samsa consulting - waternsw

Traffic & Transport Assessment

September 2017

SAMSA CONSULTING

T R A N S P O R T P L A N N I N G & T R A F F I C E N G I N E E R I N G

Broken Hill Long-Term Water Supply Pipeline Project: Modification Update

samsa _________________________________________________ consulting

BHLTWS pipeline_TA_variation Broken Hill Long-Term Water Supply Pipeline Project: Modification Update


Samsa Consulting Pty Ltd Transport Planning & Traffic Engineering

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Contents

EXECUTIVE SUMMARY

1. Introduction .................................................................................................. 1

1.1 Purpose of This Report ...................................................................................... 1

1.2 Project Overview ............................................................................................... 1

1.3 Assessment Scope & Methodology ................................................................... 2

1.4 Report Structure ................................................................................................ 3

2. Project Details .............................................................................................. 4

2.1 Project Description ............................................................................................ 4

2.2 Construction Phase ........................................................................................... 8 2.2.1 Pipeline Construction ............................................................................................. 8 2.2.2 Access .................................................................................................................... 8 2.2.3 Site Compounds ..................................................................................................... 9 2.2.4 Spoil Management ................................................................................................. 9 2.2.5 Bedding Material .................................................................................................... 9 2.2.6 Truck Movements ................................................................................................... 9 2.2.7 Construction Work Force and Accommodation ................................................... 10 2.2.8 Working Days and Hours ..................................................................................... 10 2.2.9 Construction Plant ................................................................................................ 10 2.2.10 Concreting ............................................................................................................ 10 2.2.11 Easement Acquisition ........................................................................................... 11 2.2.12 Crossings ............................................................................................................. 11

2.3 Operation Phase ............................................................................................. 11 2.3.1 Water Transfers .................................................................................................... 11 2.3.2 Maintenance ......................................................................................................... 11 2.3.3 Workforce ............................................................................................................. 12

3. Existing Conditions ................................................................................... 13

3.1 Transport Mode ............................................................................................... 13

3.2 Road Transport Routes ................................................................................... 14 3.2.1 Major Road Network............................................................................................. 14 3.2.2 Urban Road Network ............................................................................................ 15

3.3 Traffic Volumes and Operations ...................................................................... 24

4. Impact Assessment ................................................................................... 25

4.1 During Construction ......................................................................................... 25 4.1.1 Traffic Generation ................................................................................................. 25 4.1.2 Effect of Construction Traffic ................................................................................ 28 4.1.3 Road Network Impacts ......................................................................................... 29 4.1.4 Access & Parking ................................................................................................. 30 4.1.5 Road Safety .......................................................................................................... 30 4.1.6 Rail Infrastructure Impacts ................................................................................... 30 4.1.7 Cumulative Impacts .............................................................................................. 30

4.2 During Operations ........................................................................................... 31 4.2.1 Traffic Generation ................................................................................................. 31 4.2.2 Effect of Operations Traffic .................................................................................. 31




5. Recommended Mitigation Measures ........................................................ 32

5.1 General Management of Potential Impacts ...................................................... 32

6. Conclusions ................................................................................................ 34




EXECUTIVE SUMMARY

The following points summarise this update of the Traffic and Transport Assessment for the proposed modified Broken Hill Long-Term Water Supply pipeline project:

The project would consist of construction and operation of a 270 km long water supply pipeline and ancillary infrastructure from the Murray River near Wentworth to the Mica Street water treatment plant at Broken Hill.

The construction phase would include establishment of two major site compounds, pipeline construction, three booster pump stations, conditioning plant, bulk water reservoir, terminal balance tank and associated activities.

Road transport would be the main method of transport with some rail transport feasible for pipe loads and other ancillary project components.

All road routes to Broken Hill, Wentworth and locations along the pipeline corridor route are via either National Routes or State Highways and can readily accommodate the proposed transportation of pipe components as well as other project materials.

The major road network consists of Silver City Highway and provides road transport access to both Wentworth in the south and Broken Hill in the north.

The major and minor road network to be utilised by project traffic all have significant spare capacity including the Broken Hill and Wentworth urban areas.

There is no existing significant road safety issues along the road network proposed to be utilised by project traffic.

Site access is proposed along the pipeline corridor off the public road network (Silver City Highway) at approximately 3 km to 5 km spacing, and upstream and downstream of each creek crossing. Permanent access driveways would be required at the TPS1 / conditioning plant, TPS2, TPS3 and bulk water reservoir sites and may also be required up to every 10 km along the alignment.

During the construction phase, several tasks would generate traffic including initial site set-up and access construction, construction material delivery, reinstatement construction activities, and construction staff transport. These tasks would result in a maximum daily traffic generation of 50 light vehicle trips (during peak staffing periods) and 190 heavy vehicle trips during peak construction activities.

During peak construction activities, the affected road network would experience insignificant impacts with similar levels of service. The construction-generated traffic would be readily absorbed into the background road network traffic.

Short-term partial road closures would likely occur along Ski Reserve Road, Silver City Highway (east and north of Wentworth), Armstrong Avenue and Pooncarie Road in Wentworth as well as along Kanandah Road, Kanandah Place, Ryan Street, Griffith Street, Gaffney Street, Gossan Street and Mica Street in Broken Hill where the pipeline route crosses and/or encroaches onto the road carriageway. However, the roads would remain open with controlled single direction traffic flow past the works areas.

Sufficient parking for construction staff vehicles, heavy vehicles and plant would be available within the site compounds in addition to suitable on-site manoeuvring areas for larger vehicles.




Traffic generation during operations would be minimal resulting in a maximum of approximately 34 visits per year. Consequently, traffic and road network impacts would be negligible during the operational phase.

A comprehensive Construction Traffic Management Plan (CTMP) would be prepared and implemented in co-ordination with the relevant local Councils and RMS. The CTMP would typically address: - Scheduling of transport deliveries; - Community consultation and issue logging; - Traffic management of transport operations; - Preparation of a ‘Transport Code of Conduct’ and vehicle movement plans

(VMPs) for all staff and contractors; - Consideration of any adverse traffic conditions such as dust, sun glare, native

fauna on the road network, etc.; - Procedure to monitor traffic impacts and respond to impacts rapidly; and - Reinstatement of pre-existing road conditions after construction is complete.

It is considered that the proposed modified Broken Hill Long-Term Water Supply pipeline project would not create any significant adverse impacts with respect to transport issues. In particular, the management of heavy vehicle movements during construction would be appropriately covered by a CTMP to be prepared prior to construction starts.


1 BHLTWS pipeline_TA_variation Broken Hill Long-Term Water Supply Pipeline Project: Modification Update


1. Introduction

1.1 Purpose of This Report

The NSW Government is proposing to construct a new pipeline from Wentworth to Broken Hill to secure Broken Hill and surrounding communities’ long-term water supply (referred to in this report as ‘the Project’). A Traffic and Transport Assessment (TTA) was prepared for the Project in January 2017, but subsequently, the scope of works has been modified. Therefore, the TTA needs to be updated to ensure any additional / modified traffic and transport impacts are considered and assessed. This report has been prepared to update the previous assessment of the traffic and transportation impacts of the Project.

1.2 Project Overview

The town of Broken Hill is primarily supplied with water from the Darling River and the Menindee Lakes Storages Scheme, located approximately 100 km to the south-east of Broken Hill. Ongoing water supply security concerns and water shortages periodically affect Broken Hill. This is due to a number of factors including local climatic conditions, unreliable flows in the Darling River past Menindee, general demand for water, limited available storage capacity at Broken Hill and very high surface water evaporation rates.

