Traffic Impact Assessment for Proposed Ammonium Nitrate Emulsion

APPENDIX 7

Traffic Assessment

TRAFFIC IMPACT ASSESSMENT

FOR

PROPOSED AMMONIUM NITRATE EMULSION PRODUCTION FACILITY

ORICA’S TECHNOLOGY CENTRE AT RICHMOND VALE

Ref. 28135r

12 October 2009

Prepared By

TRANSPORT & URBAN PLANNING Traffic Engineering, Transport Planning Road Safety & Project Management Consultants 5/90 Toronto Parade P.O. Box 533 SUTHERLAND NSW 2232 Tel: (02) 9545-1411 Fax: (02) 9545-1556 Email: [email protected]

TRANSPORT AND URBAN PLANNING

EXECUTIVE SUMMARY

This report documents the assessment of the traffic impacts of a proposal to construct and operate an Ammonium Nitrate Emulsion production facility at Orica’s Technology Park at Richmond Vale (near Kurri Kurri). The facility is to replace Orica’s existing plant facility which is located at Liddell.

The production plant, if approved will be constructed in 2010 and will commence production in 2011, at which time it will produce around 125,000 tpa of Ammonium Nitrate Emulsion (ANE). It will reach its maximum figure of 250,000 tpa of ANE in 2023.

The ANE facility will employ an additional 9 persons per day, 7 days per week, who will be split between 3 x eight hour shifts per day.

Orica’s Technology Park at Richmond Vale currently generates an estimated 566 vehicle trips on a weekday including 54 heavy vehicle trips (i.e. 283 vehicles in and 283 vehicles out).

The existing traffic conditions on the road network including at the intersection adjacent the Orica site are accessed to be relatively good with low vehicle delays at the intersections and satisfactory to good traffic conditions in George Booth Drive and John Renshaw Drive. These roads and other roads to be used by vehicles generated by the proposed ANE production plant are State Roads and approved B Double routes.

Current and future projects that will change traffic conditions in George Booth Drive and on the adjacent road network include:

• the F3 Branxton Link which is projected to open in 2013 and which will substantially reduce traffic volumes using George Booth Drive by 92%; and

• the reduction of the daily road haulage requirements associated with Tasman Mine which is projected to decrease from 2011 and cease operation in 2015.

The proposal will incrementally increase the traffic generation of the Orica site between 2011 and 2023 as follows:

• from 70 vehicle trips on a weekday and a maximum of up to 14 vehicle trips in the AM and PM peak hours in 2011;

• to 120 vehicle trips on a weekday and a maximum of up to 22 vehicle trips in the AM and PM peak hours in 2023.

The majority of these additional trips (50 and 100 vehicle trips per day in 2011 and 2023 respectively) will be by heavy vehicles including B double and single tanker vehicles and other vehicles, associated with the delivery of the raw materials to produce the ANE and its distribution after production.

28135es Orica’s Technology Centre, Richmond Vale Executive Summary TRANSPORT AND URBAN PLANNING

Raw material deliveries will be from the Orica facility at Kooragang Island in Newcastle and from Sydney, as well as water deliveries from the local area. The ANE product delivery vehicles will travel between the ANE plant at Richmond Vale from where the ANE product will be distributed to clients predominately in the Hunter Valley.

The principle transport routes for the heavy vehicles will include:

• George Booth Drive (MR527) between John Renshaw Drive (MR588) and Echidna Drive (Orica Entrance);

• John Renshaw Drive (MR588) to and from the east to the F3 and New England Highway (SH 9); and

• Prior to the opening of the F3 link between Seahampton and Branxton in 2013, those trucks travelling between Richmond Vale and clients in the Hunter Valley will use the State Road route which includes John Renshaw Drive / Mulbring Street / Tarro Street / Victoria Street (MR588), Lang Street / Main Road / Cessnock Road (MR195) between George Booth Drive (MR527) and New England Highway (SH9) at Maitland; and

• Following the projected opening of the F3 link in 2013, all deliveries of raw materials to the site and all deliveries of ANE product from the Production Plant at Richmond Vale will use the new F3 link to / from the Buchanan interchange, a short section of John Renshaw Drive (MR588) and George Booth Drive (MR527).

As part of the proposal Orica will introduce a Code of Conduct for Drivers operating heavy vehicles to and from the Richmond Vale Technology Centre.

The assessment of the operational traffic impacts of the proposed ANE facility have been undertaken for 2013, prior to the opening of the F3 Branxton link. At this time the additional traffic is estimated to increase the total weekday volumes in George Booth Drive by around 1.1% and represent an increase of 6.5% - 7.8% to the heavy vehicles using George Booth Drive, which are well within the road capacity of George Booth Drive, which is a State Road and a B Double route. Traffic modelling indicates that the intersection of George Booth Drive/Echidna Drive and George Booth Drive/John Renshaw Drive will continue to operate at a good level of service (Level of Service A or B) during the weekday AM and PM peak hours.

The proposed ANE facility will reach maximum capacity in 2023 at which time it will generate 120 vehicle trips per day and a maximum of 22 vehicle trips in the AM and PM peak hours. At this time other traffic using George Booth Drive will be small in real terms. Traffic volumes south of the Orica Site will be less than 700vpd (vehicles per day) and less than 70vph (vehicles per hour) in the weekday peak hours. North of the Orica Site, George Booth Drive will carry traffic generated by the existing land uses in George Booth Drive including Orica’s existing operation, plus the additional traffic from the proposed ANE plant.

28135es Orica’s Technology Centre, Richmond Vale Executive Summary TRANSPORT AND URBAN PLANNING

Based on the low traffic volumes that will use George Booth Drive following the opening of the F3 Branxton Link, the traffic impacts of the additional traffic generated by the proposal at full production will be negligible and traffic conditions in George Booth Drive will be good.

As part of the F3 Branxton link a new interchange will be constructed at Buchanan which will involve the upgrading of the John Renshaw Drive/George Booth Drive roundabout.

The proposal is not expected to have any negative impacts on road safety in George Booth Drive or elsewhere on the road network. George Booth Drive is a State Road and an approved B double route. The road is constructed to current standards. The section between John Renshaw Drive and the Echidna Drive (Orica Entrance) is suitable for use by articulated vehicles including B doubles, and the existing channelisation at the George Booth Drive / Echidna Drive intersection (Figure 4) is suitable to accommodate an increase in the number of vehicles accessing the Orica site, including heavy vehicles.

The additional traffic associated with the proposed plant is not expected to have any negative impacts on the one (1) school bus that operates in a section of George Booth Drive. Nor will the additional traffic result in an increase in potential conflicts at driveways to local properties, as shoulder sealing is provided in George Booth Drive at driveway locations.

If approved, construction of the proposed plant is expected to occur in 2010. The traffic generation during construction is estimated as a maximum of 106 vehicle trips per day and 40 vehicle trips during the AM and PM peak hours. The majority of the trips will be light vehicles associated with the construction workforce. Heavy vehicles are estimated as 6 vehicle trips per day.

The assessment of the traffic conditions in George Booth Drive and at the adjacent intersections has found that traffic conditions will remain satisfactory to good with the additional construction traffic using the road network.

