MANCALA RESOURCES PTY LTD DEVELOPMENT …epa.tas.gov.au/documents/mancala resources pty ltd, burns peak... · Crash An apparently unpremeditated event which results in death or injury

MANCALA RESOURCES PTY LTD

DEVELOPMENT PROPOSAL AND ENVIRONMENTAL MANAGEMENT PLAN Burns Peak Operation

Appendix K Pit & Sherry Traffic Impact Assessment

transport infrastructure | community infrastructure | industrial infrastructure | climate change

Prepared for: Mancala Resources Date: March 2013 Rev 00

Burns Peak

Traffic Impact Assessment

pitt&sherry ref: HB13038H001 TIA 31P Rev 00/RJ/jw i

Glossary of Terms AADT Annual Average Daily Traffic - The total number of vehicles

travelling in both directions passing a point in a year divided by the number of days in a year.

Access The driveway by which vehicles and/or pedestrians enter

and/or leave property adjacent to a road. ADT Average Daily Traffic - The average 24-hour volume being

the total number of vehicles travelling in both directions passing a point in a stated period divided by the stated number of days in that period.

Austroads The association of Australian and New Zealand road

transport and traffic authorities and includes the Australian Local Government Association.

Crash An apparently unpremeditated event which results in death

or injury to a person or property damage and is attributable to the movement of a road vehicle on a public road (including vehicles entering or leaving a public road).

Degree of Saturation The degree of saturation is defined as the ratio of demand

flow to capacity, also known as the volume/capacity ratio. Delay The additional travel time experienced by a vehicle or

pedestrian with reference to a base travel time (e.g. the free flow travel time).

DIER Department of Infrastructure, Energy and Resources - The

Tasmanian Government Department which manages the State Road Network.

km/h kilometres per hour. Level of Service (LOS) Level of service is a qualitative measure describing

operational conditions within a traffic stream, based on service measures such as speed and travel time, freedom of manoeuvre traffic interruptions, comfort and convenience. Level of service ranges from A to F with A being the best rating.

m metres Movement A stream of vehicles that enters from the same approach

and departs from the same exit (i.e. with the same origin and destination).

Sight Distance The distance, measured along the road over which visibility

occurs between a driver and an object or between two drivers at specific heights above the carriageway in their lane of travel.

pitt&sherry ref: HB13038H001 TIA 31P Rev 00/RJ/jw ii

SISD Safe Intersection Sight Distance - The sight distance provides sufficient distance for a driver of a vehicle on the major road to observe a vehicle on a minor road approach moving into a collision situation and to decelerate to a stop before reaching the collision point.

SSD Stopping Sight Distance - The distance to enable a normally

alert driver, travelling at the design speed on wet pavement, to perceive, react and brake to a stop before reaching a hazard on the road ahead.

Speed Distance travelled per unit time. 85th percentile speed The speed at which 85% of car drivers will travel slower and

15% will travel faster. Trip A one-way vehicular movement from one point to another

excluding the return journey. Therefore, a vehicle entering and leaving a land use is counted as two trips. (RTA Guide to Traffic Generating Developments).

TIA Traffic Impact Assessment. Turning Movement Count The number of vehicles observed to make a particular

turning movement (left or right turn, or through movement) at an intersection over a specified period.

vpd vehicles per day - The number of vehicles travelling in both

directions passing a point during a day from midnight to midnight.

vph vehicles per hour - The number of vehicles travelling in both

directions passing a point during an hour.

pitt&sherry ref: HB13038H001 TIA 31P Rev 00/RJ/jw 1

1. Introduction

1.1 Background Mancala Resources Pty Ltd (Mancala) is proposing to develop mining operations at Burns Peak in north western Tasmania approximately 10km north of Rosebery. The transportation of ore from the Burns Peak mine will consist of road haulage between three mine sites (Costean Load, Southern Trenches and Browns Tunnel) and Rosebery. The route takes haulage vehicles from the access point at Southern Trenches Access Road along Boco Road to the Murchison Highway which is used for the remainder of the journey to Rosebery. Mancala has engaged pitt&sherry to prepare a Traffic Impact Assessment (TIA) for the road haulage component of the mining development. This report documents the traffic impacts which would result from the mining operations with respect to vehicular access, parking and operation of the surrounding road network. This TIA has been prepared in accordance with the Department of Infrastructure, Energy and Resources (DIER) publication A Framework for Undertaking Traffic Impact Assessments September 2007 and the Austroads Guide to Traffic Management Part 12: Traffic Impacts of Developments.

