Construction Traffic and Access Management Plan...Construction Traffic and Access Management Plan Bodangora Wind Farm 16-415 Final 1 1 INTRODUCTION 1.1 CONTEXT This Construction Traffic

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Construction Traffic and Access Management Plan Bodangora Wind Farm

JUNE 2017

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Document Verification

Project Title: Bodangora Wind Farm Construction Traffic and Access

Management Plan

Project Contractor: CATCON Project Number: 16-415 Project File Name: Bodangora Wind Farm CTAMP Revision Date Prepared by (name) Reviewed by (name) Approved by (name)

Draft v1 07//02/2017 J Murphy Erwin Budde Erwin Budde Draft v2 09/02/2017 J Murphy Draft v3 17/02/2017 J Murphy Erwin Budde Draft v4 29/03/2017 M Sutherland Draft v5 02/06/2017 J Murphy M Sutherland Erwin Budde Draft v6 19/06/2017 M Sutherland Nick Graham-Higgs Nick Graham-Higgs

Final v1.0 28/06/2017 M Sutherland Nick Graham-Higgs Nick Graham-Higgs

Plan Control

The latest version of this plan will be available on the electronic database for the Project for all Project personnel. Distribution of the plan will be to those detailed in the distribution listing below. This distribution will be by ‘hard copy’ or electronically via email.

Copy Number Issued To Date Name

1 Department of Planning and Environment

2 CATCON Project Manager 3 Infigen Project Manager 4 Environmental Representative 5 Site Environmental Manager 6 TransGrid Project Manager

Change No. Text Change Date 1.

Record each change to the Final document in the table above.

nghenvironmental prints all documents on environmentally sustainable paper including paper made from bagasse (a by-product of sugar production) or recycled paper.

NGH Environmental is a registered trading name of NGH Environmental Pty Ltd; CAN: 124 444 622. ABN: 31 124 444 622.

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CONTENTS 1 INTRODUCTION ........................................................................................................................ 1

1.1 CONTEXT ..............................................................................................................................................1

1.2 BACKGROUND ......................................................................................................................................1

1.3 CONSULTATION ....................................................................................................................................2

1.4 ENVIRONMENTAL MANAGEMENT SYSTEMS OVERVIEW .....................................................................2

2 PURPOSE AND OBJECTIVES ....................................................................................................... 3

2.1 PURPOSE ..............................................................................................................................................3

2.2 OBJECTIVES ..........................................................................................................................................3

2.3 TARGETS ...............................................................................................................................................3

3 ENVIRONMENTAL REQUIREMENTS ........................................................................................... 4

3.1 RELEVANT LEGISLATION AND GUIDELINES ..........................................................................................4

4 CONSTRUCTION TRAFFIC ACTIVITIES ......................................................................................... 6

4.1 PROPOSED DELIVERY ROUTES – TRANSPORTATION OF STAFF ............................................................6

4.2 PROPOSED DELIVERY ROUTES – DELIVERY OF MATERIALS ..................................................................6

4.3 PROPOSED DELIVERY ROUTES – DELIVERY OF INFRASTRUCTURE .......................................................7

4.4 NATURE OF DELIVERY VEHICLES ..........................................................................................................8

5 ROAD NETWORK IMPACTS ..................................................................................................... 10

5.1 PUBLIC ROAD NETWORK ................................................................................................................... 10

5.2 ON-SITE ROADS ................................................................................................................................. 12

6 TRAFFIC MANAGEMENT MEASURES ........................................................................................ 13

6.1 TRAFFIC CONTROL PLANS ................................................................................................................. 13

6.2 SITE ACCESS ....................................................................................................................................... 13

6.3 TIMING .............................................................................................................................................. 15

6.4 SPEED LIMITS ..................................................................................................................................... 15

6.5 ROAD OCCUPANCY LICENCE ............................................................................................................. 15

6.6 COMMUNITY ENGAGEMENT ............................................................................................................ 15

7 ENVIRONMENTAL CONTROL MEASURES ................................................................................. 16

8 COMPLIANCE MANAGEMENT ................................................................................................. 21

8.1 ROLES AND RESPONSIBILITIES ........................................................................................................... 21

8.2 TRAINING .......................................................................................................................................... 21

8.3 MONITORING AND INSPECTION ....................................................................................................... 21

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8.4 AUDITING .......................................................................................................................................... 21

8.5 REPORTING ........................................................................................................................................ 21

8.6 INCIDENT RESPONSE ......................................................................................................................... 22

9 REVIEW AND IMPROVEMENT ................................................................................................. 23

9.1 CONTINUOUS IMPROVEMENT .......................................................................................................... 23

9.2 CTAMP UPDATE AND AMENDMENT ................................................................................................. 23

APPENDIX A CTAMP CONSULTATION ........................................................................................... 24

APPENDIX B RMS COMMENTS ON PRELIMINARY DRAFT .............................................................. 28

APPENDIX C DUBBO REGIONAL COUNCIL COMMENTS ON PRELIMINARY DRAFT ........................... 30

APPENDIX D ROUTE NEWCASTLE PORT-BODANGORA .................................................................. 33

APPENDIX E CONSTRUCTION OF SITE EXITS ................................................................................. 34

Tables

Table 3-1: Location of information in this plan addressing the CoAs. ............................................................ 4

Table 4-1 Dimensions and loads for construction deliveries .......................................................................... 8

Table 4-2 Estimated vehicle movements during construction ....................................................................... 9

Table 7-1 Traffic and transport management and mitigation measures. .................................................... 16

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ACRONYMS AND ABBREVIATIONS AHIMS Aboriginal Heritage Management Information System

ANZECC Australian and New Zealand Environment Conservation Council

API Aerial Photo Interpretation

ARA Appropriate regulatory authority

ARI Average recurrence interval

ARR Australian rainfall and runoff

AS Australian Standard

BBAMP Bird and Bat Adaptive Management Program

BWFPL Bodangora Wind Farm Pty Ltd (Proponent)

CATCON CATCON Civil & Allied Technical Construction Pty Ltd

CAQMP Construction Air Quality Management Plan

CBMP Construction Biodiversity Management Plan

CCAMP Construction Compound and Ancillary Facility Management Plan

CCC Community Consultation Committee

CO Carbon monoxide

CoA Consolidated Conditions of Approval, Modification 2

CCR Construction Compliance Report

CEMP Construction Environmental Management Plan

CHMP Construction Heritage Management Plan

CNVMP Construction Noise and Vibration Management Plan

CTAMP Construction Traffic and Access Management Plan

CLM Act Contaminated Land Management Act 1997 (NSW)

Consortium EPC Contract Partnership between CATCON and GE, where both parties are signatories to the EPC Contract. CATCON assumes Lead Contractor role. GE are responsible for supply of towers and turbines. CATCON are responsible for the remainder of works including civil, electrical, substation and installation of towers and turbines.

CSWMP Construction Soil and Water Management Plan

dB(A) decibels “A” weighted

DECC NSW Department of Environment and Climate Change (Now EPA)

DRC Dubbo Regional Council (incorporating Wellington Council)

DPE (NSW) Department of Planning and Environment

EEC Endangered ecological community EA Environmental Assessment, and Modification Reports EIAR Environmental Impact Audit Report EMS Environmental Management System Environmental Auditor

A person with tertiary qualifications, relevant specialist knowledge and experience, and training and experience in verification and/or auditing.