28135es Orica’s Technology Centre, Richmond Vale Executive Summary TRANSPORT AND URBAN PLANNING

CONTENTS

EXECUTIVE SUMMARY

1.0 INTRODUCTION 1

2.0 ORICA’S EXISTING OPERATION AND PROPOSAL 2 2.1 Orica’s Technology Centre – Existing Situation 2 2.2 The Proposal 2

3.0 EXISTING TRAFFIC CONDITIONS AND FUTURE CONSIDERATIONS 5 3.1 Principle Road Network 5 3.1.1 Principle Roads 5 3.1.2 Standards for Rural Roads 5 3.2 Description of Existing Roads 5 3.2.1 George Booth Drive 5 3.2.2 John Renshaw Drive (MR588) 6 3.2.3 Lang Street / Main Road / Cessnock Road (MR195) 6 3.2.4 Echidna Drive 7 3.2.5 Principal Intersections 7 3.2.6 Other Intersections 8 3.3 Existing Conditions on the Road Network 9 3.3.1 Data Collection 9 3.3.2 Daily Traffic Volumes 9 3.3.3 Peak Hour Traffic Volumes 10 3.4 Road Safety 11 3.5 Bus Routes 12 3.6 Future Considerations 12 3.6.1 F3 Link to Branxton (Hunter Expressway) 12 3.6.2 Tasman Mine 13 3.7 Future Base Traffic Volumes in George Booth Drive, without Orica Proposal 14

4.0 ASSESSMENT OF TRAFFIC IMPACTS 15 4.1 Traffic Impacts During Construction Phase 15 4.2 Traffic Impacts During Operational Phase 18 4.2.1 Traffic Generation 18 4.2.2 Assessment of Operational Traffic Impacts 20 4.3 Road Safety 22 4.4 Potential Interaction with, and Impacts on the School Bus Route 23 4.5 Potential Impacts on Driveway Access 23 4.6 Parking and On Site Operation 23

5.0 CONCLUSIONS 24

REFERENCES 25

Ref: 28135r Orica’s Technology Centre, Richmond Vale Traffic Impact Assessment TRANSPORT AND URBAN PLANNING

ILLUSTRATIONS

Figure 1 Site Figure 2 Principal Transport Routes Figure 3 Immediate Road Network and Traffic Controls Figure 4 Orica’s Existing Site Entrance (George Booth Drive/Echidna Drive) Figure 5 Average Daily Traffic Volumes Figure 6 Weekday AM Peak Hour Traffic Volumes Figure 7 Weekday PM Peak Hour Traffic Volumes Figure 8 F3 Link to Branxton Figure 9 Buchanan Interchange Figure 10 Peak Hour Construction Traffic Volumes in 2010 Figure 11 Peak Hour Operational Traffic Volumes in 2013 prior to opening of F3 Branxton Link Figure 12 Peak Hour Operational Traffic Volumes in 2023 Figure 13 Orica’s Existing Site, Proposed ANE Facility and Access Road

Ref: 28135r Orica’s Technology Centre, Richmond Vale Traffic Impact Assessment TRANSPORT AND URBAN PLANNING Page 1

1.0 INTRODUCTION

Orica is proposing to construct and operate an Ammonium Nitrate Emulsion production facility at its Technology Centre at Richmond Vale (near Kurri Kurri). The facility is to replace Orica’s existing plant facility, which is located at Liddell.

This report has been prepared as part of the Environmental Assessment to assess the traffic impacts associated with the proposal during the operational phase of the plant and during the construction of the plant.

This assessment has been undertaken in accordance with the requirements of the Roads and Traffic Authority’s Guide to Traffic Generating Developments (October 2002).

Other technical standards / publications referenced in this assessment include:

• Roads and Traffic Authority’s Road Design Guide; and • Austroads’ Guide to Traffic Engineering Parts 1-15 (as appropriate). • Department of Planning’s EIS Guidelines – Road and Related Facilities

As part of the preparation of the Traffic Impact Assessment for the proposal, consideration was given to the requirements of the Director General (of the Department of Planning) and the Roads and Traffic Authority and the key issues identified by these authorities. The Director General in a letter dated 20 May 2009 nominated the following issues for traffic;

• Accurate predictions of the traffic likely to be generated by the project; • An assessment of the potential impacts of this traffic on the capacity, efficiency and safety of the surrounding road network; and • Details of proposed site access, internal roads and car parking.

The remaining sections of this report address the following:

• Section 2 provides an overview of the existing operations at Orica and describes the proposal; • Section 3 examines the existing traffic conditions on the road network and future considerations; • Section 4 evaluates the traffic impacts of the proposal in the operational phase, as well as well as during the construction period; • Section 5 provides conclusions and recommendations.

Ref: 28135r Orica’s Technology Centre, Richmond Vale Traffic Impact Assessment TRANSPORT AND URBAN PLANNING Page 2

2.0 ORICA’S EXISTING OPERATION AND PROPOSAL

2.1 Orica’s Technology Centre – Existing Situation

Orica’s existing Technology Centre is located off George Booth Drive at Richmond Vale, near Kurri Kurri. Figure 1 refers.

Vehicle access to the Park is via Echidna Drive, which forms a T junction intersection with George Booth Drive 1.7 kms east of Richmond Vale Road.

The existing Centre employs some 223 people, who mostly work on weekdays between Monday and Friday. In addition, a small number of contractors and visitors (estimated as 10 contractors and up to 25 visitors per day) attend the plant on a daily basis.

Most of the employees, visitors and contractors arrive and depart the site between 7am- 6.00pm on weekdays.

The traffic generation of the existing operation at Orica’s Mining Services Technology Park is estimated to be 566 vehicle trips on a weekday including 54 heavy vehicle movements. This is based on 283 vehicles including 27 heavy vehicles entering the Orica site and 283 vehicles including 27 heavy vehicles exiting the site.

2.2 The Proposal

The proposal is to construct and operate an Ammonium Nitrate Emulsion (ANE) production facility at the centre to produce up to a maximum of 250,000 tpa of ANE by 2023. The ANE plant will employ an additional 9 persons per day, 7 days per week who will be split between 3 eight hour shifts per day.

The proposed ANE facility at Richmond Vale will replace an existing plant operated by Orica, which is located at Liddell.

The proposed facility will commence operations in 2011 at which time it will produce around 125,000 tpa of ANE building up to its maximum production of 250,000 tpa, forecast to occur in approximately 2023.

Table 2.1 shows the production estimates for the proposed ANE facility at several intervals between 2011 and 2023, as well as the projected heavy vehicle movements on weekdays and weekends at these intervals.

In addition to the heavy vehicle numbers shown in Table 2.1, there will be an additional 10 trips per day by employees and visitors in light vehicles, due to the proposal (ie. total of 20 vehicle movements with 10 in / 10 out) from 2011 onwards.

Ref: 28135r Orica’s Technology Centre, Richmond Vale Traffic Impact Assessment TRANSPORT AND URBAN PLANNING Page 3

TABLE 2.1

PROJECTED ANE ANNUAL TONNAGES BETWEEN 2011 AND 2023 AND DAILY TRUCK MOVEMENTS

Heavy Vehicles (Truck Volumes) Tonnage Per Year Weekdays Weekends Annum In Out Total In Out Total 2011 125,000 25 25 50 19 19 38 2013 150,000 30 30 60 23 23 46 2018 200,000 40 40 80 30 30 60 2023 250,000 50 50 100 38 38 76

Currently there are approximately 27 heavy vehicles per day visiting the existing Orica Park at Richmond Vale (i.e. 54 truck movements with 27 in / 27 out).

Under the proposal, the number of heavy vehicles coming to the plant in 2011 will increase by 25 vehicles per day (i.e. 50 truck movements with 25 in / 25 out) on weekdays and 19 vehicles per day on weekends (i.e. 38 truck movements, with 19 in / 19 out). These will be a mixture of articulated (single tanker) and B Double vehicles. The increase in heavy vehicles is associated with the delivery of the raw materials for the manufacture, and the distribution of the ANE.

