DOCSLIB.ORG

Rey Resources Duchess Paradise Project

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Rey Resources Duchess Paradise Project M.J. & A.R. Bamford CONSULTING ECOLOGISTS 23 Plover Way, Kingsley, WA, 6026 ph: 08 9309 3671 fx: 08 9409 2710 eml: [email protected] Rey Resources Duchess Paradise Project. Impacts associated with increased traffic; response to issues raised Dr M. J. Bamford 8th March 2012 BACKGROUND Rey Resources proposes to develop the Duchess Paradise Project in the Kimberley, about 120km south-east of Derby. This is a proposed coal mine and the project involves trucking coal from the mine, initially along an upgraded station road, and then along the existing Great Northern Highway and through to a port facility at Derby. One of the public comments concerns the impact of this road haulage as follows: “The proponent estimates there will be 60-80 trucks per day going from the mine to Derby. It can be expected that this traffic will have a significant impact on a range of species (e.g. many species of mammals, avifauna, frogs and reptiles) that inhabit roadside ecosystems in this region.” Rey Resources has asked Bamford Consulting to comment upon this concern. CONSIDERATION OF IMPACTS A number of factors need to be considered when assessing the likelihood that the traffic movements will result in significant impacts. These include: • Increase in traffic movements over existing levels. In this regard, important to note that the proposal consists of about 25km of an upgraded station road and about 140km along existing sealed highways which already carry commercial and private traffic. • Impacts are primarily through roadkill but roads can also be barriers, even for birds. This can be through the physical presence of an open, exposed area, but also through the movement of vehicles disturbing fauna. The station road will be widened from about 5m to 20m and will be fenced on both sides (currently fenced on only one side), and will be sealed. • The landscapes and therefore the fauna assemblages through which the route passes. While some roadkill is inevitable, significant roadkill is that which results in population declines that might affect population viability of species in the region. This is of particular concern for species of listed conservation significance. The effect of a road as a barrier will also be species-specific. • Time of day of haulage, as risk of roadkill can be expected to be greater around sunrise and sunset than at other times, and probably more at night than during the day. • Responses of fauna to traffic. There is an extensive literature on this. General points to consider are: o Some fauna species habituate to traffic, thus roadkill may initially be high but rates can be expected to decline. Significant impacts resulting in local population declines have been reported where new roads have been constructed through areas with high densities of wildlife, and roadkill as a cause of population decline has been documented for several medium-sized mammals in eastern Australia (Dufty 1989, Jones 2000). o Increased mortality due to roadkill is often more prevalent in habitats that have been fragmented ((Scheick & Jones 1999; Clevenger & Waltho 2000; Jackson & Griffin 2000). o Some fauna species are attracted to roads such as to feed on vegetation where runoff is concentrated, or to feed on roadkill. o Reptiles are more attracted to bitumen than gravel roads as they use the bitumen for thermoregulation in the late afternoon. High levels of roadkill have been observed on new bitumen roads (M.Bamford pers. obs.). The impact of this sort of mortality on reptile populations does not seem to have been investigated, but anecdotally reptiles seem to persist close to roads even with such ongoing mortality. This is probably because individual reptiles have small home ranges and the proportional loss to the population is low. In theory, such roadkill mortality of reptiles might affect populations in developed landscapes where the population is restricted to the road verge. • Impacts can be managed such as through underpasses, overpasses, fencing, signage, driver education and speed limits. • Species most vulnerable to roadkill are likely to be medium-sized mammals that occur in small populations that are thus sensitive to the loss of a few individuals, and lack the mobility to recruit from other areas to make up for local mortality. Large, terrestrial birds such as the Australian Bustard and Bush Stone-curlew can also be vulnerable to roadkill and in the case of the stone-curlew, birds may be sedentary and therefore local impacts may be significant. Birds attracted to drink at roadside pools (e.g. doves, finches) may be at risk and in some cases these include species of conservation significance (such impacts are discussed further below). On the basis of the above points, a number of conclusions with regard to impacts and road haulage associated with the Duchess Paradise Project can be drawn. • The upgraded station