Traffic Engineering Report - eisdocs.dsdip.qld.gov.aueisdocs.dsdip.qld.gov.au/Abbot Point...

TTM Consulting Pty Ltd

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Maroochydore, QLD 4558

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Traffic and Transport Assessment

Abbot Point Terminal 0 Project

Abbot Point, Qld

Prepared for:

Adani Australia Company Pty Ltd

October 2015

Reference: 15BRT0361/Rep02

Traffic Engineering Report

© 2015 - TTM Consulting Pty Ltd Reference: 15BRT0361/02

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© 2015 - TTM Consulting Pty Ltd

ABN 65 010 868 621

Level 1, 129 Logan Road, Woolloongabba

PO Box 1310 Coorparoo QLD 4151

T: (07) 3327 9500 F: (07) 3327 9501 E: [email protected]

Document Status

Rev

No. Author

Reviewed / Approved Description Date

Name Signature

01 G Harris RV Jones Draft 25.09.2015

02 G Harris RV Jones

RPEQ: 8943

Final for Submission 16.10.2015


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Table of Contents

Abbreviations and Acronyms vi

Executive Summary vii

1 Introduction 1

1.1 Project Overview 1

1.2 Investigation Process 2

1.3 References 2

1.4 Scope 2

1.5 Consultation 3

2 Project Profile 4

2.1 Project Description 4

2.2 Project Timeframes 4

2.3 Staffing Operation 6

2.3.1 Construction Workforce 6

2.3.2 T1 – Existing Staffing Model 7

2.3.3 T0 – Staffing Model 7

2.4 Heavy Vehicle Movements 8

2.5 Description of Proposed Vehicles 8

2.6 Site Access 9

2.7 Other Relevant Projects 9

3 Regional Context 11

3.1 Project Location 11

3.2 Existing and Proposed Port Infrastructure 11

3.3 Existing Road Network 11

3.3.1 Bruce Highway 11

3.3.2 Abbot Point Road 12

3.4 Major Structures 12

3.5 Public Transport and School Bus Routes 13

3.6 Future Road Improvement Projects 13

3.7 Rail Access 13

4 Development Traffic Generation and Distribution 14

4.1 Basis for Traffic Impact Analysis 14


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4.2 Existing Operations: Traffic Demands 14

4.3 Construction Stage: Traffic Demands 14

4.3.1 Construction Stage: Heavy Vehicle Traffic Generation 14

4.3.2 Construction Stage: Workforce Traffic Generation 18

4.3.3 Construction Stage: Traffic Distribution 19

4.4 Operational Stage (Phase 1 and 2): Traffic Generation 21

4.4.1 Operational Traffic 21

4.4.2 Operational Stage: Traffic Distribution 22

4.5 Impacts of Decommissioning 23

4.6 Cumulative Traffic 23

4.7 Future Background Traffic 25

5 Traffic Operation Assessment 26

5.1 Introduction 26

5.2 Average Annual Daily Traffic (AADT) 26

5.3 Road Corridor Capacity Criteria 26

5.4 Bruce Highway Operational Performance 27

5.5 Proposed Haulage Route 28

6 Site Access Review 29

6.1 Introduction 29

6.2 Existing Intersection Layout 29

6.3 Accident Review 29

6.4 Sight Distance Review 29

6.5 Traffic Scenarios 30

6.6 Intersection Turn Warrant Review 33

6.7 Right and Left Turn Requirements 35

6.8 Intersection Capacity - Isolated 36

6.9 Intersection Capacity - Rail Impacts 37

6.10 Updated Traffic Capacity Assessment 42

6.11 Adjacent Bruce Highway Intersections 42

7 Road Pavement Impact Assessment 43

7.1 Existing ESA Pavement Loadings 43

7.2 Development Heavy Vehicle Generation & Impacts 43

7.3 Mitigation Review 44

8 Draft Road-use Management Plan (RMP) 45

8.1 Introduction 45

8.2 Draft RMP Policy Statement 45


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8.3 Draft RMP Objectives 45

8.4 Draft RMP Implementation Strategy 45

8.4.1 Driver Fatigue Policies 46

8.4.2 Driver Behaviour Policies 46

8.4.3 Work Related Travel and Transport Policies 46

8.4.4 Over-dimension Vehicle Management 46

8.4.5 Road Safety Audit Review, Capacity & ALCAM Assessment 47

8.4.6 Road Noise Management 47

8.4.7 Dust Control Management 47

8.4.8 On-site Parking Management 47

8.4.9 Dangerous Goods Management 48

9 Rail Information 49

10 Conclusions and Recommendations 51

Table Index

Table 2.1: Existing and Proposed Projects Abbot Point 10

Table 3.1: Local Road Hierarchy 11

Table 4.1: Phase 1 Construction Vehicle Requirements (External to Site) 17

Table 4.2: Construction Staff Requirements (Phase 1) 19

Table 4.3: Construction Traffic Movements (Phase 1) 19

Table 4.3: Construction Traffic Distribution (Phase 1) 20

Table 4.4: Operational Site Traffic Generation (Phase 1 and 2) 22

Table 4.5: Operational Traffic Distribution (Phase 1 and 2) 23

Table 4.6: Design Background Traffic Growth on Bruce Highway 25

Table 5.1: Existing AADT Volumes on State-Controlled Roads 26

Table 5.2: Two Lane Rural Road Capacity – Rolling Terrain Two-Way Flow 26

Table 5.3: Maximum AADT’s for Various LOS on Two-Lane Two-Way Rural Roads 27

Table 5.4: Level of Service: Bruce Highway (Base Case) 27

Table 5.5: Construction (Phase 1) and Operation (Phase 1 and 2) Impact on Bruce Highway 28

Table 6.1: Accident Details within 500m of Bruce Highway/Abbot Point Road Intersection 29

Table 6.2: Anticipated Abbot Point Road Train Volumes and Crossing Times 38

Table 6.3: Sidra Queue Outputs: Bruce Hwy/Abbot Point Road/Rail crossing Intersections 39

Table 6.4: Recommendations Due to Queue Exceedance 40

Table 7.1: Construction Stage: Peak Daily ESA Generation (2018) 43

Table 7.2: Operational Stage: Peak Daily ESA Generation (2019) 43

Table 7.3: Bruce Highway Impact on Road Network: Construction Stage 43

Table 7.4: Bruce Highway Impact on Road Network: Operation Stage 44


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Table 9.1: Base and Development Volumes on Abbot Point Road - Phase 1 Construction 49

Table 9.1: Base and Development Volumes on Abbot Point Road - Phase 1 & 2 Operation 50

Figure Index

Figure 2.1: Project Site Location and Regional Transport Network 5

Figure 2.2: Project Site Location and Regional Transport Network 9

Figure 3.1: Existing Road Network & Site Access 12

Figure 4.1: Estimated CCMP and NGBR 2016 Construction Peak Hour Volumes 24

Figure 4.2: Estimated CCMP and NGBR 2026 Operation Peak Hour Volumes 24

Figure 6.1: Bruce Hwy/Abbot Point Road: 2013 Base Traffic - Surveyed 30

Figure 6.2: Bruce Hwy/Abbot Point Road: 2018 Base Traffic (3% p.a. growth) 31



Figure 6.5: Bruce Hwy/Abbot Point Road: 2018 Base and Construction Traffic (Phase 1) 32

Figure 6.6: Bruce Hwy/Abbot Point Road: 2019 Base and Operations Traffic (Phase 1 & 2) 33

Figure 6.7: Bruce Hwy/Abbot Point Road: 2029 Base and Operations Traffic (Phase 1 & 2) 33

Figure 6.8: Turn Warrant Requirement: 2018 Construction Phase (Phase 1) 34

Figure 6.9: Turn Warrant Requirement: 2029 Operation Phase (Phase 1 and 2) 34

Figure 6.10: Rural CHR Turn Treatment from AUSTROADS GRD Part 4A 35

Figure 6.11: Rural AUL Turn Treatment from AUSTROADS GRD Part 4A 36

Figure 6.12: AUSTROADS GTM Chapter 3: Table 6.1 37

Figure 6.13: Sidra Network Layout 38

Figure 6.14: Anticipated Queuing on Bruce Highway and Abbot Point Road 40

Figure 6.15: Recommended Road Works 41


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Abbreviations and Acronyms

AADT Average Annual Daily Traffic

AAPT Adani Abbot Point Terminal

ALCAM Australian Level Crossing Assessment Model

APSDA Abbot Point State Development Area

AUL Auxiliary Left Turn Lane

AV Articulated Vehicle

BIBO Bus In/Bus Out

CCMP Carmichael Coal Mine Project

CHR Channelised Right Turn Lane

DIDO Drive In/Drive Out

DTMR Queensland Department of Transport and Main Roads

EIS Environmental Impact Statement

EPBC Act Environment Protection and Biodiversity Conservation Act 1999 (Cth)

ESA Equivalent Standard Axles

FIFO Fly In/Fly Out

GARID Guidelines for Assessment of Road Impacts of Development

HV Heavy Vehicle

KM Kilometre

LOS Level of Service

MCU Material Change of Use

Mtpa Million tonnes per annum

NGBR North Galilee Basin Rail Project

NQBP North Queensland Bulk Ports

QR Queensland Rail

RMP Road User Management Plan

SDA State Development Area

SEQ South East Queensland

WRC Whitsunday Regional Council


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Executive Summary

Adani Australia Company Pty Ltd (Adani), as Trustee of Adani Australia Holding Trust, is proposing to construct a Port Facilities development involving a terminal [Terminal 0 (T0)] with a throughput of 70 Million tonnes per annum (Mtpa) and ancillary services (the Project). The Project will be located in the Abbot Point State Development Area (APSDA) approximately 25km nort-west

of Bowen, Queensland.