1.2 Objective The objective of this TIA is to assess the proposed cartage route and to determine the traffic impact of the cartage of ore from the Mancala sites at Costean Lode, Southern Trenches and Browns Tunnel to Rosebery.

2. Location and Site Description The development sites for the three mine sites are located in northwest Tasmania approximately 10 km north of Rosebery and approximately 75 km southwest of Burnie. The location of the proposed development is shown in Figure 1. The mine site and the part of the cartage route are located within the Waratah-Wynyard municipal area with the remainder of the cartage route in the West Coast Council municipal area.


Figure 1 – Burns Peak Development


3. Existing Traffic Conditions

3.1 Road Network The haulage route consists of an 8.4km section of Boco Road between the access point at Southern Trenches Access Road and the Murchison Highway and the 24 km section of the Murchison Highway between Boco Road and Rosebery. Boco Road is owned by Forestry Tasmania and is an unsealed gravel road apart from a 600 m sealed section at the Murchison Highway intersection. The section of Murchison Highway used by haulage operations is a sealed rural road owned by DIER and classified as a Category 3 Regional Freight Road. The Murchison Highway has Limited Access status under the provisions of the Roads and Jetties Act 1935 (the Act). An existing Limited Access licence at Boco Road has been provided to Hydro Tasmania for the purpose of installation and maintenance of transmission lines. An amendment to the Limited Access licence would be required from DIER to permit Mancala to access the Murchison Highway from Boco Road for haulage operations. A site inspection was undertaken by Juan Lee and Russell Jackson from pitt&sherry on 12 & 13 February 2013 where the width of Boco Road and sight distances at all accesses and the intersection of Boco Road and the Murchison Highway were measured.

3.2 Boco Road The trafficable width of Boco Road varies between 3.7 m and 6.4 m with the median trafficable width being 4.7 m. Regrowth of the surrounding forest on both sides of Boco Road is presently restricting the trafficable width available to vehicles. Clearing of this vegetation could increase the trafficable width of Boco Road by a total of up to 2.0 m. In general, the narrowest sections of Boco Road had the greatest potential to increase trafficable width through vegetation removal. Road widths are generally higher on curves which would originally have been constructed to accommodate the turning path of tri-axle log trailers. The road surface is rough with exposed rocks protruding slightly from the unsealed surface in places. The alignment of the road is constrained by the hilly terrain which restricts sight distance in some areas. This problem is exacerbated by forest regrowth on the sides of the road which often limits sight distance on horizontal curves. The speed limit on Boco Road is the default rural speed limit of 100 km/h. However, the geometry and surface condition of Boco Road commonly restricts the operating speed to less than 50 km/h with speeds further reduced on the tight horizontal curves.

3.3 Murchison Highway The section of Murchison Highway between Boco Road and Rosebery is a single carriageway sealed road with lane widths of approximately 2.8m and shoulders varying between 0.3m and 0.7m. The posted speed limit for this section of road is 100 km/h, except within the townships of Tullah and Rosebery where the speed limit is 60 km/h. The section of Murchison Highway used during haulage operations is scheduled by DIER for upgrade works to commence in 2013 which will increase lane width, improve road geometry and install safety barrier.


3.4 Existing Traffic Volumes No traffic count data exists for Boco Road. Presently Boco Road is occasionally used by recreational 4WD’s, apiarists and organised tours. Vehicle numbers are expected to be low with a large seasonal variation. In assessing the traffic impacts of the proposed development, an AADT of 25 has been assumed for Boco Road. Traffic volumes for the Murchison Highway give a 2012 AADT of 1,676 Between Rosebery and Anthony Main Road and an AADT of 958 between Anthony Main Road and Cradle Mountain Development Road. The section of Murchison Highway between Rosebery and Anthony Main Road carried 10% heavy vehicles (approximately 177 heavy vehicles) while the section between Anthony Main Road and Cradle Mountain Development Road carried 15% heavy vehicles (approximately 144 heavy vehicles).

