Millennium Expansion Project Environmental Impact Statement
CHAPTER 8: TRANSPORT Millennium Expansion Project Transport
TABLE OF CONTENTS
8.0 TRANSPORT ...... 8-1
8.1 EXECUTIVE SUMMARY ...... 8-1 8.1.1 Values ...... 8-1 8.1.2 Issues ...... 8-1 8.1.3 Mitigation Strategies...... 8-1
8.2 INTRODUCTION ...... 8-1
8.3 ENVIRONMENTAL VALUES ...... 8-2
8.4 LEGISLATION AND GUIDANCE ...... 8-2 8.4.1 Information and Communications ...... 8-2 8.4.2 Transport Infrastructure Act 1994 ...... 8-2 8.4.3 Transport Operation (Road Use Management) Act 1995 ...... 8-2 8.4.4 Transport Planning and Coordination Act 1994 ...... 8-3 8.4.5 Guidelines for Assessment of Road Impacts of Developments ...... 8-3
8.5 ROAD ...... 8-3 8.5.1 Existing Road Infrastructure and Transport Movements ...... 8-3 8.5.1.1 State Controlled Roads ...... 8-3 8.5.1.2 Local Roads...... 8-7 8.5.1.3 Private Roads ...... 8-8 8.5.2 Road Transport Generated by the MEP ...... 8-8 8.5.2.1 Summary of Assumptions for Determining MEP Impacts ...... 8-8 8.5.2.2 Heavy Vehicle Movements ...... 8-8 8.5.2.3 BIBO and Light Vehicle Movements ...... 8-13 8.5.3 Potential Impacts ...... 8-15 8.5.3.1 Link Impacts...... 8-15 8.5.3.2 Intersection Impacts ...... 8-16 8.5.3.3 Pavement Impact ...... 8-19 8.5.3.4 Environmental Impacts ...... 8-20 8.5.4 Potential Mitigation Measures ...... 8-20
8.6 RAIL ...... 8-21 8.6.1 Existing Rail Infrastructure and Transport Movements...... 8-21 8.6.1.1 Passenger Rail ...... 8-21 8.6.1.2 Commercial Rail ...... 8-21 8.6.2 Rail Transport Generated by the MEP ...... 8-22 8.6.3 Potential Impacts ...... 8-22 8.6.4 Potential Mitigation Measures ...... 8-22
8.7 AIR ...... 8-23 8.7.1 Existing Infrastructure and Transport Movements ...... 8-23
Millennium Expansion Project Transport
8.7.2 Air Transport Generated by the MEP ...... 8-23 8.7.3 Potential Impacts ...... 8-23 8.7.4 Potential Mitigation Measures ...... 8-23
8.8 SEA ...... 8-24 8.8.1 Existing Infrastructure and Transport Movements ...... 8-24 8.8.2 Sea Transport Generated by the MEP ...... 8-24 8.8.3 Potential Impacts ...... 8-24 8.8.4 Potential Mitigation Measures ...... 8-25
8.9 IMPACTS TO OTHER TRANSPORT NETWORKS ...... 8-25
8.10 CUMULATIVE IMPACTS ...... 8-25
8.11 REFERENCES ...... 8-28
FIGURES
Figure 8-1 Roads Associated With the MEP ...... 8-5 Figure 8-2 Traffic Census Data ...... 8-6 Figure 8-3 Section Breakdown for Road Transport Assessment ...... 8-10 Figure 8-4 MAC Coppabella Accommodation Camp ...... 8-14 Figure 8-5 Millennium Mine Access Rd/Peak Downs Highway-Existing Intersection Layout ...... 8-17 Figure 8-6 Moranbah Access Road/Peak Downs Highway- Existing Intersection Layout8-18 Figure 8-7 Maloney Street/Peak Downs Highway – Existing Intersection Layout ...... 8-19 Figure 8-8 Norwich Park Rail System ...... 8-21 Figure 8-9 Transport Infrastructure ...... 8-27
TABLES
Table 8-1 Peak Downs Highway - Background Traffic Volumes ...... 8-4 Table 8-2 Existing 2008 Equivalent Standard Axles ...... 8-7 Table 8-3 Background Traffic Volumes ...... 8-7 Table 8-4 Millennium-Poitrel Mine Access Road – Employee Requirements ...... 8-8 Table 8-5 Summary of MEP assumptions and road sections ...... 8-9 Table 8-6 Heavy Vehicle Movement Description–MEP ...... 8-11 Table 8-7 Annual Heavy Vehicle Generation...... 8-12 Table 8-8 Equivalent Standard Axles Generation ...... 8-12 Table 8-9 Workforce and Shift Requirements (Averaged) ...... 8-13 Table 8-10 BIBO Trip Generation–Mackay to MAC Coppabella Accomm Camp ...... 8-15 Table 8-11 Employee Daily Trip Generation to and from MEP ...... 8-15
Millennium Expansion Project Transport