In times of extended drought when the Darling River nears cease-to-flow conditions, water stored within the Menindee Lakes Storages is relied upon for the bulk of Broken Hill’s water supply needs. The Darling River recently ceased to flow resulting in the Menindee Lakes system dropping to critically low levels. Water is currently being drawn from Weir 32 on the Darling River, with a planned changeover to the Menindee Borefield water supply to Broken Hill by April 2017.

Given the limitations of the existing water supply system in terms of water availability, quality, and ongoing operability, the NSW Department of Primary Industries, Water (DPI Water) is proposing to provide a new long-term solution to Broken Hill’s water supply.

The Broken Hill Long Term Water Supply business case was approved in June 2016 to develop new water supply infrastructure to secure the long-term water supply requirements of Broken Hill and surrounding communities. The preferred option to secure Broken Hill and the surrounding area’s water supply is to source water from the Murray River near Wentworth and to pump it via a 270 km long pipeline to Broken Hill’s Mica Street water treatment plant (WTP) and Stephens Creek reservoir. A summary of the main components of the Broken Hill Long Term Water Supply project include the following:

New off-take and pump station on the Murray River at Wentworth.

Single 270 km long pipeline located predominantly along the Silver City Highway,utilising the existing road easement.

Three new transfer pump stations, associated balance tanks and photovoltaic powergeneration system to be located along the pipeline alignment (adjacent to the SilverCity Highway).

New conditioning plant to remove algae and change the corrosive nature of the riverwater.




New bulk water reservoir to be located south of Broken Hill.

New works at Mica Street WTP, including terminal balance tank and associated pipework.

Construction of new low lift and high lift pump stations at the Stephens Creek reservoir.

1.3 Assessment Scope & Methodology

The construction of the pipeline is predicted to result in a considerable volume of additional traffic in the local area. The scope of the assessment covers construction impacts of the pipeline, based on the likely construction method, ancillary facilities such as the pump stations and also covers the operational phase of the project. The assessment generally covers the following:

Determine existing traffic volumes on the surrounding road network and associated levels of service along road sections and intersections that would be used for access to the site.

Determine the likely traffic generation associated with the construction works, including transport / movement of excavated materials.

Assess the adequacy of traffic issues including impacts on the surrounding local road network.

Provide recommendations on appropriate measures to mitigate any identified impacts of the proposed development.

As part of the original assessment, transport impacts during construction and operations were addressed as follows:

Desktop review of relevant documents and background information.

Consultation with NSW RMS (Roads & Maritime Services) in regard to transport routes, traffic management and other pertinent traffic and transport related matters.

Site visit of the proposed pipeline corridor and surrounding road network including through the urban areas of Broken Hill and Wentworth.

Determination of existing traffic volumes on surrounding road network as well as traffic operations at intersections and road sections.

Identification of construction transport routes for inbound material delivery and outbound spoil haulage (if applicable).

Identification of mode of traffic generated from the construction and operation of the project including construction material deliveries, employee travel, peak traffic (construction) periods, etc.

Determination of potential impacts and assessment of the significance of these impacts on the local and regional road network and intersections, including:

- impacts to road infrastructure;

- impacts to property accesses; and

- road safety issues;

Determination of potential site-specific transport impacts including construction site access, employee parking, etc.

Assessment of impacts on railway infrastructure.




Identification and assessment of any cumulative impacts from other proposed nearby works / developments.

Development of mitigation measures to address potential transport impacts including construction traffic management, haul truck operations, etc.

For the assessment of the modified scope of works, a similar methodology was utilised as outlined above, except that site visits were not undertaken. Instead, videos and photos (obtained from the site visits for the original assessment) were used to assess the modified pipeline routes and associated infrastructure locations. In addition, a desktop assessment using assorted public mapping websites was undertaken where previous site visit information did not cover the modified pipeline routes and associated infrastructure locations.

1.4 Report Structure

The remainder of this assessment report is presented as follows:

Chapter 2 provides an overall project description.

Chapter 3 describes existing transport conditions including transport routes and site access locations.

Chapter 4 assesses the transportation impacts during the construction and operation phases of the project.

Chapter 5 discusses mitigation measures to address potential transport impacts identified.

Chapter 6 provides conclusions to the assessment.




2. Project Details

2.1 Project Description

The Project involves the transfer of water from the Murray River at Wentworth to the town of Broken Hill via an approximate 270 km long pipeline.

The proposed pipeline corridor lies within the Far West and Murray regions of NSW. The Project pipeline and associated infrastructure are located within Wentworth Shire LGA in the south and Broken Hill City LGA within the Broken Hill urban area. A section of the Project pipeline between the Wentworth Shire LGA and Broken Hill City LGA is within unincorporated LGA.

The corridor runs predominantly north-south following the Silver City Highway alignment between the towns of Wentworth and Broken Hill. At the southern end within Wentworth, the proposed pipeline route turns east of Silver City Highway at Sheoak Lane for a distance of approximately 850 m before turning south across the Darling River and continuing to the eastern side of Pooncarie Road. Two horizontal directional drilling launch pits would be located either side of the river corridor.

Once on the eastern side of Pooncarie Road, the proposed pipeline route would travel south along its eastern side before turning east for approximately 120 m opposite Perry Street East. It would then turn south again along a service corridor to Jane Street before veering east and south along a service corridor skirting the residential area to the west. It would cross Armstrong Avenue and Tuckers Creek to travel to the southern side of Silver City Highway west of Delta Road. The proposed pipeline route would then turn west to travel along the southern side of Silver City Highway before veering off to the south to connect to Ski Reserve Road and the off-take point at Murray River.

At the northern end within Broken Hill, the proposed pipeline route turns west off Silver City Highway into Kanandah Road, crossing from the western side of the highway to the northern side of Kanandah Road. It follows Kanandah Road before turning west into Kanandah Place and then north into a corridor reserve approximately 80 m west of Kanandah Road. It continues north under the railway corridor before turning east prior to the Wills Street Wastewater Treatment Plant to connect again with Kanandah Road where it becomes Ryan Street. The proposed pipeline route then turns south into Griffith Street continuing to the extension of Slag Street before turning east. It continues along Slag Street to Harris Street, where it turns north and then back east along Gaffney Street. It travels along the northern side of Gaffney Street back to Silver City Highway (South Road) passing the water storage adjacent to the Block 10 Lookout area (termination point of previous assessment). It continues east along South Road to Garnet Street turning north and continuing along Garnet Street to cross Mica Street into the Mica Street WTP. An alternate pipeline route at the Mica Street WTP would see the route turn east along the northern side of Mica Street for a short distance of approximately 100 m before turning north to enter the Mica Street WTP.

Refer to Figure 2.1 following for the proposed pipeline route.




Figure 2.1: Proposed Pipeline Route

Bulk Water Reservoir

Silver City Hwy

Silver City Hwy

TPS3

TPS2

Silver City Hwy

Kanandah Rd

Gaffney St

Griffith St

Silver City Hwy Ryan

St

South Rd

Kanandah Place

Harris St

Slag St

Garnet St

Mica St WTP

Alternate route to Mica St WTP

Renmark Rd

Sheoak Lane

Murray River Off-

Take Ski Reserve Rd

Pooncarie Rd

Silver City Hwy TPS1 &

Conditioning Plant

Silver City Hwy

Darling River

Crossing




The project would involve construction and operation of the following main features:

Lift pump station at the Murray River off-take with associated inlet works locatedadjacent to the existing Wentworth town water supply pump station in Wentworth anddemolition of a disused wet well. The construction footprint would be approximately50 m x 50 m for the low lift pump station.

Pipeline connection from the off-take site to a raw water balance tank at a newconditioning plant continuing to the main Silver City Highway alignment –approximately 5 km in length. The pipeline route would travel along Ski ReserveRoad turning east to Silver City Highway and then north across Tuckers Creek to aservice corridor skirting residential areas to the eastern side of Pooncarie Road. Itthen continues to Silver City Highway at Sheoak Lane via the Darling River crossingalignment – refer to Figure 2.1 following. The waterway crossing would bedirectionally drilled.