At the forecast date for maximum production (250,000 tpa) in 2023 the additional number of heavy vehicles coming to the facility will be:

• 50 heavy vehicles per day on weekdays (ie 100 truck movements with 50 in / 50 out) and • 38 heavy vehicles per day on weekends (76 truck movements with 38 in / 38 out).

The principle transport routes for the heavy vehicles are shown on Figure 2 and will include:

• George Booth Drive (MR527) between John Renshaw Drive (MR588) and Echidna Drive (Orica Entrance);

• John Renshaw Drive (MR588) to and from the east to the F3 and New England Highway (SH 9); and

• Prior to the opening of the F3 link between Seahampton and Branxton in 2013, those trucks travelling between Richmond Vale and clients in the Hunter Valley will use the State Road route (and B double route) which includes John Renshaw Drive / Mulbring Street / Tarro Street / Victoria Street (MR588), Lang Street / Main Road / Cessnock Road (MR195) between George Booth Drive (MR527) and New England Highway (SH9) at Maitland.

Ref: 28135r Orica’s Technology Centre, Richmond Vale Traffic Impact Assessment TRANSPORT AND URBAN PLANNING Page 4

Following the projected opening of the F3 link in 2013, all deliveries of raw materials to the site and all deliveries of ANE product from the Production Plant at Richmond Vale will use the new F3 link to / from the Buchanan interchange, a short section of John Renshaw Drive (MR588) and George Booth Drive (MR527).

As part of the proposal Orica will introduce a Code of Conduct for Drivers operating heavy vehicles to and from the Richmond Vale Technology Centre.

Ref: 28135r Orica’s Technology Centre, Richmond Vale Traffic Impact Assessment TRANSPORT AND URBAN PLANNING Page 5

3.0 EXISTING TRAFFIC CONDITIONS AND FUTURE CONSIDERATIONS

3.1 Principle Road Network

3.1.1 Principle Roads

The principal road network that services Orica’s site at Richmond Vale includes:

• George Booth Drive (MR527); • John Renshaw Drive (MR588); Lang Street / Main Road / Cessnock Road (MR195); and • Echidna Drive.

Figure 3 shows the immediate road network and traffic controls adjacent the Orica site.

3.1.2 Standards for Rural Roads

The RTA’s Road Design Guide provides guidance on appropriate standards for two lane rural roads based on AADT volumes. For roads where the AADT is 2000 vpd or greater without any provision for cyclists, the RTA Guide recommends 3.5 metre lane widths (ie 7.0 metre lanes) and shoulder sealing of 1.0 metres each side with a total shoulder width of 2.0 – 3.0 metres.

3.2 Description of Existing Roads

3.2.1 George Booth Drive

George Booth Drive (MR527) links between John Renshaw Drive at Buchanan and the F3 at West Wallsend and is a State Road. The section between John Renshaw Drive and near the Tasman Mine Entrance is an approved B Double route.

George Booth Drive is a 2 lane rural road. The section between John Renshaw Drive and Echidna Drive (Orica’s Entrance) is approximately 4.8km long and provides 2 travel lanes, 3.5 metres wide in each direction with sealed shoulders 1.0-1.5 metres wide. Traffic management includes centre line and edge line markings, guideposts / reflectors and curve warning signs. The speed limit is 80km/h except for a short section of 60km/h near John Renshaw Drive. The condition of the existing traffic management facilities is satisfactory.

This section of George Booth Drive has recently been upgraded and the pavement condition is good. Intersections in this section include:

• John Renshaw Drive; • Richmond Vale Road; and • Echidna Drive (Orica’s entrance)

Ref: 28135r Orica’s Technology Centre, Richmond Vale Traffic Impact Assessment TRANSPORT AND URBAN PLANNING Page 6

George Booth Drive south of Echidna Drive is of a similar standard to the Tasman Mine Entrance, which is located 4.2km south of the Orica Entrance. The road passes through hilly terrain between Echidna Drive and West Wallsend where south facing ramps are provided onto and off the F3 from trips to and from Sydney. George Booth Drive continues on towards Glendale and Cardiff. At West Wallsend, Cameron Park Road provides a link to the Newcastle Link Road.

The section of George Booth Drive between Echidna Drive (Orica’s entrance) and Tasman Mine Entrance has also recently been upgraded with 2 x 3.5 metre wide travel lanes, sealed shoulders 1.0-1.5 metres wide, centre line, edge lines, guideposts / reflectors and curve advisory signs. There is a passing lane northbound and the intersections in this section have auxiliary lanes. The pavement condition is good. Sealed shoulder widening is also provided in George Booth Drive at property driveways to allow through vehicles to pass vehicles turning right into the fronting properties.

The distance between Echidna Drive (Orica’s entrance) and the F3 ramps is approximately 7.4km and the speed limit is predominantly 80km/h except at the township of Seahampton near West Wallsend.

3.2.2 John Renshaw Drive (MR588)

John Renshaw Drive is a State Road and an approved B Double route. The section between George Booth Drive and the F3 is generally constructed as a 2 lane rural road with a high standard of traffic management, including 2 x 3.5 metre wide travel lanes, sealed shoulders, passing lanes, centre line, edge lines and RPM’s, guideposts / reflectors and warning signs. Pavement condition is generally satisfactory and the speed limit is predominantly 100km/h.

The section of John Renshaw Drive between George Booth Drive and Lang Street / Main Road (MR 195) at Kurri Kurri is a mixture of 2 lane rural road and urban arterial multi- lane road construction. A high level of traffic management has been implemented on this section of MR588. In Kurri Kurri, John Renshaw Drive becomes Mulbring Street / Tarro Street and Victoria Street.

The main intersections in the urban area are provided with roundabout control and right turn bays are provided at several other intersections. Street lighting is provided in the urban section of the route.

The speed limit on this section of John Renshaw Drive is a mixture of 90km/h in the rural section and 60km/h in the urban area.

3.2.3 Lang Street / Main Road / Cessnock Road (MR195)

This route passes / links between Kurri Kurri (MR588) and New England Highway SH9 at Maitland and is a State Road and approved B Double route.

The route is predominantly 2 lanes with wider 4 lane sections in several locations. Generally the route is characterised by a high level of traffic management with appropriate intersection treatments at principal intersections along in length. Other improvements include centre line, edge lines, RPM’s, sealed shoulders as well as street lighting in the urban areas and towns.

Ref: 28135r Orica’s Technology Centre, Richmond Vale Traffic Impact Assessment TRANSPORT AND URBAN PLANNING Page 7

The route is approximately 13.0km long between Kurri Kurri and Maitland and the speed limit varies between 60, 70 and 80km/h.

The principal intersections at each end of the route in Kurri Kurri and Maitland are 2 lane roundabout intersections.

3.2.4 Echidna Drive

Echidna Drive is the vehicle access road to Orica’s Technology Centre. Echidna Drive is constructed as a 2 lane rural road and provides 2 x 3.5 metre wide travel lanes.

The gates to the Orica site are located 80 metres from George Booth Drive and the main buildings and parking areas within the site are located approximately 270 – 720 metres from the gates.

3.2.5 Principal Intersections

The principal intersections that provide access to Orica’s site at Richmond Vale include:

• George Booth Drive/ Echidna Drive; and • George Booth Drive / John Renshaw Drive.

A description of these intersections is provided below in accordance with the Roads and Traffic Authority’s Road Design Guide.

George Booth Drive / Echidna Drive

Echidna Drive forms, a T junction intersection with George Booth Drive on its western side. The intersections layout includes:

• An ‘AUR’ auxiliary lane in George Booth Drive for the right turn into Echidna Drive; • An ‘AUL’ auxiliary lane in George Booth Drive (deceleration lane) for the left turn into Echidna Drive and a short acceleration lane in George Booth Drive for the left turn out of Echidna Drive; • Single lane approach in Echidna Drive with suitable radii for the left turns into and out of Echidna Drive and • Intersection warning signs.