Table 8-12 Link Impact Assessment...... 8-16 Table 8-13 Intersection Impact Assessment ...... 8-17 Table 8-14 Cumulative Transport Impacts ...... 8-26
Millennium Expansion Project Transport
8.0 TRANSPORT
8.1 EXECUTIVE SUMMARY 8.1.1 Values The environmental values considered in this transport section include the utilisation of existing transport infrastructure and all subsequent changes to transport infrastructure from the MEP. Traffic and transport values to be enhanced or protected for the MEP are: • minimise delays to transport users associated with the movement of vehicles relating to the MEP; • maximise the safety of associated transport users during the operation of the MEP; and • effectively utilise all existing public transport routes throughout the operation of the MEP. It should be noted that any potential impacts and mitigation discussed in this section relate only to the minor incremental transport changes resulting from the expansion of the current Millennium Mine, not the impacts of the existing operation. 8.1.2 Issues As there are only minor incremental changes to the existing transport routes resulting from the expansion of the current Millennium Mine, no significant issues related to transport have been identified. No existing transport routes or infrastructure will require alteration or upgrade and no new transport routes or infrastructure will be required as a result of the MEP. 8.1.3 Mitigation Strategies Road link, intersection and pavement impacts have all been assessed and show that no mitigation measures are required as a result of the MEP. Air, rail and sea impacts have also been assessed and due to the relatively minor incremental increase of usage of the already existing infrastructure, no mitigation measures are proposed as a result of the MEP.
8.2 INTRODUCTION This section describes the changes to transport use generated by the Millennium Expansion Project (MEP), assesses impacts on the existing transport network and details mitigation strategies where required. The Transport Impact Assessment (TIA) for the construction and operation of the MEP has been completed in accordance with the Guidelines for Assessment of Road Impacts of Development (Department of Transport and Main Roads, 2006a). This has included a description of the existing conditions in the vicinity of the MEP, an assessment of potential traffic and pavement impacts specific to the MEP; and a description of the requirements of the external road network where traffic generated by development activities may result in ‘significant’ impacts.
8-1 Millennium Expansion Project Transport
8.3 ENVIRONMENTAL VALUES The environmental values considered in this transport section include the utilisation of existing transport infrastructure and all subsequent changes to transport infrastructure from the MEP. Potential impacts of transport associated with the amenity, human health and ecological values as a result of dust, noise, vibration and any other environmental impacts are discussed in Chapter 11-Air; Chapter 12-Noise and Vibration and Chapter 16-Health and Safety where required. Impacts on watercourses and overland flows and their interaction with the current and future transport network are discussed in Chapter 10-Water Resources. It should be noted that any potential impacts and mitigation discussed in this section relate only to the minor incremental transport changes resulting from the expansion of the current Millennium Mine, not the impacts of the existing operation. No existing transport routes or infrastructure will require alteration or upgrade and no new transport routes or infrastructure will be required as a result of the MEP.