EPA Environment Protection Authority (Previously DECCW and/or OEH)

EP&A Act Environmental Planning and Assessment Act 1979 (NSW)

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

EPL Environment Protection Licence

ER Environmental Representative, reporting to DPE (CoA – E19)

ERSED Erosion and Sediment

EWMS Environmental Work Methods Statement (Or Safe Work Method Statements)

ESCP Erosion and Sediment Control Plan (aka PESCP)

FM Act Fisheries Management Act 1994 (NSW)

GE GE General Electric International Inc

GEDO Greenhouse and Energy Data Officer

GHG Greenhouse gas

GWh Gigawatt hours

ha Hectares

HSE Advisor Health, Safety, and Environment Advisor

ICNG NSW EPA Interim Construction Noise Guideline

ISEPP State Environmental Planning Policy (Infrastructure) 2007 (NSW)

km Kilometres

kV Kilovolts

m Metres

m3 Cubic metres

ML Megalitre

MW Megawatts

NEPC National Environment Protection Council

NML Noise Management Level

NPW Act National Parks and Wildlife Act 1974 (NSW)

NSW New South Wales

NGER Act National Greenhouse and Energy Reporting Act 2007

NOW NSW Office of Water

NOx Nitrogen oxides

NTSCORP Native Title Services Corporation Limited

NV Act Native Vegetation Act 2003 (NSW)

NW Act Noxious Weeds Act 1993 (NSW)

OOHW Out of hours work

PAH Aromatic hydrocarbons

PCCR Pre-construction Compliance Report

PCT Plant Community Type

PESCP Progressive Erosion and Sediment Control Plan (aka ESCP)

PMP Project Management Plan

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POCR Pre-operation Compliance Report

POEO Act Protection of the Environment Operations Act 1997 (NSW)

QSE Manager Quality, Safety, and Environment Manager

RAV restricted access vehicles

RBL Rating Background Level

RET Scheme Renewable Energy Target Scheme

RFD Rock Filter Dam

RMS Roads and Maritime Services

R[x] Sensitive receiver [number]

SoC Statement of Commitments in Environmental Assessment

SOx Sulphur oxides

Sp./spp. Species/species (plural)

TCP Traffic Control Plans

TSC Act Threatened Species Conservation Act 1995 (NSW)

The Principal Bodangora Wind Farm Pty Ltd (Infigen Energy Development Pty Ltd subsidiary)

The Project Bodangora Wind Farm The Proponent Bodangora Wind Farm Pty Ltd

VOC Volatile organic compounds WTG [xx] Wind turbine generator [unit number]


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1 INTRODUCTION

1.1 CONTEXT

This Construction Traffic and Access Management Plan (CTAMP) forms part of the Construction Environmental Management Plan (CEMP) for Bodangora Wind Farm (the Project).

This CTAMP has been prepared to address the requirements of:

• the consolidated Conditions of Approval (CoA) Modification 2 (December 2016) from the New South Wales (NSW) Department of Planning and Environment (DPE)

• all applicable legislation, during the construction of the Project • mitigation and management measures listed in the Statement of Commitments (SoC) in the

Bodangora Wind Farm Environmental Assessment (EA)

CoA E21 states: As part of the Construction Environmental Management Plan for the Project required under condition E20 the Proponent shall prepare and implement:

(c) a Construction Traffic and Access Management Plan to manage construction traffic and access impacts of the Project. The plan shall be developed in consultation with the relevant road authority and shall include, but not necessarily be limited:

i. identification of construction traffic routes and construction traffic volumes (including heavy vehicle / spoil haulage / material haulage) on these routes;

ii. details of vehicle movements for construction sites and site compounds including parking, dedicated vehicle turning areas, and ingress and egress points;

iii. identification of construction impacts that could result in disruption of traffic, public transport, pedestrian and cycle access, property access, including details of oversize load movements;

iv. details of management measures to minimise traffic impacts, including temporary road work traffic control measures, onsite vehicle queuing and parking areas and management measures to minimise peak time congestion, and measures to ensure safe pedestrian and cycle access;

v. a response plan which sets out a proposed response to any traffic, construction or other incident; and

vi. mechanisms for the monitoring, review and amendment of this Plan.

1.2 BACKGROUND

Bodangora Wind Farm Pty Ltd (BWFPL), a subsidiary of Infigen Energy Development Pty Ltd, received planning approval for the construction and operation of a wind farm and ancillary infrastructure at Bodangora, in central west NSW. The Project is a State Significant Development project and environmental initiative that represents an important contribution to renewable energy generation in NSW.

The EA for Bodangora Wind Farm summarised the key findings of the assessment of the traffic and transport issues related to the construction and operation of the Project. It identified the likelihood of a short-term increase in the volume of traffic movements to the site during construction, including the delivery of infrastructure via Restricted Access Vehicles (RAV).


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The EA concluded that given the points of origin for wind farm delivery being spread between Newcastle, Mudgee, Wellington, and Dubbo, it is expected that traffic impacts of the wind farm during construction can be effectively managed and will form only a minor contribution to traffic in the wider region. The EA also proposed the implementation of mitigation and management measures to minimise these impacts.

A Consortium has been awarded the contract to construct the Project. The Consortium comprises an EPC Contract Partnership between CATCON and GE, where both parties are signatories to the EPC Contract, with CATCON being the lead contractor. GE are responsible for supply of towers and turbines, while CATCON are responsible for the remainder of the works including civil, electrical, substation, and installation of towers and turbines. The switchyards and overhead powerlines will be constructed by TransGrid. All TransGrid staff and contractors will be inducted into and operate under this CEMP.

This CTAMP describes the environmental management measures that CATCON will implement during the construction work.

1.3 CONSULTATION

CATCON has met with Council previously to discuss traffic as a major site management issue, and would continue to meet regularly throughout construction. If necessary, CATCON will work with Council to find solutions to traffic management issues. CATCON are also interfacing with the Roads and Maritime Service (RMS) regarding the movement of overdimension vehicles along highways, and obtaining a section 138 approval for works on RMS roads. CATCON would welcome further discussions with these agencies as required to manage issues arising throughout construction, including meetings prior to commencement of construction, midway, and at the completion of construction.

Access to the site is affected by agreements with the landowners. Access arrangements to and from private land used by project staff and by the landowner have been agreed to and documented. These agreements and the negotiations are confidential. The outcomes of these agreements may or may not be visible during the works.

A preliminary draft of this CTMP was sent to Council and RMS for comment. Details of consultation are provided in Appendix A.

1.4 ENVIRONMENTAL MANAGEMENT SYSTEMS OVERVIEW

The overall Environmental Management System (EMS) for the Project is described in the CEMP. This CTAMP is part of the environmental management framework for the Project. Mitigation and management measures identified in this CTAMP will be incorporated into site or activity specific Environmental Work Method Statements (EWMS). Traffic Control Plans (TCPs) are to be prepared prior to works being undertaken. TCPs will implement specific controls that have been identified in this CTAMP, the CEMP, and any associated control plans. TCPs will specify the description, position, quantity, applicability, behaviour, and methodology of actions on the road network (on and off-site), including speed limit alterations, road signage, junction upgrades, behaviour of drivers, control mechanisms, reporting, etc.

Used together, the CEMP, CTAMP and other Sub-plans, TCPs, procedures and EWMS form management guides that clearly identify required environmental management actions for reference by CATCON personnel and contractors.

The review and document control processes for this plan are described in the CEMP.


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2 PURPOSE AND OBJECTIVES

2.1 PURPOSE

The purpose of this plan is to describe how traffic and transport impacts will be minimised and within the scope permitted by the planning approval during construction of the Project.

2.2 OBJECTIVES

The key objectives of the CTAMP in ensuring traffic and transport impacts are minimised include:

• Ensure appropriate planning for the transport of staff, supplies and equipment occurs • Ensure appropriate controls and procedures are implemented during construction to avoid or

minimise impacts on road traffic • Ensure appropriate measures are implemented to address the measures detailed in the EA

statement of commitments and CoAs • Ensure appropriate measures are implemented to comply with all relevant legislation and other

requirements as described in Section 3.1 of this Plan • To develop the plan in consultation with the relevant road authorities and other organisations as

required.