A new transfer pump station 1 (TPS1), balance tank, conditioning plant incorporatingtwo on-site sludge lagoons and a 1 MW photovoltaic power generation system willrequire an area of approximately 5 hectares.

The main pipeline alignment is proposed to be located within the Silver City Highwayroad reserve predominantly on the western side of the highway. The total pipelinelength is approximately 270 km, which includes the urban areas of Broken Hill. Thepredicted disturbance area would be approximately 20 m wide. There are a numberof creek crossings and bridges along the alignment, some of which have historicalheritage significance.

Two transfer pump stations (TPS2 and TPS3) and associated balance tanks andphotovoltaic power generation system to be located along the pipeline alignmentadjacent to Silver City Highway with a small dam and possible levee – refer to Figure2.1 following. These sites will incorporate a temporary construction compound. Theconstruction footprint would be approximately 1 km x 1.5 km (150 ha).

New bulk water reservoir to be located south of Broken Hill – approximately 13 kmsouth of Kanandah Road.

The pipeline alignment through the urban area of Broken Hill is proposed to connectto the Mica Street WTP via Kanandah Road, Kanandah Place, Ryan Street, GriffithStreet, Slag Street (extension), Harris Street, Gaffney Street, Silver City Highway(South Road), Garnet Street and Mica Street – refer to Figure 2.1 following.

New works at the Mica Street WTP, including terminal balance tank and associatedpipework.

At least two areas for construction compounds / camps along the pipeline alignment.

New pump station at Stephens Creek with a pipeline connecting to the existingStephens Creek pipeline.

All associated works such as transport of excavated materials (approximately 200,000 cubic metres) for re-use and/or disposal outside the project site.

Cleaning pits along the pipeline route.

Mechanical, electrical and instrumentation.




Those components that differ from the original scope of works (and thus require consideration in the updated assessment) include the following:

Revised pipeline route in Broken Hill to Mica Street WTP.

New works at Mica Street WTP, including terminal balance tank and associatedpipework.

New location for TPS1 and the conditioning plant.

New bulk water reservoir to be located south of Broken Hill.

Revised pipeline route in Wentworth, including the Darling River crossing alignmentbetween Pooncarie Road and Sheoak Lane.

Key construction activities would include:

Establishing an all-weather work-site at the Murray River off-take location that can beused for the construction and operation of the river pump station.

Installation of off-take structure and river pump station.

Construction of transfer pump stations.

Construction of conditioning plant.

Construction of bulk water reservoir.

Construction of terminal balance tank.

Below ground installation of pipeline.

Construction of road and river crossings (as required).

Key operational activities would include:

Regular maintenance of the pump stations.

Regular maintenance of the air valves and scour valves.

Less frequent maintenance of the pipeline.




2.2 Construction Phase

It is envisaged that the construction period will be around 16 months, followed by a 6-month proving period. Handover will occur at the conclusion of the proving period. Construction activities for the pipeline are expected to be complete by December 2018 with practical completion of the Project by May 2019.

2.2.1 Pipeline Construction

The pipeline construction corridor would be in the order of 10 m wide while the pipeline is being constructed. Intermittent pipe storage areas would be established approximately every 300 m along the route. The storage areas would typically be some 50 m x 20m.

Vegetation clearing would be required along the pipeline route to accommodate construction of the pipeline and access / storage requirements. Following construction, the pipeline corridor would be allowed to naturally regenerate.

The following construction activities would typically occur for the installation of the pipeline:

Site access provision;

Delivery and connection of pipes along the proposed route;

Excavation and installation of pipeline support structures, with trench spoil mounded to one side;

Installation of the pipe;

Under-boring of the road network at selected locations (as required); and

Commissioning and completion.

A range of heavy plant including excavators and trenchers would be required to access the pipeline route to enable installation.

2.2.2 Access

Both permanent and temporary access and driveways will be required, subject to consultation with RMS.

The spacing / establishment of temporary construction access points would depend on the construction methodology, type/size of machinery engaged for the pipeline installation works. However, it is likely that temporary access from the highway to the pipeline corridor would be required at approximately 3 km to 5 km spacing, and upstream and downstream of each creek crossing. Some existing farm access roads may be utilised for this purpose.

Permanent access driveways would be required at the TPS1 / conditioning plant, TPS2, TPS3 and bulk water reservoir sites and may also be required up to every 10 km along the alignment. The number of permanent access points would depend on how many existing farm access roads could be used for this purpose.

Private vehicle access to surrounding private properties would be maintained throughout the construction phase. In the unlikely event that existing vehicle access routes would need to be temporarily or permanently closed, alternate routes would be provided.




2.2.3 Site Compounds

Site compounds would be required for the construction phase of the project. Large construction compounds will be established at the TPS2 and TPS3 sites. These would accommodate storage of machinery, materials and large deliveries. Smaller mobile site sheds would be established along the pipeline alignment and would be relocated as construction progresses.

2.2.4 Spoil Management

The pipeline construction is predicted to result in the following spoil quantities:

Total volume of cut/spoil to be excavated – 837,000 cubic metres

Volume to be used as backfill – 421,200 cubic metres

Volume of excess spoil – 415,800 cubic metres

Excess spoil would be reused as part of the construction of other infrastructure associated with the works including the following:

Transfer pump station no.1 (TPS1) and water conditioning plant (using spoil resulting from the first 50 km of pipe laying works).

Transfer pump station no.2 (TPS2).

Transfer pump station no.3 (TPS3).

Bulk water reservoir site.

Terminal balance tank at Mica Street WTP.

Stephens Creek – two 200 ML storage ponds.

2.2.5 Bedding Material

The estimated volume of bedding material required would be 240,000 cubic metres. Bedding material would be imported from local quarries / mines, which are likely to be located either within Broken Hill or Victoria (within 50 km of Wentworth).

2.2.6 Truck Movements

The order of magnitude of heavy vehicle (truck) movements is anticipated to be over 30,000 for the duration of the Project. This includes the carting of materials (including delivery of pipes) to, and disposal of construction debris (including excess and/or unsuitable excavated material) from, the 270 km long work site. This traffic generation assumes that around 50% of excavated materials will be suitable for reuse either as general fill, engineering fill and/or pipe bedding.

Should the amount of excavated material unsuitable for reuse be more than 50% then the number of truck movements will increase.

Pipe would be delivered by rail transport to Broken Hill and transported by truck to the main construction compounds. It is assumed that pipe will be delivered in 30 m lengths with four pipe lengths per truck load.




2.2.7 Construction Work Force and Accommodation

The number of construction personnel working on site at any one time will vary. Depending on the program, it is anticipated that the number of personnel on site could range from 50 to 70 staff.

It is assumed that up to five pipe laying crews would work concurrently at different locations along the alignment. Pipe laying is assumed to occur at a rate of approximately 2 km per crew per week.

It is assumed that construction staff will stay at either Wentworth or Broken Hill and commute to construction sites daily. Suitable accommodation includes rental properties (houses and units), motels, hotels and caravan parks at Wentworth and Broken Hill.

2.2.8 Working Days and Hours

Due to the extreme temperature variations, coupled with a tight construction program, construction operation may be continuous (ie. 24 hours, 7 days a week) for work outside the town boundaries / urban areas to take advantage of the cooler night-time temperatures.

For construction operation within the urban areas, the standard EPA working hours and days will apply, ie. 7 am to 6 pm from Monday to Friday and 7 am to 1 pm on Saturday.

Shift work (one, two and/or three shifts) is likely to be implemented. The Contractor’s WHS Management Plan will address shift and night-time work and controls that will be implemented.

2.2.9 Construction Plant

Construction plant and equipment envisaged to be used for the Project may include, but not be limited to, the following:

Excavators of varying capacities – most likely from 10 tonne to 90 tonne.