3.5 Crash History No reported crashes have been documented for the section of Boco Road to be used for haulage operations. The crash history on the Murchison Highway reveals a total of 104 crashes over a 5 year period between Rosebery and Boco Road. This number includes crashes in the townships of Tullah and Rosebery along with crashes on sections of open highway. The pattern of crashes is typical of rural highways in Tasmania with crashes dominated by off-path on curve, off-path on straight and head on crashes. The proposed DIER upgrade work scheduled for 2013 includes measures to addresses these safety issues.

4. Proposed Development

4.1 General The proposed Burns Peak mine development will require the transportation of ore from sites at Costean Lode, Southern Trenches and Browns Tunnel to the township of Rosebery. An ore stockpile will be established on site near Southern Trenches Pit with haulage vehicles accessing Boco Road via Southern Trenches Access Road. Once approval is granted, ore will be loaded into trucks from the stockpile and transported approximately 8.4km along Boco Road and approximately 24km the Murchison Highway to Rosebery. Figure 1 shows the proposed haulage route with Southern Trenches Access Road shown in red, Boco Road shown in yellow and the Murchison Highway section of the haulage route shown in pink. Construction is expected to begin in late 2013 with the project undertaken in three stages. Stage 1 consists of a small open cut pit at Costean Lode, Stage 2 consists of a small stope and fill underground operation at Southern Trenches and Stage 3 consists of a second open cut pit at Browns Tunnel. The total operation time for all three stages is expected to be less than three years. There is little scope for further development due to the limited ore resource. The layout of the Burns Peak mining operations are shown in Figure 2.


Figure 2 – Burns Peak Mine Layout


4.2 Site Access Access to all three mine sites will be provided from Boco Road via Southern Trenches Access Road. Access roads to the mine sites on Southern Trenches Access Road will make use of existing tracks. Southern Trenches Access Road is entirely on the mining lease and it is well formed and graded although it requires some minor drainage and re-surfacing to permit road registered truck traffic. Besides re-surfacing, Southern Trenches Access Road is likely to require the clearance of sight lines and placement of warning signs on narrow sections to ensure heavy vehicles and light vehicles can safely pass each other. Upgrades to the three mine site accesses will be undertaken to meet safety and operational requirements.

4.3 Parking No details on the parking facilities to be provided at the site are currently available. There is sufficient room to provide onsite parking for all employees and visitors and no parking of vehicles is expected to take place on Boco Road. There is also a large gravel area present outside the access gate to Southern Trenches Access Road in which a vehicle could be safely parked to open the access gate without interfering with through traffic on Boco Road.

5. Review of Proposed Development

5.1 Traffic Analysis

5.1.1 Trip Generation

The trip generation for the proposed development has been established based on information supplied by the Mancala. The information provided is as follows:

Haulage will take place 10 hours per day, five days per week during all three stages

Semi-tipper or truck and dog vehicle combinations will be used with an approximate load of 30 tonnes

Due to the small volume of ore being extracted, a single truck will undertake all haulage.

Based on the supplied trip generation information and timing for the operation of the mines, it is estimated that the haulage operations will generate approximately 14 trips each day (7 in and 7 out). A commercial agreement for delivery of ore to Rosebery restricts delivery times to between 8:00am and 6:00pm on weekdays. An additional heavy vehicle is expected to be required for mobilisation of equipment at each stage of the operations. This may generate an additional 2 trips per day. This equates to a maximum of 16 heavy vehicle trips per day. It is expected that a maximum of 10 staff per shift including truck drivers will be required to travel to site. This will generate a maximum of 20 light vehicle trips per day (10 in and 10 out). Additional light vehicles may require access to the site during operations. A conservative figure of 10 trips per day has been assumed. This gives a maximum of 30 light vehicle trips per day. Based on the available information, during operation of the proposed mines, a maximum of 46 additional trips are expected to be generated each day which increases the AADT on Boco Road from 25 to 71.