2.3 TARGETS

The following targets have been established for the management of traffic and transport impacts during the Project:

• Ensure full compliance with the relevant legislative requirements • Ensure full compliance with relevant requirements of the EA and CoA • Ensure adequate consultation with the relevant road authorities (local councils and RMS) • Provide a safe environment for all road users including pedestrians and cyclists • Provide protection to workers, visitors, agents of the principal and general public:

o From traffic hazards o From the potential congestion and disruption of construction


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3 ENVIRONMENTAL REQUIREMENTS

3.1 RELEVANT LEGISLATION AND GUIDELINES

3.1.1 Legislation

Legislation relevant to traffic management includes:

• Roads Act 1993 • State Environmental Planning Policy (Infrastructure) 2007 • Road Transport (Vehicle Registration) Regulation 2007 • Road Transport (Mass, Loading and Access) Regulation 2005

Relevant provisions of the above legislation are explained in the register of legal and other requirements included in section 3 of the CEMP.

3.1.2 Guidelines and standards

The main guidelines, specifications and policy documents relevant to this plan include:

• NSW Heavy Vehicle (Mass, Dimension and Loading) National Regulation • RTA Vehicle Standards Information: Revision 4, November 2007 • RTA Operating Conditions: specific permits for oversize / overmass vehicles: version 2, August 2008 • Austroad’s Guide to Traffic Management • Austroad’s Guide to Road Design • Austroad’s Guide to Road Safety • Austroad’s Guide to Traffic Engineering Practice, Part 2 – Roadway Capacity • AUS-SPEC #2 Asset Owners Roadworks Specifications (DRC Local road standards) • AS 1742: Manual of Uniform Traffic Control Devices • AS 1743: Road Signs – Specifications • AS 2890: Parking Facilities • RMS Guide to Traffic Control at Worksites • RMS Supplements for Australian Standards • RMS Supplements for Guide to Road Design • RMS Supplements for Guide to Road Safety

3.1.3 Conditions of approval

The consolidated CoAs provide specific requirements for the management of Construction Traffic and Access Management, and requires the Construction Environmental Management Plan (CoA E20) to have a Construction Traffic and Access Management Plan to detail how construction impacts on traffic and access will be minimised and managed. The requirements of these CoAs (Table 3-1) are addressed in this plan.

Table 3-1: Location of information in this plan addressing the CoAs.

CoA Condition requirement Location E16 Unless otherwise agreed by the Secretary, the Proponent shall commission

an independent, qualified person or team to undertake the following in consultation with the relevant road authority: (a) prior to the commencement of construction, review the proposed route

and existing access provisions to the Wind Farm site to determine whether the route and existing provisions allow for safe access of

Sect. 7


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construction and operational vehicles associated with the Project (including appropriate site distances, [specifically at the intersection of Goolma Road and Gillinghall Road], appropriate setback of gate[s] at property entry and exit location[s] to ensure safety for other road users and provisions for over-mass or over-dimensional transport and safety with other road users). Where improvements or changes to the proposed route are required, the Proponent shall implement these in consultation with the relevant road authority, prior to the commencement of construction and at the full expense of the Proponent; and

(b) assess all roads proposed to be used for over-mass and / or over-dimensional transport (including intersections, bridges, culverts and other road features) prior to the commencement of construction to determine whether the existing road condition can accommodate the proposed over-mass and / or over-dimensional haulage. Where improvements are required, the Proponent shall implement these in consultation with the relevant road authority, prior to the commencement of construction and at the full expense of the Proponent.

Upon determining the haulage route(s) for construction vehicles associated with the Project, and prior to construction, undertake a Road Dilapidation Report. The Report shall assess the current condition of the road(s) and describe mechanisms to restore any damage that may result due to traffic and transport related to the construction of the Project. The Report shall be submitted to the relevant road authority for review prior to the commencement of haulage. Within three months of completion of construction, a subsequent Report shall be prepared to assess any damage that may have resulted from the construction of the Project (including mechanisms to restore any damage) and submitted to relevant road authority for review. Measures undertaken to restore or reinstate roads affected by the Project shall be undertaken in accordance with the reasonable requirements of the relevant road authority (including timing requirements), and at the full expense of the Proponent.

E21. (c) a Construction Traffic and Access Management Plan to manage construction traffic and access impacts of the Project. The plan shall be developed in consultation with the relevant road authority and shall include, but not necessarily be limited to:

This plan

E21. (c) i identification of construction traffic routes and construction traffic volumes (including heavy vehicle / spoil haulage / material haulage) on these routes;

Sect. 4.1, 4.2, 4.3

E21. (c) ii details of vehicle movements for construction sites and site compounds including parking, dedicated vehicle turning areas, and ingress and egress points;

Sect. 4.1, 4.2, 4.3, 6.2, Fig 6-1

E21. (c) iii identification of construction impacts that could result in disruption of traffic, public transport, pedestrian and cycle access, property access, including details of oversize load movements;

Section 5

E21. (c) iv details of management measures to minimise traffic impacts, including temporary road work traffic control measures, onsite vehicle queuing and parking areas and management measures to minimise peak time congestion, and measures to ensure safe pedestrian and cycle access;

Sect. 5.1, 6.2, 6.5, 7

E21. (c) v a response plan which sets out a proposed response to any traffic, construction or other incident; and

Sect. 7, 8.3, 8.6

E21. (c) vi mechanisms for the monitoring, review and amendment of this Plan. Sect. 1.3, 9


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4 CONSTRUCTION TRAFFIC ACTIVITIES The construction phase of the Project will result in a short-term increase in the volume of traffic movements to the site, including the transportation of staff to and from the site, delivery of materials, and delivery of infrastructure via RAV. The construction phase will continue for a period of approximately 18 months. Most major components will be arriving between six and twelve months after the commencement of construction on site.

4.1 PROPOSED DELIVERY ROUTES – TRANSPORTATION OF STAFF

Most staff will travel to the site on a daily basis from Dubbo and Wellington, via Mitchell Highway and Goolma Road, and from Orange, via Burrendong Way and Goolma Road, as the closest commercial centres to the site. Staff may travel in light vehicles, with 2 – 3 people per vehicle. Alternatively, buses may be used to transport staff to and from site, which would reduce the risk of driver fatigue and the number of traffic movements on the local road network.

4.2 PROPOSED DELIVERY ROUTES – DELIVERY OF MATERIALS

Services and small deliveries are most likely to be sourced from Wellington, Dubbo, and Orange as the closest commercial centres to the site. CATCON have made a commitment to Mid Western Regional Council not to transport concrete materials from or through their LGA.

Concrete will be produced in a batching plant at the onsite compound. Concrete materials including aggregates and sand will be sourced locally from Wellington. Sand and aggregate will be transported to site in semi-trailers via Goolma Road and Gillinghall Road, Bodangora. Potable water will be sourced locally, from the Macquarie River at Wellington, and transported to site by semi-trailers in 20 – 30 tonne loads. Non-potable water for other construction purposes will be sourced from onsite, including from farm dams and, where available, from turbine foundation dewatering. Steel and cement will be sourced from Newcastle and/or Wollongong. Deliveries from Newcastle would be via:

• King Street, Newcastle; • Golden Highway; • Ulan Road; • Cope Road; • Goolma Road; • Gillinghall Road, Bodangora.

The route is around 371 km in length. Oversize/overmass loads may need to be diverted via Muswellbrook during planned upgrade works on the Golden Highway.