Echidna Drive is subject to Give Way control at the intersection.

Sight distance at the intersection is good and exceeds 250 metres to / from the south and 220 metres to / from the north.

The speed limit at the intersection is 80km/h.

Figure 4 shows the existing intersection layout for George Booth Drive and Echidna Drive.

Ref: 28135r Orica’s Technology Centre, Richmond Vale Traffic Impact Assessment TRANSPORT AND URBAN PLANNING Page 8

George Booth Drive / John Renshaw Drive

George Booth Drive forms a T junction intersection with John Renshaw Drive on its southern side.

A 2 lane roundabout is provided at the intersection with 2 lane approaches in John Renshaw Drive and a single lane approach in George Booth Drive. Road marking and sign posting is provided at the intersection including directional signage in accordance with the current RTA and Austroad standards.

The eastbound direction in John Renshaw Drive retains 2 lanes on the departure of the roundabout to east of Buchanan Road. The westbound direction retains one (1) lane on the departure.

3.2.6 Other Intersections

An intersection in George Booth Drive between John Renshaw Drive and Echidna Drive is George Booth Drive/Richmond Vale Road.

Richmond Vale Road forms a T junction intersection with George Booth Drive on a 90º bend. The intersection’s layout includes:

• Giveway/Priority control on Richmond Vale Road; • Single lane ‘BA’ (basic) treatments in both approaches of George Booth Drive together with a painted median to improve the channelization; • Single lane approach in Richmond Park Road; and • Curve warning with 45km/h advisory signs in both approaches to the intersection in George Booth Drive.

Sight distance at the intersection although limited by the alignment in George Booth Drive is adequate for advisory speed signs and the estimated vehicle operating speeds.

The speed limit at the intersection is 80km/h, although as noted above advisory 45km/h speed warning signs are provided in both approaches to the intersection in George Booth Drive.

Ref: 28135r Orica’s Technology Centre, Richmond Vale Traffic Impact Assessment TRANSPORT AND URBAN PLANNING Page 9

3.3 Existing Conditions on the Road Network

3.3.1 Data Collection

Traffic volumes using the road network in and around Orica’s Technology Centre at Richmond Vale were collected as part of this assessment. This included traffic volumes from published reports from other land uses in the area, as well as traffic volumes collected on the road network, as part of this assessment.

Traffic volumes and classification counts were undertaken between 29 November and 6 December in George Booth Drive.

Peak hour intersection counts were also undertaken on Thursday 2 December 2008 at the intersection of

• John Renshaw Drive / George Booth Drive; and • George Booth Drive / Echidna Drive (Orica entrance)

3.3.2 Daily Traffic Volumes

Figure 5 and Table 3.1 show the daily traffic volumes using George Booth Drive broken down into weekday volumes (5 day average) and 7 day average (AADT) traffic volumes.

Reference to Table 3.1 and Figure 5 shows that George Booth Drive between John Renshaw Drive and southeast of Echidna Drive (Orica entrance) carries between 7042 – 7187 vehicles per day (vpd) two way, on a weekday (5 day average) with heavy vehicles (Austroad Class 3-12) comprising 9.2 – 9.9% of total vehicles. Typical 7 day average (AADT) two way traffic volumes are 6491 – 6576 vpd with heavy vehicles comprising 8.0 – 8.6% of total vehicles.

Gorge Booth Drive carries regional traffic between John Renshaw Drive at Buchanan and the F3 at West Wallsend.

Major land uses located along George Booth Drive that generate a proportion of traffic using the road include Orica which generates an estimated 566 vehicle trips on a weekday (283 in / 283 out) and the Tasman Mine which is estimated to generate 230 truck movements (115 truck loads), plus 140 employee / contractor and delivery trips (70 in / 70 out) per weekday¹. Daracon Quarry vehicle entrance is also located in George Booth Drive between the Orica and Tasman Quarry vehicle entrances. No traffic data is available on the Daracon Quarry, however any existing vehicles generated by this quarry using George Booth Drive to John Renshaw Drive would be included in the traffic count volumes shown in Table 3.1 and Figure 5.

¹Newcastle Coal Company. Proposed Tasman Mine. Supplementary Traffic Report.

Ref: 28135r Orica’s Technology Centre, Richmond Vale Traffic Impact Assessment TRANSPORT AND URBAN PLANNING Page 10

TABLE 3.1

TWO WAY DAILY TRAFFIC VOLUMES IN GEORGE BOOTH DRIVE RICHMOND VALE

5 Day Average (weekday) 7 day average (AADT) % of % of Light Heavy Light Heavy Total Heavy Total Heavy Vehicles Vehicles Vehicles Vehicles Vehicles Vehicles Southeast of Echidna Drive (Orica - - 7042 - - - 6543 - entrance) Northwest of Echidna Drive (Orica 6450 655 7105 9.2% 5974 517 6491 8.0% entrance South of John Renshaw Drive 6474 713 7187 9.9% 6012 564 6576 8.6%

Source – Traffic Counts 30 November – 7 December 2008

The latest published RTA traffic volumes for John Renshaw Drive shows that the 2004 AADT volumes for John Renshaw Drive at Buchanan were:

• 11,657 vpd east of George Booth Drive; and • 16,241 vpd west of George Booth Drive

3.3.3 Peak Hour Traffic Volumes

Figures 6 and 7 show the peak hour traffic volumes using the intersections of George Booth Drive / Echidna Drive (Orica entrance) and George Booth Drive / John Renshaw Drive on Thursday 2 December 2008. The peak hours occur at slightly different one hour periods between 7.30am – 8.45am and 4.00pm – 5.30pm at each intersection.

George Booth Drive / Echidna Drive (Orica Entrance)

Reference to Figures 6 and 7 show that George Booth Drive at Echidna Drive carries between 300 – 400 vpd (including vehicles turning at Echidna Drive) in each direction in the AM and PM peak hours.

In the AM peak hour some 99 vph turned into Echidna Drive from George Booth Drive with the higher movement being the left turn from George Booth Drive which accounted for 68 vph. The right turn from George Booth Drive accounted for 31 vph. A total of 5 5vph exited Echidna Drive during this period.

Ref: 28135r Orica’s Technology Centre, Richmond Vale Traffic Impact Assessment TRANSPORT AND URBAN PLANNING Page 11

In the PM peak hour 78 vph exited Echidna Drive with the higher movement being the right turn out of Echidna Drive which accounted for 57 vph and while the left turn accounted for 21 vph. No vehicles turned into Echidna Drive from George Booth Drive in the PM peak hour.

Observations confirm that traffic conditions at the intersection were good with those movements subject to priority control experiencing very minor delays.

George Booth Drive / John Renshaw Drive

Peak hour traffic volumes using John Renshaw Drive (Figures 6 & 7) including turning volumes at George Booth Drive are in the order of 750 vph eastbound and between 485 and 690 vph westbound. The right turn from John Renshaw Drive into George Booth Drive numbers between 239 – 284 vph in the peak hours while the left turn movement from John Renshaw Drive is 70 – 74 vph.

The left turn movement from George Booth Drive into John Renshaw Drive is the major movement in George Booth Drive and is in the order of 229 – 284 vph in the peak hours. The right turn movement out of George Booth Drive is 56 – 68 vph during the peak hours.

Traffic conditions at George Booth Drive / John Renshaw Drive intersection were observed to be satisfactory in the peak hours with relatively minor vehicle delays occurring at the intersection.

3.4 Road Safety

The RTA’s road crash statistics were provided by the RTA for George Booth Drive (including at the principle intersections) for the three year period between 1 January 2005 to 31 December 2007.