The Port of Abbot Point currently supports existing coal infrastructure [Terminal 1(T1)] which is

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

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

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

The overall project will be delivered over two (2) phases, Phase 1 (throughput of 40 Mtpa) and Phase 2 (additional throughput of 30 Mtpa). The current State Development Area (SDA) application is for Phase 1 only; and as such this traffic and transport assessment excludes construction aspects related to Phase 2. To provide a robust assessment, Phase 1 and 2 are considered for operation of the Project.

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

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

recommends appropriate measures to mitigate any significant traffic impacts from the Project.

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

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

the use of buses to transport workers to and from their accommodation locations. The

investigation has further identified that the traffic generated during the operational stage is likely

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

Mitigation measures are required due to the proximity of rail lines to the Bruce Highway along

Abbot Point Road. These measures include providing laybys between the rail lines to prevent

vehicles becoming stranded over these, and lengthening turn lanes on the Bruce Highway to

provide additional vehicle storage.

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

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

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

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

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

auditing and reporting.


1



1 Introduction

1.1 Project Overview

The Port of Abbot Point (Project site) is located approximately 25 km north-west of Bowen and is

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

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

in-shore proximity to deep water.

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

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

recent years.

The T0 Project is a new coal export terminal adjacent to the existing T1 and will be constructed over

two phases - Phase 1 and Phase 2. This assessment concentrates on Phase 1 with a separate

assessment to be conducted in the future for Phase 2. Development of Phase 1 is proposed to occur

over a 2 year period and will be timed to correspond with production outputs at the Adani

Carmichael Coal Mine being developed by Adani Mining Pty Ltd. The Project will allow for an initial

throughput of 40 Mtpa and an eventual maximum throughput of 70 Mtpa upon completion of Phase

2. This allows for potential increases in mine output efficiency and any other sources of coal to be

incorporated into the port’s capacity.

This traffic assessment has been prepared in response to an Information Request from the

Department of transport and Main Roads (DTMR) on the T0 Phase 1 SDA application for a Material

Change of Use (MCU) in the APSDA, being assessed by the Office of the Coordinator-General. This

assessment includes updated information with regard to timing of the Project, workforce and

accounts for other projects particularly the Carmichael Coal Mine Project (CCMP), North Galilee

Basin Rail Project (NGBR) and the Abbot Point Growth Gateway Project.

The assessment of traffic impacts for the Project was divided into two primary stages; construction

and operational. The construction stage focuses on Phase 1 and the operational stage focuses on the

combined Phase 1 and 2 information. The traffic assessment has been based on a continuous

construction schedule, over a 2 year period.

Adani lodged a referral for the T0 Project in 2011 (Referral No. 2011/6194) and received guidelines

for preparation of the Environmental Impact Statement (EIS). Adani submitted the Project (EIS) in

2013 under the Environment Protection and Biodiversity Conservation Act 1999 (EPBC Act) (for both

phases). Adani received approval from the Commonwealth Government (10 December 2013), under

Section 130 (1) and 133 of the EPBC Act, to construct and operate the T0 Project. The assessed and

approved EIS included an original Traffic and Transport Assessment (TTM 2013). This report is an

updated version of the original report and had been prepared for state approval requirements.


2



1.2 Investigation Process

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

relevant traffic data and have contacted DTMR to collate existing traffic and transport data for the

surrounding road network.

1.3 References

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

• AUSTROADS, 2009, 'Guide to Road Design' series;

• Department of Transport and Main Roads, 2015, 'Road Planning and Design Manual' 2nd

edition. Volume 3: Guide to Road Design';

• Department of Transport and Main Roads, 2006, 'Guidelines for Assessment of Road Impacts

of Development';

• Worley Parsons Consulting, 2015, 'Road Transport Impact Assessment: Abbot Point Growth

Gateway Project'; and

• Brown Consulting (QLD) Pty Ltd, 2013, 'Carmichael Coal Mine and Rail Project: Traffic Impact

Assessment'

• GHD, 2013, 'North Galilee Basin Rail Project: Environmental Impact Statement Chapter 2

Project Description'

• Calibre Consulting, 2015, 'Road Impact Assessment - Whitsunday Regional Council Road

Network: Carmichael Coal Mine and Rail Project'.

1.4 Scope

This report forms part of the overall SDA Application technical documentation and investigates the

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

development traffic impacts.

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

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

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

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

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

• Estimation of developmental traffic demand;

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

Project;

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

includes:

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

o impacts on vehicle safety; and

o impacts on sensitive receivers within the community.

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

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


3



1.5 Consultation

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

information about school bus routes, accident data and traffic volume and intersection data. This

report has been updated and reviews:

• Traffic, safety and rail issues raised by DTMR in their Information Request, April 2013

• Traffic, safety and rail issues raised by DTMR via Office of the Coordinator-General in an

Information Request, May 2015

• Request by Office of the Coordinator-General to ensure consistency with the 'Road

Transport Impact Assessment, Abbot Point Growth Gateway Project' prepared by Worley

Parsons Consulting in August 2015


4



2 Project Profile

2.1 Project Description

Adani Australia Company Pty Ltd (Adani) is developing Terminal 0 to facilitate export of coal from the

Galilee Basin. The Project location in the context of the regional transport network is shown in Figure

2.1.

It is intended that the proposed Project (Phase 1) will consist of the following elements:

• One (1) rail receiving bottom dump station located in a single common concrete vault

situated on the proposed rail loop corridor;

• An inloading conveyor stream feeding coal to the stockyard;

• Stockyard consisting of one (1) bund with two (2) stockpile rows and stacker/reclaimers;

• Conveyor outloading stream consisting of conveyors, surge bins and sample plant;

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

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

amenities block;

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

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

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

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

access road; and

• Piled wharf structure at the end of the jetty which consists of a single berth and one ship

loader.

Note: The marine component of T0 is excluded from the SDA application; however this assessment

has included traffic related implications from the entire Phase 1 development (marine and

terrestrial).

2.2 Project Timeframes

The project dates are not specifically programmed to retain flexibility in the development

timeframe. However, it is anticipated that the Project would take 24 months to construct (Phase 1

only).

To provide a conservative assessment of the traffic impacts of the development, a 24 month

construction program commencing in 2017 and finishing in 2019 has been used. As such, operations

of the T0 terminal are anticipated to commence in 2019 with a 10 year design horizon in 2029.

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


5



Figure 2.1: Project Site Location and Regional Transport Network


6



2.3 Staffing Operation

2.3.1 Construction Workforce

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

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

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

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

The applicant has advised that the construction workforce will peak at 1,200 staff around the middle

of the construction period. As such the assessment of traffic impacts during the construction period

will use this staffing level in the 2018 base year.

Two thirds of staff (approximately 800 persons) will utilise existing and temporary accommodation

facilities in the Merinda Township approximately 9km east of Abbot Point Road along the Bruce

Highway. The remaining workforce (400 persons) will be sourced from, or accommodated in, the

Bowen Township. Any temporary accommodation facilities used during the construction stage will

be subject to separate applications by state and local road authorities.

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

to reside near regional centres and drive in / drive out (DIDO) staff who reside in northern and

central Queensland. The FIFO/DIDO rotation is typical when working a seven days on/ seven days off

roster. However, this can vary based on individual worker requirements at the construction site. Bus

in / bus out (BIBO) may be considered in lieu of DIDO should the number of workers from central

and northern Queensland permit. Local residents, including local subcontractors, would be expected

to drive their private vehicles to designated bus stops for bussing to site.

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

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

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


7



2.3.2 T1 – Existing Staffing Model

The 2012 staffing of T1 (50 Mtpa capacity), at an operational throughput of 20 Mtpa, consisted of

184 total staff as shown in the table below.