road (from the mine to the highway) is likely to be of greatest interest with respect to impacts, as this will be a wider, sealed road compared with the current station road. The increase in traffic will also be proportionally greater than on the highway. The station road crosses a branch of the Fitzroy River where there may be more fauna movements across the road than elsewhere. This is the sort of location where a new road could impact upon local populations of sensitive species (if sensitive species are present). • On the existing highway, the main change is the increase in numbers of heavy vehicles and this will be a proportional increase on current levels. The fauna on the highway is already habituated to vehicles and there is to be no increase in highway width. Existing rates of roadkill are probably low and would be expected to increase, at most, in proportion with the increased road movements. • The significance of impacts does depend upon the landscapes. Areas of interest may include narrow passes through rocky hills, watercourses and wetlands; all areas where wildlife may be abundant. There are few such features along the existing highway and roads (but there is a creek crossing along the existing station road), with the landscape consisting mostly of very widespread vegetation and soil types (based upon personal experience in the region and reports from Rey Resources). There is nothing to suggest that there are critical locations along the existing highway. • The significance of impacts also depends upon the fauna assemblage. Intensive fauna investigations have been undertaken by Rey Resources (Western Wildlife 2011) and have found that mammal species of conservation significance likely to be sensitive to roadkill, including the Northern Quoll, Bilby and West Kimberley Rock-Wallaby, are known from the area historically but are either locally extinct or do not occur along the road due to the lack of suitable habitat. Livestock grazing and altered fire regimes are believed responsible for the decline of these species. Some significant birds that may be sensitive to roadkill have been recorded, including Australian Bustard, Bush Stone-curlew, Star Finch and Pictorella Mannikin. Of these, the Bush Stone-curlew is of greatest concern as it is probably present in small numbers, associates with dense vegetation along watercourses and individuals may be sedentary; thus a local population can be vulnerable to the loss of just a few individuals. The two finches would only be vulnerable if flocks came to drink at roadside pools, resulting in large numbers of deaths. FURTHER INFORMATION AND INVESTIGATIONS The effects of roadkill are not included in Table 5-1 of the Environmental Scoping Document. Useful information that may already be available or could easily be gathered includes: • Information on roadkills along the highway; particularly any noted concentrations of roadkill. It is likely that there are no such concentrations but this needs to be checked. • Likewise, the possibility of critical locations along the existing highway and station road where fauna might be concentrated needs to be investigated. This could be based upon rapid assessment of habitats. CONCLUSIONS In general, there seems to be no reason to predict significant impacts upon fauna from increased traffic (haul trucks) along the existing highway. No change will be made to these roads, they already carry volumes of traffic and there appear to be few if any locations where fauna, particularly species of conservation significance, might concentrate and be vulnerable to increased traffic. Higher rates of roadkill can be anticipated, but anecdotal reports suggest existing rates are low. The situation may be slightly different with the upgraded station road between the mine and the highway. While a road is already present and carrying some traffic, the road will be wider, sealed and the proportional increase in traffic will be much greater than on the highway. There is also a crossing of a branch of the Fitzroy River that may be a sensitive location for fauna. There may be a peak in roadkill numbers initially, especially among reptiles attracted to the newly- sealed road to bask, but there are few species with populations likely to be sensitive to roadkill and at least some of this stretch of road passes through degraded landscapes (based on information provided by Rey Resources). It is also proposed to fence the road, which may reduce access by some species, while road design could avoid the formation of roadside pools that might attract wildlife. Monitoring of roadkill and driver education could assist in minimising the number of animal deaths. REFERENCES Clevenger, A. P. and Waltho, N. (2000). Factors Influencing the Effectiveness of Wildlife Underpasses in Banff National Park, Alberta, Canada. Conservation Biology 14 : 1-11 Dufty, A.C. (1989). Some Population characteristics of Perameles gunnii in Victoria. Wildlife Research : 18 (3) 355 – 365. Jackson, S. D. and Griffin, C. R.