8.4 LEGISLATION AND GUIDANCE Transport information was gathered from a number of sources to meet requirements of the State legislation and guidelines shown below. All relevant requirements have been considered as part of this EIS. 8.4.1 Information and Communications Relevant technical information has been sourced from the nearby Eaglefield Expansion Project EIS – Road Impact Assessment (Halcrow MWT, 2009) for the portions of that study relevant to the MEP, particularly the Peak Downs Highway. This technical report is included for reference in Appendix F2 (a)-Transport. The Mackay/Whitsunday Region of the Department of Transport and Main Roads (DTMR) provided traffic census and Traffic Analysis Reporting System (TARS) information detailing existing road usage for the Peak Downs Highway and this was the basis for determining potential MEP impacts. This information is also included in the transport technical report along with traffic movement data for the Moranbah Access Road provided by the Isaac Regional Council (IRC) Technical and Civil Services Directorate. 8.4.2 Transport Infrastructure Act 1994 The objectives of this Transport Infrastructure 1994 (TI Act) are to permit and promote integrated planning and management of transport infrastructure. It outlines the various regimes for all modes of transport including air, rail, sea, bus ways and light rail. It is the primary legislation administered by the State Controlled Road (SCR) in that it sets out the powers the DTMR has for managing the State Controlled Road (SCR) network. A permit is required under the TI Act if there is proposed to be interference with a SCR. An assessment of the potential to impact on transport infrastructure is discussed in this chapter. Minor amounts of additional traffic will be generated by the MEP during the construction and operational phases and no interference is proposed to the SCR network. 8.4.3 Transport Operation (Road Use Management) Act 1995 The overall objectives of the Transport Operation (Road Use Management) Act 1995 (TO Act) are to provide for the effective and efficient management of road use in
8-2 Millennium Expansion Project Transport
Queensland and to provide a scheme that will promote the effective and efficient movement of people, goods and services. The Act seeks to contribute to the strategic management of road infrastructure in ways consistent with the TI Act. It also provides mechanisms to improve road safety and the environmental impact of road use in ways that contribute to overall transport effectiveness and efficiency. The potential impacts of the minor increase in traffic on the transport network, as a consequence of the MEP, are discussed further in this section. 8.4.4 Transport Planning and Coordination Act 1994 The objectives of this Transport Planning and Coordination Act 1994 (TPC Act) are to improve the economic, trade and regional development performance of Queensland, and the quality of life of people living in Queensland by achieving overall transport effectiveness and efficiency through strategic planning and management of transport resources. The MEP will achieve the objectives of the TPC Act through effective and efficient transport management, although little impact on traffic and transport networks is anticipated. Further discussion of the potential impacts on the traffic and transport networks is provided in this section. 8.4.5 Guidelines for Assessment of Road Impacts of Developments The purpose of the Guidelines for Assessment of Road Impacts of Development (GARID) (Department of Transport and Main Roads, 2006a) is to assist industry to assess the road impacts of their development proposals. While use of the GARID is not mandatory, they provide the basis for open and expeditious dealings between developers and the DTMR on road issues. The GARID provide developers with clear, open and accountable advice on information that DTMR requires to address road issues, and ensures that a consistent approach is adopted across the range of development projects. The GARID have been utilised throughout the development of this section.
8.5 ROAD 8.5.1 Existing Road Infrastructure and Transport Movements 8.5.1.1 State Controlled Roads The MEP is located on the southern side of the Peak Downs Highway, approximately 22 km east of Moranbah and 16 km south-west of Coppabella (refer to Figure 8-1). Primary access to the MEP is via the privately owned and maintained Millennium- Poitrel Access Road, which connects to the State Controlled Road (SCR) network at the Peak Downs Highway (33A). Peak Downs Highway is identified as two separate portions by the DTMR, with 33A being the section between Clermont and Nebo, and 33B being the section between Nebo and Mackay. The Peak Downs Highway is the predominant road infrastructure in the vicinity of the MEP. The highway is a SCR and is part of Queensland’s Strategic Road Network, connecting Mackay, Nebo, Moranbah and Clermont. It is a sealed, 3.5 m wide lane, single carriageway with occasional passing lanes. The maximum speed limit is 100 km/hr. The Peak Downs Highway generally trends east to west, and connects the Bruce Highway in the east and the Gregory Highway, via the Gregory Development Road, to the west. It allows all multi-combination vehicles including Type 1 Road Trains, 23 m and 25 m B-Doubles from Clermont to the top of Eton Range. From the Eton Range to Mackay, only B Doubles are allowed. The Peak Downs Highway has recently been upgraded to widen an 8.1 km section at Myall Creek. A bypass around Walkerston has been proposed to improve the safety
8-3 Millennium Expansion Project Transport
of the main street of Walkerston, improve the efficiency of Peak Downs Highway and provide a direct connection with the Paget industrial area. Main Roads has finalised the alignment design and is currently seeking funding for construction (Department of Transport and Main Roads, 2010). The existing traffic volumes for the Peak Downs Highway have been provided by DTMR. Figure 8-2 summarises the Traffic Census Data for 2009 [2008 Data] for the IRC, through which the majority of the Peak Downs Highway runs. A summary of the Average Annual Daily Traffic Volumes (AADT) and the percentage of heavy vehicles is provided in Table 8-1. Table 8-1 Peak Downs Highway - Background Traffic Volumes
Road Site No* Description AADT % Heavy Vehicles Bernborough Ave – City 82839 11,150 13 Gates 82838 West of Bernborough Ave 10,360 12 82778 East of BSES 14,170 9 Peak Downs Highway East of Walkerston (Road 33B) 82777 8,910 9 Cemetery 80020 West of Walkerston Township 5,710 11 83159 Weigh in Motion Site, Eton 4,100 16 80009 Retreat Hotel 3,550 16 80147 West of Coppabella 2,810 16 80146 East of Coppabella 2,590 16 80197 East of Bee Creek 3,340 18 Peak Downs Highway 82884 North of Braeside Road 3,330 19 (Road 33A) Peak Downs Highway 150m 150012 2,310 22 west of Isaac River Between Dysart turnoff and 159613 2,340 15 Moranbah Access Road
*Site number is as per TARS data provided in Appendix F2 -Transport.
