.1

Quarry Location

Built up area

Quarry Site Boundary

Water Courses

Roads

Client:Project:Drawing No:Date:

Drawn By:

Source:

Scale:

Drawing Size:

Reviewed By:

Lismore City CouncilBlakebrook Quarry0066641_0102.05.08

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Refer to Scale Bar (approximate only)

N0 1km

Legend

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Environmental Resources Management Australia Pty LtdPO Box 5711, Port Macquarie, NSW, 2444Telephone +61 2 6584 7155

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To NimbinTo NimbinTo NimbinTo NimbinTo NimbinTo NimbinTo NimbinTo NimbinTo Nimbin

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Legend:

Approximate Existing Extraction Limit

Existing Site Layout Plan

Date: 14/07/08

Drawn by:

Source:

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Geolink 1995

Drawing No: 0066641

Drawing size: A3

Reviewed by: WW

Scale: Datum scaled to approximately AHD

Blakebrook QuarryProject:

Lismore City CouncilClient:

Figure 1.2

Suffix No: A0

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Environmental Resources Management Australia Pty LtdPO Box 5711 3/146 Gordon StreetPort Macquarie NSW 2444Telephone +61 2 6584 7155

Inactive Quarry Face

Approximate Proposed Extraction Limit

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2 OBJECTIVES AND PERFORMANCE CRITERIA

2.1 OBJECTIVES OF THE TRAFFIC MANAGEMENT PLAN

The traffic management objectives established for the construction works described in this Sub-Plan include the following:

• to identify relevant obligations and legislative requirements to be addressed during the construction phase of the Project;

• to describe the specific traffic management requirements and identify the best practice methods to be implemented;

• to outline record keeping and management plan monitoring requirements; and

• to define key roles and responsibilities.

2.2 PERFORMANCE CRITERIA

Performance criteria for traffic management issues associated with the construction of the Project are provided in Table 2.1 below:

Table 2.1 Traffic Management Performance Criteria

Environmental Issue Performance Criteria Traffic Management

Comply with all applicable legislation, regulations, standards, codes and licenses that relate to the project;

No significant degradation to the environment or existing roadways as a result of traffic movements;

Maximise the safety of all road users and construction staff;

No significant traffic incidents or major traffic delays caused by the project activities;

Best Environmental Management Practices implemented for traffic management; and

Implementation of measures listed in the Statement of Commitments (See Annex B).


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3 LEGAL AND OTHER OBLIGATIONS

3.1 LEGISLATION AND POLICIES

The applicable legal and other requirements related to traffic management for the Project are outlined in Table 3.1.

Table 3.1 Legislation and Policies

Legislation and Policies Commonwealth Legislation Environment Protection and Biodiversity Conservation Act 1999 State Legislation Protection of the Environment and Operations Act Protection of the Environment Operations (Waste) Regulation 1996 Protection of the Environment Operations (General) Regulation 1998 Environmental Planning and Assessment Act 1979 Environmentally Hazardous Chemicals Act 1985 Pesticides Act 1999 Waste Minimisation and Management Act 1995 Environmentally Hazardous Chemicals Regulation 1999 Contaminated Land Management Act 1997 Environmentally Hazardous Chemicals Act 1985 Waste Avoidance and Resource Recovery Act 2001 Protection of the Environment Operations (Penalty Notices) 1999 Soil Conservation Act 1938 OHS Act 2000 Roads Act 1993 Roads Transport (Safety and Traffic Management) Act 1999 Regional Planning Document North Coast Regional Environmental Plan 1988 (NCREP) Local Government Lismore Local Environmental Plan 2000 (Lismore LEP)

3.2 MINISTER’S CONDITIONS OF APPROVAL (MCOA)

In accordance with section 75B(1) of the EP&A Act, the Project was considered a ‘Major Infrastructure Project’ and subsequently a Project Approval has been granted by the Minister for Planning.

Conditions 34 to 38 of the Project Approval outline the requirements for Transport and Traffic Management at the site and along the haulage route. Condition 35 details the requirement to prepare and implement a Traffic Management Plan to the satisfaction of the Director-General.


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Condition 34 of the Project Approval states:

34. The Proponent shall undertake the following road upgrade works generally in accordance with the recommendations in the EA, and to the satisfaction of the RTA: (a) upgrade the intersection of the Quarry Access and Nimbin Road to a ‘Type AUR Intersection Treatment’, prior to 31 December 2010; (b) upgrade the guard rails on the approaches to Booerie Creek Bridge prior to 31 December 2010; (c) upgrade the Booerie Creek Road and Nimbin Road intersection to a ‘Type BAR Right Turn Treatment on the Through Road’ prior to 31 December 2010; (d) upgrade the Wilson Street and Nimbin Road intersection to a ‘Type CHR Right Turn Bay Treatment’ prior to 31 December 2010; and (e) re-align Nimbin Road and the Quarry Access intersection to meet the AUSTROADS sight distance requirements for vehicles travelling in both directions through the intersection prior to 31 December 2011. Note: The road works must be constructed in accordance with the relevant RTA or AUSTROADS standards, and signposted and lit in accordance with AS:1742 – Manual of Uniform Traffic Control Devices and AS/NZ 1158:2005 – Lighting for Roads and Public Spaces. and 35. The Proponent shall prepare and implement a Traffic Management Plan to the satisfaction of the Director-General. This plan must: (a) be submitted to the Director-General for approval prior to 30 June 2010; and (b) include an induction program that all contracted or employed drivers must complete which details:

• safety issues associated with the quarry products transport route;

• quiet work practices (e.g. limiting compression breaking);

• encouraging of the use of on-road radio communications with local bus drivers;

• avoiding bunching of quarry vehicles along the quarry product transport route; and

• minimising heavy vehicle dust generation along the quarry product transport route.

and


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36. The Proponent shall restrict truck movements from the quarry to an average of 50 laden trucks a day until all road upgrades works required by condition 34 of schedule 3, are met or unless otherwise approved by the Director-General. Note: In this condition, “trucks” means vehicles with more then a 5 tonne load limit; “average” is to be determined with respect to the number of working days in any Monday-to-Saturday period. 37. The Proponent shall ensure that: (a) all loaded vehicles entering or leaving the site are covered; and (b) all loaded vehicles leaving the site are cleaned of materials that may fall on the road, before they leave the site. 38. The Proponent shall provide sufficient parking on-site for all project-related traffic, in accordance with Council’s parking codes, and to the satisfaction of the Director-General.

3.3 RELATED MANAGEMENT PLANS

This Traffic Management Sub-Plan forms part of an overarching Environmental Management System (EMS) for the Project. Where relevant, reference should also be made to the other Sub-Plans for the Project list in Table 3.2.

Table 3.2 Relevant Project Sub-Plans

Number Environmental Sub-Plan EMSP 1 Noise, Vibration and Blasting Monitoring Program EMSP 2 Air Quality Monitoring Program EMSP 3 Groundwater Monitoring and Management Program EMSP 4 Soil and Water Management EMSP 5 Landscape and Biodiversity Management EMSP 6 Aboriginal and Cultural Heritage Management

3.4 GUIDELINES AND STANDARDS

Relevant project environmental standards, policies and guidelines are provided in Table 3.3.

Table 3.3 Environmental Standards, Policies and Guidelines

Environmental Risk Issue

Standards and Guidelines

Traffic RTA Traffic Control at Worksites 2008 RTA Road Design Guide 2000


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Environmental Risk Issue

Standards and Guidelines

AS 1742 (Manual of Uniform Traffic Control Devices AS 1743 (Road Signs Specifications) Austroads Guide to Traffic Management 2007


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4 EXISTING ENVIRONMENT

4.1 EXISTING TRAFFIC GENERATION

The Quarry currently generates an average of 50 laden trucks per day. Of these trucks 80% are dog and trailer combinations and the remaining 20% are single unit tippers. Larger jobs can generate 95 laden trucks per day. The number of trucks travelling on Nimbin Road is double these figures as the empty trucks return to the quarry upon delivery. Using the average of 50 laden trucks per day, of the type mentioned earlier, material from the quarry would be transported over 188 days.

4.2 EXISTING ROAD NETWORK

The traffic study conducted by RoadNet (2008) focussed on the haulage route between the Quarry and Wilson Street, Lismore, along Nimbin Road. This 5.3km long section of Nimbin Road is part of a winding, undulating, rural sealed road that connects Lismore and Nimbin. The width of the sealed section is approximately 6.0-7.0 metres and has narrow gravel shoulders. The road has centreline markings, guideposts and speed advisory signposting on curves. The condition of the route is fair, although there are scattered sections of rough surfaces. Several dwellings on rural properties are located close to the road along the route.

4.2.1 Existing Intersections

Quarry Access/Nimbin Road Intersection

This intersection has an auxiliary lane for passing of right turn traffic into the quarry which is constructed to an old standard (RoadNet 2008). This auxiliary lane begins approximately 50m south of the intersection and extends the same distance north.

Sight distances at this intersection are approximately 160m to the north and 130m to the south. The sight lines in both directions are limited due to sharp horizontal curves along Nimbin Road.

Booerie Creek Road/Nimbin Road Intersection

The intersection capacity is adequate for the proposed increase in volume. However, there is no widening to allow for passing of vehicles turning right onto Booerie Creek Road and no road shoulders. There are adequate sight distances in both directions at this intersection.


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Old Quarry Road/Nimbin Road Intersection

This intersection has very low usage and although sight distance to the north is poor, the intersection is considered adequate.

Stockpile site/Nimbin Road Intersection

Due to the low usage of this intersection it is considered adequate.

Wilson Street/Nimbin Road Intersection

Traffic counts undertaken for this assessment indicate that the Wilson Street/Nimbin Road intersection already requires upgrading to a type CHR intersection (with a right turn bay) without the increase in traffic resulting from the proposed development. Sight distances are adequate and only require vegetation to be trimmed.

4.3 EXISTING TRAFFIC ON ROAD NETWORK

Nimbin Road had an average weekday traffic volume of 2700 vehicles north of the quarry access increasing to 3200 vehicles near Wilson Road. These volumes are composed of Light Trucks (including single unit tippers) and Buses accounting for 5.2% of the traffic stream and heavy trucks accounting for 2.2%.

Currently, quarry operators estimate that 5% of product is transported to the north. The remaining material is transported to Lismore, south of the quarry. From this material, approximately 30% is taken along Terania Street. Approximately 70% of the material is transported via Wilson Street to the Bruxner Highway or Ballina Road and deposited in the industrial area and the CBD.

4.4 ROAD SAFETY AUDIT

In preparation of the RoadNet (2008) traffic impact assessment, a road safety audit was conducted on Thursday 11th October 2007. The key findings were:

• the cross section and alignment of the road network is adequate for all traffic including the quarry trucks. The road pavement is between 6.0 and 7.0m wide with narrow road shoulders approximately 1.0m;

• the quarry access with Nimbin Road has sight distance deficiencies;


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• deficiencies were identified at the intersection of Nimbin Road and Wilson Street, including a lack of line marking/delineation and a passing lane that ends at the intersection;

• the pavement was in fair condition with some rough patches that were not considered to be hazardous;

• centreline markings are provided for the full length of the road network with overtaking permitted in some locations. The length of these overtaking lanes appeared to be inadequate in some locations;

• advisory curve signage in relation to the curves appeared inconsistent in some locations;

• signage was missing in a few locations but overall was considered to be satisfactory; and

• the roadway approaching Booerie Creek Bridge requires guard rails.

4.4.1 Accident History

An assessment of the accident history of the quarry road network between the quarry access road and Wilson Street for the period between January 2000 and March 2006 was undertaken by RoadNet (2008). The key findings of the accident data from this period were:

• there were 42 accidents on the haulage road network;

• 13 injury accidents resulting in 25 injuries;

• 32 single vehicle accidents;

• 31 accidents occurred on a curve;

• no distinct pattern was determined for the most common time of day for accidents to occur;

• 36% of accidents occurred on the weekend, with Sunday having the highest number of accidents (9) of any day;

• 10 accidents occurred in the dark;

• 6 accidents involving light trucks; and

• 1 accident involving a bus (on the reverse curve 1.3km south of the quarry access.)

Analysis of the location of the accidents identified clusters of accidents at:


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• the curves both sides of the quarry access. (9 accidents);

• the sharp curve 1.6km south of the quarry access. (3 accidents);

• Booerie Creek Road and Bridge, (6 accidents);

• the narrow section at the property accesses 0.7km north of Wilson Street. (3 accidents); and

• Wilson Street, (5 accidents).


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5 ROLES AND RESPONSIBILITIES

All quarry personnel and contractors are accountable through conditions of employment or contracts with each individual responsible for ensuring that their work complies with the stated EMS procedures. An organisational structure for the Project is provided in Section 6.1 of the EMS. For the purpose of implementing the Traffic Management Sub-Plan, the organisational structure is provided in Table 5.1 below.

Table 5.1 Roles and Responsibilities

Manager of Commercial Services Action No. Action Timing

TMCS.MBS.01 Ensure that Conditions of Project Approval (CoA), Project Commitments and any other approval conditions are adhered to when working in designated Project areas.

At all times.

Quarry Operations Coordinator Action No. Management Procedure Timing

TMCS.OC.01 Ensure that CoA, Project Commitments and any other approval conditions are adhered to when working in designated Project areas.

At all times

TMCS.OC.02 During the construction phase Traffic Control Plans (TCPs) are to be developed and implemented to ensure best traffic management practices.

Prior to commencement of works

TMCS.OC.03 Implement best traffic management practices and adhere to the management and mitigation measures and statement of commitments as stated within this Sub-Plan.

At all times

TMCS.OC.04 Ensure weekly inspections and regular monitoring is conducted during the road upgrade construction phase.

During the road upgrade construction phase

Quarry Personnel and Contractors Action No. Management Procedure Timing

TMCS.QP.01 All staff to be inducted and made aware of any road safety requirements and traffic hazards. Personnel are to comply with the induction requirements and the Vehicle Operator Code of Conduct.

Induction prior to commencement of works and compliance with traffic safety requirements throughout term of employment

TMCS.QP.02 All heavy/large vehicle operators to ensure communication with other heavy large vehicles such as buses and garbage trucks using CB radios.

At all times


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Figure 5.1 below provides the EMS management structure that also applies for traffic management.