Deliveries from Wollongong would be along a route of around 408 km via:

• Princes Highway, Wollongong; • M1 Motorway; • Hume Highway; • Burrendong Way; • Mitchell Highway; • Goolma Road; • Gillinghall Road, Bodangora.


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4.3 PROPOSED DELIVERY ROUTES – DELIVERY OF INFRASTRUCTURE

The following represents the most suitable and economic path from the likely delivery port to the project area at the time of writing. Final access routes will be selected and approved during further consultation with the Dubbo Regional Council and RMS, including where there are variations proposed beyond the information below. The final access route will also depend upon the points of origin for infrastructure components, including the delivery ports, the selection of suitable suppliers, and the sources of local materials for construction.

4.3.1 Points of origin

The following presents the most likely option for import locations for wind farm infrastructure within Australia:

• Wind turbine generator components will be imported to Australia. The most likely option is via the Port of Newcastle;

• Tower sections for wind turbines may be manufactured in Australia, within either Queensland, South Australia, Victoria, or may be imported via the Port of Newcastle or Port Kembla;

• Electrical equipment may be sources from various locations in Australia. It is expected that the main transformer will be sourced in Australia and travel overland from Victoria;

4.3.2 Proposed route

The following route described will allow for the delivery of infrastructure parts via RAV to the project area.

The route utilises National and State Highways as primary freight routes within Australia, with a speed limit of up to 100 or 110 km/hour. It is anticipated that pilot vehicles and police escort will be required to guide RAVs to the project area.

The preferred route for delivery of infrastructure components via RAV arriving at the Port of Newcastle is:

• Bourke Street, Newcastle; • Hannel Street; • Industrial Drive; • Pacific Highway; • New England Highway; • Golden Highway; • Mitchell Highway; • Goolma Road; • Gillinghall Road, Bodangora.

The route is approximately 450 km in length.

Tower sections and main transformer, if transported from southern Australia, could be transported via the National Highway M1, Sturt Highway, Newell Highway, and Mitchell Highway to Wellington, and if transported from Queensland could be transported via the Warrego, Leichardt, and Newell Highways to Dubbo, and then the Mitchell Highway, Goolma Road, and Gillinghall Road. Towers manufactured in Victoria may be transported via the Princes Highway, Goulburn Valley Highway, Newell Highway, Mitchell Highway, Goolma Road, and Gillinghall Road.


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4.4 NATURE OF DELIVERY VEHICLES

4.4.1 Traffic loads

Approximate dimensions and loads for the major components of 33 GE WTG’s 3.2MW 130-85HH for delivery are detailed in Table 4-1.

Table 4-1 Dimensions and loads for construction deliveries

Component Number of units

Length (m) Top Diameter (m)

Bottom Diameter (m)

Weight (tonnes)

Nacelle 33 9.5 4.0 3.8 87.0

Hub 30 3.8 3.5 3.3 29.0

Nose cone 33 2.9 2.9 1.8 0.8

Blade 99 63.7 4.2 2.5 16.1

Transformer 33 2.9 2.6 3.0 11.0

Controller 33 3.9 3.2 3.2 5.6

Convertor 33 2.8 1.1 2.8 4.0

Base Tower 33 12.0 4.3 4.3 46.0

Mid tower section B 33 20.6 4.3 4.3 52.5

Mid tower section A 33 23.8 4.3 4.3 46.0

Top tower section 33 24.3 4.3 3.1 36.0

Adapter 33 4.8 4.8 1.0 9.8

Main Transformer 1 8 4.5 high x 4.5 wide 120

Likely vehicle types for the delivery of wind farm components include low loaders, semi-trailers, concrete agitators, dump trucks, RAVs, and regular trucks and light vehicles (i.e. vans or cars).

4.4.2 Traffic volumes

Traffic volumes were estimated which assume that concrete will be delivered to the project area from an off-site location, turbine foundations will be of the ‘gravity’ type (requiring a greater volume of concrete), and that crushed rock will need to be imported to the site for the capping of tracks.

Staff numbers will peak at around 45 at Dubbo and Orange each, and up to 20 in Wellington. This will result in between 36 and 60 light vehicles per day on the local road network (at 2 – 3 people per vehicle), and between 72 and 120 additional traffic movements per day to and from the site at beginning and end of day.


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Table 4-2 provides an estimate of the number of one-way vehicle movements during the 18 to 24 month construction period, for the delivery of all required components for the construction of the wind farm, including all materials and staff movements during construction.

The maximum number of vehicles per day is estimated to be in the order of 120 vehicles. The maximum number of vehicles are expected during the concrete pouring for the foundations. Approximately 3 288 vehicle movements were predicted in the EA for concrete via agitator trucks. An onsite batch plant will now be supplying concrete for the works. Delivery of materials for the batch plant will be via semi-trailers to the site. The higher mass limit of semi-trailers compared to agitators will reduce the overall number of deliveries to the site for the purposes of concreting. A decrease of around 40% is expected. The average number of vehicles per day outside the peak period is expected to be around 25 vehicles.

Table 4-2 Estimated vehicle movements during construction

Activity and deliveries Low loader

Semi-trailer Truck Concrete

agitator RAV Light vehicle

Site set-up and de-mobilisation: supply and remove: portacabins, skips, generator, tank.

12 2 2 - - -

Roads/hardstand construction: gravel for roads, laydowns, crane pads, excavators, rollers, dozers, etc.

16 - 3680 - - -

Foundations: supply of concrete, reinforced street and formwork, plant item delivery

16 64 - 3288 - -

Wind turbine generators: turbine sections, towers, cranes, equipment 68 8 - - 612 -

Cable installation: cables, backfill material, excavator, plant / equipment 8 30 280 - - -

Overhead line: delivery of conductors, poles, excavator other plant equipment 8 18 - - 6 -

Substation: gravel, concrete, switch-room, O&M, workshops, transformer, electricals

12 16 - 20 2 -

Transmission Line: poles, cross arms, insulators and conductors - 8 56 - - 60

Other: staff vehicle movements, met masts, waste collection, consumables - - 140 - - 12036

TOTAL 140 146 4158 3308 620 12096


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4.4.3 Timing

Traffic volumes will be spread over the 18 month construction period. Most construction vehicle movements will take place outside school drop off/pick up and beginning/end of business hours, including staff transport and deliveries of material and infrastructure.

Staff arrival will be scheduled at 6:30 am for marshalling, 6:45 am for toolbox talks, and 7:00 am travel to site. Staff departures will start at around 5:30 pm, but will be spread out over a more extended period than arrivals as timing will vary between different work activities. This timing will ensure peak traffic times of school drop-off and pick up and beginning and end of business hours will be avoided, and so the impacts of staff movements on local roads will be minimised.

The morning peak on a daily basis at the project area would include delivery via approximately 30 light vehicles, three RAVs, and five heavy vehicles between 6.00 am and 7.00 am. RAVs and widened low loaders have the extra restriction of only traveling during daylight hours. As a consequence, it is expected that RAVs and widened low loaders will also arrive at various times through the daytime. The delivery of equipment is limited by restrictions places on the movements of RAVs through urban areas during designated peak hours, including at Newcastle.

5 ROAD NETWORK IMPACTS

5.1 PUBLIC ROAD NETWORK

The major issues for traffic and transport for the Project is the movement of large and oversized vehicles, and additional volumes of traffic during construction. The following is considered relevant to the assessment of potential impacts as a result of the traffic which would be generated by the Project:

• Potential impacts to general road safety will include additional vehicle movements, large vehicle movements, congestion with other road users, and the identification of areas which may require special consideration for upgrades. Measures will be incorporated to ensure the safety of all road users for the movement of large and/or heavy infrastructure.

• The construction phase for the Project will have an increase on the volume of traffic on load roads. Movements of construction staff to and from the site on a daily basis will also temporarily increase the traffic volumes on local roads.