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

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

on / 7 days off rotating roster.

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

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

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

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

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

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

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

casuals from local townships.

2.3.3 T0 – Staffing Model

Operational staff levels for the completed Phase 1 and 2 operations (70Mtpa) will be used to provide

a conservative assessment of traffic impacts during operations. At full operating capacity (70Mtpa),

anticipated staff levels are shown below.

EMPLOYMENT T1 Existing Staffing* T0 Staffing Phase 1 and 2

Staff 50 73

Production 9 15

Maintenance 15 25

Strategic Development 6 7

Administration 4 4

Commercial 7 10

Logistics 9 11

Wages 82 107

Production (incl. casuals) 45 58

Maintenance - Mechanical 21 30

Maintenance - Electrical 16 19

Apprentices 17 26

Total Employees 149 207

Contractors 35 29

Total Manning 184 236

* sourced from proponent


8



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

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

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

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

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

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

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

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

vessel owners.

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

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

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

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

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

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

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

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

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

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

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

2.4 Heavy Vehicle Movements

All construction materials transported by the road network will access the site via the Bruce

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

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

routes will be discussed in further detail in Chapter 3.

2.5 Description of Proposed Vehicles

The site will be vehicles up to a 19m long AV in size for construction materials, which include buses

which transport workers between the site and their accommodation. This restriction on vehicle size

is due to the distance between the North Coast rail line and the Bruce Highway along Abbot Point

Road.

The designation type of over dimensional vehicles are those which exceed the following dimensions

when loaded:

• Width of 2.5m;

• Height of 4.6m; and

• Length of: 12.5m for a rigid truck and 19m for an articulated vehicle.

Each supplier or transporter provider will be required to obtain special permissions prior to

accessing the subject site. Special permissions will be required for any over dimensional vehicle to


9



access the subject site. Permits from DTMR, Aurizon, QR, Queensland Police and NQBP may be

required. Traffic control at the Bruce Highway/Abbot Point Road intersection and co-ordination with

train movements may also be required.

2.6 Site Access

The Port of Abbot Point site is currently accessed via the private port access road (Abbot Point Road)

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

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

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

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

Highway / Abbot Point Road intersection) is a typical T-intersection with left (110m long including

taper) and right (105m long including taper) turn lane treatments from the Bruce Highway.

Rail lines operated by Aurizon cross Abbot Point Road and are located approximately 30m and 110m

from the Bruce Highway. It is noted that the rail crossing 30m from the Bruce Highway is owned by

Queensland Rail (QR) but the crossing section (within 300m of the rail crossing) is the responsibility

of Aurizon.

An aerial image of the intersection and rail crossings is shown in Figure 2.2.

Figure 2.2: Project Site Location and Regional Transport Network

2.7 Other Relevant Projects

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

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

and their Projects are outlined in Table 2.1.

QR owned Rail

Aurizon

owned Rail

crossing

Abbot Point Road

Bruce Highway

Section of rail line owned

by QR but the

responsibility of Aurizon


10



Table 2.1: Existing and Proposed Projects Abbot Point

Project Name Proponent Description Approval Status

T0 and associated

rail loop

Adani Adani T0 development, 70

Mtpa in two (2) phases

Approved by

Commonwealth, pending

State Approvals.

T1 (existing

operation)

Adani Adani existing 50 Mtpa coal

export terminal and

associated rail

Operational

T2 and associated

rail

BHP Billiton Coal export terminal including

onshore and offshore

infrastructure

No longer proceeding

T3 and associated

rail

GVK-Hancock 60 Mtpa expansion Approved by

Commonwealth

T0 / T2 / T3

Dredging

NQBP Combined dredging proposals Approved by

Commonwealth. New

dredging proposal under

Abbot Point Growth

Gateway Project

CCMP and NGBR Adani Coal Mine and Rail Project Approved. Currently under

State and Federal

Government review

Abbot Point

Growth Gateway

Department

of State

Development

Dredging and onshore

material placement in

previous T2 site

Currently under

assessment. Will supersede

T0 / T2 / T3 Dredging

above


11



3 Regional Context

3.1 Project Location

The Project is located at the Port of Abbot Point on the central coast of Queensland.

3.2 Existing and Proposed Port Infrastructure

The Project relates to the development of new port facilities, with all construction works intended to

be undertaken within the site boundary.

3.3 Existing Road Network

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

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

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

external roads is provided in Table 3.1.

Table 3.1: Local Road Hierarchy

Road Authority Posted

Speed

Limit

Classification Carriageway

width

Description

Abbot Point

Road

NQBP 100kph* Access Road 7.0 m Fully sealed carriageway,

two lanes.

Bruce Highway DTMR 100kph National

Strategic

9.0 m Fully sealed carriageway,

two lanes plus shoulders.

*60kph at the intersection with Western Access Road

3.3.1 Bruce Highway

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

north-south route along the Brisbane-Cairns corridor. The Bruce Highway is constructed as a divided

multi-lane road between Brisbane and Gympie. North of Gympie the Bruce Highway is essentially a

two lane rural highway with four-lane sections near regional centres. The Bruce Highway links the

regional centres of Rockhampton, Mackay and Townsville via Proserpine and Bowen.

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

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

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

section of the Bruce Highway fronting Abbot Point Road has a posted speed limit of 100 kph and

carries approximately 3,000vpd. Other sections of the Bruce Highway between Proserpine and

Townsville carry between 2,500 and 8,000vpd.

There are limited public transport, walking and cycling facilities along this segment of Bruce

Highway, with no educational or child facilities having direct access to the Highway.


12



3.3.2 Abbot Point Road

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

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

lane in each direction with sealed shoulders on both sides.

Figure 3.1: Existing Road Network & Site Access

3.4 Major Structures

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

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

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

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

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

Bruce Highway

Abbot Point Terminal

Abbot Point Road

Source: Nearmap


13



3.5 Public Transport and School Bus Routes

There are no formal school bus stops along the internal site access route or in the vicinity of the site.

There are, however, existing school bus services that utilise sections of the Bruce Highway, which

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

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

3.6 Future Road Improvement Projects

The Queensland Transport and Roads Investment Program (QTRIP) 2015-2016 to 2018-2019’

document for the Mackay/Whitsunday Region outlines proposed road improvement projects on the

state controlled road network (SCRN) within the vicinity of the site. This document has been studied

to identify any improvement projects scheduled for roads relevant to the Project.

Approved projects in the vicinity of the subject site include intersection improvements at the Bruce

Highway/Lower Don Road intersection and replacement of the bridge at Sandy Gully (indicative

program to 2019).

Other works along the Bruce Highway between Proserpine and Townsville include intersection

improvements, installing roundabouts, adding lanes and other miscellaneous improvement.

3.7 Rail Access

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

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

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

unlikely that any staff or contractors will travel by train.

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

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

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

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


14



4 Development Traffic Generation and Distribution

4.1 Basis for Traffic Impact Analysis

In establishing the overall traffic demands, it is necessary to review the traffic associated with the

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

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

works have been completed.

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

into two vehicular categories. Staff categorisation is calculated based on the movement of workers

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

construction traffic predominantly consisting of heavy goods and oversized vehicles.

Construction of the Project will occur over a period up to 2 years. The primary tasks involved will be

the construction of the additional port facilities and infrastructure. The following provides a review

of the proposed traffic generation for existing operations, construction stage (Phase 1) and

completed works/operational stage (Phase 1 and 2).

4.2 Existing Operations: Traffic Demands

TTM undertook an intersection movement survey between 5am and 7pm on Tuesday 5th March

2013. The survey data is provided in Section 6.

The survey data indicate that Abbot Point Road carried 312 vehicles during this 14hr period. Thirty or

10% of these vehicles were service vehicles. Approximately 95% of the vehicles travelled to and from

the south. The peak entering movements occurred between 6:15 and 7:15am with 38% of all

entering vehicles (58 vehicles or 0.32vph/staff) during this time. Peak exiting movements occurred

between 4:15 and 5:15pm with 25% of all exiting movements (37 vehicles or 0.2vph/staff) during

this time.

As noted, there are 184 existing staff working at the Port of Abbot Point. It is anticipated that the

survey captured 85% of turn volumes at this intersection. As such, it is anticipated that standard Port

operations generate approximately 370vpd. This equates to an average of 2vpd per staff member.

Of all vehicles accessing Abbot Point Road, 30 or 10% were service vehicles. All deliveries were

received between 6am and 2pm. It is anticipated that deliveries would not be received outside these

hours except in critical circumstances or during maintenance periods.

4.3 Construction Stage: Traffic Demands

The following provides a breakdown of the likely traffic generated at the construction period (Phase

1).