5.1.2 Capacity

Route Capacity

Section 4.1.1 of Austroads Guide to Traffic Management Part 3: Traffic Studies and Analysis was used to determination the capacity of Boco Road and Murchison Highway. A single lane without overtaking provisions has a capacity of 1800 passenger vehicles per hour. This capacity is reduced by narrow pavement width, restricted lateral clearances, the presence of heavy vehicles and steep grades. Using the trip generation figures from Section 5.1.1, a heavy vehicles proportion of 23% was calculated on Boco Road. Taking into account the narrow confined road and the moderate grades present in accordance with Austroads guidelines, a capacity of 533 vehicles per lane per hour was calculated for Boco Road. As this capacity greatly exceeds the expected daily peak hour traffic volume of 7 vph during haulage operations, Boco Road would be expected to operate efficiently. For calculating the capacity of Murchison Highway, a heavy vehicles proportion of 11% was used which was taken from traffic count data available from DIER. The narrow lane width and moderate grades were taken into account in accordance with Austroads guidelines and a capacity of 853 vehicles per lane per hour was calculated for the busiest section of the Murchison Highway used during haulage operations. As this capacity greatly exceeds the expected daily peak hour traffic volume of 171 vph during haulage operations, Murchison Highway would be expected to operate efficiently.

Junction Capacity

Table 2.4 of the Austroads Guide to Traffic Management – Part 6: Intersections, Interchanges and Crossings provides an indication of the volumes of traffic that are required at give-way controlled junctions to warrant an investigation of the capacity. The expected peak hour volume on Boco Road is 7 vph and the peak hour volume on this section Murchison Highway is 96 vph. As these traffic volumes are significantly lower than those in Table 2.4 the intersection of Boco Road and the Murchison Highway is expected to operate efficiently during haulage operations.

Table 2.4 from Austroads Guide to Traffic Management Part 6


5.2 Accesses

5.2.1 Southern Trenches Access Road

The three stages of development all access Boco Road via the Southern Trenches Access Road. The intersection of the Southern Trenches Access Road and Boco Road is unsealed. Due to the presence of horizontal curves on both the eastern and western approaches to the Southern Trenches Access Road junction and the unsealed road, the operating speed of vehicles approaching the access from Boco Road is estimated to be much less than the default rural speed limit of 100km/h. An approach speed of 40km/h has been assumed for both the eastern and western approaches in assessing Safe Intersection Sight Distance (SISD), although the low radius of these horizontal curves is likely to result in an 85th percentile vehicle speed lower than 40 km/h. Figure 14A of the Warratah-Wynyard Planning Scheme does not give SISD for a vehicle speed of 40 km/h so the Austroads Guide to Road Design Part 4A: Unsignalised and Signalised Intersections has been used. This gives an SISD of approximately 79 m for a car approaching at speed of 40 km/h to be able to safely stop on a gravel road. The sight distance to the east of the junction is approximately 66m (Figure 3). By undertaking some minor vegetation clearance it would be possible to increase the sight distance to the required 79 m. This would allow for the provision of adequate sight distance for the left-in/ right-out manoeuvres being performed by the trucks using the proposed cartage route. The available sight distance to the west of the junction is approximately 74m (Figure 4). By undertaking some minor vegetation clearance it would be possible to increase the sight distance to the required 79 m. This would allow for the provision of adequate sight distance for the left-in/ right-out manoeuvres being performed by the trucks using the proposed cartage route. The proposed access at Southern Trenches Access Road is currently slightly deficient in sight distance on both the eastern and western approach for an approach speed of 40 km/h. Although low traffic volumes and low approach speeds mean that the risk posed to vehicles at the proposed access is extremely low, it is recommended that vegetation clearing be undertaken on this approach to increase the SISD to 79m. Regrowth would also need to be kept maintained to ensure future vegetation growth does not limit sight distance at this access.