Figure 5.1 Traffic Management Sub-Plan Organisational Chart

DoP

General Manager (LCC)

Manager Commercial Services (LCC)

Quarry Operations Coordinator (LCC)

Staff (LCC)

Consultants

Director of Infrastructure (LCC)

Contractors


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6 POTENTIAL PROJECT TRAFFIC IMPACTS

6.1 PROPOSED ROAD AND INTERSECTION UPGRADES

As stated in the MCoA:

The road works must be constructed in accordance with the relevant RTA or AUSTROADS Standards and signposted and lit in accordance with AS1742 – Manual of Uniform Traffic Control Devices and AS/NZ 1158:2005 – Lighting for Roads and Public Spaces.

6.1.1 Quarry Access, On-site Parking and Nimbin Road Intersection

Currently, the sight distances to the north and the south of the quarry access and Nimbin Road intersection are impeded by sharp horizontal curves with radii of approximately 80m. These horizontal curves are appropriately signposted with 55kph curve advisory signs.

RoadNet (2008) states that the required sight distance could be met by realigning the intersection to have a 150m radius curve with an advisory speed of 65kph. This can be achieved by using one of the following two options:

1. Construct a new junction on an improved alignment encroaching into the quarry property. This option involves the realignment of the intersection incorporating the curves on both approaches and a turning bay (see Figure 6.1); or

2. Construct a new junction on an improved alignment that impacts the dwelling on the property to the west of Nimbin Road (see Figure 6.2).

A decision on the most cost-effective and appropriate location is to be made by Lismore City Council, with property acquisition and final detailed design to follow.

As stated in Conditon 34 of the Project Approval, the quarry Access and Nimbin Road intersection is to be upgraded to a ‘Type AUR Intersection Treatment’ prior to 31 December 2010. The intersection realignment is to satisfy the AUSTROADS sight distance requirements for vehicles travelling in both directions through the intersection and must be completed by the 31 December 2011.

Internal Road Treatments and Parking Requirements


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A 6m wide private haulage road is provided from Nimbin Road to the extraction site. The access road will remain sealed from at least 50m back from Nimbin Road to prevent fouling of the road surface, as per existing conditions. The road is quite steep and laden trucks must travel down the slope but no significant safety issues associated with the slope were identified. The proposed increase of site employees as a result of the quarry expansion (i.e. from 8 full-time staff to 10) can be accommodated by existing site access and other infrastructure. No additional facilities within the quarry are required as the quarry layout is well organised and trafficked with sufficient parking clearly identified.


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Figure 6.1 Quarry Access and Nimbin Road Intersection Realignment Option One (Source: RoadNet 2008)


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Figure 6.2 Quarry Access and Nimbin Road Intersection Realignment Option Two (Source: RoadNet 2008)

6.1.2 Booerie Creek Bridge

The current condition of the Booerie Creek Bridge is deemed unsatisfactory as no guardrails are present before the junction of the roadway and the bridge and the steep edges of the roadway leading into the bridge. To ameliorate this issue, guardrails are to be installed on the approaches to the bridge prior to 31 December 2010.

6.1.3 Booerie Creek Road and Nimbin Road Intersection

The current condition of the Booerie Creek Road and Nimbin Road intersection has no widening and no shoulders to allow for passing of turning traffic.

This intersection is to be upgraded to a ‘Type BAR Right Turn treatment on the Through Road’ prior to 31 December 2010. This will allow northbound traffic to pass turning vehicles due to the increased road width. Figure 6.3 demonstrates the proposed widening.


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Figure 6.3 Booerie Creek Road and Nimbin Road Intersection Upgrades (Source: RoadNet 2008)

6.1.4 Wilson Street and Nimbin Road Intersection

This intersection is located on the entry to the city of Lismore. Traffic travelling south along Nimbin Road can either turn right into Wilson Street towards the southern parts of Lismore or proceed straight ahead along Terania Street.

Traffic count data from the morning peak revealed that a ‘Type CHR Right Turn Bay Treatment’ is required. The need for such an intersection will be further warranted following the increased quarry truck traffic.

The upgrade of the Wilson Street and Nimbin Road intersection to a ‘Type CHR Right Turn Bay Treatment’ is required prior to 31 December 2010. The proposed intersection layout as shown on aerial is shown in Figure 6.4.

Also recommended is the construction of a 1m wide gravel shoulder and repair of existing pavement of Nimbin Road for a length of 200 metres at a


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location 2.8 kilometres north of the intersection of Nimbin Road and Wilson Street (RoadNet 2008).

Figure 6.4 Wilson Street and Nimbin Road Intersection Realignment (Source: RoadNet 2008)

6.1.5 Minor Works

Prior to the operation of the expanded quarry, a review of the Road Safety Audit contained within Tables 1 and 2 of Appendix G, Traffic Impact Study, of the Environmental Assessment Report (ERM 2009) shall be undertaken. All required works identified within the review that are not individually detailed within conditions of consents shall be completed prior to operation of the expanded quarry. The works suggested in these tables includes:

• vegetation trimming;

• reviewing signage,

• installing guide posts;

• improved/additional line marking;

• replacing reflectors; and

• commencement of routine road maintenance works.


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6.2 CONSTRUCTION PHASE

Construction traffic will be generated by the project through the following actions:

• movement of construction personnel and plant to and from the road construction site;

• earthmoving equipment moving to and from the road construction site;

• delivery of construction materials; and

• removal of old infrastructure and waste.

Traffic generation will be minimal and of relatively short duration during the road construction phase, however the cumulative effect of the construction vehicles along the roadway for the entirety of the realignment works may impact residents from adjacent properties. Drivers of vehicles associated with the road works are responsible for safe driving and abiding by the road rules and ensuring the safety of both themselves and other road users. Caution should especially be exercised when vehicles are entering and exiting work areas.

6.2.1 Construction Vehicle Type and Estimated Volume

The vehicles likely to be associated with the construction activities include council roadwork equipment such as:

• utilities and four wheel drive vehicles;

• graders;

• loaders;

• tip trucks;

• rollers; and

• asphalt pavers.

Utilities and small four wheel drive vehicles will deliver the site personnel to and from the site each day. The concrete trucks will originate from local suppliers.

The larger vehicles and earthmoving equipment have the potential to become a hazard due to their slow acceleration and deceleration rates, so caution must be exercised in planning these heavy vehicles movements. Heavy vehicles are


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only to travel on roads deemed appropriate to accommodate their mass and dimensions.

Vehicle movements generated by the construction activities will be within the approved construction hours of:

• Monday to Friday - 0700 hours to 1800 hours;

• Saturday - 0800 hours to 1300 hours; and

• no work on Sundays or Public Holidays.

6.3 OPERATIONAL PHASE

The proposed increased production level to 600 000 tonnes would require 100 laden trucks per day over 226 days. This means that future truck activity on Nimbin Road will essentially be double current numbers of trucks per day and increase the number of haulage days.

6.4 PUBLIC TRANSPORT SERVICES

School bus services run by Wallers bus Service (http://www.nimbingoodtimes.com/pages/wallerbus.htm), Singh’s Bus Service and Bruces Bus Service utilise Nimbin Road. These bus services are concentrated around school drop off and pick up times. Tourist coaches and the Community Transport buses also use the road network comprising the haul route.

Should any impacts to public transportation routes be identified during the construction process additional planning will be undertaken to ensure that delays are minimised while maintaining the safety of workers and other road users. UHF radio systems are to be utilised by both the quarry truck drivers and the bus drivers as a tool for notification of potential road hazards and vehicle movements.

6.5 GARBAGE COLLECTION

Lismore City Council has a garbage collection service for the residential properties on Nimbin Road. RoadNet (2008) indicated that in some locations along Nimbin Road, there is insufficient area for these trucks to stop when collecting the garbage and as a consequence may cause a hazard to other larger vehicles. The truck drivers of the quarry should be made aware of the garbage collection roster to predict the likelihood of other large vehicles on the


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roadway. UHF radio systems are to be utilised by both the quarry truck drivers and the garbage collection truck drivers as a tool for notification of potential road hazards and vehicle movements.

6.6 CITIZEN BAND (CB) RADIO COMMUNICATION SYSTEM

The winding alignment of the road combined with the narrow shoulders creates safety hazards when vehicles need to pass and stop, especially larger vehicles such as buses and garbage trucks. Opening a line of communication between the bus drivers, garbage collectors and quarry truck drivers using a CB radio system is recommended for the safe road use of these frequently stopping vehicles and the quarry trucks. It has been identified that Bruce’s Bus Company uses UHF Channel 25 to communicate with other vehicles on the route. Consultation to implement the system of communication is to take place with Council and the following parties to implement the use of the CB radio notification system:

• the garbage collection contractors;

• Bruce’s Bus Company;

• Singh’s Bus Company;

• Wallers Bus Company;

• Northern Rivers Busline; ;and

• any other bus services or relevant parties that may benefit from the CB radio communication system.

The use of a CB radio communication system would also be advantageous during the roadworks construction phase to forewarn these vehicles of construction zones and the movements of slow moving plant.

It is recommended that all quarry trucks are to install UHF radios and drivers trained in their operation at least before the commencement of increased production rates.

6.7 EFFECT ON TRAFFIC MOVEMENT ON ADJOINING STREETS

The key haulage route will be from the quarry along Nimbin Road to Wilson Street. A number of residential accessways intersect with Nimbin Road, as does Boeerie Creek Road. Nearly all the vehicles travelling to and from the quarry use the Wilson Street/ Nimbin Road intersection. Approximately 70% of these trucks turn right into Wilson Street. The majority of the material from


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the quarry is transported to the south into Lismore. The remaining material is transported north. The number of trucks transporting material to the north is to remain at current levels following the increase in production.

All potentially affected residents, including those on adjacent roads to the project activities, will be forewarned of increased traffic generation in accordance with the notification measures stated in Chapter 8.

6.8 TRAFFIC RESTRICTIONS

To further minimise the impact of the construction activities on other road users the MCOA Condition 36 of Schedule 3 imposes the following traffic restriction:

The proponent shall restrict truck movements from the quarry to an average of 50 laden trucks a day until all road upgrade works required by condition 34 of Schedule 3, are met or unless otherwise approved by the Director-General.

All works listed in the Statement of Commitments (Annex B) are to be completed before the increased production rates and consequently heavy vehicle traffic volumes are increased.


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7 MANAGEMENT STRATEGIES AND MITIGATION MEASURES

7.1 MANAGEMENT STRATEGIES AND MITIGATION MEASURES

The list of work practices that will be used to control environmental impacts during construction and operational phases of the Project are provided in Table 7.1.

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Table 7.1 Mitigation and Management Measures

Environmental Issue Management Strategy Responsibility

Delays to traffic

• to ensure minimum disruption and inconvenience to road users close only the minimum length and width of a road that is absolutely necessary to undertake the works at each stage of construction;

• construction trucks and vehicles are to minimise the use of local roads (through residential streets and town centres) to gain access to construction sites;

• busy roads and central business districts should be avoided where possible to minimise idling and queuing in local residential streets and town centres;

• work is to be staged to ensure minimum disruption to traffic especially during the following times: • peak times; • nights; • weekends; • holidays; and • special events.

Works Coordinator/Site Supervisor Construction Workers Lismore City Council Employees

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Safety of Road Users and Construction Staff

• work is to be arranged so workers can undertake work safely, and where possible road users and workers are kept separated;

• it is essential to keep pedestrians away from work areas; • place signs and devices before proceeding with works; • ensure signs are not obscured by vegetation, vehicles, plant or other traffic control signs/devices

and that signs are placed in the correct order; • where traffic controllers are required, they must be suitably qualified having passed RTA

approved training courses; • traffic controllers (or portable traffic signals if directing traffic to cross barrier lines) shall be used

if road users are to be directed to disobey a traffic regulation; • all traffic controllers are to wear high visibility external clothing; • signs, devices and TCP’s shall be used to warn, inform and guide road users safely around,

through or past work areas; and • signs, devices and TCP’s are to be removed from the site upon completion of the work.

Specific Traffic Control Plans (TCP’s) will be prepared for all work which involves any form of traffic control or restriction. TCP‘s will be prepared in accordance with the requirements of the RTA (2003) Traffic Control at Work Sites. All necessary approvals will be obtained from Council, RTA, emergency services and other relevant authorities prior to implementing TCP’s. RoadNet (2008) lists mitigation measures that should also be implemented to effectively manage any potential traffic and road safety issues (See Annex A).


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Assessing Traffic Flow

The average daily traffic (ADT) is a measure of the vehicles travelling along a section of road on a daily basis. The ADT must be determined to be able to select the correct Traffic Control Plan (TCP) for the worksite. The TCP that is chosen must be able to address the greatest traffic volume likely to be encountered. Annual Average Daily Traffic (AADT) Data is usually available for main roads from local Councils. ADT for three locations along Nimbin Road is provided in RoadNet (2008) Section 5.3 (See Annex A). Should it be required, the following formula has been developed to provide an estimate of the ADT in locations where traffic count data has not been previously recorded. Over the course of five minutes, all vehicles travelling in both directions are counted. The number of vehicles counted after the five minutes is then multiplied by 12 (to provide the estimated number of vehicles/hour). This number is then multiplied by 16 to provide the estimated ADT. The reasoning behind the multiplication factor of 16 is that, in practice, most traffic is generated within the 16 hour period between 6.00am and 10.00pm. Average Daily Traffic Formula

Estimated ADT = Number of vehicles

counted in 5 minutes

(travelling in both directions)

x 192 (conversion factor

of 12 to get vehicles per hour multiplied

by 16 hours for vehicles per day)


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Guidelines for Safe Clearance between Workers and Through Traffic

Before the commencement of any project construction works, the proximity to the roadway should be assessed to determine the most appropriate method of management. The distance from the edge of the traffic carrying lane is used as guideline for the method of traffic management to be implemented. The levels of proximity to traffic that pre-empt the method of traffic management are:

• clearance of three metres or more from traffic; • clearance of less than three metres or more from traffic; and • stopping or merging traffic.

Clearance of Three metres or more from Traffic

If the entire work area, including all vehicles and plant, are 3m or more from the nearest edge of the traffic carrying lane and no parking lanes, road shoulder or lane is required to be closed, then the only signage required is a Worker (symbolic) (T1-5) forewarning road users and vehicle mounted warning devices on all plant and vehicles on the work site.