• Given the points of origin for wind farm delivery being spread between Newcastle, Mudgee, Wellington, and Dubbo (particularly during the maximum traffic period during the foundation concrete construction), the impact to the volumes on the surrounding highways is expected to be minimal.

• The timing of vehicle movements could potentially impact upon sensitive land uses along the travel route. Vehicle movements should be coordinated to reduce the impact of construction traffic on the regional and local road network. The movements of construction staff to and from the project area on a daily basis will occur outside peak traffic times.

• Requirements including the movement of RAVs during selected hours will assist in reducing the impact of construction traffic on the regional road network.

• Short-term disruptions of property access for local landholders. • Given the rural location of the construction sites, there is limited need for pedestrian or

cyclist access. • Prior to the movement of the large transformer on local roads Council approval for access

by Restricted Access Vehicles may require assessment by a vehicle trial. The vehicle trial may


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need to be observed by the Local Traffic Committee of Council. A two month time allowance will be required as the Committee only meets monthly.

• CATCON will work with Council to facilitate a demonstration vehicle trial for the benefit of the Local Traffic Committee of Council prior to the movement of Restricted Access Vehicles.

• CATCON will work with Council to provide satisfactory measures to protect local road infrastructure and safety during the movement of Restricted Access Vehicles including the TransGrid Transformer.


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The following sections of road are identified for further investigation of capacity and strength:

Location Issue

Denman Road/Golden Highway, Denman

The turning angle is acute; however, the geometry appears sufficient given the oversize vehicles may need to enter the opposite lane to negotiate the turn.

Palace Street/Golden Highway, Denman

Traffic control; may require temporary removal; vehicles may need to mount median strip.

Goolma Road/Gillinghall Road, Bodangora

Swept path analysis was undertaken that proved the geometry of the intersection is adequate for delivery of turbine blades to site (worst oversize case). However, it is recommended that the spray seal at the intersection be extended to allow for the increased turning movements.

Mitchell Creek crossing, Bodangora

Investigation into strength rating of bridge required.

Gillinghall Road, Bodangora Gillinghall Road is unsealed and will require regular maintenance by the contractor during the construction phase. Capping stone may also be required.

In addition, there are a number of on-site watercourses which may require the construction of new culverts with inlet and outlet protection. Exiting fords may need to be upgraded for construction due to vertical geometry suitability for delivery vehicles. All works at watercourses will be subject to sedimentation and erosion control measures.

5.2 ON-SITE ROADS

The new access roads will provide for access to the wind turbines and other infrastructure within the project area, and will be constructed to a width of 5.5 m. Generally, the proposed access road locations are in cleared and exotic pasture areas. The design of these tracks has also considered sight lines from access points, access parameters including grade and alignment restrictions for RAVs, turbine proximity and accessibility, consultation with land owners, site topography, and the requirements of sensitive areas including flora, fauna, and heritage.

It is likely that a number of water course crossings will be required, and stormwater culverts will be installed where necessary according to erosion control measures.


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6 TRAFFIC MANAGEMENT MEASURES

6.1 TRAFFIC CONTROL PLANS

Specific to the management of traffic, Traffic Control Plans (TCPs) will be prepared prior to works which could impact on public roads and traffic. The TCPs will implement specific controls that have been identified in this CTAMP, the CEMP and any associated plans. The TCPs will specify the description, position, quantity, applicability, behaviour and the methodology of actions on the road network (onsite and off), for example speed limit alterations, road signage, junction upgrades, behaviour of drivers, control mechanisms, reporting etc. As a minimum, the following TCPs would be required:

• As part of any application for a Road Occupancy Licence from RMS or Council for work within the classified road reserve or within 100 metres of traffic signals.

• As part of works to an intersection on any public road. • As part of any works that would impact upon a public road.

Traffic control plans (TCPs) will be developed by personnel duly qualified and certified by training in accordance with the RMS Traffic Control at Worksites manual in consultation with the RMS and local councils, as required.

6.2 SITE ACCESS

Parking is onsite, and is described in the CCAMP. Light vehicles used for staff transport will be parked at the compound or used on site. Heavy vehicles will either be delivered to the compound, which will have dedicated parking and turning and movement areas, or directly to each turbine location, where the hardstand areas will be used for parking and turning.

Turning areas will be available for delivery vehicles for all materials, including:

• Electrical materials will be dropped at compound, and will take advantage of dedicated turning areas within compound

• Heavy equipment, including excavators, crushers, drill rigs delivered by low loaders, will be dropped at compound, or at turbines and use hardstand as a turning area

• Steel deliveries will be dropped at each turbine and use hardstand as a turning area • Turbine component deliveries will be dropped at turbine locations, and use hardstand as a

turning area • Deliveries of raw materials for concrete will be to onsite batching plant stockpile area, and

will utilise dedicated turning areas within stockpile area • Road material deliveries will be directly to the road construction area and utilise areas within

the project to turn. Excavated and crushed materials from turbine footings will be used for road construction onsite.

Onsite vehicle queuing is expected to be minimal due to the dispersed nature of the Project construction. In addition, staggered meals, break times, different construction schedules, and differing daily finishing times will distribute traffic movements across the day, reducing congestion and the need for queuing.

Signage directing to the project area will be placed along roads, and temporary signposts placed at all intersections of site access tracks and existing roads (Figure 6-1) identifying the name/number of each, to facilitate access for staff and drivers of materials delivery vehicles.


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Figure 6-1 Intersection upgrades.


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6.3 TIMING

Most construction vehicle movements will take place outside school drop off/pick up and beginning/end of business hours, including staff transport and deliveries of material and infrastructure, which will ensure that the impacts of staff movements on local roads will be minimised.

Material suppliers would be advised not to deliver in hours that would conflict with traffic on local roads adjacent to the Project during peak traffic times. Peak traffic times on local roads adjacent to the Project are expected to be 7:45 am to 9:00 am and 3:30 pm to 4:15 pm.

6.4 SPEED LIMITS

Following consultation with RMS and council traffic committees it is understood that at this stage no changes to speed limits are proposed along any public roads. Speed limits will be considered in the preparation of TCPs.

Where speed limits are proposed to be changed, the process to undertake this will be identified in the TCP. An aspect of this process will be the consultation with the relevant road authorities, safety authorities and it will be a minimum requirement to ensure any changes are well communicated within the community and with all road users.

6.5 ROAD OCCUPANCY LICENCE

CATCON will ensure that when required, Road Occupancy Licences are obtained from both local Council and from RMS prior to any work commencing works on the relevant roads.

Various approval will be sought for road works and the transport of over dimension loads from:

• RMS and RMS Traffic Management Centre • NSW Police • Ausgrid • Essential energy • Telstra • ARTC • CRN John Holland • Newcastle city council • Mid-Western council • Dubbo Regional Council

6.6 COMMUNITY ENGAGEMENT

The implementation of a community information and awareness program about the construction and timing will assist in managing local and regional road impacts on local residents. Significant disruption to local roads will be advertised in local media prior to commencement of the construction activity. Local landholders will be provided with a specific induction to relevant traffic impacts, including planned work that will disrupt property access, and management strategies. Given the rural location of the construction sites, there is not likely to be any need for pedestrian or cycle access. However, the local media advertisements, and warning signs along public access routes advising of construction activity will ensure the safety of any pedestrians or cyclists in the area.


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7 ENVIRONMENTAL CONTROL MEASURES A range of environmental requirements and control measures are identified in the EA and CoA. Specific measures and requirements to address traffic and transport impacts are outlined in Table 7-1 (blue text = CoA, green text = SoC).

Table 7-1 Traffic and transport management and mitigation measures.