There were 39 accidents including 18 injury accidents in George Booth Drive between John Renshaw Drive at Buchanan and the F3 at Seahampton, during the three year period.

Most of the accidents involved cars (32 accidents). Light trucks were involved in 7 accidents and there was one (1) accident involving an articulated vehicle, which also included a light truck. The majority of the accidents (16 accidents including 12 injury accidents) occurred south of Echidna Drive (Orica entrance).

There were 13 accidents including 6 injury accidents in the section of George Booth Drive between Echidna Drive (Orica’s entrance) and John Renshaw Drive including one (1) accident (injury accident) at the intersection of Richmond Vale Road.

There were no accidents at George Booth Drive / Echidna Drive intersection during the three year period.

There were 9 accidents including 6 injury accidents at the intersections of George Booth Drive / John Renshaw Drive. Seven (7) of these accidents were rear end accidents involving vehicles in George Booth Drive.

Ref: 28135r Orica’s Technology Centre, Richmond Vale Traffic Impact Assessment TRANSPORT AND URBAN PLANNING Page 12

A review of the accident data for the three year period does not show any particular pattern to the accidents which could be addressed through any specific remedial treatment.

3.5 Bus Routes

There are no regular bus services using George Booth Drive. Hunter Valley Buses operates in the morning on school days, one school bus service from Number 1395 George Booth Drive which is located approximately 2.0 kilometres south of John Renshaw Drive. This bus route travels north to John Renshaw Drive and then via Buchanan Road to Maitland. In the afternoon the return school bus service travels south via George Booth Drive, turns north into Richmond Vale Road and travels to Shepherd Street and turns around and then travels back to George Booth Drive and north to John Renshaw Drive.

Rover Coaches operates a regular bus route (Route 160) between Cessnock and Newcastle via Kurri Kurri and John Renshaw Drive. This includes 4 – 5 bus services each way on weekdays and two bus services each way on Saturdays.

3.6 Future Considerations

3.6.1 F3 Link to Branxton (Hunter Expressway)

The RTA on behalf of the Australian and New South Wales Government proposes to construct a highway between the F3 Freeway near Seahampton and the New England Highway, west of Branxton. This road will involve 40 kilometres of dual carriageway to expressway / freeway standards with interchanges at the F3 Freeway, Buchanan, Kurri Kurri, Loxford, Allandale and Branxton. Figure 8 shows the proposed alignment of the road. Based on current planning the Hunter Expressway will be opened in 2013.

The proposed interchange at Buchanan (Figure 9) will provide a full interchange for vehicles to enter or exit the expressway for both directions of travel. This will include a dual lane roundabout at the intersection of John Renshaw Drive / George Booth Drive, as well as direct connection from the roundabout to Buchanan Road.

The traffic modelling undertaken for the F3 link to Branxton in the various traffic studies indicate that there will be a significant reduction in traffic using George Booth Drive, after the F3 link is opened. Most if not all of the regional traffic will be removed and the traffic that will continue to use George Booth Drive will generally be local traffic only. Table 3.2 summarises traffic projections for George Booth Drive for future years as sourced from the recent 2008 Lower Hunter Transport Needs Study and information provided by the RTA.

Ref: 28135r Orica’s Technology Centre, Richmond Vale Traffic Impact Assessment TRANSPORT AND URBAN PLANNING Page 13

TABLE 3.2

PROJECTED FUTURE DAILY VOLUMES USING GEORGE BOOTH DRIVE IN 2016, 2026 AND 2031

Base Volumes With F3 Link to (No F3 Link) Branxton 2016 2026 2031 2016 2026 2031 George Booth Drive 8,600 10,200 11,600 700 700 800 (west of F3) Source: Hyder November 2008. Traffic Analysis Lower Hunter Transport Needs Study and RTA

3.6.2 Tasman Mine

Based on information provided in the Supplementary Traffic Report for the Proposed Tasman Mine, the mine is expected to reduce its daily haulage requirements from 2011 onwards and cease operations in 2015.

Table 3.3 shows the predicted haulage requirements for the mine as presented in the above Supplementary Traffic Report. It would be expected that employee trips in light vehicles would also reduce from 2011, as well as the heavy vehicle trips associated with the coal haulage.

TABLE 3.3

DAILY HAULAGE REQUIREMENTS OF TASMAN MINE

Daily Tonnage to be Year of Mine Operation Loads per Day¹ Hauled 1 - 2003 1333 39 (78) 7 - 2009 3900 115 (230) 8 - 2010 3900 115 (230) 9 - 2011 3520 103 (206) 10 - 2012 3120 92 (184) 11 - 2013 2400 71 (142) 12 - 2014 1800 53 (106) ¹(78) Two Way Heavy Vehicle (Truck) Movements

Source: Newcastle Coal Company. September 2002, Supplementary Traffic Report

Ref: 28135r Orica’s Technology Centre, Richmond Vale Traffic Impact Assessment TRANSPORT AND URBAN PLANNING Page 14

3.7 Future Base Traffic Volumes in George Booth Drive, without Orica Proposal

Incremental traffic growth could be expected on George Booth Drive in the next few years up to the opening of the F3 Branxton Link in 2013. After 2013 traffic volumes are expected to decrease substantially and by as much as 92% from their current and future levels, as all of the regional traffic currently using George Booth Drive is expected to transfer to the F3 link road.

Between 1984 and 2004 the AADT volume in George Booth Drive as published in the RTA’s Traffic Volume Data for Hunter and Northern regions increased from 3100 vpd to 4821 vpd. This is an increase of 56% over the 20 year period or 2.8% per year, when averaged over the 20 year period.

To calculate the future base traffic volumes in George Booth Drive up to 2013 due to background growth, average incremental growth of 3% per year has been adopted between 2008 and 2013.

As noted above after 2013 traffic volumes on George Booth Drive will decrease substantially due to the F3 link road with an estimated daily volume of 700 vpd in 2016. In addition based on current approvals, the Tasman Mine is also expected to reduce its traffic generation from 2011 and in 2015 cease operations.

Ref: 28135r Orica’s Technology Centre, Richmond Vale Traffic Impact Assessment TRANSPORT AND URBAN PLANNING Page 15

4.0 ASSESSMENT OF TRAFFIC IMPACTS

4.1 Traffic Impacts During Construction Phase

Construction of the ANE plant facility is expected to commence in 2010 and take twelve months.

Proposed construction hours are twenty four (24) hours, seven (7) days.

The maximum number of construction workers on site during construction period will be fifty (50) workers / contractors per day.

Heavy vehicles delivering materials and equipment to the site will average 2 – 3 per day.

The maximum daily traffic generated during construction will be a total of 106 vehicle movements (ie. 53 vehicles in / 53 vehicles out) consisting of:

• 100 light vehicle movements (50 in / 50 out) • 6 heavy vehicle movements (3 in / 3 out)

The heavy vehicles delivering materials and equipment to the Orica site will arrive and depart from / to the north along John Renshaw Drive. The construction workforce is expected to be evenly split between arrivals and departures from / to the north and south. This results in an additional:

• 56 trips per day to and from the north in George Booth Drive including 6 heavy vehicle movements; • 50 trips per day to and from the south, which will be light vehicles.

Based on the weekday and daily volumes recorded as part of this study and published in Table 3.1 the construction traffic will represent less than a 1% increase in the weekday and daily traffic volumes currently using George Booth Drive, north and south of the Orica site and represents a relatively minor impact.