Dozers – most likely D6 to D8 size.

Backhoes.

Compactors of varying capacities – most likely around 8 tonne to 12 tonne.

Cranes of varying capacities – most likely from 50 tonne to 100 tonne.

Dump trucks.

Pile drilling rig (if required) should hard rock be encountered.

Attachments such as brooms to keep the roads clean and safe, buckets of various widths and capacities, hammers for rock breaking, rock saws (if required), rippers to remove fractured rocks, vibrating heads for installation and retrieval of steel sheet piles for construction of temporary coffer dam/shoring, pile driver (if required), dog trailers, etc.

2.2.10 Concreting

The proposal has relatively little concrete requirements, which would be mainly used in the construction of buildings, foundations and hardstand areas. It is likely that concrete components would be delivered to site as mostly pre-formed. Confirmation of construction plant will be based on geotechnical results.




2.2.11 Easement Acquisition

Construction of the project would require the acquisition of easements over roads and other public lands as well as private land within which the pipeline is located. It is likely that the easements would be in the order of 6 m wide.

2.2.12 Crossings

The pipeline would cross public roads at a number of selected locations as well as across the Darling River and Tuckers Creek in Wentworth. Road crossings would include locations at Ski Reserve Road, Silver City Highway (east and north of Wentworth), Armstrong Avenue and Pooncarie Road in Wentworth as well as Kanandah Road, Kanandah Place, Ryan Street, Griffith Street, Gaffney Street, Gossan Street and Mica Street in Broken Hill. Roads would be crossed via trenching methods under appropriate traffic control.

The crossing of the Darling River and Tuckers Creek would be under-bored. All other waterways would be open-trenched.

2.3 Operation Phase

2.3.1 Water Transfers

The pipeline would be designed and constructed to operate in an automated manner. The mode of operation of the system, whether it is continuous or intermittent, would be determined during detailed design and be subject to the water levels of the Murray River and a need to maintain minimum river flows.

The operating rules and licence conditions for the pipeline would limit or prohibit extractions at times of low flow in the Murray River, with the rate of extraction limited by the capacity of the pumps.

The exact location of the reservoir, the pipe and valve arrangements and further operating rules would be determined during the detailed design phase.

2.3.2 Maintenance

During the operations phase, staff would periodically traverse the route to undertake routine maintenance and ensure the pipeline is functioning adequately. The maintenance crews would remain in the cleared pipeline easement and cause minimal disturbance to the natural environment.

Minor ongoing maintenance on the project infrastructure would be undertaken throughout the life of the asset. Key operational activities would include:

Regular maintenance of pump stations;

Regular visual inspection of the air valves and scour valves;

Less frequent maintenance of the pipeline including scouring the pipeline to remove sludge build up or repairing breaks; and

Less frequent maintenance of the transmission lines.




2.3.3 Workforce

It is estimated that the operation workforce would consist of two persons per vehicle per visit. Visits would be required for:

Regular maintenance of pump stations (approximately once per week whenoperating equating to approximately 26 visits per year)

Pipeline operation (annual inspection)

Scour and air valves (annual inspection)




3. Existing Conditions

3.1 Transport Mode

The assessment of transportation of pipeline and ancillary infrastructure components to site involves the separate consideration of the transport mode between:

Origins of pipe manufacturing plants located in Australia to the project site;

Transportation along the rail network to Broken Hill;

Transportation along the major and minor public road network, including through towns and urban areas along the transport routes; and

Site access off the public road network onto the project site.

The location of pipe manufacturing plants has not yet been determined. However, it is likely that they would be located at either Melbourne or Adelaide. Therefore, this assessment assumes potential transport routes from the south / south-west.

Both rail and road transport modes have been considered for transporting the major pipeline and transmission line components. However, it is likely that pipes will be transported by road.

Rail Transport

Rail as a transport option is feasible via the main cross-country rail network that runs to Broken Hill from both Sydney on the eastern seaboard and Adelaide / Port Augusta to the south-west. There is no rail network serving the Wentworth / Mildura area at the southern end of the Project.

The Western NSW line extends from Orange in the central west all the way to Broken Hill and then into South Australia and on to Adelaide. On the way it passes through Parkes, which is one of the major freight interchange points of the network. It is an important link for east / west rail operations in Australia and apart from much of the trans-continental freight it is also used as an intercontinental passenger train service.

The Broken Hill rail line could be accessed from the eastern seaboard via the RailCorp rail network. Flat bed cars and support systems are available to transport pipe loads and other ancillary components for the project.

There would be available capacity along the rail network in the western areas of NSW, however, scheduling rail services and possible restrictions on track capacity that may affect delivery, would require negotiation and confirmation with rail operators, especially in major urban centres on the NSW eastern seaboard. Notwithstanding, this is considered feasible for transportation of major project components.

While the transport of major project components (eg. pipes) is preferred using the rail network to Broken Hill, for the minor project components, the problem exists of double-handling and supply origins from various sources / directions, requiring road transport in any case. The extent of transportation handling is such that it would be less desirable to use rail transport for minor components.

In any case, even with rail transport, there would be a need for both major and minor project components to be transported from the Broken Hill rail hub to the site along the proposed




pipeline route. Therefore, for the purposes of this transport assessment, road transport would be required for transporting all project components to their end destination with major components delivered to Broken Hill by rail.

Road Transport

All road routes to Broken Hill, Wentworth and locations along the pipeline corridor route are via either National Routes or State Highways and can readily accommodate the proposed transportation of pipe components as well as other project materials. The road network has the flexibility to provide a single transportation mode from origin to the project site without the need for additional loading and handling operations, if required.

3.2 Road Transport Routes

3.2.1 Major Road Network

The major road network consists of Silver City Highway (Route B79) and provides road transport access to both Wentworth in the south and Broken Hill in the north. Silver City Highway is almost 700 km long linking Buronga, New South Wales (in the south at Sturt Highway – Route A20) to the Queensland border via Wentworth and Broken Hill in the Far West region of New South Wales.

In the north at Broken Hill, the Silver City Highway route connects with the major east-west Barrier Highway route (Route A32), while in the south at Wentworth (Mildura), Silver City Highway connects with Sturt Highway (Route A20). These major roads would provide road transport access from any required locations / directions.

Traffic volumes are relatively low with intersection operations and the road network having significant spare capacity. The Silver City Highway route passes through largely flat terrain that predominantly forms pastures for grazing in the south with the land becoming arid in the north approaching Broken Hill – refer to photos below.

Silver City Highway provides a relatively high standard of road infrastructure, suitable for transport by heavy vehicles as per current operations where vehicles up to road-train size operate. It has relatively wide carriageways and road formations, pavement line-marking, and controlled access to side roads. It has a 110 km/h speed limit between the urban areas of Wentworth and Broken Hill.

Typical road environment along southern section of Silver City Highway

Typical road environment along northern section of Silver City Highway

https://en.wikipedia.org/wiki/Buronga,_New_South_Wales

https://en.wikipedia.org/wiki/Queensland

https://en.wikipedia.org/wiki/Wentworth,_New_South_Wales

https://en.wikipedia.org/wiki/Broken_Hill,_New_South_Wales

https://en.wikipedia.org/wiki/Far_West_(New_South_Wales)

https://en.wikipedia.org/wiki/Far_West_(New_South_Wales)

https://en.wikipedia.org/wiki/New_South_Wales




3.2.2 Urban Road Network

At either end of the Silver City Highway route, the urban road networks of Wentworth and Broken Hill will be required to access the pipeline corridor sites along two distinct areas in the south and the north, as follows:

Southern section access via Ski Reserve Road, Silver City Highway (east) and Pooncarie Road before connecting to Silver City Highway (north) in the vicinity of Renmark Road.