Measure / Requirement Resources needed When to implement

Responsibility Reference

GENERAL Training will be provided to all Project personnel, including relevant sub-contractors on traffic and transport requirements from this plan through inductions, toolboxes and targeted training.

Induction package. Toolbox training material. Materials delivery Maps. Site Access Maps. Site entry signage. Targeted training material.

Pre-construction Construction Operation

CATCON CEMP Section 5

DESIGN The detailed design, construction, and remediation of access track routes in proximity to environmentally and heritage sensitive areas with direct involvement and guidance from relevant specialists.

Constrains Map. Buffer distances. Design Review.

Design Construction

CATCON CTAMP

The site access from public roads will be via entrances constructed as agreed by BWFPL, the property owners, and Dubbo Regional Council, to ensure safe negotiation by large vehicles access and minimise disruption to local traffic. A lockable gate will be installed at a point set back from the road at each entrance point.

Rural Access design standards. Site entrance designs. Lockable gates.

Design CATCON CTAMP

PRE-CONSTRUCTION As part of the CEMP for the Project required under condition E20, the Proponent shall prepare and implement a Construction Traffic and Access Management Plan to manage construction traffic and access impacts of the Project.

This report. Pre-construction CATCON CTAMP Design Drawings Incident Response Plan

Unless otherwise agreed by the Secretary, the Proponent shall commission an independent, qualified person or team to undertake the following in consultation with the relevant road authority:

Independent, qualified person developeds a

Pre-construction Construction Post-construction

CATCON Transport Management Plan, Rex J. Andrews (2015)


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a) Prior to the commencement of construction, review the proposed route and existing access provisions to the site to determine whether the route and existing provisions allow for safe access of construction and operational vehicles associated with the Project (including appropriate site distances, [specifically at the intersection of Goolma Road and Gillinghall Road], appropriate setback of gate[s] at property entry and exit location[s] to ensure safety for other road users, and provisions for over-mass or over-dimensional transport and safety with other road users). Where improvements or changes to the proposed route are required, the Proponent shall implement these in consultation with the relevant road authority, prior to the commencement of construction and at the full expense of the proponent;

b) Assess all roads proposed to be used for over-mass and/or over-dimensional transport (including intersections, bridges, culverts, and other road features) prior to the commencement of construction to determine whether the existing road condition can accommodate the proposed over-mass and/or over-dimensional haulage. Where improvements are required, the proponent shall implement these in consultation with the relevant road authority, prior to the commencement of construction and at the full expense of the proponent.

Upon determining the haulage route(s) for construction vehicles associated with the Project, and prior to construction, undertake a Road Dilapidation Report. The Report shall assess the current condition of the road(s) and describe mechanisms to restore any damage that may result due to traffic and transport related to the construction of the Project. The report shall be submitted to the relevant road authority for review prior to the commencement of haulage. Within three months of completion of construction, a subsequent report shall be prepared to assess any damage that may have resulted from the construction of the Project (including mechanisms to restore any damage) and submitted to relevant road authority for review. Measures undertaken to restore or reinstate roads affected by the Project shall be undertaken in accordance with the reasonable requirements of the relevant road authority (including timing requirements), and at the full expense of the Proponent.

Transport Management Plan. RAV vehicle trial on local roads viewed by Council Traffic Committee. Preconstruction Road Dilapidation Report for Gillinghall Road and Driell Creek Road. Regular road condition assessment for Gillinghall Road and Driell Creek Road. Regular road maintenance including, pavement rehabilitation, culvert maintenance, re-sheeting, and sealing. Post construction Road Dilapidation Report for Gillinghall Road and Driell Creek Road. Obtain Road occupation permits from RMS / DRC a “S138 Approval”.

Measures will be incorporated to ensure the safety of all road users, including the use of traffic control personnel, pilots, and police escort during delivery of RAV with specific control arrangements for difficult or potentially unsafe manoeuvres on public roads. Signage, flashing lights, and temporary speed restrictions may also be used.

Traffic control personnel Pilot cars Police escort Signage.

Pre-construction Construction

CATCON CTAMP TCPs Transport Management Plan, Andrews (2015)


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The timing of the delivery of large equipment and materials will be restricted to mitigate local impacts, including:

• RAV movements will be restricted to avoid passing schools during school drop-off and pick-up periods to avoid RAV movements conflicting with school bus operations (including schools at Dubbo)

• Local deliveries to the site will be during daylight hours to mitigate safety problems on local roads and to reduce disturbance for residents near the access roads

Delivery schedules. Delivery instructions.


CATCON CTAMP TCPs Transport Management Plan, Andrews (2015)

A route will be established and maintained to the site so that heavy vehicles do not enter noise sensitive areas for access where practicable.

Materials delivery Maps. Site Access Maps.


CATCON CTAMP TCPs

On-site access will be restricted to defined tracks. Materials delivery Maps. Site Access Maps. Site entry signage


CATCON CTAMP TCPs

A program of consultation will be initiated prior to construction commencing to ensure residents are fully aware of construction activities and the program for delivery to the site. The program will include the following:

• Press releases in the local newspapers; • Specific newsletters and individual letter drops to neighbouring residences along the access

route to the site; • Provision of a website providing details of the status of works and contact details for any

complaints or enquiries; • Signposting of the access roads with appropriate heavy vehicle and construction warning signs

in consultation with Dubbo Regional Council (incorporating Wellington Council): o Specific warning signs located adjacent to the entrances to the site to warn existing

road users of entering and exiting traffic; o Day warning notices for specific construction activities;

• Provision of traffic control and warning signs will be provided where particular road safety issues have been identified.

Regular updates to the community Letter box drops to residences affected by disruption Disruption notices to CCC Disruption notices on project website Site entry signage


CATCON CTAMP

CONSTRUCTION


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The daytime criterion provided by the ECRTEN is an equivalent (LAeq, 1 hour) noise level of 55 dB(A) during any given hour, which is expected to be achieved at a distance of 10 m from the road side for 10 passenger vehicle movements and three heavy vehicle movements in one hour.

NVMP Daily work plans Plant/vehicle inspection checklist. Delivery schedules.

Construction CATCON CTAMP TCPs

The number of movements can double at twice the distance from the roadside and continue to achieve the 55 dB(A) criterion.

NVMP Daily work plans


Care will be taken to avoid the acceleration of trucks and the use of truck engine breaks in close proximity to dwellings.

Induction package Toolbox training material. Materials delivery Maps. Site Access Maps.


Drivers will be informed of the approved route to access the site and the need to mitigate impacts through driver operation at certain locations.

Materials delivery Maps. Site Access Maps.


Communication will occur with the affected community in accordance with the provisions outlined previously. Regular updates to the community

Construction CATCON CTAMP

Construction traffic deliveries will be evenly dispersed as far as practical. Daily work plans. Delivery schedules.


Construction traffic will be restricted to daytime operating hours, subject to the caveats in the CEMP. Daily work plans. Delivery schedules.

Construction CATCON CTAMP, TCPs CEMP

An inspection and maintenance program for local road access will be established to ensure local road conditions are maintained in a safe state for heavy and RAV access.

Regular road condition assessment for Gillinghall Road and Driell Creek Road.


Road access/occupation permits will be obtained as upgrade works are required for the public road network. Road access/occupation permits from RMS / DRC As a S138 Approval.


On-site speed restrictions will be implemented for the project area. Speed limit of 40 km/h. Materials delivery Maps. Site Access Maps. Site entry signage.