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LEGEND Peabody Energy Australia Pty Ltd Principal road Road (sealed) Millennium Expansion Project Road (unsealed) Railway Roads Associated with the Project River Population area ( Town 12/10/2010 0 20 40 Datum: GDA94 Projection: MGA55 Kilometres Data Source: Tenement - Minserve. Topography (250k) - Geoscience Australia. Scale: 1:1,000,000 (A4) FIGURE 8-1 S:\Projects\PE001 Millennium Coal EIS\_MapInfo\Workspaces\PE001_M209A.wor MACKAY/ WHITSUNDAY REGION 205 75$)),&&(1686 >'$7$@ Issac Regional Council 236
LEGENDLEGEND AADT Ranges 0 to 500 500 to 1,000 39 (6) 1,000 to 3,000 3,000 to 6,000 5 3 0 6,000 to 10,000 GLENDENGLENDEN 7 10,000 to 20,000 484 (92) 3547 (571) HANNAVILLEHANNAVILLE 20,000 to 200,000 Suttor Developmental ELPHINSTONEELPHINSTONE 88B Road 861 (148) Traffic Survey Site 50 (15) 82A B AADT (AADT Heavy Vehicle) 15 (4) 3 37 (7) 353 (61) 3 492 (56)
NEBONEBO 3332 (524) 532 (69)
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0 25 50 kilometers ÃÃÃÃÃÃÃ0DSÃSURGXFHGÃ$SULOÃ Ã7KHÃ6WDWHÃRIÃ4XHHQVODQGÃ'HSDUWPHQWÃRIÃ0DLQÃ5RDGV 'LVFODLPHU Ã7KHÃPDWHULDOVÃSUHVHQWHGÃLQÃWKLVÃPDSÃDUHÃGLVWULEXWHGÃE\ÃWKHÃ'HSDUWPHQWÃRIÃ0DLQÃ5RDGVÃIRUÃDQGÃRQÃEHKDOIÃRIÃÃWKHÃ6WDWHÃRIÃ4XHHQVODQGÃ Å0DLQÃ5RDGVÅ ÃDVÃDQÃLQIRUPDWLRQÃVRXUFHÃRQO\ÃÃ 0DLQÃ5RDGVÃPDNHVÃQRÃVWDWHPHQWVÃUHSUHVHQWDWLRQVÃRUÃZDUUDQWLHVÃDERXWÃWKHÃDFFXUDF\ÃRUÃFRPSOHWHQHVVÃRIÃDQGÃ\RXÃVKRXOGÃQRWÃUHO\ÃRQÃDQ\ÃLQIRUPDWLRQÃFRQWDLQHGÃLQÃWKLVÃPDSÃÃ0DLQÃ5RDGVÃGLVFODLPVÃ DOOÃUHVSRQVLELOLW\ÃDQGÃDOOÃOLDELOLW\Ã LQFOXGLQJÃZLWKRXWÃOLPLWDWLRQÃOLDELOLW\ÃLQÃQHJOLJHQFH ÃIRUÃDOOÃH[SHQVHVÃORVVHVÃGDPDJHVÃDQGÃFRVWVÃZKLFKÃPLJKWÃEHÃLQFXUUHGÃDVÃDÃUHVXOWÃRIÃWKHÃLQIRUPDWLRQÃFRQWDLQHGÃLQ WKLVÃPDSÃEHLQJÃLQDFFXUDWHÃRUÃLQFRPSOHWHÃLQÃDQ\ÃZD\ Millennium Expansion Project Transport
The Equivalent Standard Axles (ESA) is a standardised way to reference the impact different types of vehicles have on the road pavement. The existing ESA for the Peak Downs Highway have been calculated by DTMR and are presented in Table 8-2. Table 8-2 Existing 2008 Equivalent Standard Axles
Road Site No* Description Annual ESA 82839 Bernborough Ave – City Gates 1,693,020 82838 West of Bernborough Ave 1,452,060 82778 East of BSES 1,489,550 Peak Downs Highway 82777 East of Walkerston Cemetery 936,620 (Road 33B) 80020 West of Walkerston Township 733,620 83159 Weigh in Motion Site, Eton 766,210 80009 Retreat Hotel 663,420 80147 West of Coppabella 525,130 80146 East of Coppabella 484,020 80197 East of Bee Creek 702,200 Peak Downs Highway 82884 North of Braeside Road 738,990 (Road 33A) Peak Downs Highway 150m west 150012 593,580 of Isaac River. Between Dysart turnoff and 159613 409,970 Moranbah Access Road
*Site number is as per TARS data provided in Appendix F2 - Transport.