Load more

Recommended publications
  • Effective Wildlife Roadkill Mitigation
    Journal of Traffic and Transportation Engineering 3 (2015) 42-51 doi: 10.17265/2328-2142/2015.01.005 D DAVID PUBLISHING Effective Wildlife Roadkill Mitigation Dion Lester Pitt&Sherry, Hobart 7000, Australia Abstract: The effects of wildlife roadkill on native animal populations can be significant and the cost to people of wildlife collisions, through road crash injuries and vehicle damage, can be also significant. An understanding of roadkill causes and patterns is necessary for successful management intervention. How animals perceive, use and cross roads can vary significantly from road to road and also between different sections of the same road. This study sought to better understand the features of roadkill and successful mitigation options for a 93 km section of road in Tasmania’s northwest. A program of baseline monitoring, analysis and trial sites informed the development of a risk based strategy for mitigating roadkill. The trial mitigation sites experienced a 50% reduction in roadkill compared with the levels prior to implementation of the trials. A number of simple, low maintenance and cost effective mitigation measures were established and offer road managers elsewhere additional options for reducing roadkill on their roads. Key words: Roadkill, mitigation, wildlife, environmental management, roads, adaptive management. 1. Introduction animals [4]. In a study in 2000 of National Transport Agency data, Attewell and Glase [5] found that, from This article describes an adaptive management 1990-1997, there were 94 fatalities and 1,392 approach taken to mitigate wildlife roadkill on the hospitalisations from crashes involving animals within proposed Tarkine Forest Drive project in northwest Australia. While Rowden et al.
    [Show full text]
  • QA Specification R145 Pavement Marking (Performance-Based)
    ROADS AND MARITIME SERVICES (RMS) QA SPECIFICATION R145 PAVEMENT MARKING (PERFORMANCE BASED) NOTICE This document is a Roads and Maritime Services QA Specification. It has been developed for use with roadworks and bridgeworks contracts let by Roads and Maritime Services or by local councils in NSW. It is not suitable for any other purpose and must not be used for any other purpose or in any other context. Copyright in this document belongs to Roads and Maritime Services. REVISION REGISTER Ed/Rev Clause Authorised Description of Revision Date Number Number By Ed 1/Rev 0 First issued. GM, IC 30.01.08 Ed 2/Rev 0 1.4 Figures 1 to 8 replaced by Appendices 1 to 4. GM, IC 13.11.09 2 Preclusion of the use of solvent borne paints (P Wellings) revoked. Requirement for pavement marking materials to comply with recommended temperatures added. Reference to RTA G34 removed. Table Reference to Figures 1 to 7 changed to R145.1 Appendices 1 to 2. 3.8 Title – Type D glass bead changed to Type D/D-HR. Reference to AS 2009 removed. 4.4 Reworded to clarify grey scaling rating requirement. 5 Reference to “continuous” and “discontinuous” profile line types included. Reference to Annexure R145/E removed. Requirement for recording line joining profile sections included. Requirement for measuring and reporting skid resistance for continuous profile line type included. Pay Item Reference to “paint” changed to “line or R145P2 marking”. Annex D, Reworded to make types of pavement item (a) markings applied generic. Annex E Title - Type D glass bead changed to Type D/D-HR.