Figure 3 - Southern Trenches Access Road, Sight Distance to the East along Boco Road

Figure 4 - Southern Trenches Access Road, Sight Distance to the West along Boco Road


5.2.2 Boco Rail Siding

An access to Boco Rail Siding is located on Boco Road approximately 0.6km from the Murchison Highway as shown in Figure 5. The junction is presently unsigned with no clear right of way established. In order to reduce confusion for drivers and enforce priority at this junction, it is recommended that signage be erected to inform road users of priority at the junction. It is recommended that a give way sign (R1-2) be erected at the Boco Siding Access Road where it enters Boco Road and side road intersection on curve signs (W2-9 (R)) be erected on Boco Road prior to the Boco Siding Access.

Figure 5 – Rail Siding Location


Figure 6 - Boco Rail Siding Access from Boco Road

5.2.3 Boco Road

The haulage route requires that trucks make a right turn onto Murchison Highway from Boco Road. The operating speed for this section of the Murchison Highway is 100km/h. Austroads Guide to Road Design - Part 4A: Unsignalised and Signalised Intersections recommends that a SISD of 250 m be provided for a design speed of 100 km/h. The available site distance at the proposed access is approximately 190 m to the north (refer Figure 7) and in excess of 300 m to the south (refer Figure 8). The SISD available on the northern approach to the intersection is deficient due to a slight crest on the Murchison Highway. As vertical realignment of the road would be prohibitively expensive, it is recommended that truck warning signage (W5-22 & W8-5) be erected approximately 200m north of the intersection to warn drivers of this potential hazard. It is also recommended that the Boco Road access be resealed to a minimum of 20 m from the Murchison Highway. The sealed area should accommodate the turning path of a haulage vehicle turning left from the Murchison Highway into Boco Road. This will allow left turning vehicles to safely access Boco Road from the Murchison Highway and will allow vehicles turning onto the Murchison Highway from Boco Road to accelerate effectively. The sealing of the junction will also prevent the tracking of mud onto the Highway.


Figure 7 - Boco Road, Sight Distance to the North along Murchison Highway

Figure 8 - Boco Road, Sight Distance to the South along Murchison Highway


5.3 Impacts on Road Network

5.3.1 Boco Road

Boco Road consists of short sealed section of approximately 600m between the Murchison Highway and the Boco Rail Siding Access (refer Figure 6). The remainder of Boco Road is unsealed. Both the sealed and the unsealed sections of Boco Road are generally in poor condition with an uneven surface and numerous potholes present. The width of Boco Road is highly variable ranging from a trafficable with of approximately 3.7m to 6.5m with an average trafficable width of around 4.7m. The trafficable width is limited by forest regrowth on both sides of the road. There are sections of Boco Road where it would be difficult for a truck and a light vehicle travelling in opposite directions to pass each other. Vegetation on some horizontal curves also restricts Stopping Sight Distance (SSD) available to vehicles. Although no traffic data is available, existing traffic volumes on Boco Road are expected to be low. Known users of the road include apiarists and 4WD vehicles with occasional tours operating in the area. Hydro Tasmania also has access to the roads for line maintenance. The poor quality of the existing road is expected to deter most other road users from using Boco Road. Due to the narrow width and deficient SSD in places, there is presently a risk of head on collisions between haulage vehicles and other road users. To mitigate this risk, it is recommended that the following measures be undertaken:

The trafficable width of Boco Road should be increased to allow vehicles travelling in opposite directions to safely pass each other. This would be achieved through the removal of vegetation from both sides of Boco Road. It is recommended that a minimum of a 5.5 m pavement with 0.6m shoulders be provided which would meet the road design cross section requirements of DIER Professional Services Specification T3: Road Design Standards and would allow a truck and light vehicle to safely pass each other. This should be undertaken prior to the resurfacing of Boco Road to ensure that any weaknesses in the pavement which are discovered after vegetation removal can be remediated prior to the resurfacing and grading of Boco Road

Additional vegetation removal should be undertaken on curves to improve SSD in accordance with Austroads Guide to Road Design – Part 3: Geometric Design. For a car stopping on a gravel road at 40km/h the required SSD would be a minimum of 46m

As a further precaution, it is recommended that communications be established with known road user groups to keep them informed of haulage vehicle operations and to negotiate the timing of trips by other road users to minimise interactions between haulage vehicles and other road users

When other road users require access to Boco Road during haulage operations, it is recommended that radio communication protocols be set up between haulage vehicles and other road users such that other road users communicate their presence on Boco Road and haulage vehicles communicate when they are approaching sections of Boco Road with limited sight distance

It is recommended that the unsealed section of Boco Road be resurfaced and graded to provide a consistent surface for vehicles and to remove potholes which drivers may drive on the wrong side of the road in order to avoid

It is recommended that the sealed section of Boco Road be repaired to fill any potholes and provide a consistent surface for vehicles.