8.5.1.2 Local Roads The southern portion of the Moranbah Access Road is managed by IRC. MEP workers who choose to live in Moranbah will travel to work along the Moranbah Access Road; turning left onto the Peak Downs Highway and then right onto the Millennium- Poitrel Access Road, and then retrace this path home again at the end of shift. The majority of employees are expected to live in the coastal city of Mackay and utilise the BIBO service. Aside from pavement rehabilitation works, no major upgrade improvements are proposed for the Moranbah Access Road. Advice from IRC has indicated that there are no heavy vehicle restrictions or vulnerable structures for the section of the Moranbah Access Road. The MEP does not propose any heavy vehicle movements on this road. Traffic count data for the Moranbah Access Road was sourced from IRC and is summarised below in Table 8-3. Table 8-3 Background Traffic Volumes
Road Latest Year of Count Chainage AADT % Heavy Vehicles 2007 11.58 3,640 17 Moranbah Access Road 2003 10.29 2,350 13
The majority of the MEP workforce is expected to live in Mackay and travel via BIBO to the MAC Coppabella Accommodation Camp where they will stay while they are on-shift. The MAC Coppabella Accommodation Camp has 1,700 en suited rooms.
8-7 Millennium Expansion Project Transport
Access to the Camp is via a local road branching north from the Peak Downs Highway (MAC Coppabella Camp Access Road). Assuming a scenario that only MAC Coppabella Accommodation Camp guests utilise the intersection; every room is occupied every night; and 70% of guests travel via shuttle buses and 30% via light vehicles, a minimum of 43 buses and 850 light vehicle movements on the MAC Coppabella Camp Access Road will currently occur every day. 8.5.1.3 Private Roads The MEP will be accessed via the existing Millennium-Poitrel Access Road, a privately installed and maintained access road branching to the south of the Peak Downs Highway. The access road is a sealed, 3.5 m wide lane, single carriageway. The maximum speed limit is 80 km/hr. This road is currently used by both Millennium and Poitrel mine employees and delivery vehicles to access the two mines. The employee numbers and approximated heavy vehicle delivery numbers are shown in Table 8-4. Traffic count data for the Millennium-Poitrel Access Road is not currently available but traffic calculations later in the document have been based on the current mine employee numbers and approximate heavy vehicle numbers shown below. Table 8-4 Millennium-Poitrel Mine Access Road – Employee Requirements
Mine Owner Transport Requirements Approximate Current AADT 220 personnel and site visitors 18 Millennium Coal Mine Peabody Heavy vehicle deliveries 5 140 personnel and site visitors 14 Poitrel* BMA Heavy vehicle deliveries 5
Source: Peabody Energy (undated) ; URS (2005). * using same transport assumptions as for Millennium Coal Mine
8.5.2 Road Transport Generated by the MEP 8.5.2.1 Summary of Assumptions for Determining MEP Impacts Based upon the existing road transport information described above and the proposed MEP activities that are described below, Table 8-5 shows a summary of the assumptions used to determine the potential MEP impacts to road transport infrastructure, while Figure 8-3 highlights the different road sections that are being referenced and the type of Project usage for each section. 8.5.2.2 Heavy Vehicle Movements The expected origin of almost all operational transport movements will be Mackay via the Peak Downs Highway. Any equipment or personnel transport movements from Rockhampton via Emerald or Clermont are expected to be insignificant and have therefore not been assessed as part of this document. The Peak Downs Highway is regularly used for the transport of a wide range of mining equipment, including all types of equipment that have been proposed for the MEP. There are no known vulnerable bridges or structures along this route.