Worker Symbolic T1-5


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Clearance of Less than Three metres or more from Traffic

If the clearance from the work area is less than 3m from the nearest edge of a lane carrying traffic then the following safety measures must be implemented:

• advance signing and delineation including Worker (symbolic) (T1-5). Protection can be provided by safety barrier and speed zoning. However in some situations the use of the barriers has the potential to eliminate the requirement to reduce traffic speeds for the protection of the workers.

If there is clearance within 1.2 and 3m of traffic and no physical barriers the following are required when the workers are on-site

• signage and delineation (Worker (symbolic) (T1-5) and cones, bollards or similar); • containment fence around the edge of work area; and • reduction of traffic speed to 60km/hr or less.

Working less than 1.2 metres from the nearest edge of the lane carrying traffic, the following measures are to be undertaken:

• a worker (symbolic) (T1-5) sign in advance of the work site; and • delineation by cones or bollards; and where appropriate reduce traffic speeds to 40km/h or less

by utilising traffic control devices or traffic controllers or imposing temporary road work speed zone sign.


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Stopping or Merging Traffic

The designer of the TCP is to consider the following issues if it is planned to stop traffic: • assess the likely queue length through consideration of:

• expected delay in minutes; • hourly traffic volumes at the time of the work; and • type or mix of traffic (more queue to be established for heavy vehicles). RoadNet (2008)

provides breakdown of hourly traffic volumes and vehicle ratios (See Annex A) • signs and spacing of signs must be adequate to cover the expected queue length with an

additional 10% to cater for extra vehicles. This may require duplicate signage to be erected to sufficiently inform the road users of the expected queues;

• if the road is to be temporarily closed, consultation with the local Council and police is necessary. Agreement with these two parties is necessary if a detour of traffic via local streets is required; and

• community consultation is required to inform local residents and road users of these two situations if they are to be implemented.

End of Queue Collisions

An increased risk of rear end collisions arises in any location where road traffic is stopped for a period of time. Ensuring that there is sufficient warning to road users before encountering the queue is essential. Depending on the situation this may require extending the length of a sign posted roadwork speed zone in the development of the TCP, using oversized signs, flashing light signs and variable message signs.


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Signs

The type of signs that will be used for traffic management during the proposed line upgrade activities will include:

• road work signs to inform of temporary hazardous conditions that could be encountered (ROADWORKS AHEAD, END ROADWORKS);

• guide signs to show road users the correct path to follow (DETOUR, PEDESTRIANS); • regulatory signs indicating the laws that shall be obeyed (approval is required for the erection of

such a sign); and • warning signs providing road users with forewarning of future road conditions that require

caution. Signs shall be manufactured and designed in accordance with AS 1743 Road signs - Specifications. Sequence for Erection of Signs

Before any project activities located near roadways are to commence, signs and devices at approaches to the work area are to be erected in accordance with the site TCP. When placing the signs and devices, a work vehicle with flashing lights should be positioned between the workers and approaching traffic. The vehicle should always travel in the direction of normal traffic flow. Removal of the signs and devices should be undertaken in the reverse order of erection, progressing from the work area out toward the work area approaches.


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Sign Sizing

The size of the sign to be used is dependant on the traffic volume and the approach speed. The A-D classification is used to describe sign size with A being the smallest and D being the largest. The final design of sign size is to be determined by the works supervisor after assessment of the road conditions, approach speeds and traffic volume. The following is a guide for use:

• Size A signs – designed for roads with low traffic volumes and low approach speeds; • Size B signs- designed for use on roads with high traffic volumes and/or high approach speeds; • Size C signs – designed for use on freeways and other roads with approach speeds greater than

100km/hr; and • Size D signs – to be considered on roads where approach speeds are greater than 100km/hr and

the information to be communicated needs to be emphasised or there is excessive lateral displacement of the sign.

Site conditions and constraints can influence the placement of signs around a proposed works location. Hence, judgement will be required from on-site personnel to ensure the signs are placed as close as possible to the spacing indicated on the TCP. Changes in locations are to be documented with the details of the person making the changes. RoadNet (2008) recommends hinged truck warning signs will be installed on each approach to the quarry along Nimbin Road for display during hours of operation and a review of the warning sign positions near curves along the route be undertaken.


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Acoustic and Amenity Impacts

To minimise the likelihood of impacts on surrounding receptors, the Department of Environment, Climate Change and Water’s (DECCW) current guidelines for construction hours of operation are to be employed:

• Monday to Friday - 0700 hours to 1800 hours; • Saturday - 0800 hours to 1300 hours; and • no work on Sundays or Public Holidays.

The recommended standard hours of work are not mandatory and it is recognised that work may need to be undertaken outside these hours. It is noted that the relevant authority may impose more or less stringent hours of construction. Construction activities outside of recommended standard working hours are typically related to sustaining the operational integrity of public infrastructure in order to maintain the benefit of that infrastructure to the wider community. Justification is required before any proposed works outside of standard working hours is undertaken. The activities usually undertaken outside working hours are:

• the delivery of oversize plant or structures, that police or other authorities determine require special transport arrangements;

• emergency works to avoid the loss of life or damage to property, or to prevent environmental harm;

• maintenance and repair of public infrastructure where disruption to essential services and/or considerations of worker safety do not allow work within standard hours;


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Acoustic and Amenity Impacts

• public infrastructure works that shorten the length of the project and are supported by the affected community; and

• works where a proponent demonstrates and justifies a need to operate outside the recommended standard hours.

Should the need for any such relevant activities to occur outside standard working hours arise, community consultation will commence to ensure that the works have been appropriately justified. Several work practices are to be implemented during the construction and operational phase to reduce the likelihood for impacts on surrounding residents. Practices are to include:

• limiting compression braking; • avoiding bunching of quarry vehicles along the quarry product transport route; • minimising heavy dust generation along the quarry product transport route by:

• covering loads entering and leaving the site; and • all loaded vehicles leaving the site are to be cleaned of materials that may fall on the road.

The maintenance of amenity will be a high priority during the construction activities and have been considered in the design of this traffic management plan.


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Provisions for Emergency Vehicles, Heavy Vehicles, Cyclists and Pedestrians

Emergency Incidents

As per recommendations in RTA (2003), in the event of an emergency incident the following general procedures will be adopted:

• the works crew is to stop work and activate all flashing lights; • immediately begin warning other road users in the safest means possible; • use an appropriate TCP and use traffic controllers and signage where necessary; and • if a queue will be generated by the emergency incident, provide warning signs to inform road

users and minimise the potential for end of queue collisions.


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Provisions for Emergency Vehicles, Heavy Vehicles, Cyclists and Pedestrians

Cyclists and Pedestrians

The project construction activities are predominately in rural settings where cyclists and pedestrians are less likely to be encountered. However, upgrade of the Wilson Street/Nimbin Road intersection is in the vicinity of Lismore township and thus may have an impact on these road users. In locations where pedestrians and cyclist may be encountered temporary paths and crossings will be developed to ensure safety. The designing of temporary footpaths needs to consider the following points:

• footpaths to be constructed to an all weather standard; • adequately signposted to direct pedestrians accordingly; and • footpaths are to be of equivalent performance to adjacent footpaths.

Pedestrians are to be excluded from the works site using containment fencing.



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8 PROPOSED PUBLIC NOTIFICATION PROCESS

Notification to all potentially affected residents and businesses will be provided before the commencement of project construction activities. Method of notification will vary with the nature and duration of the work, with potential notification measures for nearby residents including:

• Personal contact;

• Notification letters; and

• Signs on approach to the proposed work areas.

As the main road associated with the project is the connector road between Lismore and Nimbin, there is the potential for considerable numbers of road users to be affected by the project road construction works. In order to effectively notify as many people as possible about the construction works, a broad scale method of notification is recommended. This is best achieved through local media outlets (television, radio and newspapers) and the internet.

All residents adjacent to Nimbin Road and residents along Booerie Creek Road will be consulted before roadworks are to proceed. Residents should be given sufficient time to respond to the proposed traffic management measures and any issues raised are to be addressed before the works are to commence.

When conducting a task on the worksite that requires traffic control that will significantly disrupt the flow of traffic or speed limit changes are required, notification to and authorisation must be obtained from the RTA or Council before work can commence.


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9 INDUCTION, INSPECTION AND MONITORING REGIME

9.1 TRAINING AND INDUCTION

The training and induction protocol is detailed in Chapter 6 of the Blakebrook Quarry Expansion Environmental Management Strategy (ERM 2010). The staff will be made aware of any Conditions of Approval that apply to Traffic specific work elements as well as the requirement to comply with the vehicle operator code of conduct and the traffic management strategies listed in this TMSP. Clauses will also be entered in conditions of employment, or in contracts, that drivers must adhere to noise minimisation procedures and facilitate effective implementation of the disciplinary actions for breaches of the procedures. The core issues that all contracted or employed drivers must be made aware of during the induction program are detailed in Table 9.1:

Table 9.1 Induction Program

Core Issue to be addressed in the Induction Location in TMSP where addressed Safety issues associated with the quarry products transport route

Issues detailed in Chapter 6, Mitigation measures detailed in Table 7.1 and Section 9.1.1

Quiet work practices (e.g. limiting compression breaking)

Section 9.1.1 and Table 7.1

Encouraging of the use of on-road radio communications with local bus drivers

Section 6.6

Avoiding bunching of quarry vehicles along the quarry product transport route

Section 9.1.1

Minimising heavy vehicle dust generation along the quarry product transport route

Section 9.1.1

9.1.1 Vehicle Operator Code of Conduct

A vehicle operator code of conduct has been developed to set driver behaviour controls to minimise impacts on road users and the condition of the haulage route infrastructure. The code of conduct states that vehicles operators must:

• obey all the laws and regulations;

• ensure their vehicle complies with relevant State legislation in relation to roadworthiness and modifications;

• undergo regular vehicle checks and maintenance;

• ensure their vehicles have correctly fitted mufflers to minimise noise disturbance;


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• not drive whilst under the influence of alcohol, drugs, nor any medication which may affect their ability to drive;

• be medically fit to drive at all times and must inform site co-ordinators if they have any medical condition which may affect their ability to drive;

• drive in a considerate manner at all times and respect the rights of others to use and share the road space;

• limit noise generated from transport of product (eg limit compression braking and only use quarry transport route during approved operating hours);

• avoid bunching of quarry vehicles along the transport route – staggering of vehicles leaving the quarry may assist in reducing bunching;

• use radios to determine how many vehicles are on/about to enter transport route and stall vehicle movements to minimise bunching;

• follow the haulage route and main roads near the project area to minimise impact to local roadways;

• report all vehicle defects to their employer. Serious defects must be corrected immediately or an alternative vehicle supplied;

• report any vehicle accident resulting in injury/or damage to property must be reported to the police;

• report any near misses;

• only drive in the construction operational hours when conducting project works (unless permission to conduct project works has been provided);

• securely fasten loads, as appropriate;

• cover all loads of quarry product to minimise dust generation;

• truck numbers leaving the quarry are limited to an average 50 trucks per day as per condition 36 of the approval, until several road upgrades have been completed; and

• keep their vehicle clean and in good mechanical condition to reduce the environmental impact.


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9.2 INSPECTIONS

Weekly routine inspections of construction work areas will be conducted by the Quarry Operations Co-ordinator to monitor work practices and identify nonconforming areas and activities or work practices which could lead to potential environmental harm. A Site Conditions Checklist will be used to record and report any improvements required. A Site Conditions Checklist is provided in Annex C.

The purpose of the inspections is to:

• provide a surveillance tool to ensure that safeguards are being implemented;

• identify where problems might be occurring (or have the potential to occur);

• identify where sound environmental practices are not being implemented; and

• facilitate the identification and early resolution of problems.

It is noted that weekly inspections also provide an opportunity for the Quarry Operations Co-ordinator to address issues raised by supervisors/project engineers and assist in the implementation to environmental controls. Often this continued support and open communication leads to better ownership of environmental management and becomes a coaching exercise for field personnel to improve their skills in this specialised and complex discipline.

9.3 CONSTRUCTION PHASE MONITORING

Monitoring and measurement procedures are developed and implemented to confirm that all Project construction activities undertaken comply with relevant limits and standards, and that Council is performing in accordance with stated CEMP requirements.

Irrespective of the type of monitoring conducted, the results will be used to objectively identify potential or actual problems arising from construction processes. Where a non-compliance with nominated performance goals is detected:

• a notice/report detailing the issue and areas for improvement will be raised by the Quarry Operations Co-ordinator;

• the results will be analysed by the Project Manager in more detail with the view of determining possible causes for the non-conformance;


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• relevant personnel will be contacted and advised of the problem;

• an agreed action will be identified (including planned completion date);

• action will be implemented to rectify the problem; and

• closure document to be produced to detail the amelioration of the problem.


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10 REPORTING

10.1 DOCUMENT CONTROL

Records are to be maintained for all traffic management measures used for the project. A record of the TCP used should be kept both on-site and on file. The following should be recorded:

• the actual type, size and location of signs and devices (especially in the event of an accident);

• the weather conditions;

• condition of the existing road;

• start and finish times of works;

• inspections of work before, during and pre-closedown; and

• any corrective measures or modifications made to the site.

Recording of this information can be simplified by the production of a daily checklist. A generic RTA (2003) daily checklist pro forma that would be suitable for recording daily conditions is provided in Annex C. Complimenting any such daily recording with photographs is recommended and may form a useful source of evidence in the event of an accident and proceeding legal action. WorkCover reporting procedures should be followed and any incidents reported immediately.

To ensure that the correct procedures and plans are used on site, issue of the EMP and any amendments that may be required will be controlled using a document register. The register will be retained at the site office.

All records shall be kept for a minimum of seven years, as recommended in RTA (2003) Traffic Control at Work Sites.

10.2 REVISION

The TMP will be monitored by the construction manager and updated should any of the following conditions be encountered:

• change in scope of works;


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• change in staging of works;

• recommended alterations suggested from auditing; and

• personnel suggestions.

Revisions are to be authorised by the project or construction manager.


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REFERENCES

ERM 2009, Blakebrook Quarry Expansion - Environmental Assessment Report, Environmental Resources Management, Port Macquarie, NSW.

NSW RTA 2003, Traffic Control at Worksites, New South Roads and Traffic Authority.

NSW RTA 2000, Road Design Guide, New South Roads and Traffic Authority.

RoadNet 2008, Traffic Impact Study: Proposed expansion of Blakebrook Quarry, Nimbin Road, Lismore.