Ref: 28135r Orica’s Technology Centre, Richmond Vale Traffic Impact Assessment TRANSPORT AND URBAN PLANNING Page 16

For the purpose of assessing the impacts of the construction workforce arriving and departing the Orica site during the weekday AM and PM peak hours, it has been assumed that 80% of the construction workforce will arrive and depart the site in the AM and PM peak hours. Adopting a worst case, it is also assumed that the construction workers will arrive and depart during the peak arrival and departure times of Orica existing workforce. Figure 10 shows the additional construction traffic assigned to the intersections of George Booth Drive / Echidna Drive (Orica entrance) and George Booth Drive / John Renshaw Drive during the weekday AM and PM peak hours, which occurs at slightly different one hour periods between 7.30am – 9.00am and 4.00pm – 5.30pm at each intersection.

To assess the impact of the additional construction traffic on these intersections in the weekday peak hours traffic modelling using the software package SIDRA has been undertaken.

The modelling has been done for the year 2010 assuming 6% growth to the base peak hour volumes shown on Figures 6 and 7 (i.e. 3% per year) as well as with the additional construction traffic shown in Figure 10.

SIDRA assesses the operational performance of intersections under traffic signal, roundabout or sign / priority control. The best criteria for assessing intersections are Level of Service (LS), Degree of Saturation (DS), and Average Vehicle Delay (AVD). Table 4.1 shows the Level of Service Criteria for intersections as reproduced from the RTA’s Guide to Traffic Generating Developments. The desirable design criteria for intersections is a Level of Service C or better (ie A, B or C), which is defined by the Average Vehicle Delay at the intersection.

For intersections controlled by priority or Give Way / Stop sign control, the Level of Service of the intersection is determined by the movement with the highest average vehicle delay and not the average vehicle delay for all vehicles using the intersection.

Ref: 28135r Orica’s Technology Centre, Richmond Vale Traffic Impact Assessment TRANSPORT AND URBAN PLANNING Page 17

TABLE 4.1

LEVEL OF SERVICE CRITERIA FOR INTERSECTIONS Level of Average Delay per Traffic Signals, Give Way & Service Vehicle (secs/veh) Roundabout Stop Signs A <14 Good operation Good operation Good with acceptable delays Acceptable delays & B 15 to 28 & spare capacity spare capacity Satisfactory, but accident C 29 to 42 Satisfactory study required Near capacity & accident D 43 to 56 Operating near capacity study required At capacity; at signals, incidents will cause At capacity, requires E 57 to 70 excessive delays. other control mode Roundabouts require other control mode Source: Table 4.1 RTA Guide to Traffic Generating Developments October 2002

The results of the traffic modelling are shown in Tables 4.2 and 4.3.

Reference to Tables 4.2 and 4.3 shows that both intersections will continues to operate at a satisfactory to good level of service (Level of Service A or B) in both peak hours with low vehicle delays with future background traffic growth as well as the additional construction traffic from the proposal.

TABLE 4.2

SIDRA MODELLING GEORGE BOOTH DRIVE AND ECHIDNA DRIVE (ORICA’S ENTRANCE) 2010 WEEKDAY AM AND PM PEAK HOURS WITH PROPOSAL’S CONSTRUCTION TRAFFIC

AM Peak Hour PM Peak Hour Movement 95% Queue 95% Queue DS AVD LS DS AVD LS Length (m) Length (m) Echidna Drive Left 0.021 16.9 B 1 0.222 13.9 A 8 Right 0.021 16.7 B 1 0.222 13.9 A 8 George Booth Drive (South leg) Left 0.045 10.1 A 0 0.001 10.1 A 0 Through 0.183 0 A 0 0.174 0 A 0 George Booth Drive (North leg) Through 0.157 0 A 0 0.171 0 A 0 Right 0.049 12.2 A 2 0.001 11.3 A 0

All Vehicles 0.183 2.0 B* 2 0.222 2.1 A* 8 *Based on highest average vehicle delay for an individual movement. Where: DS Degree of Saturation AVD Average Vehicle Delay in Seconds LS Level of Service 95%tile Queue Length 95%tile Back of Queue Length in metres

Ref: 28135r Orica’s Technology Centre, Richmond Vale Traffic Impact Assessment TRANSPORT AND URBAN PLANNING Page 18

TABLE 4.3

SIDRA MODELLING GEORGE BOOTH DRIVE AND JOHN RENSHAW DRIVE. 2010 WEEKDAY AM AND PM PEAK HOURS WITH PROPOSAL’S CONSTRUCTION TRAFFIC

AM Peak Hour PM Peak Hour Movement 95% Queue 95% Queue DS AVD LS DS AVD LS Length (m) Length (m) George Booth Drive Left 0.345 9.0 A 24 0.425 10.9 A 32 Right 0.345 14.5 A 24 0.426 16.4 B 32 John Renshaw

Drive (East leg) Left 0.069 8.1 A 4 0.066 8.3 A 4 Right 0.329 6.7 A 22 0.485 7.1 A 36 John Renshaw

Drive (West leg) Left 0.255 5.7 A 17 0.247 5.7 A 17 Right 0.255 11.6 A 17 0.247 11.6 A 17

All Vehicles 0.345 7.9 A 24 0.485 8.4 A 36 Where: DS Degree of Saturation AVD Average Vehicle Delay in Seconds LS Level of Service 95%tile Queue Length 95%tile Back of Queue Length in metres

4.2 Traffic Impacts During Operational Phase

4.2.1 Traffic Generation

The proposed ANE facility if approved will begin operations in 2011 at which time Orica expects that 125,000 tpa will be manufactured at Richmond Vale. The maximum tonnage of 250,000 is not expected to be achieved until 2023 with incremental increases between 2011 and 2023.

The plant will operate 24 hours, 7 days per week. The highest traffic generation will occur on weekdays, as a significant proportion of the raw materials for the ANE production will only be delivered during normal working hours Monday to Friday.

Currently there are some 566 vehicle trips (ie. 283 in / 283 out) generated by the Orica site, including 54 heavy vehicle trips (27 in / 27 out) on a weekday.

Table 4.4 sets out the additional traffic that will be generated on a weekday by the proposed ANE facility at various intervals between 2011 and 2023.

Ref: 28135r Orica’s Technology Centre, Richmond Vale Traffic Impact Assessment TRANSPORT AND URBAN PLANNING Page 19

Reference to Table 4.4 shows that on weekdays the daily traffic generated by the proposal will result in an additional 70 vehicle trips per day in 2011 increasing to 120 vehicle trips per day in 2023. Heavy vehicle trips comprise 50 vehicle trips in 2011 and 100 vehicle trips in 2023 of the total number of trips.

TABLE 4.4

ADDITIONAL WEEKDAY TRAFFIC DUE TO PROPOSED ANE PLANT

Year Light Vehicles Heavy Vehicles Total Vehicles 2011 10 (20) 25 (50) 35 (70) 2013 10 (20) 30 (60) 40 (80) 2018 10 (20) 40 (80) 50 (100) 2023 10 (20) 50 (100) 60 (120) Where 10 - Trips In (20) - Trips In and Out (two way)

During the AM and PM peak hours (which occur between 7.45am – 9.00am and 4.00pm – 5.30pm) it would be expected that there would be a shift change of the ANE plant’s workforce (i.e. 3 workers arrive and 3 workers depart the site as well as up to 15% of the total daily heavy vehicles associated with ANE’s manufacture, also arriving and departing, as a worst case scenario. Orica’s planning indicates that the average hourly heavy vehicle numbers will be approximately half the 15% figure on weekdays. However the higher 15% figure has been adopted as this represents the typical proportion for peak hours of 24 hour (daily) volumes on rural roads.

Table 4.5 sets out the estimated weekday peak hour traffic generation at various intervals between 2011 and 2023 based on the above assumptions.