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Table 8-5 Summary of MEP assumptions and road sections
Increase Max. Figure 3 Vehicles Current In Road Transport Route Used For Road Sections Utilised MEP Reference Used AADT Use AADT % From Moranbah to Peak Downs Light Section 1 3,640 4 0.11 Highway turnoff vehicles Workers from Moranbah From Moranbah/Peak Downs Highway Light Moranbah - MEP Site travelling to and from site for turnoff to Millennium-Poitrel Access Section 2 2,310 4 0.17 vehicles work each shift Road turnoff From Millennium-Poitrel Access Road Light Section 3 42 4 9.52 turnoff to MEP offices vehicles From MAC Coppabella Shuttle Accommodation Camp to Peak Downs Section 4 893 6 0.67 bus Workers from MAC Coppabella Highway turnoff Accommodation Camp Coppabella - MEP Site From Peak Downs Highway Turnoff to Shuttle travelling to and from work Section 5 2,590 6 0.23 Millennium-Poitrel Access Road turnoff bus each shift From Millennium-Poitrel Access Road Shuttle Section 3 42 6 14.29 turnoff to MEP offices bus Shuttle Workers from Mackay utilising From Mackay to Coppabella turnoff Section 6 2,590 4 0.15 BIBO service - to and from bus Mackay - Coppabella Mackay at the end/start of From Coppabella turnoff to MAC Shuttle Section 4 893 4 0.45 each roster change Coppabella Accommodation Camp bus From Mackay to Millennium-Poitrel Heavy Section 7 2,310 5 0.22 Transport of goods from Access Road turnoff vehicles Mackay to MEP Site and return From Millennium-Poitrel Access Road Heavy trips Section 3 42 5 11.90 turnoff to MEP offices vehicles Mackay - MEP Site From Mackay to Millennium-Poitrel Light Section 7 2,310 1 0.04 Visitors from Mackay to MEP Access Road turnoff vehicles Site From Millennium-Poitrel Access Road Light Section 3 42 1 2.38 turnoff to MEP offices vehicles
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LEGEND LEGEND Peabody Energy Australia Pty Ltd Principal road Section 1 Road (sealed) Section 2 Millennium Expansion Project Road (unsealed) Section 3 Railway Section 4 Section Breakdown for Road Transport Assessment River Section 5 Population area Section 6 ( Town Section 7 12/10/2010 0 20 40 Datum: GDA94 Projection: MGA55 Kilometres Data Source: Image - Google Earth. Tenement - Minserve. Topography (250k) - Geoscience Australia. Scale: 1:1,000,000 (A4) FIGURE 8-3 S:\Projects\PE001 Millennium Coal EIS\_MapInfo\Workspaces\PE001_M210A.wor Millennium Expansion Project Transport
A detailed description of heavy vehicle movements during the MEP operation is presented in Table 8-6. Table 8-6 Heavy Vehicle Movement Description–MEP
Transport Movement Movement Movement Movement Movement Movement Details 1 2 3 4 5 6 Delivery of Delivery of fuel and Delivery of Delivery of Delivery of Haulage Delivery additional other 13 haul three grader/ Description four dozers tyre general trucks excavators water truck requirements supplies Austroads Vehicle Class 10 Class 10 Class 10 Class 10 Class 10 Class 10 Class
Description One x 16M of goods Fuel, 13 x 225 T Three x 500T grader and chemicals, Two x D11 Haul truck mining excavator material to general One x 777F tyres trucks component Two x D10 be supplies water transported truck. Two truck Two truck One truck Quantity of deliveries deliveries delivery 66 tyres every goods to be TBA. Four dozers. per haul per per piece six months transported truck excavator. machinery Origin and Mackay- Mackay- Mackay- Mackay- Destination Mackay-Site Mackay-Site. Site Site Site Site of goods Hazardous Hazardous Oversized Oversized Oversized Oversized Oversized or oversized Duration of 780 per 26 for 2011 Six for 2011 Four for Two for haul 22 per year year only only-. 2011 only-. 2011 only-. movements
Risks and mitigation measures associated with hazardous material movements on public roads as assessed in Chapter 18 – Hazard and Risk. The number of expected annual truck deliveries required for each phase of the operation was calculated based on the heavy vehicle movement descriptions outlined previously and is presented in Table 8-7.