Reference was also made to the RTA (2000) Road Design Guide.

Annex A

RoadNet (2008) Traffic Impact Study: Proposed Expansion of Blakebrook Quarry

RoadNet

Traffic Impact Study

Proposed expansion of Blakebrook Quarry,

Nimbin Road, Lismore

24 April 2008

For


RoadNet

_________________________________________________________________________________________________________

_______________________________________________________________________________________________________ File: Final Traffic Report.Doc Traffic Impact Report –Blakebrook Quarry

1

TABLE OF CONTENTS EXECUTIVE SUMMARY 1 INTRODUCTION...................................................................................................................................5 2 SCOPE ..................................................................................................................................................6 3 METHODOLOGY ..................................................................................................................................7 4 THE PROPOSAL...................................................................................................................................8 5 EXISTING TRAFFIC CONDITIONS......................................................................................................9

5.1 General 9 5.2 Road Safety Audit 9 5.3 Traffic Volumes 16 5.4 Travel Speeds 23 5.5 Traffic Growth 24 5.6 Accidents 25 5.7 Buses 26 5.8 Garbage Trucks 26

6 ASSESSMENT OF TRAFFIC IMPACTS ............................................................................................27 6.1 Details of the traffic volumes generated by the project 27 6.2 Safety of the proposed transport route 30 6.3 Road Capacity of the proposed transport route 33 6.4 Intersection capacity on the proposed transport route 34 6.5 Details of servicing and parking arrangements 46 6.6 Amenity of the proposed transport route 46

8.0 CONCLUSIONS..............................................................................................................................47 9.0 RECOMMENDATIONS...................................................................................................................47

Study prepared by

Document Status Final

Task Responsibility Signature

Prepared by: Brian Kerwick

Brian Kerwick is a professional traffic planner with 31 years experience.

Brian has a degree in Environmental Planning and has qualifications in road design and traffic engineering. He is a member of the Australian Institute of Traffic Planning and Management, the Planning Institute of Australia and is a Lead Road Safety Auditor. Brian worked for the NSW Roads and Traffic Authority for 18 years in design, traffic, environmental planning and road safety positions and has had 13 years in consulting. He is the Managing Director of RoadNet.

RoadNet Gold Coast Office Suite 2/8 Sixth Avenue PALM BEACH QLD 4221 Tel 07 5525 7377 Fax 07 5525 7388 E-mail: [email protected]

RoadNet

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EXECUTIVE SUMMARY

The existing Blakebrook Quarry currently produces approximately 250,000 tonnes of material per annum. It is proposed to progressively increase production to 600,000 tonnes per annum.

The Quarry generates an average of 50 laden trucks per day, 80% of which are a dog and trailer combination. The remaining 20% are single unit tippers. For large jobs the quarry can generate up to 95 laden trucks per day.

The number of quarry trucks on Nimbin Road is double the numbers quoted above because after delivery the empty trucks return to the quarry.

The Quarry Operator estimates that 5% of product is currently transported to the north. This amount is not expected to increase. All of the increased production will be transported to Lismore. Of the material transported to the south along Nimbin Road approximately 30% is taken along Terania Street. Approximately 70% of the material is transported along Wilson Street to the Bruxner Highway or Ballina Road east (about an even dispersion) and spread into the industrial area and CBD.

This traffic study examines the section of the haulage route (Nimbin Road) between the Quarry and Wilson Street because no additional material is proposed to be taken north and the trucks disperse at the Wilson Street intersection being the edge of the Lismore built up area.

Nimbin Road is a regional road connecting Lismore and Nimbin. The quarry access is located approximately 5.3km north of Wilson Road which is located on the outskirts of Lismore.

Nimbin Road is an undulating and winding rural sealed road. The seal width varies between 6.0 and 7.0m and has narrow gravel shoulders. It has centre line markings, guideposts and speed advisory signposting on curves. The section subject of this study is speed zoned as 80kph. Traffic surveys show 85th percentile speeds at three locations as 78kph.

The average daily traffic volumes on Nimbin Road vary from 2600 north of the quarry access to 3,100 north of Wilson Street. Historical traffic growth is 2.2% linear.

Light Trucks and Buses account for 5.2% of the traffic stream (includes the single unit tippers) and Heavy Trucks 2.2%.

The pavement condition of the route is fair with some sections of rough surface.

Rural properties are located along the route with several dwellings located close to the road.

The proposed expansion of the quarry will place additional trucks on Nimbin Road. The impact of additional truck traffic and recommended action to make the haulage route safe is summarised in the following.

Adopting an average of 50 laden trucks per day, using the truck types stated above, the material would be transported over 188 days.

The proposed ultimate production level would need 100 laden trucks per day over 226 days. This assumes that the quarry will continue to operate at its current peak capacity where it generates 95 laden trucks on busy days.

This means that future normal daily truck activity on Nimbin Road would be similar to the current peak levels. It is unlikely that production would exceed these levels to any extent without major upgrading to the internal extraction and processing arrangements. Expansion of these operations is not proposed.

The increase in truck traffic on Nimbin Road will not significantly reduce road or intersection capacity. It will have an impact on safety given the alignment of the road and the configuration of intersections both of which are currently below current standards.

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It would be desirable to bring the road up to current standards (widened travel lanes and shoulders) but unreasonable given the moderate increase in usage due to the quarry expansion. It would be reasonable to improve elements of the route where the increase would cause an impact.

The Quarry access onto Nimbin Road has limited sight distance to the south. The increase in truck numbers turning at the intersection requires that sight distance be improved to give following vehicles, most of which travelling at the speed limit, have adequate time to react and stop. The curve to the south has an accident history, as does the curve to the north. Vehicles are currently losing control and leaving the road on these curves. The increase in truck numbers on Nimbin Road will increase the probability of a collision with a quarry truck. The proposed realignment will reduce the likelihood of errant vehicles. It is recommended that Nimbin Road be realigned to create a new junction into the quarry and both curves improved as part of the work. Two concept layouts are included in the report, one encroaches into the quarry site and the other takes a dwelling to the south of the quarry access. As there have been no reported accidents at the quarry junction this intersection upgrading work could be deferred until production reaches say 337,500 tonnes per annum. By that time trucks numbers will have increased to a level where safety improvements would be needed.

Almost all trucks from the quarry pass through the Wilson Street intersection. There is inadequate road width for vehicles to pass turning traffic and in fact the linemarking is misleading and hazardous. 70% turn right into Wilson Street. It is recommended that a turning lane for southbound traffic in Nimbin Road be constructed and guidance around the intersection upgraded. This work is needed now and is a high priority to provide for additional quarry traffic at the intersection.

A road shoulder is needed opposite the Booerie Creek Road intersection (Austroads BAR treatment) to provide for passing of turning traffic. There is currently no escape route for following traffic and there is evidence of vehicles running off the road at this point. There are also accidents either side of the intersection due to the narrow bridge and overtaking being permitted through the intersection and to the south through a sharp curve. Overtaking should be prevented through this section and guard rail is needed on the approaches to the Booerie Creek Bridge. As these are existing deficiencies the quarry should only be required to contribute towards safety improvements. A contribution of 50% from the quarry and 50% from Lismore City Council is suggested. The estimated cost of the work is $40,000.

Signposting is provided along the route. The signage needs to be reviewed in relation to the position of warning signs to curves.

Centreline marking is provided for the full length. The overtaking lengths provided by the linemarking needs to be reviewed. Desirably most of the marginal overtaking opportunities should be closed to prevent accidents on this undulating and curving road.

The road pavement is showing signs of fatigue in many locations however the condition of the route is adequate for the current volumes of traffic. One site located 2.8-3.0km north of Wilson Street needs shoulder widening and pavement repair for northbound traffic. Increased truck traffic will reduce the pavement life which means an increased level of maintenance will be needed. In this regard, it is recommended that the quarry should contribute towards the upkeep of the road to a standard no worse than what currently exists. The level of contribution per tonne of product transported on the route should be calculated using Lismore City Council road asset management data.

During consultation with bus companies one company requested that the quarry trucks (and Council garbage trucks) be fitted with CB radios so that the buses can communicate with trucks using the route. This is particularly the case for buses carrying school children. This is a reasonable request and is recommended as a safety measure for quarry trucks.

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In general, the expansion of the quarry should not cause road capacity problems on the haulage route. Road safety can be managed to an acceptable level by implementing the recommended measures in this report. There are no significant road safety or traffic management issues to prevent approval of the proposal.

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1 INTRODUCTION

An extension is proposed to the existing Blakebrook hard rock quarry on Nimbin Road, Lismore. The quarry is located approximately 5.3km from Lismore along the Nimbin Road.

The additional material to be extracted material would be transported along Nimbin Road to Lismore for use and distribution.

Roadnet Pty Ltd has been engaged by consultants ERM on behalf of the quarry operators, Lismore City Council to carry out a traffic impact assessment of the proposal.

The traffic assessment has been prepared in accordance with the RTA’s ‘Guide to Traffic Generating Developments’ and makes reference to appropriate Council’s Codes and relevant Australian Standards. Recommended road improvements are made with reference to the RTA Road Design Guide.

This report contains an assessment of the traffic impact of the proposed development. This includes a discussion of safety and amenity issues that may arise from increased truck activity.

Figure 1 shows the location of the quarry in relation to Nimbin Road and Lismore.

Figure 1 – Locality Plan

Blakebrook

Quarry

WILSON ST

BOOERIE CK RD

KEERONG RD

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2 SCOPE The Director General’s requirements issued by the Department of Planning states that the impacts of the proposed development are to be investigated:

“including details of the traffic volumes generated by the project and an assessment of the

capacity and safety of the proposed transport route”.

The Roads & Traffic Authority (RTA) have also requested that a traffic study be undertaken.

“The traffic study should take into account the key issues relevant to the scale of this proposal as set out in Section 2.1 of the RTA’s “Guide to Traffic Generating Developments”. This should at least include information relating to:

• The total traffic impact on the road network including other activities in the area

• Intersection sight distances

• Existing and proposed access conditions

• Details of servicing and parking arrangements

• Improvements for road junctions

• Impact on Transport (School Bus Routes)

• Road Traffic Noise

• Contributions plan for the maintenance of the road network.

Current AUSTROADS standards should be adopted for any upgrading of the surrounding road infrastructure.”

The section of haulage route examined in this report is Nimbin Road between the Quarry access road and Wilson Street a distance of 5.3km. Traffic from the quarry can go two ways at the Wilson Street intersection Trucks either turn right into Wilson Street which leads to an industrial area, the Bruxner Highway and southern parts of Lismore or proceed straight ahead into Terania Street which leads to Lismore Town Centre and areas to the north east.

This report deals with the above dot points except for 1) Road Traffic Noise and 2) Contributions Plans for Road Maintenance. These issues will be addressed by others.

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3 METHODOLOGY

� Site Inspection and data collection.

� Consult with RTA and Council’s Traffic Engineer / Planners.

� Liaise with Consultant and Client.

� Carry out traffic surveys on Nimbin Rd in three locations. Vehicle classification counters to be installed on Nimbin Rd on either side of the Quarry access and at another location towards Lismore. These surveys will be conducted over a seven-day period and will provide data on existing car and truck movements. Lismore Council may wish to carry out the surveys.

� Carry out the road safety audit for the haulage route. This would include an assessment of school bus activity on the haulage route.

� Identify road and traffic deficiencies for trucks along the haulage route.

� Identify safety improvements to the haulage route.

� Conduct a visual inspection of pavement condition. Draw general conclusions as to the impact of the additional truck traffic on the life of the road pavement in Nimbin Road.

� Conduct a general assessment of amenity issues such as noise, visual and safety.

� Quantify the number of trucks and their configurations that currently use the Quarry. This involves identifying the average number of trucks per day over a year and the maximum number of trucks per day when the Quarry is busy.

� Calculate the additional traffic generated by the proposed upgrading of the Quarry in terms of averages and peak usage.

� Calculate traffic growth on Nimbin Rd over the period of analysis which would equate to the life of the Quarry.

� Assess / model the current operation of the site access with Nimbin Road.

� Take account of the issues raised by RTA Northern Regional Office and Department of Planning.

� Consider the proposed site layout and internal traffic circulation.

� Assess the project in accordance with the RTA Guide to Traffic Engineering Practice with reference to Australian Standards, Council’s Codes and Austroads Guidelines.

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4 THE PROPOSAL

An existing hard rock quarry is located on the site.

The current approval (1995) limits production to 95,800m3 or 182,000 tonnes per annum plus 2.5% production increase of 25 years to a maximum of 337,500 tonnes.

The current approved production rate in 2006 is approximately 233,000 tonnes per annum.

It is proposed to progressively increase the production rate to 600,000 tonnes per annum.

This is an increase of 2.6 times the current rate.

Most material is currently transported to the south into Lismore and this is proposed to continue. A small amount of material is transported to the north. This is not proposed to increase.

Existing and proposed hours of operation are:

Quarrying and Processing - 7:00am - 5:00pm Mon to Fri 7:00am - 12:00 noon Sat

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5 EXISTING TRAFFIC CONDITIONS

5.1 General

Nimbin Road has a weekday average traffic volume of 2700 at the quarry access increasing to 3200 near Wilson Road.

Nimbin Road is a regional road connecting Lismore and Nimbin. The quarry access is located approximately 5.3km north of Wilson Road which is located on the outskirts of Lismore.

Nimbin Road is an undulating and winding rural sealed road. The seal width varies between 6.0 and 7.0m and has narrow gravel shoulders. It has centre line markings, guideposts and speed advisory signposting on curves. The section which is subject of this study is speed zoned as 80kph. Traffic surveys show 85th percentile speeds at three locations as 78kph.

The pavement condition of the route is fair with some sections of rough surface.

Rural properties are located along the route with several dwellings located close to the road.

5.2 Road Safety Audit

RoadNet’s Road Safety Auditors Brian Kerwick and Darrin White conducted a road safety audit on the route on Thursday 11 October 2007.

A summary of the findings are:

• The road cross section and alignment is adequate for all traffic including trucks. The road pavement is between 6.0 and 7.0m wide with narrow road shoulders approximately 1.0m.

• The quarry access with Nimbin Road has sight distance deficiencies.

• The intersection of Nimbin Road and Wilson Street has several deficiencies including lack of delineation (linemarking) and a southbound passing lane that runs out at the intersection.