4.3.1 Construction Stage: Heavy Vehicle Traffic Generation

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

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

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


15



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

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

• State – All areas of Qld;

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

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

port.

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

follows:

• Supply of all construction materials for the Project, including:

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

South west;

� Rail loops and train unloading facilities;

� Coal stockpile bunds and associated infrastructure;

� Conveyors from the coal terminal tranches to port facilities;

� Berthing and ship loading facilities;

� Land for lay down areas and support industries; and

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

electricity, water supply and storage and sewage treatment.

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

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

• Local accommodation camp likely to be located near Bowen.

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

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

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

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

refurbishment.

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

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

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

to transport the required items/materials. In a review of the mass/size of construction materials it is

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

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

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

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

material likely to be sourced from the existing Abbot Point quarries along the Abbot Point Road and

material sourced as part of the Abbot Point Growth Gateway project. It is anticipated that

approximately 400,000m3 of infill material is required for the Phase 1 construction works of the

Project, with this material trucked from the existing quarries or the neighbouring onshore dredge

placement area. A further 900,000m3 will be required for the Phase 2 construction works. If


16



circumstances change and material is to be sourced from outside Abbot Point a further traffic

assessment will be completed.

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

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

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

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

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

necessary truck trips. As the source of this fill is along Abbot Point Road, these movements will not

have pavement or traffic impacts on the Bruce Highway.

In assuming a construction time of six months to complete the earthworks for the Project, the

frequency of trucks taking fill material to the Project site from the quarry would be approximately 13

trucks per hour. This equates to one truck travelling along Abbot Point Road approximately every 5

minutes to and from the quarry. This calculation is based on 9 hours of actual travelling time for a 12

hour working day and a six day working week.

Note, this does not incorporate the likely use of material sourced as part of the development of the

adjacent Abbot Point Growth Gateway Project, and is therefore a conservative estimate of

movements along Abbot Point Road.

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

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

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

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

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

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

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

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

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

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

The largest vehicle accessible to the site is an AV. It is understood that the transport of many goods

which cannot be further divided into smaller components will require transport on over dimensional

type vehicles. Suppliers and transport providers will be required to obtain special permissions to

access the site from the Bruce Highway with any vehicle larger than an AV.

Table 4.1 provides a summary of the likely construction vehicle requirements (for Phase 1) external

to the site, with approximately 1,821 trucks movements covering the two year construction of the

site.


17



Table 4.1: Phase 1 Construction Vehicle Requirements (External to Site)

Plant/Materials Quantity Transport Arrangements Delivery

Vehicles

Origin

General Construction Equipment Requirements Mobile Cranes 2 2 (AV) Regional

Fork lifts 4 1 (AV) Local

Grader 3 3 (AV) Regional

Dozer 10 Stored on-site for construction

activities 10 (AV)

Regional

Excavators 10 Stored on-site for construction

activities 10 (AV)

Regional

Dump trucks 10

Standard size articulated tippers,

self-drive to site

Stored on-site for construction

activities

10 (AV)

Regional

Buildings/Storage Tanks Requirements

Workshops Constructed from base materials

(steel/concrete)

2 (AV) Regional

Stores 4 (AV) Regional

Workforce admin/muster Demountable offices (25m

2)

Footings

20 (AV)

5 (AV) State

Wash Facilities 3 (AV) Regional

Fuel/oil 2 tanks 2 (AV) Regional

Waste station 2 tanks 2 (AV) Regional

Hazardous materials 2 tanks 2 (AV) Local

Water tanks / treatment 3 tanks 3 (AV) Local

New Rail Loop Requirements

Rails Delivered by road 150 (AV) State

Sleepers Delivered by road 50 (AV) State

Base material 35 tonnes per truck and trailer 50 (AV) Local

Construction Materials Requirements

Internal access roads material,

Rock armour, quarry materials 25 tonnes per truck and trailer 500 (AV) Local

Concrete

For

footings,

retaining

walls

standard concrete truck 100(AV) Local

Road Pavement/Rock armour

Coal Handling Machinery Requirements

Buildings/structures

50 (AV) Regional

Coal handling facility structure Delivered by sea - International

Regular Service Vehicles Requirements

Potable water 2 per week

(208 LRV) Local

Fuel 1 per week

(104 LRV) Regional

General supplies (office, catering

and miscellaneous equipment)

3 per week

(312 SRV) Regional

Waste collection 2 per week

(208 MRV) Local

Internal Infrastructure

Sewerage pipes 2 (AV) Regional

Electricity wire/poles 2 (AV) Regional

Telecom line 2 (AV) Regional

Water pipes 2 (AV) Regional

Total 1,821


18



It is estimated that on average there will be 3 truck deliveries, or 6 total truck movements, per day,

based on 3 loaded and 3 unloaded trip movements, covering typical Phase 1 construction activities.

This level of activity may increase during specific construction operations which may peak at 6 truck

deliveries, or 12 total truck movements, per day based on 6 loaded and 6 unloaded trip movements.

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

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

transported to and from as required.

4.3.2 Construction Stage: Workforce Traffic Generation

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

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

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

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

primarily from South-East Queensland (SEQ) and would be accommodated in Merinda. Secondly,

staff would be sourced from the Bowen Township. It is therefore considered that the majority of

traffic generated by the development will generally travel to and from these areas. The sources of

staff traffic are expected to result in travel patterns similar to existing movements at the Bruce

Highway/Abbot Point Road intersection once sub-contractors are included.

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

determined, however, it is likely to be located in the vicinity of the Merinda Township to the

south/east of the site. A separate application will be prepared for the accommodation village.

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

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

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

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

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

their primary method of transportation. Notwithstanding, local labour will be encouraged to also use

the project bus service to further reduce traffic generation and congestion on site.

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

result in staff movements shown in Table 4.2. Communal transport relates to buses which would

take up to 40 staff per bus. Private transport relates to cars/utility vehicles and it is anticipated

vehicle occupancy would be 1.5 persons per vehicle.


19



Table 4.2: Construction Staff Requirements (Phase 1)

Staff Percentage Number Communal Transport Private Transport

Total 100% 1,200 - -

Rostered on 70% 840 80% = 672 staff in 17

buses

20% = 168 staff in 112

cars

Day Shift 70% of rostered staff 588 80% = 470 staff in 12

buses

20% = 118 staff in 79 cars

Night Shift 30% of rostered staff 252 80% = 202 staff in 5 buses 20% = 50 staff in 33 cars

Buses identified for night shift would be the same buses used for day shift. As such a peak of 34 bus

movements per day is expected. Private vehicles however, would remain on-site for the duration of

the workers shift. As such it is expected that the site would generate up to 224 private vehicle

movements per day.

A summary of development traffic movements is shown in Table 4.3.

Table 4.3: Construction Traffic Movements (Phase 1)

Vehicle Type Daily AM peak PM peak

In Out In Out In Out

Service Vehicles 6 (loaded) 6 (unloaded) 2 (loaded) 2 (unloaded) 2 (loaded) 2 (unloaded)

Buses 17 (loaded) 17 (loaded) 12 (loaded) 5 (loaded) 5 (loaded) 12 (loaded)

Private Vehicles 112 112 79 33 33 79

Total 135vpd 135vpd 93vph 40vph 40vph 93vph

Traffic

Generation 270vpd 133vph 133vph

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

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

4.3.3 Construction Stage: Traffic Distribution

The total daily traffic volume generated by the construction activity is expected to equate to 270

vehicle movements per day based on average construction operations. The primary source of staff

will be an accommodation village in Merinda, and the remaining staff from Bowen which are both

southeast along the Bruce Highway from Abbot Point Road. Only a small number of sub-contractors

and service vehicles are anticipated to come from the northwest of the site (Ayr). As such traffic

from the Project is expected to replicate surveyed traffic directions at the Bruce Highway/Abbot

Point Road intersection with 5% to the northwest and 95% to the southeast.


20



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

from this traffic assessment.

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

workers will fly back to regional centres for leave periods. Staff and contractors based in SEQ and

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

central and northern Queensland are expected to drive to and from their residence. During a major

roster change it is expected that up to 30% of total staff numbers would leave their accommodation

with the same number entering their accommodation.

Up to 20% of service vehicles are expected to continue through Proserpine and travel further south

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

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

Approximately 30% of service vehicle trips will be from the north/west (Townsville, Ayr) with the

remaining 70% from Mackay and further southern Queensland destinations. These will consist of

material deliveries from local quarries and suppliers for materials.

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

will be an average of 5 to 6 Heavy Goods Vehicles (HGV) trips per day to and from the site during the

construction stage. It is therefore estimated that there will be approximately 270 total daily vehicle

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

A summary of construction vehicle movements and distributions is shown in Table 4.3.