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Implementation of a proactive Erosion and Sediment Control Plan during the construction of new access roads, including the following:

• Regular water spraying during construction to suppress dust; • At the conclusion of the construction phase, any tracks not required for subsequent operation

will be restored and revegetated to the satisfaction of OEH and the landowner; • All works to watercourses will be subjected to sedimentation and erosion control measures; • Where underground cables are required to cross Gillinghall Road, they will be buried and

protected in accordance with Council standards and AS 3000. Construction works will be carried out in the road reserve under permit (Section 138) with the appropriate traffic controls in place;

• The overhead line crossing of Mudgee/Goolma Road will be designed and constructed in accordance with applicable RMS and Council standards.

ESCPs. Multiple water carts. Wetting agent for soils. Bitumen seal in drains. Stabilisation and Revegetation Plan. High voltage power line design to Austroads standard.



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8 COMPLIANCE MANAGEMENT

8.1 ROLES AND RESPONSIBILITIES

The Project Team’s organisational structure and overall roles and responsibilities are outlined in section 4.2 of the CEMP.

8.2 TRAINING

All employees, contractors and utility staff working on site will undergo site induction training relating to traffic and transport management issues. This will include appropriate driving behaviour, such as fatigue management. Targeted training in the form of toolbox talks or specific training will also be provided to personnel with a key role in traffic management. Further details regarding staff induction and training are outlined in the CEMP.

8.3 MONITORING AND INSPECTION

An inspection and maintenance program for local road access will be established to ensure local road conditions are maintained in a safe state for heavy and RAV access.

Staff will be monitored for signs of fatigue by their immediate supervisors and counselled with fatigue management strategies if required. Strategies may include ensuring sufficient sleep and rest prior to each days’ work, ensuring regular breaks occur during long-distance driving, abstinence from alcohol, medications, and other drugs that may influence fitness for work, good exercise and diet, and personnel assistance programs for staff suffering from stress. Staff will also undergo random drug and alcohol testing, both of which may affect road safety. Further details are available in the site Work Health and Safety management plans.

Requirements and responsibilities in relation to monitoring and inspections are documented in the CEMP.

8.4 AUDITING

Audits (both internal and external) will be undertaken to assess the effectiveness of environmental controls, compliance with this sub-plan and other relevant approvals, licenses and guidelines. Audit requirements are detailed in Section 8 of the CEMP.

8.5 REPORTING

A Road Dilapidation Report will be produced prior to construction upon determining the haulage route(s) for construction vehicles associated with the Project. The report shall assess the current condition of the road(s) and describe mechanisms to restore any damage that may result due to traffic and transport related to the construction of the Project. The report shall be submitted to the relevant road authority for review prior to the commencement of haulage. Within three months of completion of construction, a subsequent report shall be prepared to assess any damage that may have resulted from the construction of the Project (including mechanisms to restore any damage) and submitted to relevant road authority for review.


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Reporting requirements and responsibilities are documented in the Section 8 of the CEMP. Any additional mitigation or management measures will be incorporated into Section 7 of this plan as required.

8.6 INCIDENT RESPONSE The occurrence of unplanned incidents related to the Project will potentially have negative impacts on the operation of the local road network.

In the event of a traffic-related incident, the procedure outlined in Section 7 of the CEMP would be implemented. In an emergency situation such as a traffic collision, the appropriate authorities would immediately be contacted by dialling 000 (police, fire, and/or ambulance).

Following notification of police, fire, and/or ambulance, the following would occur:

• Control traffic at the accident scene and make the site safe in the first instance • Establish an exclusion area around the incident to exclude the public and staff • Notify the Principal’s Representative • Await the arrival of police, fire, and/or ambulance • Divert or redirect traffic as directed by the police and/or Council/RMS • Assist, where requested by police, fire, and/or ambulance, with activities at the site • Participate in, and comply with, any investigation of the incident • Assist, where required, with the clean-up of the site of the incident • Re-establish normal traffic conditions when allowed by police, fire, and/or ambulance • Incorporate any amendments required into the relevant management plans


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9 REVIEW AND IMPROVEMENT

9.1 CONTINUOUS IMPROVEMENT

Continuous improvement of this plan will be achieved by the ongoing evaluation of environmental management performance against environmental policies, objectives and targets to identify opportunities for improvement, as detailed in Section 9.1 of the CEMP. CATCON would welcome reviews of traffic management measures with Council and RMS throughout construction, including prior to commencement of construction, midway, and at the completion of construction.

9.2 CTAMP UPDATE AND AMENDMENT

This CTAMP will need to be revised whenever the construction program, scope of work, or work methods change, whenever the work methods and control structures are found to be ineffective, or if so directed by the Principal. This will occur as needed and in accordance with the process outlined in Section 9.2 of the CEMP.

If major updates were required to this CTMP, CATCON would consult with Council and RMS regularly throughout the updating process regarding these changes.


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APPENDIX A CTAMP CONSULTATION Draft plan sent to the Dubbo Regional Council xx 2017.

A response was received from the Dubbo City Council on the

Issue ID Council Comment/Issue Response Where addressed

1

Under Section 3.1.2, the list of Guidelines and Standards should reference Dubbo Regional Council standards and specifications for road design and construction. Council adopts the AusSpec series of specifications as modified for Council's own purposes. This would include AusSpec #2 — Asset Owners Roadworks Specifications.

The plan has been updated to include AusSpec #2 — Asset Owners Roadworks Specifications

Section 3.1.2

2

In section 4.2.1 the construction delivery schedule makes no reference to the delivery of the TransGrid transformer which is understood to be the heaviest load to come onsite and therefore the roads will need to be engineered to provide for this access to ensure no adverse impact on the road structures.

The TransGrid transformer has been included in table 4-1. Section 4.3.1 made mention of the transformer. Measures to move the load over local roads in January are yet to be finalised.

Section 4.3.1

Table 4-1

3 Section 6.3 Refers to Road Occupancy Licence which in the Dubbo Regional Council LGA is an approval under S138 of the Roads Act or which is commonly referred to as a 'S138 Approval'

Noted and included as additional comment in table 7-1.

Table 7-1

4

Access on roads for oversize and over-mass vehicles require Road Manager's consent. Council is the Road Manager of Gillinghall Road and Gunnegalderie Road. Roads and Maritime Services (RMS) is the Road Manager of Goolma Road (MR 633) administered from the RMS Western Region Office in Parkes. Access by Restricted Access Vehicles may require assessment by vehicle trial observed by the Local Traffic Committee administered by Council. Some time allowance should be factored in for such approvals as the Committee only meets monthly.

Noted. A comment has been included in section 5.1 advising of the need for vehicle trial viewed by the Traffic Committee and potential 2 month time frame.

Section 5.1

Table 7-1


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Draft plan sent to the RMS 16 May 2017.

A response was received from the RMS on 22 May 2017.

Issue ID Council Comment/Issue Response Where addressed

Identify construction traffic routes and construction traffic volumes (including heavy vehicle/spoil haulage/material haulage) on these routes.

1

The TMP only provides haulage routes for oversize/overmass loads e.g. Port of Newcastle and Melbourne. Haulage routes have not been provided for transportation of staff, delivery of materials e.g. Sydney, Newcastle, Brisbane, Melbourne, Dubbo, Mudgee, and Wellington. Please not the TMP has been forwarded to RMS Special Permits for comment, however, as previously discussed with Michael Willson from TDG, oversize/overmass loads may need to be diverted via Muswellbrook during planned upgrade works on the Golden Highway.

Likely routes for transport of staff and materials (from Dubbo, Wellington, and Orange), and delivery of infrastructure (from Newcastle or Wollongong) provided.

Sections 4.1, 4.2, 4.3

2

The TMP includes good information on total traffic volumes, however, it needs to be further broken down into peak hour volumes. For example, I note that concrete will be batched offsite and transported to the site. Turbines typically require 400 tonnes (I understand) of concrete, meaning during concrete pours, there will be a significant number of concrete agitator trucks arriving and departing the site to/from Mudgee, Wellington, or Dubbo. Another example is the daily arrival and departure of construction staff.