Reference to Table 4.5 shows that in 2011 the additional peak hour traffic generation due to the proposal will be 14 vehicle trips including 8 heavy vehicle trips which will increase to 22 vehicle trips including 16 heavy vehicle trips by 2023.

TABLE 4.5

ADDITIONAL WEEKDAY AM AND PM PEAK HOUR TRAFFIC DUE TO PROPOSED ANE PLANT

Year Light Vehicles Heavy Vehicles Total Vehicles 2011 3 (6) 4 (8) 7 (14) 2013 3 (6) 5 (10) 8 (16) 2018 3 (6) 6 (13) 9 (18) 2023 3 (6) 8 (16) 11 (22) Where 10 - Trips In (20) - Trips In and Out (two way)

Ref: 28135r Orica’s Technology Centre, Richmond Vale Traffic Impact Assessment TRANSPORT AND URBAN PLANNING Page 20

4.2.2 Assessment of Operational Traffic Impacts

Pre F3 Branxton Link

Prior to the opening of the F3 Branxton Link, the largest operational traffic impacts associated with the proposal will occur in 2013. At this time the ANE facility will generate:

• 80 vehicle trips including 60 heavy vehicle trips on a weekday; and • 14 vehicle trips including 8 heavy vehicle trips in the weekday AM and PM peak periods:

Most of this traffic will arrive and depart the Orica Site from/to the north in George Booth Drive and John Renshaw Drive.

The additional traffic from the proposal represents an increase of 1.3% and 9.3% - 10.7% respectively, to the 2008 total weekday and heavy vehicle volumes using George Booth Drive.

Based on the predicted 2013 traffic volumes (i.e. with 3% annual average background growth) the additional traffic will represent an increase of 1.0% - 1.1% to the total weekday volumes and 6.5% - 7.8% to the heavy vehicles volumes.

The increases represent a small proportion of the existing and future traffic volumes that will use George Booth Drive prior to the opening of the F3 Branxton Link and are well within the road capacity of George Booth Drive, which is a State Road and a B double route.

On the wider road network an additional 6 heavy vehicle movements per hour using John Renshaw Drive to the F3 and Beresfield and 4 heavy vehicle movements per hour using the State Road route to Maitland would not have any noticeable impacts on these roads, or on any of the intersections along these roads.

SIDRA traffic modelling has been used to assess the impacts, during the weekday peak hours of the additional traffic from proposal on the intersections of George Booth Drive / Echidna Drive (Orica Entrance) and George Booth Drive / John Renshaw Drive.

The modelling has been undertaken assuming 15% growth to the base 2008 AM and PM traffic volumes (i.e. 3% per year) shown in Figures 6 and 7, as well as with the additional traffic in Year 2013 from the proposal as shown in Figure 11.

The results of the traffic modelling are shown in Tables 4.6 and 4.7. Reference to Tables 4.6 and 4.7 show that both intersections will continue to operate at a satisfactory to good level of service (Level of Service A or B operation) with acceptable vehicle delays in both peak periods with the future background traffic growth, as well as the additional traffic from the proposal in the operational phase.

Ref: 28135r Orica’s Technology Centre, Richmond Vale Traffic Impact Assessment TRANSPORT AND URBAN PLANNING Page 21

TABLE 4.6

SIDRA MODELLING GEORGE BOOTH DRIVE AND ECHIDNA DRIVE (ORICA’S ENTRANCE) 2013 WEEKDAY AM AND PM PEAK HOURS WITH OPERATIONAL TRAFFIC FROM PROPOSAL

AM Peak Hour PM Peak Hour Movement 95% Queue 95% Queue DS AVD LS DS AVD LS Length (m) Length (m) Echidna Drive Left 0.034 18.4 B 2 0.182 15.6 B 7 Right 0.034 17.2 B 2 0.183 15.0 B 7 George Booth

Drive (South leg) Left 0.036 10.1 A 0 0.002 10.1 A 0 Through 0.198 0 A 0 0.189 0 A 0 George Booth

Drive (North leg) Through 0.169 0 A 0 0.186 0 A 0 Right 0.039 13.1 A 2 0.010 17.3 B 1

All Vehicles 0.198 1.7 B* 2 0.189 1.7 B* 7 *Based on highest average vehicle delay for an individual movement. Where: DS Degree of Saturation AVD Average Vehicle Delay in Seconds LS Level of Service 95%tile Queue Length 95%tile Back of Queue Length in metres

TABLE 4.7

SIDRA MODELLING GEORGE BOOTH DRIVE AND JOHN RENSHAW DRIVE. 2013 WEEKDAY AM AND PM PEAK HOURS WITH OPERATIONAL TRAFFIC FROM PROPOSAL

AM Peak Hour PM Peak Hour Movement 95% Queue 95% Queue DS AVD LS DS AVD LS Length (m) Length (m) George Booth

Drive Left 0.399 9.5 A 29 0.518 14.1 A 46 Right 0.399 14.9 B 29 0.519 19.6 B 46 John Renshaw

Drive (East leg) Left 0.070 8.1 A 4 0.078 8.5 A 5 Through 0.361 6.9 A 25 0.573 7.9 A 47 John Renshaw

Drive (West leg) Left 0.277 5.8 A 19 0.271 5.7 A 19 Through 0.277 11.7 A 19 0.271 11.6 A 19

All Vehicles 0.399 8.1 A 29 0.573 9.2 A 47 Where: DS Degree of Saturation AVD Average Vehicle Delay in Seconds LS Level of Service 95%tile Queue Length 95%tile Back of Queue Length in metres

Ref: 28135r Orica’s Technology Centre, Richmond Vale Traffic Impact Assessment TRANSPORT AND URBAN PLANNING Page 22

With the F3 Branxton Link

Following the opening of the F3 Branxton Link in 2013 the traffic volumes using George Booth Drive are expected to decrease by approximately 92% from their current and future predicted levels, as outlined in Section 3.6.1. The traffic modelling undertaken for the F3 Branxton Link indicates daily traffic volumes of 700vpd in 2016 and 2026, which is representative of local traffic movements only.

The proposed ANE facility will reach maximum capacity in 2023 at which time it will generate 120 vehicle trips per day and a maximum of 22 vehicle trips in the AM and PM peak hours.

However other traffic using George Booth Drive will be small in real terms. Traffic volumes south of the Orica Site will be less than 700vpd (vehicles per day) and estimated to be less than 70vph (vehicles per hour) in the weekday peak hours.

North of the Orica Site, George Booth Drive will carry traffic generated by the existing land uses in George Booth Drive including Orica’s existing operation, plus the additional traffic from the proposed ANE facility.

As noted in Section 3.6.1, the RTA are proposing to upgrade the roundabout intersection at George Booth Drive / John Renshaw Drive as part of the Buchanan Interchange (Figure 8). This intersection will have sufficient capacity to accommodate the additional maximum of 22 vehicles generated by proposal at full production during the weekday AM and PM peak hours. Future conditions at this intersection will remain unchanged with the proposal operating at full production. Figure 12 shows the additional peak hour traffic from the proposal in 2023.

4.3 Road Safety

The proposal is not expected to have any negative impacts on road safety in George Booth Drive or elsewhere on the road network. George Booth Drive is a State Road and an approved B double route. The road is constructed to current standards. The section between John Renshaw Drive and the Echidna Drive (Orica Entrance) is suitable for use by articulated vehicles including B doubles and the existing channelisation of the George Booth Drive / Echidna Drive intersection is suitable to accommodate an increase in the number of vehicles including heavy vehicles turning into and out of the Orica site.

Following the opening of the F3 Branxton Link, the number of accidents currently occurring on the road would be expected to decrease significantly due to the lower traffic volumes using George Booth Drive, resulting in an improvement in road safety.