Table 4.3: Construction Traffic Distribution (Phase 1)

Vehicle

Type

AM peak (5:30-6:30am) Off peak (7:00am-5:00pm) PM peak (5:30-6:30pm)

North/west South/east North/west South/east North/west South/east

Service

vehicles

1 (loaded in)

1 (unloaded

out)

1 (loaded in)

1 (unloaded

out)

-

-

2 (loaded in)

2 (unloaded

out)

1 (loaded in)

1 (unloaded

out)

1 (loaded in)

1 (unloaded

out)

Buses -

-

12 (in)

5 (out)

-

-

-

-

-

-

5 (in)

12 (out)

Private

vehicle

4 (in)

2 (out)

75 (in)

31 (out)

-

-

-

-

2 (in)

4 (out)

31 (in)

75 (out)

Combined

movements

5 (in)

3 (out)

88 (in)

37 (out)

-

-

2 (in)

2 (out)

3 (in)

5 (out)

37 (in)

88 (out)

Traffic

Generation 133vph 4 vehicles 133vph


21



4.4 Operational Stage (Phase 1 and 2): Traffic Generation

The Project will be operational for greater than 50 years. The primary tasks involved will be

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

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

and port equipment plant.

4.4.1 Operational Traffic

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

staff will stay in nearby residential areas, such as, Bowen, Proserpine and Ayr. All staff and service

vehicle movements will access the site via the Bruce Highway.

After future completion, a total of 236 employees are planned to operate the terminal at 70 Mtpa

output. It is intended that the port facility will be highly automated, both operationally and

logistically, with fewer staff required during operations.

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

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

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

evening.

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

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

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

materials including: food and replacement maintenance equipment. As the existing port facility

generates 30 trucks per day with a near capacity of 50 Mtpa, it is anticipated that T0, with an output

of 70 Mtpa for Phase 1 and 2 operational works, the site would generate an average of 42 trucks per

day. The service vehicles will range in size from SRV to AV, with the smaller type service vehicles

providing the majority of daily service requirements.

Additional trips are expected which includes port operators, additional maintenance personal, rail

and port authorities and visitors among other purposes. An additional 50% loading of peak hour and

daily trips have been added to account for these miscellaneous trips.

Table 4.4 identifies all the likely traffic generation and heavy vehicle requirements during both Phase

1 (40Mtpa) and Phase 2 (70Mtpa) stages.


22



Table 4.4: Operational Site Traffic Generation (Phase 1 and 2)

Shift Phase 1 and 2 (70Mtpa)

Day Night

Total Workforce 236

Total Rostered Staff 118

Shift Staff 59 59

Staff Access:

• Bus

• Private

-

40

-

40

Peak Hour Staff Movements 80 vehicles per hour (vph)

Total peak hour traffic generation, service vehicles 12 (in/out)

Miscellaneous peak hour trips 40vph

Total peak hour traffic generation, including heavy vehicles 132vph (In/Out)

Daily Staff Movements 160 vehicles per day (vpd)

Daily service vehicle movements 42vpd (in /out)

Miscellaneous daily trips 100vpd

Total traffic generation – vehicles per day (vpd) 302vpd (In/Out)

4.4.2 Operational Stage: Traffic Distribution

As shown in Table 4.4, the daily traffic volume generated by the site is expected to equate to a total

of 302 daily vehicle movements for the combined operational stage of Phase 1 and 2. The number of

trips is in alignment to the surveyed traffic generation of existing T1 terminal.

These traffic volumes are expected to replicate existing traffic distributions at the Bruce

Highway/Abbot Point Road intersection as follows:

• 95% to the east/south along the Bruce Highway; and

• 5% to the north/west along the Bruce Highway.

Of the port generated heavy vehicle traffic, 30% is anticipated to be generated from the Townsville

area, with the remaining 70% from Mackay and further southern Queensland destinations. Table 4.5

shows the expected breakdown of traffic accessing the site in peak periods.


23



Table 4.5: Operational Traffic Distribution (Phase 1 and 2)

Vehicle Type AM peak (5:30-6:30am) Off peak (7:00am-5:00pm) PM peak (5:30-6:30pm)

North/west South/east North/west South/east North/west South/east

Service Vehicles

2 (loaded in)

2 (unloaded

out)

4 (loaded in)

4 (unloaded

out)

3 (loaded in)

3 (unloaded

out)

6 (loaded in)

6 (unloaded

out)

2 (loaded in)

2 (unloaded

out)

4 (loaded in)

4 (unloaded

out)

Staff 2 (in)

2 (out)

38 (in)

38 (out)

-

-

-

-

2 (in)

2 (out)

38 (in)

38 (out)

Miscellaneous 1 (in)

1 (out)

19 (in)

19 (out)

1 (in)

1 (out)

9 (in)

9 (out)

1 (in)

1 (out)

19 (in)

19 (out)

Combined

movements

5 (in)

5 (out)

61 (in)

61 (out)

4 (in)

4 (out)

15 (in)

15 (out)

5 (in)

5 (out)

61 (in)

61 (out)

Traffic

Generation 132vph 38 vehicles 132vph

4.5 Impacts of Decommissioning

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

decommissioning process.

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

the local and state controlled network. This will include

• Removal of hazardous material;

• Decommissioning of buildings and structures;

• Removal of waste material;

• Environmental actions; and

• Removal of plant and machinery from site.

4.6 Cumulative Traffic

TTM have been requested to include traffic movements from other projects, specifically the CCMP,

NGBR and the APGGP.

TTM have reviewed the 'Road Impact Assessment - Whitsunday Regional Council Road Network:

Carmichael Coal Mine and Rail Project' (Calibre Consulting, 2015). TTM have estimated peak hour

volumes of the CCMP and NGBR based on daily volumes during the 2016 construction stage and

2026 operation stage. These daily volumes are provided as an Appendix in the Calibre Consulting

report.

The cumulative traffic impact assessment assumes the peak construction stage of the CCMP and

NGBR projects coincide with the construction of T0. This enables a conservative analysis as these

years are programmed as 2016 and 2018 respectively, and thus are unlikely to coincide in reality.


24



To gain relevant peak hour traffic data for analysis of the CCMP and NGBR projects the following

estimations have been used:

• 40% of daily light vehicle volumes occur in the peak;

• 20% of daily heavy vehicle volumes occur in the peak;

• Peak hour traffic distributions are based on daily distributions

These estimated traffic volumes are shown in Figure 4.1 and Figure 4.2.

Figure 4.1: Estimated CCMP and NGBR 2016 Construction Peak Hour Volumes

Figure 4.2: Estimated CCMP and NGBR 2026 Operation Peak Hour Volumes

TTM have been advised that construction of T0 will not overlap with the APGGP and as such

consideration of cumulative traffic impacts of the APGGP do not need to be assessed.


25



4.7 Future Background Traffic

Regional roads, including the Bruce Highway have seen a marked decrease in traffic since 2013, with

traffic volumes decreasing on average 20-30% p.a. to 2015. The AADT on the Bruce Highway south of

Abbot Point Road in 2011 was 3,585. The comparative 2014 AADT was 3,097. This results in a traffic

reduction of approximately 5% p.a. over this 3 year period. Conversely traffic volumes on the Bruce

Highway north of Abbot Point Road appear to have increased by 2.3% p.a. during this period.

TTM has applied a conservative 3% p.a. traffic growth for traffic volumes on the Bruce Highway.

Allocating a nominal date of 2018, peak construction in 2018, nominal commencement of operations

in 2019 and a 2029 design horizon, the cumulative traffic growth rates are provided in Table 4.6.

Table 4.6: Design Background Traffic Growth on Bruce Highway

Data set Base Data (year) 2018 (construction

peak)*

2019 (operations

commence)*

2029 (design

horizon)

Peak hour 2013 16% 19% 60%

Daily 2014 13% 16% 56%

*Note – Construction and operation dates are nominal and may change


26



5 Traffic Operation Assessment

5.1 Introduction

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

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

5.2 Average Annual Daily Traffic (AADT)

Table 5.1 identifies the typical (2014) traffic volumes, sourced from DTMR, for the Bruce Highway at

the site frontage.

Table 5.1: Existing AADT Volumes on State-Controlled Roads

Road Section 2014 AADT HV Percentage

North of Abbot Point Road (10K WiM Site Guthalungra) 3,041 17%

South of Abbot Point Road (10K Little Goodbye Creek) 3,097 18%

5.3 Road Corridor Capacity Criteria

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

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

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

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

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

defined in Table 5.2.