• Pavement condition is generally fair with some rough patches. Rough patches are not considered hazardous.

• Centreline markings are provided for the full length with overtaking permitted in certain locations. Some overtaking lengths appear to be short.

• The siting of some advisory curve signs in relation to the curves appears to be inconsistent.

• Some signs are missing but overall generally satisfactory.

• Guard rail is required on the approaches to Booerie Creek Bridge.

Details of the site inspections of the haulage route are described in the following Tables 1 and 2.

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Table 1 - Road and Traffic condition survey of Nimbin Road haulage route.

Northbound along Nimbin Road ITEM

LOCATION

ISSUE

SUGGESTED TREATMENT

00

Intersection of Nimbin Road and Wilson Street

Poor Guidance in Wilson Road as to where vehicles should stop. A raised median island is provided in Wilson Street for about 20m. However, there is no Give sign or holding line at the intersection. The road has a crown at the stop line obscuring the view of the road pavement in the intersection.

Install Holding Line and Give Way signs.


It is a wide throated bitumen sealed intersection and lacks definition. Gravel windrows form triangular islands.

Nimbin Rd looking east at Wilson St

Paint and delineate triangular islands.


Sight distance to the intersection from Wilson Road restricted by vegetation.

Wilson St looking north to Nimbin Rd

Trim vegetation in drainage line to improve sight lines.


Sight distance around the intersection is satisfactory for the 60kph speed limit.

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0.1 Intersection of

Nimbin Road and Wilson Street

A left turn in and left turn lane out of the entry to stockpile site 100m to the north of Wilson Street. Southbound vehicles passing right turn traffic into Wilson Street have the expectation that the lane would continue. It does not and the exit lane tapers off in width on the approach to Wilson Street creating a hazardous squeeze point. Due to the curved alignment the diminishing lane is not obvious to traffic.

Nimbin Rd looking east to Wilson St

Widen Nimbin Road on the inside of the curve to provide an auxiliary lane through the intersection.


An auxiliary lane for the right turn into the stockpile site 100m to the north of Wilson Street is narrow, approximately 2.5m wide.

Note. No action needed.


The departure side of the intersection forms a reverse curve. Delineation is lacking.

Install guide posts.

0.45 Nimbin Road Speed limit changes for 60 to 80.

0.48 Old Quarry Road

0.6 Curve Left 75 kph

0.7-0.8

Pavement bumpy on curve. Repair

1.0 Curve

Right hand curve without warning signs. Investigate need.

1.4 Curve left No speed sign

Sight distance to the curve and intersection is limited.

Check linemarking for overtaking.

1.5 Booerie Creek Road

No widening for passing of turning traffic.

Nimbin Rd looking west to Booerie Ck Rd

Widen shoulder as per Fig. 18

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1.55 Curve left

No speed sign

1.6 Bridge Steep drop offs on bridge approaches.

Nimbin Rd looking east to Booerie Ck Bridge

Install guard rail

1.6 Booerie Creek Bridge

Bridge width marker missing. Replace width marker.

2.1 Curve Right 55 kph



Apparent inconsistency in the siting of advisory speed signs in relation to the curves.

Review sign installations.


Crest with CAMs and guard rail on the outside of the curve. A series of closely spaced guideposts located from the end of the guardrail down the grade with adjacent steep drop off.

Consider extending the guardrail.


Rough Pavement Repair pavement and widen shoulder on the western side.


Part of reverse curve

3.3 Reverse curves The alignment of the road is curving and undulating providing glimpses of approaching traffic through gaps in the vegetation. This has the potential to be misleading at night.

Consider improving night time delineation. Clear vegetation on the inside of the curve. Install reverse curve signs in both directions.

3.4 Curve Left 65 kph.

Part of reverse curve. Sign located after start of curves.

Review signage.


Part of reverse curve. CAMs on the curve.

3.7 Reverse Curve Signposting is inconsistent with the road geometry.

Review signage.

4.3 Curve Left No Speed Sign

4.6 Right hand curve. No warning signs. 80kph. None needed.

4.7 Narrow point Guard Rail both sides of road on curve at culvert

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4.9 Curve Left

55 kph. Guard Rail on both sides of curve

5.2 Quarry turnoff Short auxiliary lane.

5.3 Quarry turnoff Limited sight distance due to curves on both approaches in Nimbin Road.

Looking north from Quarry Access

Looking south from Quarry Access

Upgrade intersection to meet minimum sight distance requirements.


CAMs on the curve.

5.7 Keerrong Road

6.4 Casino Turnoff

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Table 2 - Road and Traffic condition survey of Nimbin Road haulage route.

Southbound along Nimbin Road ITEM

LOCATION

ISSUE

SUGGESTED TREATMENT

-0.5 Keerrong Road

-0.3 Curve Right 55 kph

CAMs on the curve.

00

Intersection of Nimbin Road and Quarry Access Road

Sight distance to the intersection.

-0.05

Curve Right 55 kph

CAMs on the curve.

0.15-0.2

Guard rail both sides

0.35-0.4

Guard rail both sides


0.8 Curve Right No Speed Sign


CAMs on the curve/crest.




2.2 Curve Right No Speed Sign

2.2-2.4

Rough Pavement on climb up the hill. Routine maintenance.


Curve / crest combination

2.5-2.55

Guard Rail on right

2.55 Winding Road sign No Speed Sign


2.6-2.9

Guard Rail on left Reflectors missing on guard rail Replace reflectors


2.6-2.9

Rough Pavement on run down the hill. Routine maintenance.


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3.7 Booerie Creek Bridge

Narrow bridge 6.0m between kerbs.

3.75 Curve Right No speed sign

3.8 Booerie Creek Road

Overtaking permitted southbound through the intersection.

Change linemarking to prevent overtaking through the intersection.

4.5 No signs warning of curve and crest combination

Install signs.


4.8 Curve Right No speed sign

4.85 Old Quarry Road

4.9 Change 60/80 zone

5.0 Curve Left No speed sign

5.1 Truck Warning sign

5.1 Start of left turn lane into stockpile site

5.2 Stockpile Access Road

5.3 Wilson Street intersection

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5.3 Traffic Volumes

Vehicle classification counters were installed at three locations along the route – one either side of the quarry access and one to the north of Wilson Street.

The following Figures 2 to 6 and Tables 3 to 7 summarise the count data and are self explanatory.

Figure 7 is an extract from Austroads Guidelines showing vehicle types that will assist in interpreting the vehicle composition data in Tables 4 and 7.

Site A – North of Wilson Street

Table 3 - Two Way Hourly Volumes for Virtual Week

NIMBIN Road near WILSON ROAD

19 - 27 Sept 07

Mon Tue Wed Thu Fri Sat Sun 5 day 7 day

Average Average

Hour

0000-0100 3 3 3 6 3 15 10 4 6

0100-0200 1 3 3 3 1 17 19 2 7

0200-0300 4 4 3 3 2 3 11 3 4

0300-0400 5 2 1 4 2 5 5 3 3

0400-0500 4 5 6 6 5 3 9 5 5

0500-0600 46 48 42 41 41 37 20 44 39

0600-0700 111 107 120 112 115 61 25 113 93

0700-0800 189 217 202 193 181 115 58 196 165

0800-0900 328 332 321 320 325 177 94 325 271

0900-1000 214 223 245 220 224 208 158 225 213

1000-1100 211 196 172 209 221 306 163 202 211

1100-1200 195 192 188 210 212 228 195 203 203

1200-1300 180 186 206 218 213 223 198 201 203

1300-1400 202 205 180 228 234 206 203 208 208

1400-1500 184 240 208 153 245 221 197 206 207

1500-1600 259 278 276 271 256 228 160 268 247

1600-1700 279 280 273 292 254 209 165 276 250

1700-1800 274 282 298 277 281 155 111 282 240

1800-1900 148 159 142 149 192 134 82 158 144

1900-2000 56 94 91 84 99 69 74 85 81

2000-2100 47 35 51 70 68 44 32 54 50

2100-2200 39 51 60 64 79 57 39 59 56

2200-2300 26 25 21 35 45 48 20 30 31

2300-2400 10 9 15 14 23 28 7 14 15

Totals _______________________________________________________________|________________

0700-1900 2663 2790 2709 2740 2838 2410 1784 2748 2562

0600-2200 2916 3077 3029 3070 3199 2641 1954 3058 2841

0600-0000 2952 3111 3065 3119 3267 2717 1981 3103 2887

0000-0000 3015 3176 3123 3180 3321 2797 2055 3163 2953

AM Peak 800 800 800 800 800 1000 1100

328 332 321 320 325 306 195

PM Peak 1600 1700 1700 1600 1700 1500 1300

279 282 298 292 281 228 203

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Figure 2 – Daily Traffic Profile Site A

Table 4 - Traffic Composition on Weekdays between the Quarry and Wilson Street

Figure 3 – Weekly Traffic Profile Site A

Traffic Profile - Typical Day

0

50

100

150

200

250

300

350

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24

Time

Ho

url

y V

olu

me

Vehicle FlowVehicleFlow-31 (Metric) Site: NIMBIN ROAD NEAR WIL.0W Description: NIMBIN ROAD NEAR WILSON_NIMBIN BOUND A HIT FIRSTFilter time: 10:06 Wednesday, 19 September 2007 => 14:26 Thursday, 27 September 2007 Filter: Cls(1 2 3 4 5 6 7 8 9 10 11 12 ) Dir(NESW) Sp(10,160) Sep(>0)Scheme: Vehicle classification (ARX)

< 0:00 Monday, 17 September 2007 (Day)

Time17-Sep

0000 Mon19-Sep

0000 Wed21-Sep0000 Fri

23-Sep0000 Sun

25-Sep0000 Tue

27-Sep0000 Thu

29-Sep0000 Sat

01-Oct0000 Mon

0

50

100

150

200

250

300

350

400

Flow dt=1hr

Weekday Class 1-2 2967 92.9%



Weekday Total 3193

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Site B – South of the Quarry Access

The data in Table 5 is incomplete for the survey week due to counter malfunction.


NIMBIN Road south of Quarry Access

19 - 27 Sept 07


Average Average

Hour

0000-0100 3 3 * * 3 8 9 3 5

0100-0200 1 3 * * 1 12 16 2 7

0200-0300 4 4 * * 2 3 7 3 4

0300-0400 4 0 * * 2 5 3 2 3

0400-0500 4 5 * * 7 3 9 5 6

0500-0600 39 44 * * 38 28 15 40 33

0600-0700 90 82 * * 97 55 18 90 68

0700-0800 174 204 * * 167 87 47 182 136

0800-0900 269 283 * * 274 146 76 275 209

0900-1000 174 179 * * 181 179 125 178 168

1000-1100 183 157 * * 183 227 133 174 177

1100-1200 161 170 * * 176 213 160 176 126

1200-1300 151 159 * * 174 204 158 161 169

1300-1400 165 183 * * 207 168 192 183 131

1400-1500 156 196 * 153 219 188 171 181 181

1500-1600 213 221 * 221 204 182 138 215 197

1600-1700 234 246 * 231 200 166 133 228 201

1700-1800 240 236 * 233 251 130 86 240 196

1800-1900 132 132 * 117 150 114 59 133 117

1900-2000 45 80 * 65 76 51 54 67 62

2000-2100 38 34 * 53 47 34 26 43 39

2100-2200 30 32 * 54 67 48 36 46 45

2200-2300 24 * * 29 37 36 18 30 29

2300-2400 10 * * 13 14 26 5 12 14

Totals _______________________________________________________________|________________

0700-1900 2252 2366 * * 2386 2004 1478 2335 2097

0600-2200 2455 2594 * * 2673 2192 1612 2574 2305

0600-0000 2489 * * * 2724 2254 1635 2607 2276

0000-0000 2544 * * * 2777 2313 1694 2661 2332

AM Peak 800 800 * * 800 1000 1100

269 283 * * 274 227 160

PM Peak 1700 * * * 1700 1200 1300

240 * * * 251 204 192

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Figure 4 – Daily Traffic Profile Site B


0

50

100

150

200

250

300

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24

Time

Ho

url

y V

olu

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Site C – South of the Quarry Access


NIMBIN Road north of Quarry Access

19 - 27 Sept 07


Average Average

Hour

0000-0100 3 3 2 7 3 8 9 4 5

0100-0200 1 3 4 2 1 12 17 2 6

0200-0300 4 4 3 5 2 3 6 4 4

0300-0400 4 0 0 1 2 5 3 1 2

0400-0500 4 5 4 6 7 3 9 5 5

0500-0600 35 41 29 32 32 24 15 34 30

0600-0700 89 84 95 87 86 53 18 88 73

0700-0800 158 181 173 150 152 81 47 163 135

0800-0900 265 272 257 254 245 143 75 258 215

0900-1000 164 172 173 174 172 173 123 171 164

1000-1100 171 151 147 167 157 214 134 159 163

1100-1200 160 164 164 167 164 212 157 164 170

1200-1300 146 144 166 166 157 196 157 156 162

1300-1400 162 170 156 148 173 168 184 162 166

1400-1500 150 177 151 114 199 183 168 158 163

1500-1600 202 212 217 213 196 174 138 208 193

1600-1700 224 241 235 226 198 167 131 225 203

1700-1800 233 227 233 232 248 128 86 234 198

1800-1900 131 130 115 117 147 114 59 128 116

1900-2000 45 82 64 65 75 51 54 66 62

2000-2100 38 34 47 53 50 34 26 44 40

2100-2200 30 42 54 54 68 48 35 50 47

2200-2300 24 28 19 30 35 36 18 27 27

2300-2400 10 7 14 13 14 26 5 12 13

Totals _______________________________________________________________|________________

0700-1900 2166 2241 2187 2128 2208 1953 1459 2186 2049

0600-2200 2368 2483 2447 2387 2487 2139 1592 2434 2272

0600-0000 2402 2518 2480 2430 2536 2201 1615 2473 2312

0000-0000 2453 2574 2522 2483 2583 2256 1674 2523 2364

AM Peak 800 800 800 800 800 1000 1100

265 272 257 254 245 214 157

PM Peak 1700 1600 1600 1700 1700 1200 1300

233 241 235 232 248 196 184

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Figure 5 – Daily Traffic Profile Site B

Table 7 - Vehicle Classification Site C

Figure 6 – Weekly Traffic Profile Site C

Monday to Friday Total W-bound E-bound

Cars 2334 1164 1170

Light Trucks & Buses 171 85 86

Heavy Trucks 5 2 3

2510 1251 1259


0

50

100

150

200

250

300

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24

Time

Ho

url

y V

olu

me

Vehicle FlowVehicleFlow-31 (Metric) Site: NIMBIN ROAD NEAR WIL.0W Description: NIMBIN ROAD NEAR WILSON_NIMBIN BOUND A HIT FIRSTFilter time: 10:06 Wednesday, 19 September 2007 => 14:26 Thursday, 27 September 2007 Filter: Cls(1 2 3 4 5 6 7 8 9 10 11 12 ) Dir(NESW) Sp(10,160) Sep(>0)Scheme: Vehicle classification (ARX)

< 0:00 Monday, 17 September 2007 (Day)

Time17-Sep

0000 Mon19-Sep

0000 Wed21-Sep0000 Fri

23-Sep0000 Sun

25-Sep0000 Tue

27-Sep0000 Thu

29-Sep0000 Sat

01-Oct0000 Mon

0

50

100

150

200

250

300

350

400

Flow dt=1hr

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Figure 7 - Austroads Vehicle Classifications

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5.4 Travel Speeds

Speed Surveys were conducted at three locations on Nimbin in association with the vehicles counts.