A rail crossing is located on Boco Road approximately 0.9 km from the Murchison Highway. Rail crossing and stop signs are present at the rail crossing and adequate sight distance in both directions is available to allow road users to identify a train operating on the track as shown in Figure 9 and Figure 10. As this rail line is in use, it is recommended that all staff at the Burns Peak site receive a safety induction to highlight the dangers to vehicles at the rail crossing.

Figure 9 – Boco Road, Sight Distance North at Rail Crossing


Figure 10 – Boco Road, Sight Distance South at Rail Crossing

5.3.2 Murchison Highway

The section of Murchison Highway between Boco Road and Rosebery provides a consistent sealed surface for vehicles using the haulage route. With an AADT of 1,676 between Rosebery and Anthony Main Road and an AADT of 958 between Anthony Main Road and Cradle Mountain Development Road, the additional 46 trips per day during haulage operations will not affect the efficient operation of the Murchison Highway as shown in Section 7. As indicated in Section 5.2.3, the junction of Boco Road and the Murchison Highway is deficient in SISD to the north and it is therefore recommended that truck warning signage (W5-22 & W8-5) be erected approximately 200m north of the intersection.


6. Summary of Findings The traffic impact of the proposed development has been assessed in terms of expected impact on the surrounding road network, site access and parking. Where applicable the proposed development has been assessed in accordance with the requirements of the Waratah-Wynyard Planning Scheme and the Austroads Guide. DIER’s Framework for Undertaking Traffic Impact Assessments has been referenced during assessment of the proposed development. Based on the assessment the following items need to be considered to ensure that the traffic impacts associated with the development meet the required guidelines and standards.

To improve safety on Boco Road during haulage operations, the following recommendations are made:

Vegetation be removed from the sides of Boco Road to increase the width of Boco Road to a minimum 5.5 m pavement with 0.6 m shoulders

Vegetation be removed on horizontal curves to increase available SSD to a minimum of 46m

The road be resurfaced and graded to provide a uniform surface for road users

Potholes in the sealed section of Boco Road be repaired

Signage be installed at the Boco Rail Siding Access to identify Boco Road as having priority at this intersection

Communication between Mancala and known road users be established and procedures set in place to reduce interactions between haulage vehicles and other road users

Radio communications between haulage vehicles and other known road users may also be used on approach to any narrow sections of road with impaired sight distance

Inductions for all staff are conducted highlighting safety procedures at the rail crossing on Boco Road.

To improve safety on the Murchison Highway during haulage operations, the following recommendations are made:

Signage be erected on Murchison Highway approximately 200m north of Boco Road to warn road users of trucks entering from Boco Road where sight distance is deficient

Boco Road be sealed 20m back from the Murchison Highway to provide traction to accelerating vehicles entering Murchison Highway and to prevent mud being tracked onto the Murchison Highway. The extent of the sealed area should allow for the turning movements of haulage vehicles.

Should the above items be incorporated into the development it is considered that the traffic generated by the haulage operations proposed by Mancala would not detrimentally impact on the safety or efficiency of Boco Road or the Murchison Highway.

transport infrastructure | community infrastructure | industrial infrastructure | climate change

E: [email protected] www.pittsh.com.au incorporated as Pitt and Sherry (Operations) Pty Ltd ABN 67 140 184 309

Winner - Tasmanian Large

Business Sustainability Award 2011

Incorporating

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Documents

MANCALA RESOURCES PTY LTD DEVELOPMENT …epa.tas.gov.au/documents/mancala resources pty ltd, burns peak... · Crash An apparently unpremeditated event which results in death or injury