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

LOS Description Rating

A Free, unrestrictive flow Very Good

B Mostly free flow, few disruptions Very Good

C Stable flow Good

D Mostly stable flow, some delays Acceptable

E Congested flow, delays common Bad

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

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

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

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

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

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


27



accommodate under various terrain conditions. Table 5.3 shows the values for various LOS for a

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

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

Level of Service

Design Hour Volume to AADT

Ratio

A B C D E

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

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

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

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

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

0.15 700 1,800 3,500 5,300 9,900 (Source: AUSTROADS Guide to Traffic Engineering Practice, Part 2: Roadway Capacity, Table 3.9)

5.4 Bruce Highway Operational Performance

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

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

be less than 10% (or 0.10) of the average daily traffic based on the traffic peak periods. As such the

design ratio of 0.10 will be used.

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

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

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

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

generally operate at a LOS ‘D’ in 2029 (10 year post construction completion).

Table 5.4: Level of Service: Bruce Highway (Base Case)

Bruce Highway

Route

AADT LOS

2014 2018 2019 2029 2014 2018 2019 2029

North of Abbot Point

Road 3,041 3,423 3,525 4,738 C C C C

South of Abbot Point

Road To Merinda 3,097 3,486 3,590 4,825 C C C C

Merinda to Bowen 6,442 7,251 7,468 10,036 D D D E

Table 5.5 identifies the impact of development traffic on the Bruce Highway north and south of the

subject site. Where the impact is greater than 5%, the impact is quantified.


28



Table 5.5: Construction (Phase 1) and Operation (Phase 1 and 2) Impact on Bruce Highway

Section Year Base AADT Development

(vpd)

Base and

Development (vpd)

Percentage

Impact (%)

North of Abbot

Point Road

2018 3,423 20 3,443 <1

2019 3,525 28 3,553 <1

2029 4,738 28 4,766 <1

Abbot Point Road

to Merinda

2018 3,486 254 3,740 7.2 (LOS: C)

2019 3,590 274 3,760 7.6 (LOS: C)

2029 4,825 274 5,099 5.7 (LOS: C)

Merinda to

Bowen

2018 7,251 220 7,471 3.0

2019 7,468 274 7,742 3.7

2029 10,036 274 10,310 2.7

As shown in Table 5.5, the construction and operation of T0 is expected to have an assessable

impact on the Bruce Highway between Abbot Point Road and Merinda. The highest traffic volumes

on this road section are expected to occur in 2029 where the project impact of 5.7% is anticipated to

increase daily volumes to 5,099 during the operation (Phase 1 and 2). This section of the Bruce

Highway is expected to retain a Level of Service C.

The addition of traffic related to the CCMP and NGBR (180vpd) may increase the AADT on this

section of the Bruce Highway (Abbot Point Road to Merinda) to 5,279 in 2029. This section of the

Bruce Highway is still expected to retain a Level of Service C.

5.5 Proposed Haulage Route

The Bruce Highway is intended to be the main haulage route to the site and is considered to carry

the majority of the construction vehicles. Bowen Developmental Road to the south of Abbot Point

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

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

southern directions.


29



6 Site Access Review

6.1 Introduction

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

adequately cater for the predicted development traffic demands.

6.2 Existing Intersection Layout

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

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

attributes:

• A posted speed limit of 100km/hr;

• A 9 metre wide carriageway;

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

• Left turn lane provision being approximately 110m length. This design is considered

consistent with a short auxiliary left, AUL(S) turn treatment; and

• Right turn lane provision being approximately 105m in length treatments and shoulder

provisions. This design is generally consistent with a short channelised right, CHR(S) turn

treatment.

6.3 Accident Review

TTM have reviewed accident data on the Queensland Globe database. Within 500m of the Bruce

Highway/Abbot Point intersection, there were found to be four recorded accidents since 2001 with

details provided in Table 6.1.

Table 6.1: Accident Details within 500m of Bruce Highway/Abbot Point Road Intersection

Year Severity Crash Type Day/Night Wet/Dry

2001 Property Damage Single Vehicle Day Dry

2005 Property Damage Single Vehicle Day Dry

2007 Medical Treatment Single Vehicle Night Dry

2012 Hospitalisation Single Vehicle Night Dry

As shown in Table 6.1, all accidents occurred during dry conditions and involved single vehicles. On

average an accident occurred every 3 years. Given the severity, frequency and single vehicle nature

of the accidents, no further accident review is considered necessary.

6.4 Sight Distance Review

TTM have reviewed the intersection sight distance requirements with reference made to the

Austroads Guide to Road Design Part 4A: Unsignalised and Signalised Intersections requirements.

Intersection sight distance is considered adequate in all directions.


30



6.5 Traffic Scenarios

TTM have considered the following scenarios for assessment:

• 2013 Base Case;

• 2018 Base and Construction Case (Phase 1);

• 2019 Base and Operations Case (Phase 1 and 2); and

• 2029 Base and Operations Case (Phase 1 and 2).

To provide a robust traffic assessment, through volumes and turn volumes will be used, even where

construction and operations traffic is not expected to coincide with these volumes. Development

traffic movements during the construction and operation stages are provided in Table 4.3 and Table

4.5. Base and estimated development volumes are shown in the following Figures 6.1 to 6.7.

Figure 6.1: Bruce Hwy/Abbot Point Road: 2013 Base Traffic - Surveyed


31



Figure 6.2: Bruce Hwy/Abbot Point Road: 2018 Base Traffic (3% p.a. growth)



32




Figure 6.5: Bruce Hwy/Abbot Point Road: 2018 Base and Construction Traffic (Phase 1)


33



Figure 6.6: Bruce Hwy/Abbot Point Road: 2019 Base and Operations Traffic (Phase 1 & 2)

Figure 6.7: Bruce Hwy/Abbot Point Road: 2029 Base and Operations Traffic (Phase 1 & 2)

6.6 Intersection Turn Warrant Review

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

reference made to the 'Guide to Road Design Part 4A: Unsignalised and Signalised intersections'

Figure 4.9A (AUSTROADS, 2009)


34



This assessment review considers the highest volumes in the Phase 1 Construction (2018) and the

Phase 1 and 2 Operations (2029) scenarios in Figure 6.8 and Figure 6.9 respectively.

Figure 6.8: Turn Warrant Requirement: 2018 Construction Phase (Phase 1)

Figure 6.9: Turn Warrant Requirement: 2029 Operation Phase (Phase 1 and 2)

Right Turn (AM)

Left Turn (AM)

Right Turn (AM)

Left Turn (AM)


35



6.7 Right and Left Turn Requirements

The AUSTROADS figures indicates that CHR and BAL treatments are required to cater for peak traffic

movements associated with the construction and operation stages. The existing AUL(S) treatment is

considered suitable based on this assessment. The right turn lane however should be upgraded to a

full length CHR to cater for development and background traffic.

A CHR treatment at this intersection should be designed in accordance with Figure 7.7 of the

AUSTROADS Guide to Road Design Part 4A: Unsignalised and Signalised Intersections. as shown in

Figure 6.10.

Figure 6.10: Rural CHR Turn Treatment from AUSTROADS GRD Part 4A

The diverge deceleration length (D) should be a minimum 185m long including a 35m long taper (T).

Storage length (S) is considered in the following section.


36



Should an AUL treatment be required, it should be designed in accordance with Figure 8.4 of the

AUSTROADS Guide to Road Design Part 4A: Unsignalised and Signalised Intersections. as shown in

Figure 6.11.

Figure 6.11: Rural AUL Turn Treatment from AUSTROADS GRD Part 4A

The diverge deceleration length (D) should be a minimum 185m long including a 35m long taper (T).

Whilst storage is typically not required for an AUL turn treatment, this will be discussed in the

following section.

6.8 Intersection Capacity - Isolated

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

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

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

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

As noted in Section 5.4, the development is expected to have an assessable impact on the Bruce

Highway between Abbot Point Road and Merinda in all cases assessed. However, this impact is

expected to be limited and is unlikely to worsen the performance of this road section with an

expected Level of Service C with and without construction or operations traffic.


37



Table 6.1 in the Guide to Traffic Management Part 3: Traffic Studies and Analysis is replicated in

Figure 6.12 and identifies uninterrupted flow conditions for which no further capacity assessment

would be required.

Figure 6.12: AUSTROADS GTM Chapter 3: Table 6.1

The highest traffic volumes at the Bruce Highway/Abbot Point Road intersection in the base,

construction and operation scenarios considered (Section 6.5) are predicted have less than 300vph

through movements along the Bruce Highway and less than 250vph turn movements in the AM and

PM peak hours. This level of traffic in accordance with the AUSTROADS Guide to Traffic Management

Chapter 13 is therefore unlikely to impact significantly on the intersection performance, with the

intersections operating under uninterrupted flow conditions with nominal delays and queuing. As

such Figure 6.12 defines that further capacity analysis of this intersection is unnecessary due to low

through and turn volumes.