Site A – Nimbin Road 300m north of Wilson Street

Mean = 69.6 km/h Median = 68.8 km/h 85% Speed = 78.1 km/h, 95% Speed = 83.9 km/h,

Site B - Nimbin Road 150m south of Quarry Access

Mean = 71.7 km/h Median = 71.6 km/h 85% Speed = 78.8 km/h, 95% Speed = 83.9 km/h

Site C - Nimbin Road 100m north of Quarry Access

Mean = 71.3 km/h

Median = 71.3 km/h 85% Speed = 78.5 km/h,

95% Speed = 83.2 km/h,

RoadNet

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5.5 Traffic Growth

Lismore City Council has provided average daily counts for various years since 1970 for a site on Nimbin Road near the quarry. From this data it is predicted that traffic will grow at 2.2% linear from 2007 volumes. Figure 8 shows historical traffic volumes and a trend line since 1970.

Figure 8 – Traffic Growth

Average Daily Traffic

0

500

1000

1500

2000

2500

3000

1970

1972

1974

1976

1978

1980

1982

1984

1986

1988

1990

1992

1994

1996

1998

2000

2002

2004

2006

Veh

icle

s TREND LINE

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5.6 Accidents

An analysis has been made of the traffic accident history of the section of Nimbin Road between Wilson Street and the quarry access. This analysis has been carried out on the accident data covering the 7.25 year period from January 2000 to March 2006. Figure 9 shows a diagram of accident sites. Red dots are casualty accidents and green dots are tow aways.

Figure 9 - Accident Locations

An analysis of the accident data is contained in section 6.2 of this report.

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5.7 Buses

School bus services travel on Nimbin Road at peak morning and afternoon school times. The general public also travel on these buses. Other buses such as tourist coaches and the Community Transport buses also use the route.

The times of regular services are listed below.

Waller’s Bus Company.

Services Monday to Friday (excluding Public Holidays). Buses set down and pick up at various locations along the haulage route. When contacted, Graham Waller did not have any traffic or safety issues, although he did state that there was no left turn lane into the quarry.

Nimbin > Lismore Lismore > Nimbin

7:50 > 8:55 8:00 > 8:45

9:00 > 9:40 2:35 > 3:20

3:30 > 4:15 3:20 > 4:30

Singh’s Bus Company.

School Services Monday to Friday along the haulage route past the quarry to/from Lismore.

Northbound Southbound

8:30 > 8:40 3:45 > 4:00

Bruce’s Bus Company.

School Services Monday to Friday along the haulage route past the quarry to/from Lismore.

Northbound Southbound

8:30 > 8:40 3:45 > 4:00

5.8 Garbage Trucks

Lismore City Council collects wheely bins at rural properties along Nimbin Road. The stopping areas for these trucks is limited and could present a safety hazard for other large vehicles, quarry trucks and buses, should they not be able to stand fully off the road carriageway.

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6 ASSESSMENT OF TRAFFIC IMPACTS

The haulage route from the extraction site is via Nimbin Road for a distance of about 5.3 kilometres.

A Road Safety Audit of existing road and traffic conditions on the route was carried out as part of the investigation of the haulage route. Refer to Tables 1 & 2.

The assessment of traffic impacts are addressed under the headings of the key issues to be assessed as specified by the Department of Planning and the Roads and Traffic Authority.

• Details of the traffic volumes generated by the project

• An assessment of the capacity and safety of the proposed transport route

• The total traffic impact on the road network including other activities in the area

• Intersection sight distances

• Existing and proposed access conditions

• Details of servicing and parking arrangements

• Improvements for road junctions

6.1 Details of the traffic volumes generated by the project

The current operation involves extraction of rock and transporting it internally for processing ie, crushing and grading. The material is then stockpiled before being transported to markets. Transporting the material to markets commonly takes places over consolidated periods and then declines in intensity until the next supply is needed.

Traffic counts over the survey week confirm this process with the Friday being substantially busier than other the weekdays which remained fairly constant. The client has advised that the quarry generates about 50 trucks per day on average but may double that volume for large jobs. The client also advises that 80% of trucks are truck and dog combinations and 20% are single unit tippers.

The calculations shown in Table 8 shows the existing and proposed average truck movements.

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Table 8 - Calculation of Average Truck Movements

The average daily truck movements are 50 laden trucks per day. The Quarry operator provided this information and is based on an extraction rate of 250,000 tonnes being transported by truck and dog (80% of trucks) and single unit trucks (20%).

The truck and dog combination would carry approximately 30 tonnes and the truck alone would carry 13 tonnes.

On this basis the 250,000 tonnes would be transported over 188 days.

For the proposed increase in production to 600,000 annually the number of trucks would increase to say 100 laden trucks per day over a period of 226 days.

The Quarry Operator has indicated that up to 95 trucks per day can currently occur for large projects.

From the traffic surveys it appears that the Friday of the survey week required material for a large project. Refer to table 9 below which shows the number of vehicles to and from the quarry on each day during the survey week. They have been calculated from the traffic counts. Counting Site C is located to the north of the Quarry and Counting Site B immediately to the south. The difference in the counted volumes between these two sites show the traffic generated by the quarry because there is little quarry traffic to and from the north.

Table 9 – Daily Traffic Generation of existing Quarry Operation

Difference in volume between Site B and Site C

Total Cls Cls Cls Cls Cls Cls Cls Cls Cls Cls Cls Cls

1 2 3 4 5 6 7 8 9 10 11 12

Friday, 193 76 0 2 32 0 0 0 3 52 25 3 0

Saturday, 59 24 3 3 30 -2 0 0 0 -1 1 1 0

Sunday, 20 23 1 -4 0 -1 0 0 0 2 0 -1 0

Monday, 91 38 5 15 -5 0 -1 0 2 35 0 2 0

Tuesday, 78 -1 -1 7 33 -1 -1 0 5 36 0 1 0

Trucks per day 50

Current annual extraction 250000

Trucks

per day Tonnes

Tonnes/

day

Days /

Year

Truck and dog 80% 40 30 1200

Truck 20% 10 13 130

Total 1330 188

Trucks per day 100

Proposed annual extraction 600000

Trucks

per day Tonnes

Tonnes/d

ay

Days /

Year

Truck and dog 80% 80 30 2400

Truck 20% 20 13 260

Total 2660 226

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Peak hour volumes associated with the quarry have been derived from a comparison of the traffic counts at the various count sites. The estimated volumes are shown in the following figure of intersection turning movements. The peak hour was identified by way of the relative number of trucks in the morning and afternoon periods of each day. The days shown are Monday, Tuesday and Friday. Problems with the Site B traffic counter prevented accurate analysis of the other weekdays. However, it can be assumed from the daily counts at Site A that Wednesday and Thursday are similar to the Monday and Tuesday volumes. Friday was the exception. Figure 10 shows the peak hour traffic generation for the existing Quarry.

Figure 10 – Peak Hour Traffic Generation of existing Quarry Operation

(1) (3) 1 30

30 (3)84 (70)

1 (1)126 (70)

QUARRY ACCESS

NIMBIN ROAD

Monday AM 800- 900 (PM) 1300-1400

(1) (9) 1 14

14 (9)86 (90)

1 (1)129 (90)

QUARRY ACCESS

NIMBIN ROAD

Tuesday AM 700- 800 (PM) 1400-1500

(1) (20) 1 8

8 (20)56 (136)

1 (1)136 (84)

QUARRY ACCESS

NIMBIN ROAD

Friday AM 700- 800 (PM) 1300-1400

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The total traffic (two way) in Table 9 ranges from 78 to 193 vehicles per day comprising 78 and 117 trucks respectively.

These volumes generally align with the estimated 50 laden and 50 unladen trucks per day.

This analysis indicates that the proposed increase from 250,000 to 600,000 tonnes per year will essentially double the number of trucks per day on Nimbin Road and increase the number of haulage days.

6.2 Safety of the proposed transport route

Analysis of accident data for the period January 2000 to March 2006 shows:

42 accidents

13 injury accidents resulting in 25 injuries.

32 single vehicle accidents.

31 accidents occurred on a curve.

The times of accidents were spread throughout the day – no distinct pattern.

36% of accidents occurred on the weekend.

Sunday had the highest number of accidents (9) of any day.

10 accidents occurred in the dark.

Year 2000 had the highest number of accidents –10. 2001 - 8, 2002 - 3, 2003 – 3, 2004 – 6, 2005 –6, 2006 - 4 in the 3 months to the end of March.

6 accidents involving light trucks

1 accident involving a heavy truck

0 accidents involving an articulated trucks

0 accidents involving cyclists or pedestrians

1 accident involving a bus (on the reverse curve 1.3km south of the quarry access.) Sunday. Wet.

Clusters of accidents at:

- the curves both sides of the quarry access. (9 accidents)

- the sharp curve 1.6km south of the quarry access. (3 accidents)

- Booerie Creek Road and Bridge, (6 accidents)

- the narrow section at the property accesses 0.7km north of Wilson Street. (3 accidents)

- Wilson Street, (5 accidents)

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Safety Improvements

Nimbin Road has a seal width varying between 6.0m and 7.0m plus 0.5m wide shoulders.

The RTA Road Design Guide specifies the following cross section for a rural road carrying more than 2,000 vehicles per day - 2 x 3.5m wide travel lanes plus a minimum of 2.0m wide shoulders. This should be increased to 3.0m wide where there are a high percentage of trucks.

Desirably, the road should be upgraded to the current standard however the cost of such upgrading would be expensive. In order to make the road safe for quarry trucks the following measures should be carried out to: 1) improve current safety deficiencies; and 2) make provision for additional truck traffic.

It is noted that the speed limit on the section is now 80kph. It appears that this is a recent reduction from 100kph. Curve warning signs with advisory speed signs are installed along with guideposts with reflectors. Chevron Alignment Markers are installed on some curves. Centreline markings are provided for the full length. The road pavement is in fair condition with a number of failures evident. None are considered hazardous at this time. Council maintains the road and there is evidence of road pavement restoration on some sections. Currently, all vehicles can pass in relative safety providing that the speed limit and advisory signposting is observed.

In lieu of major upgrading it is suggested that certain sections of the route could be improved particularly where accidents clusters are identified. In addition, traffic facilities could be improved to make the existing road safer.

The Road Safety Audit identified several matters that require attention. General comments related to the location of some signage and the need to check linemarking for overtaking sight distances. The audit identified deficiencies at the 5 cluster sites identified from analysis of the accident data. The accident data analysis was carried out after the site inspections for the Road Safety Audit. The accident cluster sites are discussed in the following.

The curves both sides of the quarry access

Both curves are signposted with 55kph curve advisory signs. The quarry access is located between the two. Travel speeds (85th percentile) recorded near the curves are high, approximately 80kph.

It would be desirable to realign both curves and incorporate a new intersection into the quarry. This would address the existing safety issues on the curves and address the sight distance deficiency at the quarry access road. This concept is further developed and a sketch layout contained in section 6.4 of this report.

The sharp curve 1.6km south of the quarry access.

This site was inspected following the accident analysis to determine if any additional safety measures are needed.

The curve is well signposted and has had recent pavement restoration work. No additional measures are considered necessary.

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Booerie Creek Road and Bridge

The roadway drops away on the approaches to this narrow bridge. Guard rail is needed on three sides to prevent errant vehicles leaving the carriageway.

Overtaking is permitted southbound from the bridge through the Booerie Creek Road intersection. It is also permitted northbound terminating at the curve to the south of the intersection. Upon termination there is a sharp curve followed by the intersection. Run offroad accidents have occurred on this section. Barrier lines are needed between Booerie Creek Bridge and through the curves to the south of the intersection.

There is no shoulder opposite Booerie Creek Road intersection to pass turning vehicles. A drain is located here and there is evidence of cars leaving the road at this site. A shoulder is needed for safety.

Narrow section at the property accesses 0.7km north of Wilson Street

The road is possibly at its narrowest point on this section. A crest is also located at the driveway. Desirably the section should be widened to provide shoulders.

Wilson Street

Guidance for traffic at the Wilson Street intersection is poor. Linemarking creates two lanes southbound approaching the intersection. The left hand lane peters out through the intersection creating an unsafe situation if a vehicle wishes to turn into Wilson Street. A right turning bay is needed at the intersection. This could be achieved partially by relocating the linemarking and partially by widening on the inside of the curve. Refer to Figure 23 in section 6.4.

The curve in Terania Street following the intersection is rough and lacks guidance. The pavement should be repaired and guide posts installed around the curve.

Buses

The winding alignment of the road combined with the narrow shoulders creates safety hazards when vehicles need to pass and stop, eg buses and garbage trucks.

Bruce’s Bus Company stated that they used UHF Channel 25 to communicate with other vehicles on the route but not all large vehicles were fitted with radios. It would be desirable for the quarry trucks to be fitted with these radios so that drivers of large vehicles can communicate especially when they have to stop on narrow sections.

Pedestrians and Cyclists

The nature of the rural road on Nimbin Road would preclude pedestrian activity. Also cycle activity would be minimal due to the alignment and cross section.

No special provision is needed for pedestrians and cyclists on the haulage route.