Northern section access via Kanandah Road, Kanandah Place, Ryan Street, Griffith Street, Slag Street (extension), Harris Street, Gaffney Street, Silver City Highway (South Road), Garnet Street and Mica Street.

The urban road networks serving the Project site are described following.

Wentworth Urban Area

Silver City Highway (north)

At the northern end of Wentworth, the proposed pipeline route connects to Silver City Highway (Adams Street), from the east via the Darling River crossing at Sheoak Lane.

At this location, Silver City Highway (Adams Street) is a relatively wide road on the fringes of the urban area – refer to photos below. It has an average paved surface with relatively wide shoulder areas along the majority of its length and in particular where there are driveway accesses for residential and other properties. The side roads including Renmark Road all have controlled access onto the highway.

Traffic volumes are relatively low with intersection operations and the road network having significant spare capacity.

The general road environment can be described as relatively flat along its length with a single, gentle curve until the Renmark Road T-junction. Silver City Highway (Adams Street) has a 60 km/h speed limit until just prior to Sheoak Lane, when it changes to a 110 km/h speed zone.

Typical road environment along Silver City Highway looking northbound approaching

Renmark Road, Wentworth

Typical road environment along Silver City Highway looking southbound approaching

Renmark Road near Sheoak Lane, Wentworth




Silver City Highway (east)

East of Wentworth, the proposed pipeline route connects to Silver City Highway from Ski Reserve Road between Hospital Road and Delta Road before crossing the highway to travel north across Tuckers Creek – refer to photos below.

At this location, Silver City Highway is a relatively wide road on the fringes of the urban area. It has an average paved surface with relatively wide shoulder areas. The side roads (Hospital Road and Delta Road) all have controlled access onto the highway.

Traffic volumes are low to moderate with intersection operations and the road network having significant spare capacity.

The general road environment can be described as relatively flat along its length with a single, gentle curve east of the bridge over Tuckers Creek. Silver City Highway has a 100 km/h speed limit, which reduces to 60 km/h approaching Hospital Road.

Typical road environment along Silver City Highway looking westbound east of Delta Road, Wentworth (at approximate pipeline route road

crossing location)

Typical road environment along Silver City Highway looking eastbound toward approximate pipeline route road crossing location, Wentworth

Pooncarie Road

The pipeline route corridor travels along Pooncarie Road north of approximately Perry Street East to the Darling River crossing. It connects into Pooncarie Road from a service corridor skirting the eastern side of mainly residential areas.

Pooncarie Road is a relatively major rural road connecting Wentworth with Pooncarie and areas beyond. At this location, it is a relatively wide road on the fringes of the urban area. It has an average paved surface with relatively wide shoulder areas and controlled access from side roads – refer to photos below.

Traffic volumes are unknown although it could be reasonably assumed that traffic is relatively minimal with intersection operations and the road network having significant spare capacity.

Pooncarie Road has a 100 km/h speed limit, which reduces to 80 km/h approaching Perry Street East.




Typical road environment looking south along Pooncarie Road to Perry Street East (right) and the pipeline corridor entry (left), Wentworth

Typical road environment looking north along Pooncarie Road to the pipeline corridor exit

(left) for Darling River, Wentworth

Ski Reserve Road

The proposed pipeline route travel along Ski Reserve Road to access the Murray River off-take location.

Ski Reserve Road is a minor access road running from Silver City Highway via Hospital Road, which provides access to a recreation area and boat ramp on the Murray River riverfront. The road is relatively narrow (approximately 4 m to 5 m) but is within a wider corridor – refer to photos below. The general road environment can be described as relatively flat along its length with a single, gentle curve approaching the recreational parking area.

Traffic volumes are unknown but would be minimal due to the ‘closed road’ nature of the road network. Intersection operations at Hospital Road and in turn Silver City Highway would have significant spare capacity.

Ski Reserve Road has no posted speed limit but could be assumed to be within the urban area 50 km/h speed zone.

Typical road environment looking north along Ski Reserve Road, Wentworth

Typical road environment looking south along Ski Reserve Road to the riverfront recreation

area, Wentworth




Sheoak Lane

The proposed pipeline route connects to Sheoak Lane approximately 850 m east of Silver City Highway from the south off Pooncarie Road and the Darling River crossing.

Sheoak Lane is a minor rural access road serving only a handful of properties. It has an average paved surface for the majority of its length and a narrow carriageway (approximately 4 m wide) within a wide corridor. The general road environment can be described as flat and straight along its length – refer to photo below.

Traffic volumes are unknown but would be minimal due to the minor nature of the property traffic generation. Intersection operations at Silver City Highway would have significant spare capacity.

Sheoak Lane has no posted speed limit.

Typical road environment looking east along Sheoak Lane from Silver City Highway, Wentworth




Broken Hill Urban Area

Kanandah Road / Ryan Street

On the southern outskirts of Broken Hill, the highway intersects with Kanandah Road, which forms part of a heavy vehicle bypass of southern Broken Hill and is to be used as part of the pipeline route into Broken Hill. Prior to turning into Griffith Street, Kanandah Road becomes Ryan Street.

Kanandah Road is a dedicated heavy vehicle route with a relatively wide road corridor albeit with limited shoulder width along many sections. Together with Ryan Street, it forms a higher order road due its bypass function. It passes under the railway heading west out of Broken Hill, which results in a 5.3 m vehicle height restriction.

Kanandah Road / Ryan Street have average pavement conditions and are appropriately line-marked but with only partial kerb and guttering – refer to photos below.

Traffic volumes are relatively low and consequently intersection operations and the road network all have significant spare capacity.

The first section of Kanandah Road (when turning off Silver City Highway) has no speed control signage and appears to be governed by the 80 km/h speed zone off the highway. Prior to the Pinnacles Road junction, there is an urban area 50 km/h speed limit and street lighting is provided.

Typical road environment looking west along Kanandah Road, Broken Hill

Typical road environment looking north along Ryan Street, Broken Hill

Kanandah Place

The pipeline route corridor turns off Kanandah Road into Kanandah Place, which is a local cul-de-sac street serving only a handful of industrial properties. Kanandah Place is relatively wide with kerbs and gutters on both sides. It has average pavement conditions but is not line-marked – refer to photos below.

Traffic volumes in Kanandah Place are unknown but would be relatively minor due to the minor nature of the industrial property traffic generation. Intersection operations at Kanandah Road would have significant spare capacity.

Kanandah Place has no posted speed limit but could be assumed to be within the urban area 50 km/h speed zone.




Typical road environment looking along Kanandah Place from Kanandah Rd, Broken Hill

Pipeline corridor looking north from Kanandah Place, Broken Hill

Griffith Street / Slag Street / Harris Street

The pipeline route corridor turns off Ryan Street into the Griffith Street / Slag Street / Harris Street local road network before connecting with Gaffney Street.

Griffith Street (north of Gaffney Street) and Harris Street are local residential streets with driveway access directly onto the road network. Both streets have average to poor pavement conditions with relatively wide carriageways, although they are not line-marked and only have minimal kerb and guttering. The souther end of Griffith Street and Harris Street, together with Slag Street are all unpaved. In addition, Slag Street is relatively unformed and is essentially a soil track skirting adjacent residential properties – refer to photos below.

Traffic volumes are unknown but would typically be low due to the minor nature of the property traffic generation and ‘closed’ road network. All intersection operations along this section of the pipeline route would have significant spare capacity.

Although there is no posted speed limit, it is assumed that there is an urban area 50 km/h speed limit along the local street network. Only minimal street lighting is provided at the main intersection areas. It is noted that Griffith Street has a 3-tonne load restriction, which would need a temporary de-restriction during the construction period if larger construction vehicles were to require access.