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

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

construction vehicle activity operating throughout the working day.

6.9 Intersection Capacity - Rail Impacts

The Bruce Highway/Abbot Point Road intersection is close to the North Coast rail line (approximately

20m) and Collinsville Newlands rail line (approximately 100m) crossings of Abbot Point Road. The

proximity of these rail crossings could lead to queuing at the Bruce Highway/Abbot Point Road

intersection. TTM have therefore undertaken a capacity assessment of the Bruce Highway/Abbot

Point intersection with the influence of the rail crossings.

This assessment has been undertaken as a network in Sidra Intersection analysis software Version

6.1.

A signalised T intersection was modelled with two phases, one allowing all movements with the

second phase allowing through movements only. This was modelled to account for the impact on

the intersection of a train using the North Coast rail line. Train movements and crossing times are

based on the ‘Road Transport Impact Assessment: APGGP’ (Worley Parsons Consulting, August

2015). This report indicates an average of 11 trains per day on this line with a crossing time of 1.9

minutes (114 seconds).


38



It is anticipated that a peak hour scenario could include two trains along this line. Therefore, the all

movements phase was 1,686 seconds, with the through movement only phase for 114 seconds.

The Collinsville-Newlands rail line was modelled as a pedestrian crossing. The Worley Parsons

Consulting report indicates that 32 trains (16 empty, 16 loaded) use this rail line per day. It is

anticipated that the trains are evenly distributed over a 24 hour day and as such, in the base and

construction scenarios include two trains in the peak times. This report identifies a crossing time of

5.1 minutes (306 seconds). Therefore, the through movement phase over this rail line will be 1,494

seconds and the train (pedestrian) phase will be 306 seconds.

Current and anticipated train numbers and delays are summarised in Table 6.2.

Table 6.2: Anticipated Abbot Point Road Train Volumes and Crossing Times

Rail Line Scenario Trains

per

Hour

Delay

per

Train

(sec)

Abbot Point Road

Green Phase (sec) Red Phase (sec)

North Coast All 2 114 1,686 114

Collinsville-Newlands All 2 306 1,494 306

The Sidra network layout is shown in Figure 6.13. The intersections are set 60m apart which is

consistent with the Abbot Point Road length between the clearances of the two rail crossings. Traffic

volumes, including heavy vehicles, are provided in Section 5.4. The two rail crossings are not

considered to be coordinated.

Figure 6.13: Sidra Network Layout


39



Relevant queue lengths from the Sidra network are identified in Table 6.3. It is noted that the

queuing at the Bruce Highway intersection identified in this table is the combined 95th percentile

queue from left (from north) and right (from south) turning vehicles at this intersection. To provide a

conservative estimation of queue lengths, the number of vehicles queuing has been rounded up, and

one vehicle is considered to have 10m queue length given distance between vehicles and to account

for service vehicles.

Table 6.3: Sidra Queue Outputs: Bruce Hwy/Abbot Point Road/Rail crossing Intersections

Scenario Eastbound 95th %ile Queue (veh) Westbound 95th %ile Queue (veh)

Bruce

Hwy Int.

C-N line Total C-N line Bruce

Hwy Int.

Total

2013 AM Base 3.7 9.3 13.0 1.7 0.7 2.4

2018 AM Base 3.9 9.3 13.2 1.7 0.7 2.4

2018 AM Cons. 12.8 12.5 25.3 9.1 4.6 13.7

2019 AM Base 3.9 9.3 13.2 1.7 0.7 2.4

2019 AM Op. 15.8 13.4 29.2 26.9 13.4 40.3

2029 AM Base 4.0 9.3 13.3 1.7 0.7 2.4

2029 AM Op. 16.0 13.4 29.4 27.1 13.4 40.5

2013 PM Base 0.9 1.7 2.6 6.1 2.4 8.5

2018 PM Base 0.9 1.7 2.6 6.1 2.4 8.5

2018 PM Cons. 3.5 9.0 12.5 23.6 9.4 33.0

2019 PM Base 0.9 1.7 1.6 6.1 2.5 8.6

2019 PM Op. 10.7 13.5 24.2 33.8 13.6 47.4

2029 PM Base 1.1 1.7 2.8 6.1 2.4 8.5

2029 PM Op. 10.8 13.5 24.3 33.8 13.6 47.4

Longest Queue

(vehicles rounded)

16 14 30 34 14 48

Longest Queue (m) 160m 140m 300m 340m 140m 480m

As shown in Table 6.3, the longest queues are expected to be found during T0 operations. The clear

zone between the rail lines is approximately 60m and there is approximately 20m of queuing

available between the North Coast rail line and the Bruce Highway along Abbot Point Road. As such

there is approximately 80m of queuing along Abbot Point Road between the Collinsville Newlands

rail line and the Bruce Highway.

The anticipated queues are shown in Figure 6.14.


40



Figure 6.14: Anticipated Queuing on Bruce Highway and Abbot Point Road

In peak scenarios this available queue area is expected to be exceeded in the T0 construction and

operation stages. Due to this, improvements should be made to the intersection/rail crossings as

identified in Table 6.4.

Table 6.4: Recommendations Due to Queue Exceedance

Location Direction Queue (m) Recommendation

Available Expected

Between C-N and NC

rail line

Eastbound 60 140 Provide layby lanes on egress and

additional storage on Bruce Highway

turn lanes

Bruce Highway Turn

Lanes

Eastbound - 240

(300-60)

Increase storage provision on Bruce

Highway turn lanes

Between C-N and NC

rail line

Westbound 60 140 Provide layby lanes on egress

East of C-N rail line Westbound - 420 None

In the westbound and eastbound directions over the two rail crossings, there is potential for queuing

over the rail line. To avoid a vehicle stopped over either rail line, it is recommended that laybys are

provided between the rail line as shown in Figure 6.15.

60m

60m

420m

200m

40m


41



Figure 6.15: Recommended Road Works

The laybys should be 35 to 40m long and 4m wide beyond the clearance zone of each crossing. This

should be sufficient to allow a 19m long semi-trailer to fully cross the rail line and merge back in into

downstream traffic at a low speed. The laybys should also be located a minimum 30m from the

Intersection and clear of the rail line to allow sufficient manoeuvring for multiple heavy vehicles.

As shown in Table 6.4 and Figure 6.15, turn lanes on the Bruce Highway should provide capacity for

a combined 240m. Providing storage on the AUL of 40m is sufficient to store two semi-trailer or four

smaller vehicles. Given the existing and future traffic distributions, this additional storage is

considered suitable. It is recommended that additional storage beyond between the Bruce Highway

and the North Coast rail line is provided by widening the roadway at this location. The widening

should be hatched to encourage it not to be used as a regular lane.

Providing storage on the CHR of 200m is expected to cater for up to 20 vehicles. This is consistent

with the 20 vehicle queue (200m) expected on this lane in the 2029 AM Base and Operation

scenario. With a peak of 16 vehicles (160m) expected based on the Sidra model, an existing 60m

provision between the rail lines, and existing storage of 20m between the North Coast rail line and

the Bruce Highway, lengthening storage lanes on the Bruce Highway will result in a total 320m of

storage to cater for the total of 300m storage required.

As this storage would be provided for queued (stationary) vehicles and the posted speed limit along

this section is 100kph, it is recommended that 1m painted medians are provided to separate through

and queued/turning traffic. The median would be provided for the full length of storage provided.

Increase AUL Length and

provide painted median

Increase CHR Length

and provide painted

medians either side


42



6.10 Updated Traffic Capacity Assessment

TTM note that an updated traffic capacity assessment will be undertaken as part of the RMP, which

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

TTM have undertaken a Sidra analysis of the Bruce Highway/Abbot Point Road intersection to

determine how the intersection will perform considering existing and future train movements.

6.11 Adjacent Bruce Highway Intersections

As noted, it is anticipated that the construction and operational traffic volumes will generally have a

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

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

impacts at any further intersections along the Bruce Highway corridor.


43



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

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

operations.

7.1 Existing ESA Pavement Loadings

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

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

vehicles on the Bruce Highway in the vicinity of Abbot Point Road are 17% (north) and 18% (south).

This equates to 517 heavy vehicles north of Abbot Point Road and 557 heavy vehicles south of Abbot

Point Road (Table 5.1).

7.2 Development Heavy Vehicle Generation & Impacts

The total heavy vehicle traffic from the site has been estimated in Chapter 4 of this report. This

identified that the site will generate 6 (12 total) larger type service vehicles and 17 (34 total) bus

trips per day during the construction stage. This will change to 21 (42 total) smaller type service

vehicles with no bus movements during the operational stage.