    [Show full text]
  • Shine Road Speed Limit and Traffic Study October 2018
    Shine Road Speed Limit and Traffic Study October 2018 Jefferson County Public Works This page intentionally left blank. REPORT OF ENGINEERING and TRAFFIC INVESTIGATION and PROPOSED SPEED LIMIT CHANGE ROAD NAME and NUMBER: Shine Road, County Road No. 505409 TERMINI: Mile Post (M.P.) 0.00 to M.P. 2.34 EXISTING MAXIMUM SPEED LIMIT: 35 Miles per Hour (MPH) PROPOSED MAXIMUM SPEED LIMIT: 25 MPH DATE OF STUDY: October, 2018 This engineering and traffic investigation that considers lowering the speed limit on Shine Road is in response to numerous requests received from property owners living along this roadway for a lower speed limit. This culminated in a petition submitted to the Board of County Commissioners on August 6, 2018, which included signatures from 100 citizens (See Appendix “A”). The petition is also represented in a map (See Appendix “B”). Several of the citizens submitted letters or emails or made phone calls to discuss the specific concerns behind the request. Generally, the concerns can be summarized as follows: Speed is too fast for the road width which is less than a full two lanes for much of its length People speed down the middle of the road It is barely wide enough to accommodate two vehicles coming from opposite directions Traffic has increased and some drivers are using it to get around bridge related backups on SR-104 The road should be restricted to “local traffic” The road has adverse alignment in certain sections and “blind spots” There are steep drop-offs to the beach on the south side without much road shoulder because of erosion There is very little road shoulder on the north side where deep drainage ditches are present The road is used by residents for walking and there are no shoulders so they cannot get off the road Drivers do not obey the speed limit anyway There have been accidents A “speed monitor” sign should be installed (digital speed “feedback” sign) RCW 46.61.400, Basic Rule and Maximum Limits, specifies the maximum speed limit on county roads to be fifty (50) miles per hour.
    [Show full text]
  • Paint and Protective Coatings
    Change No. 204NS (ESSApproved060611) SECTION 210 – PAINT AND PROTECTIVE COATINGS 210-1.6 Paint for Traffic Striping, Pavement Marking, and Curb Marking. 210-1.6.1 General. Paint for traffic striping and marking shall correspond with the requirements shown in the following table: Type of Paint Reflective Material1 Pre-Treatment Finish Coat Thermoplastic Added to the paint Concrete pavement, 10% solution State Specifications during manufacture. buna N rubber in methyl-ethyl-ketone Yellow-White (Pth-10)2 or approved two-component epoxy. Fast Dry May be added See 310-5.6.6, Preparation of Existing State Specifications or directly to paint Surfaces. White Rapid Dry during manufacture Yellow with Engineer’s Black approval. 1. See 210-1.6.5 and 310-5.6.5. 2. Flame sprayed on clean pavement. Min. ambient road temperature 100C (500F). Min. ambient air temperature 160C (600F). 210-1.6.2 Thermoplastic Paint, State Specifications. Pth-10 Thermoplastic traffic line paint shall be a reflectorized thermoplastic pavement striping material applied to the road surface in a molten state by mechanical means. It shall have a surface application of glass beads which, upon cooling to normal pavement temperature, will produce an adherent reflectorized stripe of the specified thickness and width, and will be resistant to deformation by traffic. The material shall contain at least20 percent by weight of glass beads in the white and yellow paints and at least 12 percent titanium dioxide in the white paint. The material, when applied at a temperature range of 4000F to 4250F (2000C to 2200C) and a thickness of 90 to 125 mils (2300 to 3200µm), shall set to bear traffic in not more than 2 minutes when the air temperature is 500F (100C) and not more than 10 minutes when air temperature is 900F (320C).
    [Show full text]
  • Guidelines for Road Works, Drainage and Subdivision Development
    Attachment A GUIDELINES FOR ROAD WORKS, DRAINAGE AND SUBDIVISION DEVELOPMENT Adopted 12 September 2002 Updated 22 July 2014 Doc ID 33063 Attachment A 1. GENERAL REQUIREMENTS ............................................................ 3 2. DESIGN AND CONSTRUCTION CRITERIA .................................. 6 2.1. General ................................................................................... 6 2.2. Roads ...................................................................................... 6 2.2.1. General .............................................................................. 6 2.2.2. Urban Roads (other than Industrial) ................................... 7 2.2.3. Industrial Roads ................................................................. 7 2.2.4. Rural Residential Roads ..................................................... 7 2.2.5. Rural Roads ....................................................................... 8 2.2.6 Roman Data ....................................................................... 8 2.3 Design Standards – General .................................................... 9 2.4 Public Utility Conduits ............................................................ 10 2.5 Clearing and Stripping ........................................................... 10 2.6 Earthworks ............................................................................ 11 2.7 Subgrade and Foundation Preparation ................................. 11 2.8 Pavements ............................................................................