Signposting and Linemarking

The winding and undulating nature of the road requires that all signage and line marking be to a high standard. The siting of some waring signs in relation to curves should be reviewed and linemarking reviewed for overtaking sight distance.

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Private Haulage Route

A private haulage road (6 metres wide sealed) is provided from Nimbin Road to the extraction site. It is quite steep and laden trucks existing the quarry travel down the steep grade. It would be common for trucks to use engine brakes to manage their speed. This is a critical safety measure but could potentially generate noise issues.

The internal layout of the quarry is well organised and parking clearly identified. No additional facilities are required internally.

6.3 Road Capacity of the proposed transport route

Nimbin Road is a two lane rural road through this section with an estimated AADT of 2,600 to 3,200.

Table 10 shows that the existing road operates at a level of service “C”.

In 20 years time at a 2.2% linear growth rate the predicted traffic volumes are 4,600. The road will still be at a level of service “C” at that time.

Table 10

Two Lane Rural Road Capacity – Rolling Terrain

Two Way Flow

LOS AADT Hourly Volume

‘A’ 1,100 110

‘B’ 2,800 280

‘C’ 5,200 520

‘D’ 8,000 800

‘E’ 14,800 1,480

AUSTROADS Level of Service (LOS) (0.10 peak hour & 0.10 heavy vehicles)

The operational performance of roads can be summarised using Level of Service criteria. This is measured between levels ‘A’ and ‘F’, with ‘A’ being good and ‘F’ being poor.

Level of service ‘C’ is an acceptable standard for this type of road.

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6.4 Intersection capacity on the proposed transport route

There are five intersections on the haulage route.

1. Quarry Access

2. Booerie Creek Road

3. Old Quarry Road

4. Stockpile Site north of Wilson Street

5. Wilson Street

The capacity of intersections is discussed in this section along with sight distance issues.

Junction of Nimbin Road and Quarry Access

The average delay to side road traffic based on Figure B.3(e) of the Guide to Traffic Engineering Practice. - Part 5 : Intersections at Grade is 1.5 seconds.

The speed limit is 80kph and the horizontal alignment of the road at this point would limit travel speeds. The vehicle classification counters installed to the north and south of the quarry access showed that the 85th percentile travel speed in the vicinity of the quarry access is 79kph. The design speed applied to the access should therefore be 80kph.

The existing sight distance from the access is 160m to the north and 130m to the south as shown on the aerial photograph in Figure 11. Stopping Sight Distance from the south is approximately 70m to the rear of long truck stopped waiting to turn into the site.

Sight lines in both directions are limited by way of sharp horizontal curves with radii of approximately 80m. The Guidelines indicate that curves with this radii have a 55kph travel speed. Both curves are signposted with 55kph curve advisory signs.

The sight distance requirements for 80kph as per AUSTROADS Guide to Traffic Engineering Practice Part 5 ‘Intersections at Grade’ are discussed in the following.

Section 6.2.2 of the Guide relates to ‘Sight Distance Requirements’. Table 6.3 of the Guide contains the following sight distance criteria.

Table 11- Sight Distance Requirements for Cars

Speed Entering Sight Distance

Approach Sight Distance (Stopping Sight Distance)

Safe Intersection Sight Distance

- 2.0 sec 2.5 sec 2.0 sec 2.5 sec

80kph 305 103 114 170 181

2.0 seconds is the absolute minimum reaction time and 2.5 seconds is the desirable time.

Section 6.3.3 of the Guide relates to ‘Provision of Truck Stopping Sight Distance at Intersections’. For 80 kph the stopping sight distance is 131m for 2.0 sec reaction time and 143m for 2.5sec reaction time. The vertical alignment is on a level grade therefore no corrections for grade are required.

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Figure 11 – Aerial photo of the quarry access showing Intersection Sight Distances.

The required sight distance could be achieved by the construction of an improved intersection on a new 150m radius curve. It should be noted that the minimum curve radii for 80kph is 240m but the 150m curve is allowable with an advisory speed of 65kph.

Sight distance 130m

Sight distance 160m

QUARRY ACCESS

NIM

BIN

RO

AD

80m radius 55kph

80m radius 55kph

Auxiliary Lane 50m long on approach to the access

Stopping Sight Distance to rear of stopped truck -70m

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The existing intersection has an auxiliary lane for passing of right turn traffic into the quarry, however this is constructed to an old standard. The lane starts 50m to the south of the access and extends about the same distance past.

Figure 13 shows the existing intersection requirement. The guidelines indicate that a Type AUR junction is required as shown in Figure 14. Refer to Figure 12 for a sketch of the intersection type extracted from the Guidelines.

Figure 12 – Type AUR Intersection Treatment

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Figure 13 – Austroads Intersections Warrants Existing Conditions

Figure 14 – Austroads Intersections Warrants Future Conditions

All days Left Turn AM and PM

Monday Right Turn PM

EXISTING REQUIREMENT

Monday Right Turn AM

Tuesday Right Turn AM

Tuesday Right Turn PM

Friday Right Turn AM

Friday Right Turn PM

Monday AM 800- 900 PM 1300-1400

Friday AM 700- 800 PM 1300-1400

Tuesday AM 700- 800 PM 1400-1500

Left Turn AM

Left Turn PM

Right Turn PMRight Turn AM

FUTURE REQUIREMENTat 2.6 times current production

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Three options are available to improve the intersection

1) Extend the auxiliary lane by 30m to the south (Low Cost option).

2) Construct a new junction on an improved alignment encroaching into the quarry property.

3) Construct a new junction on an improved alignment that affects takes one dwelling.

Option 1 does nothing for the sight distance deficiency.

Option 2 involves a realignment of the intersection incorporating the curves on both approaches and a turning bay. Refer to Figure 15.

Figure 15 – Work required to Comply with Sight Distance Requirements

150m radius curve to give required sight distance which improvesthe two curves but the minimum radii required for 80kph is 240m.

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An alternative layout (Option 3) involves a realignment of the intersection incorporating the curves on both approaches and a turning bay and affecting the dwelling top the south west of the quarry access. Refer to Figure 16.

Figure 16 – Work required to Comply with Sight Distance Requirements

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Junction of Nimbin Road and Booerie Creek Road

The traffic volume using the intersection has been estimated from traffic counts on Nimbin Road combined with the application of RTA traffic generation rates for dwellings located off Booerie Creek Road.

From the aerial photographs there are approximately 30 dwellings located off Booerie Creek Road. Each dwelling would generate 0.85 trips in peak hour. It is assumed that 90% of these are to and from Lismore. Figure 17 shows the estimated traffic generation for the existing intersection. Figure 18 shows the intersection warrants.

Figure 17 - Intersection Traffic Volumes

Figure 18 - Intersection Warrants

All days Left Turn AM and PM


Right Turn AM

Right Turn PM

(1) (9) 1 15

9 (15)56 (136)

1 (1)144 (104)

BOOERIE CK RD

NIMBIN ROAD

Friday AM 700- 800 (PM) 1300-1400

TRAFFIC GENERATION0.85 X 30 = 26 TRIPS

AM Peak 60% OUT =16 40% IN = 10

PM Peak 40% IN = 10 60% OUT =16

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The average delay to side road traffic based on Figure B.3(e) of the Guide to Traffic Engineering Practice. - Part 5 : Intersections at Grade is 1.5 seconds

The existing intersection has no widening for turning traffic. It also has no shoulders. The intersection should be upgraded to the current standard of a type BA junction for both the right turn in and to a lesser extent for the left turn in. This involves the construction of a road shoulder opposite Booerie Creek Road as per Figure 19 extracted from the Austroads Guidelines. This would allow northbound vehicles room to pass turning vehicles if required. Figure 20 shows an aerial view of the intersection with recommended widening.

Figure 19- Type BAR Junction

Figure 20 – Recommended Road Widening

Construct road shoulder

BOOERIE CREEK ROAD

Looking north on Nimbin Road past Booerie Creek Road on right.

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Junction of Nimbin Road and Old Quarry Road

Old Quarry Road forms a skewed intersection with Nimbin Road. Figure 21 shows an aerial view of Old Quarry Road intersection.

The intersection has no shoulders and sight distance to the north is poor.

No traffic counts were undertaken but it appears that little traffic uses the intersection. In view of the low traffic volumes no action is needed at the intersection.

Figure 21 – Aerial view of Old Quarry Road intersection.

OLD QUARRY

ROAD

NIMBIN ROAD

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Junction of Nimbin Road and Stockpile Site

An access to a stockpile site / depot on Nimbin Road is located just to the north of Wilson Street.

The intersection has been widened to provide turning lanes for both directions of traffic. An acceleration lane is provided to the south that terminates at the Wilson Street junction. The road alignment is curved and it is not obvious that the lane peters out right at the spot where additional width is needed for passing of right turn vehicles into Wilson Street. Figure 22 below refers.

No traffic counts were undertaken at this access but it appears from site inspections that little traffic uses the intersection. In view of the low traffic volumes no action is needed at the intersection. In fact the road space available would be better utilised for turning movements at the Wilson Street junction. This concept is discussed in the following section.

Figure 22 – Stockpile Access

Squeeze Point.Lane runs out at intersection

Lack of definitionNo holding line

Rough Pavement

WILSON

STREET

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Junction of Nimbin Road and Wilson Street

This junction is located on the entry to Lismore. Traffic travelling south along Nimbin Road can either turn right into Wilson Street towards the southern parts of Town or proceed straight ahead along Terania Street.

Intersection counts have been undertaken in the morning peak hour 8:00 – 9:00am at the Wilson Street intersection. Figure 23 refers. Figure 24 shows that a right turn bay (CHR treatment) is currently required. The need would increase with additional trucks from the quarry. Figure 25 shows a sketch of the recommended treatment.

Figure 23 – Intersection Warrants

Figure 24 – Intersection Warrants

28 109

43 100

193 66

WILSON STREET

NIMBIN ROAD

INTERSECTION COUNTFriday AM 800- 900 26 October 2007

Left Turn


Right Turn

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Figure 25 – Suggested improvement works at the intersection

The average delay to side road traffic based on Figure B.3(e) of the Guide to Traffic Engineering Practice. - Part 5 : Intersections at Grade is 4.0 seconds

Install Holding Line, islands and give way sign

20m

Widen to provide passing lane.

Change linemarkingat site entry to suitintersection linemarking.

Existing linemarking creates squeeze point.

Provide right turn bay.

Trim vegetation for sight lines

Repair rough pavement and install improved guidance on curve.

Looking south on Nimbin Road past Wilson Street on right.

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6.5 Details of servicing and parking arrangements

The internal parking and access arrangements internal to the quarry site have been inspected. During inspections there was adequate parking for cars separate top work areas.

Traffic circulation around the site was well signposted and the quarry appeared to be well managed.

No additional traffic facilities are required internally.

6.6 Amenity of the proposed transport route

The term ‘amenity’ describes a wide range of environmental factors and facilities that influence the comfort and pleasantness of living areas. In this instance, amenity would relate to the agreeable features of the locality that contribute to:

• residents enjoyment of their properties

• safety on the public roads sections of the haulage route.

A reduction in amenity may result from noise from quarrying, noise from truck transport, vibration, visual impact of traffic and trucks, dust, actual and perceived safety for cars, pedestrians and cyclists.

Residents in proximity of the quarry and haulage route are potentially affected to various degrees. The potential impact and the measures proposed to ameliorate the impact area discussed in the following.

Truck traffic will increase on Nimbin Road.

Road safety measures have been identified throughout this report to ensure that haulage operations on Nimbin Road can be conducted safely, ie the implementation of intersection improvements and regular maintenance of the route. In addition, the suggested use of CB radios between school buses and Quarry trucks (and Council garbage trucks) would be a sound safety measure to avoid possible conflicts.

In terms of potential nuisance it is likely that traffic noise would have the greatest impact on amenity. While noise impacts associated with the quarry proposal will be undertaken in detail by others, some discussion of possible noise issues and possible attenuation measures that can be obtained from road design or operational measures is considered appropriate in this traffic report.

Those affected most by increased traffic noise would be the two residences located on Nimbin Road to the south of the quarry access. Trucks would accelerate and decelerate past these properties. The use of engine brakes on trucks is a major source of noise complaints to the RTA and Local Government due to the intrusive nature of the noise. Truck drivers would be instructed not to use engine brakes on Nimbin Road in proximity of residences.

This should also apply if practicable on the steep grade on the private haulage road into the quarry. For safety reasons this may not be possible on all vehicles.

To avoid unnecessary engine and chassis noise trucks would be maintained to ensure that engine and exhaust systems are operating within specification. In addition, unladen trucks would be required to secure tailgates and other loose fittings so that unnecessary no rattling occurs.

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8.0 CONCLUSIONS

The number of trucks on Nimbin Road between the Quarry access and Wilson Road is expected to double with the proposed increase in extraction to 600,000 tonnes per annum. The current maximum daily figure of approximately 100 laden trucks is not expected to be exceeded to any significant extent. The quarry will simply operate at that volume for 226 days per year.

Traffic generated by the proposed gravel extraction operation would not be expected to have an adverse impact on traffic flow or safety along the haulage route providing that the recommendations of this report are implemented.

9.0 RECOMMENDATIONS

1. Quarry Trucks, buses and garbage trucks be requested to use CB radio contact on the haulage route.

2. The quarry access and adjacent curves be upgraded to a type CHR when the quarry production reaches 337,500 tonnes per year. Two layout options are shown in figures 15 and 16 in this report.

3. If approval is given then The Booerie Creek Road junction be upgraded to a type BAR when the quarry production reaches 350,000 tonnes per year.

4. The Nimbin Road / Wilson Street junction be upgraded to a type CHR.

5. Review signage along the route needs in relation to the position of warning signs to curves.

6. Review overtaking lengths provided by the linemarking.

7. Carry out shoulder widening and pavement repair 2.8-3.0km north of Wilson Street for northbound traffic.

8. The quarry should contribute towards the upkeep of Nimbin Road to a standard no worse than what currently exists.

9. Clear vegetation on the reverse curves 3.3km north of Wilson Street to improve the view of oncoming traffic.

10. Install guard rail around the Booerie Creek Bridge.

11. Address minor traffic and safety issues identified in Tables 1and 2 of this report.

12. Council should consider a Blackspot funding application for: 1) the curve improvement work as proposed on either side of the quarry access; and 2) the Wilson Street intersection.