As previously noted Orica will introduce a Code of Conduct for drivers of heavy vehicles using the Richmond Vale Technology Centre. This will assist in ensuring that

Ref: 28135r Orica’s Technology Centre, Richmond Vale Traffic Impact Assessment TRANSPORT AND URBAN PLANNING Page 23 these drivers act in a responsible manner and that safe driving practices are maintained by these drivers on the adjacent road network.

4.4 Potential Interaction with, and Impacts on the School Bus Route

The proposal will not impact on the existing school bus route which operates in George Booth Drive. As previously noted, the additional traffic volumes generated by the proposal are relatively small and represent an extra 1 vehicle every 4 minutes using George Booth Drive in the hours when the school bus operates in 2013. Following the opening of the F3 Branxton Link in 2013 traffic volumes using George Booth Drive will decrease substantially.

School buses are highly visible when using the road network and the existing and future Orica workforce, including those drivers operating heavy vehicles will be familiar with times in the morning and the afternoon that the school bus uses George Booth Drive.

4.5 Potential Impacts on Driveway Access

Shoulder widening/sealing is already provided at the driveways to properties in George Booth Drive between John Renshaw Drive and Echidna Drive (Orica Entrance).

Therefore the potential impacts of the additional traffic from the proposal on driveway access to properties is considered to be minimal and the existing provisions are considered to be adequate.

The future reduction of traffic in George Booth Drive following the opening of the F3 Branxton Link, will substantially reduce potential conflicts at driveways in George Booth Drive, due to the large reduction in traffic volumes using George Booth Drive.

4.6 Parking and On Site Operation

The layout of Orica’s Technology Centre with the proposed ANE Production Facility is shown on plans prepared by Umwelt. Figure 13 shows a concept layout of the site with the proposed ANE Production Facility. The site and the proposed facility will have sufficient parking to accommodate the additional parking demand associated with the facility (estimated at 6 spaces to accommodate shift change over times and visitors). Access to the proposed facility will be via a new internal road that intersects with Echidna Drive approximately 150 metres from George Booth Drive. The internal road system that will access the proposed facility will be designed to accommodate the articulated vehicles (B double and single trailer vehicles) that will service the ANE Facility and will have areas for the articulated vehicles to pull off and park if the loading area at the facility is occupied by another vehicle.

Ref: 28135r Orica’s Technology Centre, Richmond Vale Traffic Impact Assessment TRANSPORT AND URBAN PLANNING Page 24

5.0 CONCLUSIONS This report documents the assessment of the traffic impacts of a proposal to construct and operate an ammonium nitrate emulsion production plant at Orica’s Mining Services Technology Centre at Richmond Vale (near Kurri Kurri). The plant is to replace Orica’s existing plant facility which is located at Liddell.

The assessment has found that the proposal will incrementally increase the traffic generation of the Orica site between 2011 and 2023 and at maximum production the facility will generate an additional 120 vehicle trips on a weekday and up to a maximum of 22 vehicle trips in the weekday AM and PM peak hours. While a substantial number of these trips will be heavy vehicles, traffic conditions and the road network are expected to remain satisfactory with relatively minor impacts in George Booth Drive and at the principal intersections.

Following the opening of the F3 Branxton link which is projected to occur in 2013, traffic volumes using George Booth Drive will decrease significantly, resulting in only local traffic using George Booth Drive between John Renshaw Drive and Seahampton.

Ref: 28135r Orica’s Technology Centre, Richmond Vale Traffic Impact Assessment TRANSPORT AND URBAN PLANNING Page 25

REFERENCES

• AUSTROADS (1987) – “Guide to Traffic Engineering Practice – Parts 1-15” (as appropriate)

• AUSTROADS (2003) – “Rural Road Design Guide”

• Hyder (November 2008) – “Lower Hunter Transport Needs Study Traffic Analysis – Volume 2, Technical Paper 4”

• Newcastle Coal Company (September 2002) – “Mine Supplementary Traffic Report”

• Planning NSW EIS Guidelines – Roads and Related Facilities

• Roads and Traffic Authority (1999) – “Road Design Guide”

• Roads and Traffic Authority (2002) – “Guide to Traffic Generating Developments – Version 2.2 October 2002”

• Roads and Traffic Authority (March 2007) – “F3 Freeway to Branxton Link – Modification fact sheet March 2007”

Ref: 28135r Orica’s Technology Centre, Richmond Vale Traffic Impact Assessment

ORICA TECHNOLOGY CENTRE

RICHMOND VALE ROAD

TASMAN MINE

Umwelt, 2009

TRANSPORT AND URBAN PLANNING N FIGURE 1 TRAFFIC, TRANSPORT & PROJECT ORICA’S TECHNOLOGY CENTRE, GEORGE BOOTH DR, RICHMOND VALE MANAGEMENT CONSULTANTS

5/90 Toronto Parade, Sutherland NSW 2232 SITE LOCATION

Phone 02 9545 1411 Fax 02 9545 1556 JOB NO. 28135 [email protected] www.transurbanplan.com.au NOT TO SCALE Z E

Loxford Interchange

Kurri Kurri Interchange

Buchanan Interchange

F3 LINK TO BRANXTON (HUNTER EXPRESSWAY)

Newcastle Interchange

TRANSPORT AND URBAN PLANNING LEGEND N FIGURE 2 TRAFFIC, TRANSPORT & PROJECT ORICA’S TECHNOLOGY CENTRE, MANAGEMENT CONSULTANTS TECHNOLOGY CENTRE BOUNDARY GEORGE BOOTH DR, RICHMOND VALE 5/90 Toronto Parade, Sutherland NSW 2232 MAJOR TRANSPORT ROUTES MAJOR TRANSPORT ROUTES Phone 02 9545 1411 Fax 02 9545 1556 MAJOR TRANSPORT ROUTE FROM 2013 JOB NO. 28135 [email protected] www.transurbanplan.com.au NOT TO SCALE

ORICA TECHNOLOGY CENTRE

TRANSPORT AND URBAN PLANNING FIGURE 8 N TRAFFIC, TRANSPORT & PROJECT ORICA’S TECHNOLOGY CENTRE, MANAGEMENT CONSULTANTS GEORGE BOOTH DR, RICHMOND VALE F3 LINK TO BRANXTON 5/90 Toronto Parade, Sutherland NSW 2232

Phone 02 9545 1411 Fax 02 9545 1556 (HUNTER EXPRESSWAY) JOB NO. 28135 [email protected] www.transurbanplan.com.au NOT TO SCALE Z E

TRANSPORT AND URBAN PLANNING N FIGURE 9 TRAFFIC, TRANSPORT & PROJECT ORICA’S TECHNOLOGY CENTRE, MANAGEMENT CONSULTANTS GEORGE BOOTH DR, RICHMOND VALE 5/90 Toronto Parade, Sutherland NSW 2232 BUCHANAN INTERCHANGE Phone 02 9545 1411 Fax 02 9545 1556 JOB NO. 28135 [email protected] www.transurbanplan.com.au NOT TO SCALE

TRANSPORT AND URBAN PLANNING FIGURE 13 TRAFFIC, TRANSPORT & PROJECT ORICA’S TECHNOLOGY CENTRE, MANAGEMENT CONSULTANTS GEORGE BOOTH DR, RICHMOND VALE

5/90 Toronto Parade, Sutherland NSW 2232 ORICA’S EXISTING SITE, PROPOSED ANE Phone 02 9545 1411 Fax 02 9545 1556 PRODUCTION FACILITY AND ACCESS ROAD JOB NO. 28135 [email protected] www.transurbanplan.com.au