    [Show full text]
  • Sealed Rural Roads
    Transportation Research Record 1106 175 The Maintenance and Rehabilitation of Sealed Rural Roads T. J. BROWN Some of the unique aspects of the New Zealand rural road population of 440 cars per 1,000 persons that is second only to network are summarized in this paper. In particular, details are the United States, which has 530 cars per 1,000 persons. Despite provided of the road user charges that are applied to ensure that the high number of car owners, most rural roads in the country the heavy vehicles that impose the greatest wear on the fall within the low-volume road category. pavement pay a fair share of the road maintenance and upgrade costs. All load-carrying vehicles, powered or unpowered, pay a portion of the cost of the deterioration they cause. Weight and THE NEW ZEALAND ROAD SYSTEM distance licenses, and a surcharge on fuels used by light vehicles, ensure that sufficient funds are now available from road user The road system is principally administered by the National taxes to fully fund the share of roading provided by the Roads Board (NRB), an autonomous body that was created by National Roads Board. For more than 50 years New Zealand an act of Parliament. The members of the NRB represent has developed and used a low-cost but effective method of municipalities, counties, private motorists, and heavy vehicle surface sealing on unbound base course pavement layers. The operators together with various government departmental policy of the National Roads Board of placing priority on the appointees. maintenance of the roading asset by fully funding basic items is The NRB is responsible for the setting of expenditure levels highlighted.
    [Show full text]
  • Roads and Streets Operational Schedule and Level of Service
    Roads and Streets Operational Schedule and Level of Service PART 2 of 3 Roads and Streets Operational Schedule and Level of Service URBAN Roads and Streets Operational Schedule and Level of Service (URBAN) Arterial Road Distributor Road Collector Street Local Street Road Reserve Arterial Sub Arterial 4 Lane Distributor 2 Lane Distributor Industrial Residential/ Commercial Residential Access Street Residential Access Place2 Example: Bruce Highway, Examples: Kirkwood, Glenlyon, Red Rover, Dawson Highway, Benaraby Examples: Sun Valley Road, Dixon & Dalrymple Examples: Bested Road, Callenmondah & Criterion Hansen roads. Don Young Drive, Blain Drive, Examples: Chapman Drive , Toolooa Street Examples: Penda Avenue & Harvey Road Example: Sharyn Example: Cul-de-sac Unformed Road or Track Gladstone Rd. "Generally Drive, Shaw Street, Col Brown Avenue Pioneer Drives Palm Drive, & Phillip Street State Controlled Roads" Maintenance Characteristics Maintenance Characteristics Levels of Service Rating 1U 2U 3U 4U 5U 6U Functional Characteristics 1. Traffic Carrying Function Volumes Not Restricted <20,000vpd <12,000vpd <6,000vpd <6,000vpd <3,000vpd <1,000vpd <150vpd <4vpd 2. Residential Access Function Nil Nil Multi-Dwelling Sites Only Individual Nil Individual Individual Individual N/A 3. Through Road Yes Yes Yes Yes Yes Yes Preferred No (cul-de-sac only) N/A 4. Commercial Access Function Nil Nil Consolidated Individual Individual Individual No No N/A 5. Industrial Access Function Nil Nil Consolidated Consolidated Individual Nil No No N/A 6. Traffic Speed Environment 100km/h3 80km/h 70km/h 60km/h 60km/h 60km/h 50km/h 50km/h Drive to track conditions 7. Maximum Design Vehicle Access1 TMR Permitted Vehicles Class 10 Class 10 Class 10 Class 10 Class 9 Service Vehicles only (Class 8) Service Vehicles only (Class 8) N/A 8.