Typical road environment looking along Griffith Street towards Gaffney Street, Broken Hill

Road conditions at the corner of Slag Street and Harris Street, Broken Hill




Gaffney Street

The pipeline route enters Gaffney Street from Harris Street and continues east to Silver City Highway (South Road).

Gaffney Street is a mainly local residential street with driveway access directly onto the road network. It connects to Silver City Highway (South Road) at a controlled T-junction but with only left-turn movements allowed due to a central median along the highway.

Gaffney Street has average pavement conditions and a relatively wide carriageway along the majority of its length – refer to photos below. Side roads have either controlled access or Gaffney Street is controlled. Gaffney Street is partially line-marked (there is minimal line-marking at its southern end near Griffiths Street) and only has partial kerb and guttering.

Traffic volumes are relatively low. Consequently, intersection operations and the road network all have significant spare capacity.

Apart from a short section of 60 km/h speed zone on the approach to Silver City Highway (South Road), there is an urban area 50 km/h speed limit along the length of Gaffney Street. Street lighting is provided along its length.

Typical road environment at the corner of Gaffney St (left) and Harris St (right), Broken Hill

Gaffney Street approach to Silver City Highway (South Road), Broken Hill

Silver City Highway (South Road)

The proposed Gaffney Street route for the pipeline intersects with Silver City Highway north of Gypsum Street, within the Broken Hill urban area, where it becomes South Road. At this location, Silver City Highway (South Road) is an two-lane, two-way undivided urban road with an average paved surface, relatively narrow paved shoulder areas within a wider road corridor along the majority of its length and line-marking. Access to properties off this short section of road is limited.

Traffic volumes are relatively low for an urban area with intersection operations and the road network having significant spare capacity.

Silver City Highway (South Road) has a 60 km/h speed limit coming off Gaffney Street, which reduces to an urban area 50 km/h speed zone on the approach to the Broken Hill urban area including Garnet Street.




Typical road environment looking north along Silver City Highway (South Road), Broken Hill

Typical road environment looking north along South Road approaching Garnet St, Broken Hill

Garnet Street

The pipeline route corridor runs along Garnet Street between Silver City Highway (South Road) and Mica Street.

Garnet Street is a mainly local residential street but also includes Broken Hill High School off its north-eastern side. It connects to Silver City Highway (South Road) at a ‘give way’ controlled T-junction and to Mica Street at an uncontrolled T-junction. Gaffney Street has average pavement conditions and a relatively wide carriageway along the majority of its length including kerb and guttering – refer to photos below. Side roads generally have controlled access or Garnet Street itself is controlled, eg. Blende Street and Wolfram Street.

Garnet Street is only partially line-marked with longitudinal line-marking largely absent, but intersection markings are provided at the main intersection areas..

Traffic volumes are unknown but would be relatively low and typical of a local suburban road. However, it is anticipated that traffic would increase significantly during school drop-off / pick-up periods. Intersection operations and the road network would all have significant spare capacity even during any peak periods.

Garnet Street has an urban area 50 km/h speed limit along its length, which incorporates a reduced 40 km/h school speed zone between approximately Blende Street and Mica Street. Some limited street lighting is available at intersection areas.

Looking south along Garnet St to the Silver City Highway (South Road) intersection, Broken Hill

Typical road environment looking south along Garnet St approaching Wolfram St, Broken Hill




Mica Street

The pipeline route corridor crosses Mica Street at Garnet Street (or travels approximately 100 m along Mica Street in an alternate alignment option) before entering the Mica Street WTP site.

Mica Street is residential on the southern side and dominated by the WTP site on the northern side. Broken Hill Public School is located adjacent to the WTP site to its east. At the subject crossing area between Garnet Street and the WTP site, Mica Street is a divided carriageway on two levels with travel in each direction along each of the carriageways. Its intersection with Garnet Street is an uncontrolled T-junction.

Mica Street has average pavement conditions with relatively narrow single carriageways on each level – refer to photos below. Mica Street has minimal line-marking and only has partial kerb and guttering on its lower level carriageway.

Traffic volumes are unknown but would be relatively low and typical of a local suburban road. However, it is anticipated that traffic would increase significantly during school drop-off / pick-up periods. Intersection operations and the road network would all have significant spare capacity even during any peak periods.

Mica Street has an urban area 50 km/h speed limit along its length, which incorporates a reduced 40 km/h school speed zone east of the WTP site for the public school. Some limited street lighting is available at the Garnet Street intersection areas.

Typical road environment at the corner of Mica Street (left) and Garnet Street (right), Broken Hill

Typical road environment looking north-east along Mica Street towards the Mica Street WTP

site, Broken Hill




3.3 Traffic Volumes and Operations

Existing traffic volumes in the urban areas of Wentworth and Broken Hill were provided by NSW Roads & Maritime Services (RMS), which was obtained from traffic surveys undertaken during December 2016 at a number of locations relevant to the Project corridor and associated transport routes.

Site observations and spot counts on most sections of the roads were undertaken to confirm that the surveyed traffic flows were of the same order as those recorded by the RMS surveys. Peak hour traffic flows have been assumed to be between 10% and 15% of daily traffic flows.

Existing traffic volumes in vehicles per day (vpd) and vehicles per (peak) hour (vph) for the relevant road network are shown in Table 3.1 below.

Table 3.1: Existing Traffic Volumes

Road

Vehicles Per Day (vpd)

Vehicles Per Hour (vph) #

Wentworth area

Silver City Highway – at bridge over Two Mile Break, approximately 1 km north of Renmark Road, Wentworth

1,016 120

Silver City Highway – west of Darling River Bridge, Wentworth

3,614 400

Silver City Highway – north of Tuckers Creek Bridge, Wentworth

3,461 380

Broken Hill area

Silver City Highway – east of Gypsum Street, near RSPCA, Broken Hill

7,835 800

Kanandah Road – approximately 1 km west of Silver City Highway, Broken Hill

618 80

Silver City Highway – at Kellys Creek approximately 10 km south of Broken Hill

481 48

* Traffic volume data obtained from RMS traffic surveys undertaken during December 2016.

# Hourly traffic flows have been assumed to be between 10% and 15% of daily traffic flows.

As expected from the relatively low traffic volumes throughout the minor road network, intersection performance is adequate at all intersections along the transport routes to all Project sections. During site visits for the original assessment, observation of all intersections and the surrounding road network during peak background traffic periods indicated that the road network was operating adequately and had significant spare capacity.




4. Impact Assessment

Potential traffic and transport impacts include the following issues:

During construction, the project has the potential to increase levels of traffic on localaccess roads.

The potential for some roads to require temporary closures to enable construction ofthe pipeline, which would require traffic management measures to be implementedduring construction.

Operational traffic would generally be minimal, although if repairs are necessary,more frequent access would be required.

4.1 During Construction

During the construction phase, several tasks would generate traffic including:

Initial site set-up and access construction during the pre-construction period;

Construction staff movements, pipe and transmission line deliveries, concretematerial deliveries and other general deliveries during construction works; and

Reinstatement construction activities.

It is assumed that up to five pipe laying crews would work concurrently at different locations along the Project alignment. Pipe laying is assumed to occur at a rate of approximately two km per crew per week so therefore, a maximum pipe laying rate of approximately 10 km per week is potentially achievable.

Construction is proposed to commence in the third quarter of 2017 and anticipated to be completed by late 2018. Construction would be staged into pipeline, pump stations and transmission lines with the above tasks proposed to occur over the approximate 16-month construction period.

4.1.1 Traffic Generation

Typically, the chosen project contractor would use plant and equipment such as excavators, backhoes, skid steers, tip-trucks, low-loaders, rock hammers, concrete trucks, cranes, bulldozers, rollers, utilities and compressors.