Peak traffic volumes, including staff transport at beginning and end of day, construction work, and deliveries discussed and clarified. Clarification added that concrete now being batched onsite, and the resulting reduction in number of deliveries required.

Section 4.4.2

Details of vehicle movements for construction sites and site compounds including parking, dedicated vehicle turning areas, and ingress and egress points.

3 Again, provided for oversize/overmass loads but not for other construction traffic which would be substantially more (of) and less controlled than oversize/overmass loads. Origin and destination details are important to determine what, if any,

Referred to CCAMP as primary document for parking areas, and summarised parking areas on site. Detailed available turning areas for materials delivery vehicles updated. Likely

Section 4.1, Section 4.2, Section 4.3, Section 6.2, Figure 6-1


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upgrade treatments are required to existing and proposed intersections.

haulage routes and site access points (intersections) for transport of staff and delivery of materials and infrastructure provided.

Identification of construction impacts that could result in disruption of traffic, public transport, pedestrian and cycle access, property access, including details of oversize load movements.

4

Not addressed with the exception of oversize/overmass loads. Peak traffic periods (e.g. start and end of work time) will have impacts on the surrounding work network.

Identified impacts of increased traffic volumes including at start and end of work time, large/heavy vehicles, congestion, areas needing upgrades (roads, waterway crossings), and disruptions to property access clarrified.

Section 5

Details of management measures to minimise traffic impacts, including temporary road work traffic control measures, onsite vehicle queuing and parking areas and management areas to minimise peak time congestion, and measures to ensure safe pedestrian and cycle access.

5

Not addressed. Identified management measures to minimise traffic impacts has been updated. Referred to CCAMP as primary document for parking areas, and summarised parking and turning on site. Detailed minor predicted incidence of onsite vehicle queuing, and that staggered meals, break times, different construction schedules and finishing times will reduce congestion and need for queuing. Detailed that pedestrian/cycle access is minimal given rural setting of site, but local media advertising and signage on roads around construction areas will further reduce risk of impacts.

Section 5.1, Section 6.2, Section 6.5

A response plan which sets out a proposed response to any traffic, construction, or other incident.

6 The response plan sets out who will be responsible to provide information later and/or in response to incidents, but does not

Provided details of incident response actions and reference to CEMP. Note, incident control

Section 8.6


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provide comprehensive details of how the incidents/occurrences will be resolved or managed.

on local roads outside of any project road works is the responsibility of others.

7 The plan should also address the management of fatigue and driver behaviour, particularly for staff accessing the site and how staff commuter traffic will be minimised.

Project fatigue management strategies to be implemented for staff now documented.

Section 8.3

8

Further, all traffic movements, particularly oversize/overmass but also peak traffic volumes should avoid school bus pick up/drop off times.

Most construction traffic will take place outside local peak traffic times, including staff travel and delivery of materials and infrastructure (including overmass/oversize).

Section 4.4.3

Mechanisms for the monitoring, review, and amendment of the Plan.

9 OK. Perhaps a meeting with proponent, relevant Council, and RMS prior to commencement of construction, midway, and then at completion would be beneficial.

Added this to consultation section. Section 1.3


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APPENDIX B RMS COMMENTS ON PRELIMINARY DRAFT


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APPENDIX C DUBBO REGIONAL COUNCIL COMMENTS ON PRELIMINARY DRAFT


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APPENDIX D ROUTE NEWCASTLE PORT-BODANGORA

Extract from Transport Management Plan, Rex J Andrews 2015


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APPENDIX E CONSTRUCTION OF SITE EXITS Environmental Regulations require that sediment does not enter stormwater drainage systems.

One cause of contamination is when sediment is carried off construction sites by vehicle tyres and is then deposited on a road from where it gets washed into the stormwater drainage system.

Construction of Site Exits

The possibility of contamination can be reduced by the construction and management of construction site exits.

The attached pages are an extract from the EPA Code of Practice for the Building and Construction Industry describing good practice for the construction of a construction site exit. This standard should be adopted on CATCON sites, where it is practical and suitable.

The shaker pad that is used should be similar to the one illustrated in Building Dynamix Sketch F1-688 Rev 1. Two panels should be used so that the completed pad is 3m wide and 4.8m long.


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Department of Planning and Environment Review 14 June 2017 Response to recommended action recorded in Green

Construction Traffic & Access Management Plan Condition E21(c), Schedule E

Satisfactory

(Yes/No)

Comment

Recommended Action

(c) a Construction Traffic and Access Management Plan to manage construction traffic and access impacts of the Project. The Plan shall be developed in consultation with the relevant road authority (and the agreement of Mid Western Regional Council must be gained for any proposed transportation of concrete, cement or aggregate from the Mid Western LGA) and shall include, but not necessarily be limited:

No Construction Traffic and Access Management Plan (CTAMP) (Draft Version 5) submitted on 6 June 2017. Evidence of consultation with RMS and Dubbo Regional Council provided in Appendix B and C. Appendix A includes a table, which discusses how the matters raised by the agencies have been addressed in CTAMP. Dubbo Regional Council raised concerns about the lack of detail in the CTAMP in relation to the transportation of the TransGrid transformer to the site. The table in Appendix A indicates that the measures to move the load over local roads in January are yet to be finalised. The remainder of the matters raised by RMS and Dubbo Regional Council appear to have been addressed in the updated plan. Table 3-1 quotes an out-dated version of condition E21(c) (ie. it does not reference the agreement of Mid Western Regional Council). The CTAMP does not include a commitment to gain agreement from Mid Western Regional Council for any proposed transportation of concrete, cement or aggregate from the Mid Western LGA.

The CTAMP should include a commitment to obtain Council satisfaction of the measures to move the TransGrid transformer over local roads, prior to the load bring moved. Section 5.1 has been updated to include the required commitment.

Update Table 3-1 to include the most recent project approval condition E21(c). The current CoA E21 (C) on the DPE website and our table 3-1 does not reference Mid Western Regional Council

The CTAMP should include a commitment to gain agreement with Mid Western Regional Council for any proposed transportation of concrete, cement or aggregate from the Mid Western LGA. Section 4.2 1st paragraph updated to include CATCON commitment not to haul concrete materials through Mid Western Council LGA .

i. identification of construction traffic routes and construction traffic volumes (including heavy vehicle / spoil haulage / material haulage) on these routes;

Yes Traffic routes described in Section 4. Construction traffic volumes provided in Section 4.4.

Nil

ii. details of vehicle movements for construction sites and site compounds including parking, dedicated vehicle turning areas, and

Yes Parking, turning and access arrangement discussed in Section 6.2.

Nil


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ingress and egress points;

iii. identification of construction impacts that could result in disruption of traffic, public transport, pedestrian and cycle access, property access, including details of oversize load movements;

Yes Road network impacts described in Section 5.

Nil

iv. details of management measures to minimise traffic impacts, including temporary road work traffic control measures, onsite vehicle queuing and parking areas and management measures to minimise peak time congestion, and measures to ensure safe pedestrian and cycle access;

Yes Management measures described in Sections 6 and 7.

Nil

v. a response plan which sets out a proposed response to any traffic, construction or other incident; and

Yes Incident response described in Section 8.6.

Nil

vi. mechanisms for the monitoring, review and amendment of this Plan.

Yes Review and improvement of plan described in Section 9.

Nil

Documents

Construction Traffic and Access Management Plan...Construction Traffic and Access Management Plan Bodangora Wind Farm 16-415 Final 1 1 INTRODUCTION 1.1 CONTEXT This Construction Traffic