Annex B

Statement of Commitments: Roads

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Table B.1 Statement of Commitments - Traffic

Item Number

Item Commitment Responsibility Timing

1 Scope of Development

1.1 The development will be carried out as outlined in the documentation and plans listed below, except where amended by other items of this Statement of Commitments. • Environmental Assessment (EA), prepared by ERM, 2009 and supporting reports;

and • Quarry Plans (refer Figures 2.3 to 2.5 of the EA (ERM, 2009).

Lismore City Council and/or its successors

Ongoing

2 Roads 2.1 The proponent shall provide the following roadworks with associated stormwater

drainage structures that have been designed and constructed in accordance with Council’s Development, Design and Construction Manual (as amended). The proponent shall be responsible for any costs, including maintenance, for a period of six months from the date of approval of completion of the work. Required roadworks include:

Lismore City Council Prior to the operation of the expanded quarry.

2.1.1 Construction of a type CHR intersection layout at the junction of the quarry access and Nimbin Road in accordance with AUSTROADS Pt 5 “Intersections at Grade” giving particular attention to sight distance. The access road will remain sealed from at least 50m back from Nimbin Road to prevent fouling of the road surface, as per existing conditions.


2.1.2 Construction of a type CHR intersection layout at the junction of Nimbin Road and Wilson Street in accordance with AUSTROADS Pt 5 “Intersections at Grade”.


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2.1.3 Construction of a 1m wide gravel shoulder and repair existing pavement of Nimbin Road for a length of 200 metres at a location 2.8 kilometres north of the intersection of Nimbin Road and Wilson Street as recommended within Appendix G, Traffic Impact Study, of the Environmental Assessment.


2.1.4 Installation of guard rail in accordance with the relevant standard at Booerie Creek Bridge approaches as recommended within Appendix G, Traffic Impact Study, of the Environmental Assessment.


2.1.5 Works identified in Tables 1 and 2 of Appendix G, Traffic Impact Study, of the Environmental Assessment that have not been individually detailed within conditions of consents.


Prior to the operation of the expanded quarry the applicant shall obtain a certificate of completion for the above works from Council. Prior to obtaining this certificate a practicing qualified surveyor or engineer shall submit to Council for approval, a “works-as-executed” set of plans, completed asset record forms and construction certification. The certification shall certify that all roads, drainage and civil works required by this development consent and the approved design plans have been completed in accordance with Council’s Development and Construction Manual (as amended). 2.2 The proponent shall provide the following roadworks with associated stormwater

drainage structures that have been designed and constructed in accordance with Council’s Development, Design and Construction Manual (as amended). The proponent shall be responsible for any costs, including maintenance, for a period of six months from the date of approval of completion of the work. Required roadworks include:

2.2.1 Construction of a type BAR intersection layout at the junction of Nimbin Road and Booerie Creek Road in accordance with AUSTROADS Pt 5 “Intersections at Grade”.

Lismore City Council Once production rates reach 350,000 tonnes/ annum.

Prior to exceeding an annual extraction rate of 350,000 tonnes in any one year the applicant shall obtain a certificate of completion for the above works from Council. Prior to obtaining this certificate a practicing qualified surveyor or engineer shall submit to Council for approval, a “works-as-executed” set of plans, completed asset record forms and construction certification. The certification shall certify that all roads, drainage and civil works required by this development consent and the approved design plans have been completed in accordance with Council’s Development and Construction Manual (as amended).

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2.3 Prior to the operation of the expanded quarry a review of the Road Safety Audit contained within Tables 1 and 2 of Appendix G, Traffic Impact Study, of the Environmental Assessment shall be undertaken. All required works identified within the review that are not individually detailed within conditions of consents shall be completed prior to operation of the expanded quarry.


2.4 Prior to the operation of the expanded quarry hinged “Truck Entering” warning signage, W5-22 signs, shall be erected at suitable locations, approximately 200 metres either side of the access, upon Nimbin Road advising of the traffic hazard. Signs shall be displayed during hours of haulage operations only.


2.5 Prior to the commencement of works required by the above conditions the applicant shall obtain approval under section 138 of the Roads Act for the works upon the public road. For this approval full design plans of the proposed engineering works required upon the public road shall be submitted to and approved by Council. Plans shall include details of works required to satisfy condition(s) RD1. Such plans shall be accompanied with the fee, as adopted at the time of the relevant payment as indicated in Councils Fees and Charges.

Lismore City Council Prior to the commencement of works required by the above conditions.

2.6 Prior to the issue of the section 138 approval for works upon the public road the proponent shall have approved by Council a plan of management for the construction of all civil works outside the real property boundaries of the proposed development. The plan shall table scheduling of works so as to be completed in the shortest possible time with minimal impact on the general community. Such plan shall include a Traffic Control Plan prepared by an RTA accredited person. All works shall comply with the Occupational Health and Safety Act.

Lismore City Council Prior to the issue of the section 138 approval for works upon the public road.

2.7 The plan of management for the operation of the quarry shall incorporate a code of practice for trucking operations associated with the development. This code shall include a requirement for the use of CB radios for communication with buses and garbage trucks within all haulage vehicles as recommended within Appendix G, Traffic Impact Study, of the Environmental Assessment.

Lismore City Council Prior to the issue of the section 138 approval for works upon the public road.

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2.8 The development shall provide adequate on site parking for all vehicles, plant and equipment associated with the development.


2.9 The proposed access shall be sealed for the first 50 metre length from Nimbin Road. Driveways, access aisles and parking areas shall be provided with a suitable pavement, constructed and maintained in accordance with Council’s Development, Design and Construction Manual (as amended).


2.10 All loading and unloading shall take place within the property boundaries, as will the parking of construction and private vehicles associated with the development.

Lismore City Council Ongoing.

2.11 Vehicles using any off street loading/unloading and/or parking area must enter and leave in a forward direction in accordance with Councils Development Control Plan No.1, Part A, Chapter 7 – Off Street Parking Requirements. All driveways and turning areas shall be kept clear of obstructions that prevent compliance with this condition.


2.12 The proponent shall provide Council, on or before January 31, April 30, July 31 and October 31 in each year, with extraction figures detailing quantities of all material removed from the site for the previous quarter of operations.


2.13 Annual payment of contributions levied under Section 94 of the Environmental Planning and Assessment Act and Lismore City Council S94 Contributions Plan 2004 (as amended) are required. Such levies shall contribute towards the provision of public services and/or amenities identified. Such levies shall be calculated utilising extraction returns as required by the above condition. The rates and amounts applying at the date of this notice for the approved extraction rate of 600,000 tonnes, totalling $560,628 annually, have been calculated as set out below for your information.

Levies set out below shall be increased in accordance with the percentage increase as notified by the Consumer Price Index (Sydney) annually. Levies shall be paid within 30 days of the Council issuing an assessment for the preceding year.

Lismore City Council Ongoing

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The contributions set out in the schedule are exclusive of any GST (if any) and where the provision of any services or the construction of any infrastructure or any other thing with those contributions occurs, then in addition to the amount specified above the Applicant will pay to the Council the GST (as defined below) which is payable by the Council in respect of the provision of such services or the construction of any infrastructure or any other thing.

GST means any tax levy charge or impost under the authority of any GST law (as defined by the GST Act) and includes GST within the meaning of the GST Act.

The GST Act means A New Tax System (Goods and Services Tax) Act 1999 or any amending or succeeding legislation.

The levy shall be calculated in accordance with Councils adopted section 94 plan as at this date and be based on the following information:

• Road construction cost of $369,000 per kilometre indexed for CPI annually from December 2003)

• Average haulage distance of 15 kilometres

• For use in calculations a conversion factor of 1.7 from m3 to tonnes has been adopted

• The first 5,000m3 (8,500 tonnes) per annum shall be exempt from levies.

Levy calculation for yearly extraction will be:

($369,000/6.74x106) x 15km x (Annual tonnage extracted – 8,500) x 1.025 x CPI

= (369,000/6.74x106) x 15km x (600,000 – 8,500) x 1.025 x 1.126

= $560,628

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2.14 A Traffic Noise Management Strategy (TNMS) be developed by the proponent to ensure that feasible and reasonable noise management strategies for vehicle movements associated with the facility are identified and applied, that include but are not necessarily limited to the following:


2.14.1 Driver training to ensure that noisy practices such as the use of compression engine brakes are not unnecessarily used near sensitive receivers;

2.14.2 Best noise practice in the selection and maintenance of vehicle fleets; 2.14.3 Movement scheduling where practicable to reduce impacts during sensitive times

of the day;

2.14.4 Communication and management strategies for non licensee/proponent owned and operated vehicles to ensure the provision of the TNMS are implemented;

2.14.5 A system of audited management practices that identifies non conformances, initiates and monitors corrective and preventative action (including disciplinary action for breaches of noise minimisation procedures) and assesses the implementation and improvement of the TNMS;

2.14.6 Specific procedures to minimise impacts to identified sensitive receivers; 2.14.7 Clauses in conditions of employment, or in contracts, of drivers that require

adherence to noise minimisation procedures and facilitate effective implementation of the disciplinary actions for breaches of the procedures.

Annex C

Site Conditions Checklist

Traffic Control at Work Sites

AUDIT CHECKLIST

Date.............................................Time............................................Auditor...................................................... RTA Office/Contractor.............................................................Site Supervisor............................................ Location.................................................................................................................TCP No................................ Type of work....................................................................................................................................................... Duration of work................................................................................................................................................ Road configuration.............................................................................................................................................

Rate in the following manner: ! Acceptable X Not Acceptable N/A Not Applicable

No Conditions TCAWSM Section

Rating

1 TCP

1.1 Is an approved TCP on site ? 4.3.1 & 4.3.2

1.2 Is the TCP relevant for the works in progress ? 4.3.2 1.3 Is the TCP correctly implemented (i.e. all signs and devices

in place and at correct spacing) ? 4.3.2

2

Roadwork Speed Limits

2.1 Is a roadwork speed limit in place ? 8.2 2.2 Is the limit the correct one ? 8.2.3 2.3 Are all signs installed and at the correct spacings ? 8.2.4 2.4 Is the speed limit authorised ? 8.2.5

COMMENTS

E-2 September 2003 Issue 1


3

Traffic Controllers

3.1 Are Traffic Controllers being used ? 8.1 3.2 Have their Traffic Control Certificates been sighted ? 8.1.1a 3.3 Are they wearing high visibility clothing ? 8.1.1b

Are they correctly authorised ? 8.1.1b Are they positioned to be visible to approaching traffic ? 8.1.1d

4 Portable Traffic Signals (PTS)

4.1 Are portable traffic signals being used ? 10 4.2 Is the approach speed limit 80 km/h or less ? 10.7.2 4.3 Is minimum sight distance provided ? 10.7.3 4.4 Have the signals been approved for use ? T 10.7 4.5 Are the signal Type Approved ? 10.5

5

Flashing Arrow Sign (FAS)

5.1 Is a flashing arrow sign being used ? 11 5.2 Is it the correct Type ? 3.2.2 5.3 Is it located correctly ? 11.4.4 5.4 Is it Type Approved ? 11.2

6

Variable Message Sign (VMS)

6.1 Is a variable message sign being used ? 3.2.8 6.2 Is the message relevant ? 3.2.8 6.3 Is the sign located in a safe position ?

7

Safety Barriers

7.1 Are safety barriers installed correctly ? 9.6 7.2 Have the correct barriers been installed ? 9.6 & 3.3.7

COMMENTS

September 2003 E-3 Issue 1


8 Signs and Devices

8.1 Are signs and devices in good condition ? 4.3.2 8.2 Are the signs clearly visible and not affected by other signs.

Plant items, vegetation, shade, light glare etc ? 3.1.1

8.3 Are the correct sign sizes being used ? 3.2.2 8.4 Are signs duplicated ? 3.2.4 8.5 Are signs erected at the correct height and position ? 3.2.7 8.6 Are the signs erected to give the correct sight distance ? 8.7 Are there any contradictory or superfluous signs, devices

or markings ? 4.3.2

8.8 Have the needs of pedestrians been provided for ? 9.3 8.9 Have the needs of cyclists been provided for ? 9.4

8.10 Are all property accesses to the site controlled ? 9.7 8.11 Are all cones and bollards installed at the correct spacing ? 5.2.2 8.12 Has the potential for end of queue accidents been

considered and action taken ? 3.5.7

COMMENTS

RECOMMENDATIONS/CORRECTIVE ACTION

Auditor......................................................Site Supervisor...............................................



DAILY CHECKLIST – TRAFFIC CONTROL AT SHORT TERM WORK SITES

SITE SUPERVISOR:___________________________DATE:______________ REPORTING OFFICE/COMPANY:__________________________________

SITE: 1 2 3 4

TCP No:

INSPECTION: Pre–Start

Pre–Close

Pre–Start

Pre–Close

Pre–Close

Pre–Start

Pre–Close

Pre–Start

TIME: (24 hrs) All signs used during the work are to be recorded below, using the following codes: Y – signs and devices are in place during pre–start check and between shifts. N – signs and devices are no longer required at pre–close down check. X – signs and devices are damaged, vandalised or missing.

Signs and devices:

Traffic Signals – time operational

To To To To

Appr No

Temp Speed – time operational

To To To To

Appr No

Speed (km/h)

Supervisor’s Initials:

SITE 1

SITE 2

SITE 3

SITE 4

September 2003 E-5 Issue 1



WEEKLY CHECKLIST – TRAFFIC CONTROL AT LONG TERM WORK SITES

NATURE OF WORK_____________________________TCP No__________ LOCATION_______________________________________________________ REPORTING OFFICE/COMPANY___________________________________

DATE

INSPECTION Pre–Start

Pre–Close

Pre–Start

Pre–Close

Pre–Close

Pre–Start

Pre–Close

Pre–Start

TIME: (24 hrs)

All signs used during the work are to be recorded below, using the following codes: Y – signs and devices are in place during pre–start check and between shifts. N – signs and devices are no longer required at pre–close down check. X – signs and devices are damaged, vandalised or missing.

Signs and devices

Traffic Signals – time operational

To To To To

Appr No

Temp Speed – time operational

To To To To

Appr No

Speed (km/h)

Supervisor’s Initials:

COMMENTS:


w w w . e r m . c o m


w w w . e r m . c o m

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Blakebrook Quarry Expansion

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