    [Show full text]
  • Road Maintenance Code of Practice 2017
    2017 ROAD MAINTENANCE CODE OF PRACTICE FOR THE WET TROPICS WORLD HERITAGE AREA RoadRoad Maintenance Maintenance Code Code of of Practice Practice for the WetWet Tropics Tropics World World Heritage Heritage Area Area 2017 2017 RMPC activities and provides requirements to minimise THIS CODE OF PRACTICE SHALL BE FOLLOWED BY ALL negative environmental impacts on the WTWHA PERSONS UNDERTAKING ROAD MAINTENANCE (Requirements). These sections are: ACTIVITIES IN THE WET TROPICS WORLD HERITAGE AREA FOR THE DEPARTMENT OF TRANSPORT AND MAIN ROADS Emergent Works page 8 (TMR). THIS CODE IS A LEGAL REQUIREMENT OF THE WET TROPICS MANAGEMENT PLAN 1998. Roadside Works page 12 Bridge Works page 24 What is the Road Maintenance Code of Drainage Works page 30 Practice? Road Furniture Works page 39 This Road Maintenance Code of Practice (the Code) outlines Sealed Road Surface Works page 46 best workplace practices to achieve desired goals in the Wet Tropics World Heritage Area (WTWHA). It outlines Non Surface Disturbance Works page 51 requirements necessary to achieve best practice road Before starting work: maintenance that minimises negative environmental impacts on the WTWHA. This Code has been developed through 1. Refer to the relevant section based on the RMPC activities consultation with the Wet Tropics Management Authority you are to undertake. (WTMA), TMR environmental specialists, engineers and work 2. Refer to FIGURE 1 to determine if works will be within the crews (refer Appendix A). 'footprint of disturbance'. Should works go outside the How to Use this Code of Practice (Code) road formation you shall contact yourTMR Environmental Officer (EO) who may then discuss with the Wet Tropics This Code is divided into seven sections based on types of Management Authority (WTMA).
    [Show full text]
  • Design Manual for Low Volume Sealed Roads
    REPUBLIC OF MALAWI Ministry of Transport and Public Works Design Manual for Low Volume Sealed Roads January 2013 Design Manual for Low Volume Sealed Roads Foreword I am pleased to provide the foreword to this Design Manual for Low Volume Sealed Roads. Since the publication of the Ministry’s Highway Design Manual in 1978, ongoing research in the southern African region, including Malawi, has led to new technologies and practices in the cost-effective provision of low volume sealed roads. As a result, the current manual is no longer appropriate for the design of low volume sealed roads, and a new manual is required to reflect these developments. This Manual supports the Malawi Government’s policy of providing safe and reliable all-season road access to the country’s rural population through the use of appropriate and cost-effective interventions. The Government of Malawi commits significant funding for the improvement of road infrastructure in the country. It is therefore important that such funding is utilized efficiently and effectively by all roads agencies in Malawi. This can be achieved by their adherence to the best practice methods and techniques included in the Manual. This Manual will complement the Ministry’s efforts in providing policy guidance to the construction industry in the upgrading of gravel and earth roads to a paved standard. I am pleased to note that the preparation of the Manual was undertaken in close consultation with all stakeholders in the road sector to ensure that it best meets practitioners’ requirements. It is my sincere hope that this Manual will herald a new era in the more efficient and effective provision of low volume sealed roads in Malawi.