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

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

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

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

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

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

Table 7.1: Construction Stage: Peak Daily ESA Generation (2018)

Road Trucks ESA Truck Truck

ESAs

Buses Average

ESA bus

Bus ESAs Daily ESAs

Bruce Highway 12 3.0 36 34 2.2 75 111

Table 7.2: Operational Stage: Peak Daily ESA Generation (2019)

Road Trucks ESA Truck Truck

ESAs

Buses Average

ESA bus

Bus ESAs Daily ESAs

Bruce Highway 42 2.2 92.4 - - - 93

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

Section 2018 AADT Existing Truck ESA Development ESA

% CV ESA ESA Impact

North of AB Road 3,423 17% 1,629 12 <1.0%

South of AB Road 3,486 18% 1,757 99 5.6%


44



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

Section AADT Existing Truck ESA Development ESA

% CV ESA ESA Impact

North of AB Road 2019: 3,525 17% 1,678 31 1.8%

South of AB Road 2019: 3,590 18% 1,809 62 3.4%

North of AB Road 2029: 4,738 17% 2,255 31 1.4%

South of AB Road 2029: 4,825 18% 2,432 62 2.7%

7.3 Mitigation Review

By definition, operational pavement impacts due to the project are deemed to be insignificant as the

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

network. The construction pavement impacts are anticipated to peak with a 5.6% impact. This

impact is only expected for the section of the Bruce Highway between Abbot Point Road and

Merinda, which is approximately a 12km long section.

It is noted that the construction period is expected to be 2 years. During the operations period,

servicing T0 is not anticipated to result in pavement impacts. In the context of an anticipated design

life of 20 years, a pavement impact of 5.6% over a two year period is predicted to have a minimal to

negligible impact on the pavement life of this section of the Bruce Highway.

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

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


45



8 Draft Road-use Management Plan (RMP)

8.1 Introduction

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

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

project requirements and the road environment.

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

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

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

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

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

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

8.2 Draft RMP Policy Statement

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

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

and handling of materials’.

8.3 Draft RMP Objectives

The following provides a summary on the key RMP objectives:

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

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

• To minimise any potential traffic-related complaints and incidents.

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

• A summary of updated project traffic information and impact assessments;

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

implementation;

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

involved; and

• Development, Consultation and Implementation of Strategies and Policies.

8.4 Draft RMP Implementation Strategy

The RMP Strategies/Policies will be developed and implemented in consultation with key

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

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

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

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

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

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


46



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

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

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

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

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

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

contributions.

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

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

to be implemented and developed further:

8.4.1 Driver Fatigue Policies

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

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

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

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

with fatigue for DIDO trips.

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

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

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

work or driving home; and

• Sponsorship of rest zones and driver reviver stations.

8.4.2 Driver Behaviour Policies

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

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

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

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

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

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

8.4.3 Work Related Travel and Transport Policies

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

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

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

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

manner.

8.4.4 Over-dimension Vehicle Management

As part of the construction and operation stages of the development it may necessary that some

indivisible components will be delivered by over-dimensional vehicles. Where vehicles larger than a

19m long AV are required to access the site, special permissions will be required. Suppliers and

transport provides will be required to liaise with the appropriate authorities for each instance.


47



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

Rockhampton regarding over dimensional use as early as possible. It is noted that a 6 month lead

time to organise permits and personnel is required by this office. The community will also be advised

of any over dimensional vehicle activity related to the construction and operation of the Project.

These strategies may include radio announcements and information via the internet, however the

RMP will identify all over dimensional and heavy vehicle movements as early as possible.

8.4.5 Road Safety Audit Review, Capacity & ALCAM Assessment

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

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

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

the construction traffic.

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

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

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

highway.

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

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

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

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

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

including key stakeholders (Port Authority).

8.4.6 Road Noise Management

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

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

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

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

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

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

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

8.4.7 Dust Control Management

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

tyres to limit loose material being transported onto SCR network.

8.4.8 On-site Parking Management

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

• 1 space for every employee expected to drive to site during peak accumulation;

• On-site bus set-down facilities; and

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


48



8.4.9 Dangerous Goods Management

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

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

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

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

materials.

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

• Fuel and oil;

• Flammable gas;

• Corrosive materials including solvents; and

• Chemical waste (including sewerage).


49



9 Rail Information It is understood that the appropriate rail authorities will undertake an ALCAM assessment of each

rail crossing on Abbot Point Road. This section is intended to provide sufficient information for rail

authorities to undertake this assessment.

The rail lines impacted are the North Coast rail line and the Collinsville Newlands rail line. Base traffic

is provided in Section 6.5. Development traffic is expected to be distributed as identified in Section

4. Project time frames are discussed in Section 2.2. Traffic volumes over the rail lines are not

expected to increase without development. As such traffic volumes along Abbot Point Road are not

expected to change in the base scenarios.

Table 9.1 and Table 9.2 identify base traffic volumes, CCMP and NGBR traffic volumes and traffic

volumes generated by the construction and operation of T0 respectively. The largest vehicle

anticipated to access the site is a 19m long AV. Any suppliers or transport providers requiring access

to the site with over-dimensional vehicles will require special permissions.

Table 9.1: Base and Development Volumes on Abbot Point Road - Phase 1 Construction

Scenario AM Peak (vph) PM Peak (vph) Estimated Daily (vpd)

LV HV Total LV HV Total LV HV Total

Base Eastbound 56 4 60 11 - 11 169 18 187

Base Westbound 10 1 11 40 - 40 169 11 180

Base Combined 66 5 71 51 - 51 338 29 367

2018 Eastbound Construction

(CCMP & NGBR) 3 4 7 3 4 7 18 17 35

2018 Westbound

Construction (CCMP & NGBR) 3 4 7 3 4 7 18 17 35

2018 Combined Construction

(CCMP & NGBR) 6 8 14 6 8 14 36 34 70

2018 Eastbound Construction

(T0) 79 14 93 33 7 40 112 23 135

2018 Westbound

Construction (T0) 33 7 40 79 14 93 112 23 135

2018 Combined Construction

(T0) 112 21 133 112 21 133 224 46 270

2018 Eastbound (Total) 138 22 160 47 11 58 299 58 357

2018 Westbound (Total) 46 12 58 122 18 140 299 51 350

2018 Combined (Total) 184 34 218 169 29 198 598 109 707


50



Table 9.1: Base and Development Volumes on Abbot Point Road - Phase 1 & 2 Operation

Scenario AM Peak (vph) PM Peak (vph) Estimated Daily (vpd)

LV HV Total LV HV Total LV HV Total

Base Eastbound 56 4 60 11 - 11 169 18 187

Base Westbound 10 1 11 40 - 40 169 11 180

Base Combined 66 5 71 51 - 51 338 29 367

2019+ Eastbound Operation

(CCMP & NGBR) 36 - 36 36 - 36 180 - 180

2019+ Westbound Operation

(CCMP & NGBR) 36 - 36 36 - 36 180 - 180

2019+ Combined Operation

(CCMP & NGBR) 72 - 72 72 - 72 360 - 360


(T0) 60 6 66 60 6 66 130 21 151


(T0) 60 6 66 60 6 66 130 21 151


(T0) 120 12 132 120 12 132 260 42 302


(Total) 152 10 162 107 6 113 479 39 518


(Total) 106 7 113 136 6 142 479 32 511


(Total) 258 17 275 243 12 255 958 71 1,029


51



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

expected to be between 2017 and 2018 during the main on-site construction activity. On

completion, it is anticipated that T0 will employ approximately 250 workers to serve typical port

operations.

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

Project.

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

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

transported by bus.

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

provided which is expected to generate up to 12 total loaded and unloaded heavy vehicle trips per

day. During the peak operational stage the site is expected to generate a further 42 total loaded and

unloaded heavy vehicle trips per day per day.

The key impact of development traffic relates to the interaction with adjacent rail lines. TTM have

indicated storage provisions on the Bruce Highway turn lanes to account for potential queuing back

from these rail lines.

The level of traffic generated by both the construction (Phase 1) and full operational stage (70 Mtpa

throughput in Phase 1 and 2) is therefore not expected to have a significant traffic impact on the

local or wider strategic road network.

Mitigation measures are required due to the proximity of rail lines to the Bruce Highway along Abbot

Point Road. These measures include providing laybys between the rail lines to prevent vehicles

becoming stranded, and lengthening turn lanes on the Bruce Highway to provide additional vehicle

storage.

It is intended for a RMP to be prepared as to identify any appropriate protection objectives and

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

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

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

Traffic Engineering Report - eisdocs.dsdip.qld.gov.aueisdocs.dsdip.qld.gov.au/Abbot Point...

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