Materials Deliveries

Delivery of the following construction material would be required:

Pipe sections and fittings;

Ready-mix concrete;

Select bedding material;

Pre-cast concrete pump station components, bricks and other building materials;

Pumps, electrical cabinets and switchgear;

Steel reinforcement;

Fencing materials;

Steel for break tanks;




Road base; and

Construction plant.

Total heavy vehicle (truck) movements are anticipated to be in the order of 30,000 trips (two-way) along the length of the project site (ie. 270 km) over approximately 420 working days (duration of the Project). This includes the delivery of materials (including pipes) to, and disposal of construction debris (including excess and/or unsuitable excavated material) from, the 270 km long work site. This traffic generation assumes that around 50% of excavated materials will be suitable for reuse either as general fill, engineering fill and/or pipe bedding. Should the amount of excavated material unsuitable for reuse be more than 50% then the number of truck movements will increase.

Pipe would be delivered by rail transport to Broken Hill and transported by truck to the main construction compounds. It is assumed that pipe will be delivered in 30 m lengths with four pipe lengths per truck load.

It is estimated that the anticipated total heavy vehicle movements for the Project would be split up as follows:

50 low-loader loads (100 vehicle movements) for plant deliveries;

2,500 semi-trailer loads (5,000 vehicle movements) for pipe and fitting deliveries;

75 ready-mix concrete truck loads (150 vehicle movements);

6,500 truck’n’dog loads (13,000 vehicle movements) for reuse of excavated materialas fill and/or pipe bedding;

3,000 truck’n’dog loads (6,000 vehicle movements) for disposal of constructiondebris and overburden (spoil);

150 flat bed truck loads (300 vehicle movements) for delivery of building materials,pumps, electrical equipment, etc;

2,000 re-fuelling truck loads (4,000 vehicle movements); and

Based on the above total working days and total heavy vehicle movements, this averages approximately 70 heavy vehicle movements (35 heavy vehicle loads) per day.

Because the majority of material deliveries would be transported at a relatively steady rate over the duration of the Project and along a dispersed 270 km worksite, it is anticipated that peak traffic generation would only occur during tasks such as concrete pours when ready-mix concrete trucks would need to arrive during a short time period, eg. at transfer pump station locations.

In order to estimate a maximum traffic generation per day, it has been assumed that the Project’s heavy vehicle transport activities could potentially peak at double the average daily traffic generation (140 heavy vehicle movements per day) and that this would coincide with 50 ready-mix concrete truck movements (for one transfer pump station site) arriving on a given day. This would generate a peak (maximum) daily traffic generation for materials deliveries of some 190 heavy vehicle trips (95 heavy vehicle loads) per day. As a worst case (albeit unlikely along such a long, dispersed worksite), it is assumed that this peak daily traffic generation would occur along any particular transport route on any given day.

For peak hourly traffic generation, it is assumed that half of the daily ready-mix concrete truck movements would arrive / depart in any one peak hour in conjunction with some of the




other materials deliveries. As a worst case, it is estimated that the peak hourly heavy vehicle generation would be 25 trips per hour along any particular transport route during any given hour.

The origin of materials other than the major components such as pipe sections (eg. pump station components, pumps, electrical cabinets and switchgear, etc.) would likely originate from the nearest major urban centres including from the west in South Australia, from the south in Victoria and from the east in NSW. The remainder of materials deliveries (eg. building materials, steel reinforcement, fencing materials, road base select bedding material) could potentially be sourced from closer, local centres, eg. Mildura. Regardless of the origins, materials deliveries would still need to travel along the main Silver City Highway route and/or the urban transport routes into and through Wentworth and Broken Hill.

It is unlikely that the pipeline project would require the use of any oversize vehicles. All project deliveries are envisaged to be able to be delivered to site via standard dimension heavy vehicles up to semi-trailer in size.

Construction Staff

The number of construction staff working on site at any one time is likely to vary considerably. During peak construction periods, when construction tasks for all project components may overlap (eg. pipeline laying, pump station and break tank construction) it is anticipated that on-site construction staff numbers would average some 50 staff (peaking to approximately 70 staff) for an approximate nine-month period coinciding with the construction of pump stations and break tanks.

It is assumed that construction staff would stay at either Wentworth or Broken Hill and commute to construction sites daily via Project-organised mini-bus transport. Assuming the maximum five pipe-laying crews as well as some additional construction staff working concurrently on other Project components (eg. transfer pump stations), this would generate a maximum of some 25 light vehicles (mini-vans / cars) or 50 light vehicle trips per day (on any given day depending on the work area) along the Project alignment’s road network during peak staffing periods.

There is also the potential to establish temporary, remote accommodation at each worksite location along the Project corridor. The feasibility of temporary, remote accommodation has not yet been assessed in any detail but if confirmed, it would negate the need for daily construction staff traffic (especially for pipe-laying crews) between Wentworth or Broken Hill to the worksite.

Total Construction Traffic Generation

The above sections provide the basis for estimating the average total traffic generation over the construction period. Traffic generation used in this transport assessment is based on a conservative (high) scenario that peak construction staff numbers would coincide with other peak traffic generating activities such as concrete pours.

Traffic generation is shown in Table 4.1 below and has been classified into daily movement trips (ie. two-way trips), shown as vehicles per day (vpd) and peak hour trips, shown as vehicles per hour (vph).




Table 4.1: Project Traffic Generation (trips per day)

Traffic Generating Activity

General materials deliveries including pipes (heavy vehicles) 140 vpd

20 vph

Ready-mix concrete deliveries (heavy vehicles) 50 vpd

25 vph

Construction staff (light vehicles only) 50 vpd

25 vph

TOTAL Light vehicles

Heavy vehicles

50 vpd 25 vph

190 vpd 45 vph

4.1.2 Effect of Construction Traffic

In order to assess the potential impacts on road capacity, the maximum traffic generation of heavy vehicles and the staff traffic generation (refer to Table 4.1 above) have been added to existing daily and peak hour traffic flows to obtain maximum future traffic flows (ie. with the Project’s traffic generation) along the affected road network.

Future traffic volumes in vehicle trips per day and vehicle trips per hour for relevant road sections along the Project transport routes are shown in Table 4.2 following. The traffic volumes are also broken up into light vehicles (LV) and heavy vehicles (HV) with the heavy vehicle proportion assumed to be approximately 25% of the total traffic volume (based on existing classified traffic data).

Table 4.2: Future Traffic Volumes

Vehicle Trips Per Day Vehicle Trips Per Hour

Road Section Existing 1 Project 2 Combined 3 Existing 1 Project 2 Combined 3

Wentworth area

Silver City Highway (Two Mile Break)

853 LV 163 HV

50 LV 190 HV

903 LV 353 HV

100 LV 20 HV

25 LV 45 HV

125 LV 65 HV

Silver City Highway (Darling River Bdg)

3,072 LV 542 HV

50 LV 190 HV

3,122 LV 732 HV

340 LV 60 HV

25 LV 45 HV

365 LV 105 HV

Silver City Highway (Tuckers Creek Bdg)

3,219 LV 242 HV

50 LV 190 HV

3,269 LV 432 HV

353 LV 27 HV

25 LV 45 HV

378 LV 72 HV

Broken Hill area

Silver City Highway (east of Gypsum St)

7,342 LV 493 HV

50 LV 190 HV

7,392 LV 683 HV

744 LV 56 HV

25 LV 45 HV

769 LV 101 HV

Kanandah Road 445 LV 173 HV

50 LV 190 HV

495 LV 363 HV

58 LV 22 HV

25 LV 45 HV

83 LV 67 HV




Vehicle Trips Per Day Vehicle Trips Per Hour

Road Section Existing 1 Project 2 Combined 3 Existing 1 Project 2 Combined 3

Silver City Highway (Kellys Creek)

337 LV 144 HV

50 LV 190 HV

387 LV 334 HV

34 LV 14 HV

25 LV 45 HV

59 LV 59 HV

1. Existing traffic derived from Table 3.1. 2. Project traffic based on Table 4.1. 3. Combined traffic shows the total of existing and Project traffic. 4. LV = light vehicles, HV = heavy vehicles

Road capacity can be expressed and qualified along a section of rural road network as its ‘level of service’ (LoS). Typically, the LoS is based on road capacity analysis as described in Austroads’ “Guide to Traffic Engineering Practice, Part 2 – Roadway Capacity”.