    [Show full text]
  • DRAFT Road & Stormwater Management Plan
    Road & Stormwater Infrastructure Management Plan What Council Provides Council provides an infrastructure network in partnership with the Department Infrastructure and Transport (DIT), other State Government Departments and neighbouring Councils. Infrastructure includes bridges & drainage, roads – sealed and unsealed, kerb & watertable, pathways and stormwater. Council is responsible for approximately 1616 kilometres of made road network, with a significant number and length of unmade road reserves. • Urban Streets (Sealed and Unsealed) 84km • Rural Roads (Sealed) 391km • Rural Roads (Unsealed) 1,141km • Unmade Road Reserves Approximately 600km Urban Network – Council will consider a sealed surface within townships where the sealing of the road and provision of associated infrastructure will provide important stormwater management or other assessed benefits Rural Network – Council will maintain a network of unsealed roads and upgrade to sealed where vehicle movements exceed 100 per day or meet criteria outlined under Guidelines to Good Practice – Rural Roads published by the Australian Road Research Board. Rural Living Network – will generally be maintained as an unsealed network unless an assessment warrants upgrading to a sealed surface Council is committed to directing available resources to the most cost-effective outcomes for the community, based on sound Asset Management and Town Planning principles. Council will achieve this objective by: • Giving priority to funding the maintenance of existing road infrastructure ahead of extending
    [Show full text]
  • Project Summary the Minnesota Department of Transportation Will Be Resurfacing U.S
    U.S. Highway 75 Project Summary The Minnesota Department of Transportation will be resurfacing U.S. Highway 75 from Township Road 127 to the east junction of Highway 7 using cold-in-place recycling plus three inches of new pavement. The project includes upgrading sidewalks and pedestrian ramps to meet Americans with Disabilities (ADA) standards in the city of Bellingham and make them more accessible for everyone. Culverts along the project area will be lined and guardrail will be replaced. Shoulders are being increased from two-feet wide to six-feet wide and will be paved. A chip seal will be applied to the new pavement. This project will require a detour due to the extensive nature of the resurfacing. Project Location • U.S. Highway 75 from Township Road 127 to the east junction of Highway 7 Project Benefits • Smoother road surface • Enhanced safety • Improved drainage • Upgraded sidewalks and pedestrian crossings in Bellingham Project Cost • $7.9 million Contractor • Duininck, Inc. Project Timeline • Construction begins: July 6, 2020 • Construction ends: October 30, 2020 Additional Project Details • Cold-in-place recycling is a method of removing and reusing the existing asphalt surface. • Chip seals, also referred to as seal coats, protect the pavement, increase skid resistance and extend the life of the road. Although it seems natural to avoid a road that has been recently coated or fixed, chip sealing is unique in that it does not keep drivers off the road. Hwy 75 Resurfacing Project (June 2020) 1 • You can drive on a freshly chip-sealed road after it has been swept.
    [Show full text]
  • Environmental, Health, and Safety Guidelines for Toll Roads
    Environmental, Health, and Safety Guidelines TOLL ROADS WORLD BANK GROUP Environmental, Health, and Safety Guidelines for Toll Roads Introduction and other project factors, are taken into account. The applicability of specific technical recommendations should be based on the The Environmental, Health, and Safety (EHS) Guidelines are professional opinion of qualified and experienced persons. When technical reference documents with general and industry-specific host country regulations differ from the levels and measures 1 examples of Good International Industry Practice (GIIP) . When presented in the EHS Guidelines, projects are expected to one or more members of the World Bank Group are involved in a achieve whichever is more stringent. If less stringent levels or project, these EHS Guidelines are applied as required by their measures than those provided in these EHS Guidelines are respective policies and standards. These industry sector EHS appropriate, in view of specific project circumstances, a full and guidelines are designed to be used together with the General detailed justification for any proposed alternatives is needed as EHS Guidelines document, which provides guidance to users on part of the site-specific environmental assessment. This common EHS issues potentially applicable to all industry sectors. justification should demonstrate that the choice for any alternate For complex projects, use of multiple industry-sector guidelines performance levels is protective of human health and the may be necessary. A complete list of industry-sector guidelines environment. can be found at: www.ifc.org/ifcext/enviro.nsf/Content/EnvironmentalGuidelines Applicability The EHS Guidelines contain the performance levels and The EHS Guidelines for Toll Roads include information relevant measures that are generally considered to be achievable in new to construction, operation and maintenance of large, sealed road projects / facilities by existing technology at reasonable costs.
    [Show full text]