Road capacity for two-lane, two-way sections of a rural road network is largely based on a combination of design speed, travel lane and shoulder width, sight distance restrictions, traffic composition, directional traffic splits and terrain1. This provides a basic level of service and associated service flow rate under prevailing road and traffic conditions. Based on their road and traffic characteristics, the levels of service for the relevant sections of the road network along the Project’s transport routes would all be LoS A, characterised by free flow conditions, a high degree of freedom for drivers to select desired speed and manoeuvre within traffic stream and individual drivers being virtually unaffected by the presence of others in the traffic stream.

From the future combined traffic volumes in the above table, it is clearly evident that the operating conditions (levels of service) along the rural road network as well as along the urban road networks of Wentworth and Broken Hill would be adequate because of either the significant spare capacity available (Silver City Highway outside the urban areas) or the relatively low percentage increase of existing traffic volumes (Broken Hill and Wentworth urban areas). Therefore, the road network’s operations, including at intersections, would result in adequate levels of service being maintained.

In summary, the addition of heavy vehicle and construction staff traffic generation during peak construction periods is able to be readily absorbed by the relevant road network and transport access routes to be used.

4.1.3 Road Network Impacts

Short-term partial road closures would likely occur along Ski Reserve Road, Silver City Highway (east and north of Wentworth), Armstrong Avenue and Pooncarie Road in Wentworth as well as along Kanandah Road, Kanandah Place, Ryan Street, Griffith Street, Gaffney Street, Gossan Street and Mica Street in Broken Hill where the pipeline route crosses and/or encroaches onto the road carriageway. All public roads would remain open with controlled single direction traffic flow (as required) past the works areas.

1 Austroads “Guide to Traffic Engineering Practice: Part 2 – Roadway Capacity”, Section 3




4.1.4 Access & Parking

Construction traffic is proposed to access the various project sites (compounds and pipeline route) via the public road network. Site access locations would be temporary and would move along the Project corridor in line with the progress of the pipe-laying. At transfer pump station locations and other static Project components, suitable access would be confirmed where adequate sight distance is available to/from the public road network.

Sufficient parking for construction staff vehicles, heavy vehicles and plant would be available within the site compounds. No parking would be necessary along the adjacent public road network.

Suitable on-site manoeuvring areas would be available so that larger vehicles are able to safely manoeuvre into the site off the public road network, around the site and out of the site onto the public road network.

All vehicles would enter and exit the site area to/from the public road network in a forward direction only. All vehicles generated by construction staff would be accommodated within on-site parking areas at the various compounds.

As construction of the pipeline progresses, it may be necessary to temporarily close some property access roads for a short period, especially within the Wentworth and Broken Hill urban areas. Any affected property owners would be fully notified in advance and the closures would typically be less than one day. Where practicable, alternative access arrangements would be provided.

4.1.5 Road Safety

To ensure adequate road safety is maintained across the whole project generally, a comprehensive Construction Traffic Management Plan (CTMP) would be prepared by the chosen project contractor in conjunction with relevant road authorities. Typical details that would be covered by the CTMP are described in Section 5.1 below.

4.1.6 Rail Infrastructure Impacts

There would be available capacity along the rail network in the western areas of NSW. However, scheduling rail services and possible restrictions on track capacity that may affect delivery, would require negotiation and confirmation with rail operators, especially in major urban centres on the NSW eastern seaboard. Notwithstanding, this transport mode is considered feasible and any impacts are considered to be minor and able to be readily overcome.

4.1.7 Cumulative Impacts

At present there are no known nearby major developments or projects that would result in cumulative impacts when combined with the subject modified Project. If and when future major projects arise in the general surrounding area, the cumulative impact of multiple projects would need to be considered with respect to transport and traffic operations.




4.2 During Operations

4.2.1 Traffic Generation

Plant and equipment that would typically be used during maintenance and operation tasks would be maintenance vehicles, utilities, cranes, mowers, and trucks (up to approximately 3-tonne).

Pump station maintenance tasks would typically consist of 26 visits per year by technicians using 4WD utilities (weekly visits when pump stations are operating) and four visits per year by technicians using 3-tonne trucks.

Pipeline maintenance would typically consist of two visits per year to inspect the pipeline and exercise scour and air valves using a 4WD utility.

Unplanned maintenance may also be required from time to time. An allowance of one visit per year has been assumed by a maintenance team using a 3-tonne truck and backhoe (note: this is not anticipated to be required for at least 5 to 10 years after commissioning).

4.2.2 Effect of Operations Traffic

Based on the relatively minor traffic generation during operations described above, traffic and road network impacts would be negligible. The current road network has significant spare capacity and is currently used regularly by the types of vehicles that are proposed to be used for servicing the various sites.

All vehicles generated by operations staff would be accommodated within on-site parking areas.




5. Recommended Mitigation Measures

5.1 General Management of Potential Impacts

The management of potential impacts caused by the modified Project covers both the construction and operation phases of the Project.

For management of potential impacts during the construction phase, the following general measures would need to be undertaken:

A comprehensive Construction Traffic Management Plan (CTMP) would be prepared by the chosen project contractor. The CTMP would detail appropriate construction traffic controls and management measures and all aspects would be implemented in co-ordination with the relevant local Councils and RMS. The CTMP would include, but not be limited to, provisions for the following:

Scheduling of transport deliveries outside peak background travel periods and outside school zone periods.

Undertaking community consultation before and during all transport and haulage activities, including contact details to ensure community concerns are logged and addressed.

Upgrading road infrastructure including surface treatment and/or stabilisation of unsealed road sections, as appropriate.

Managing transport operations including provision of warning and guidance signage, traffic control devices, temporary construction speed zones and other temporary traffic control measures.

Compliance with a ‘Transport Code of Conduct’ for all staff and contractors detailing designated transport routes, road behavioural requirements, speed limits, etc.

All heavy vehicles shall travel along the nominated transport routes.

All heavy vehicles shall travel within daylight hours, where practicable.

Mud and other debris shall be removed from the wheels and bodies of construction vehicles and equipment prior to leaving the project site and before entering the sealed public road network.

Consideration of property accesses that have sub-standard sight distances onto the road network due to tight horizontal and vertical road alignments.

Consideration of adverse traffic conditions on the road network due to dust, sun glare, etc.

Consideration of surrounding stock crossings and the potential for stock and/or native fauna on the road network.

Procedure to monitor traffic impacts and respond to impacts rapidly.

Reinstatement of pre-existing road conditions, if required, after construction phase is complete.

Prepare road dilapidation reports covering pavement, drainage and bridge structures in consultation with relevant road authorities for all of the proposed transport routes before and after construction. Any damage resulting from construction traffic, except




that resulting from normal wear and tear, would be repaired to pre-existing conditions.

For management of potential impacts during the operations phase, the following general measures would need to be undertaken:

Establish a procedure to ensure the ongoing maintenance of the internal on-site access roads and access points during the operation phase. This maintenance may include sedimentation and erosion control structures, where necessary.




6. Conclusions

It is considered that the proposed modified Broken Hill Long-Term Water Supply pipeline project would not create any significant adverse impacts with respect to transport issues such as traffic operations, road capacity on the surrounding road network, site access and road safety. The management of heavy vehicle movements during construction would be appropriately covered by a CTMP to be prepared prior to construction starts.

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