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Table 8-7 Annual Heavy Vehicle Generation
Annual Number of Deliveries Movement Description 2011 2012 2013 2014 2027 Operations Delivery of fuel and other supplies 780 780 780 780 780 Delivery of 3 excavators 6 - - - - Delivery of 13 haul trucks 26 - - - - Delivery of 4 dozers 4 - - - - Delivery of grader/water truck 2 - - - - Delivery of additional tyre requirements 22 22 22 22 22 Total Annual Truck Deliveries 840 802 802 802 802 Total Annual Truck Trip Ends 1,680 1,604 1,604 1,604 1,604 (i.e. Sum of IN:OUT movements) Total Daily Truck Movements 5 5 5 5 5
The equivalent standard axles (ESA) generation for the MEP is detailed in Table 8-8 below. The annual ESAs generated by the proposal are calculated by multiplying the annual truck trip ends (refer Table 8-7 and Table 8-11) with the appropriate ESA conversion factor, detailed as follows: • Vehicle Class 10 (B-Double) o loaded – 6.3; and o unloaded – 0.53. • Vehicle Class 3 (Shuttle Bus; Coach with approximately 55 seating capacity) o loaded – 2.98; and o unloaded – 0.54. For ESA calculations, it is assumed Class 10 vehicles arrive full (loaded) and leave empty (unloaded). Shuttle buses are assumed to be fully loaded in both directions. Table 8-8 Equivalent Standard Axles Generation
Annual ESAs Generated by MEP Movement Description 2011 2012 2013 2014 2027 Operations Delivery of fuel and other supplies 5,120 5,120 5,120 5,120 5,120 Delivery of three excavators 20 - - - - Delivery of 13 haul truck. 89 - - - - Delivery of four dozers 14 - - - - Delivery of grader/water truck 7 - - - - Delivery of additional tyre requirements 75 75 75 75 75 Shuttle Bus to Mackay 1,098 1,098 1,098 1,098 1,098 Total Annual ESAs 6,423 6,293 6,293 6,293 6,293
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8.5.2.3 BIBO and Light Vehicle Movements BIBO arrangements refer to the transport of employees from Mackay to the MAC Coppabella Accommodation Camp at the start and end of their roster rotation. This currently occurs on a four days on, four days off rotation. For ease of calculations, and to provide a conservative assessment, it is assumed that there are two roster changes each week. Shuttle bus movements refer to the transport of employees from the MAC Coppabella Accommodation Camp to and from the mine site at the start and end of each shift. Light vehicle movements refer to the transport of employees based in Moranbah (estimated at 5% of total employees) who travel via their own light vehicles to and from Moranbah at the start and end of each shift. The traffic generation of workforce-related journey to work trips is dependent on a number of factors, these being: • number of staff required for each shift; • number of shifts per day; • mode of travel to work (i.e. shuttle bus or private car trips); and • bus in/bus out rotation. For the purposes of this assessment, Table 8-9 details the assumed workforce requirements and typical shift times that have been considered. Workforce requirements and shift schedules will be the subject of further detailed project planning. Table 8-9 Workforce and Shift Requirements (Averaged)
Operational Parameters Current Operations Proposed Operations Total employee requirements 220 personnel 380 personnel Number of employees per shift: • at peak 140 personnel 200 personnel • on average 100 personnel 160 personnel Number of shifts per day One One Number of roster changes per week Two Two Anticipated shift times 6:00-18:00 6:00-18:00 Residence of employees: • MAC Coppabella Accommodation 95% 95% Camp • Moranbah 5% 5% Mode of travel to work: • MAC Coppabella Accommodation Shuttle Bus Shuttle Bus Camp • Moranbah Private vehicle Private vehicle
Light vehicle traffic generation can be calculated by dividing the personnel requirements for each shift by the vehicle occupancy. For urban areas, vehicle occupancy of 1.2 persons per vehicle is usually considered appropriate and this rate, although somewhat conservative given the established practice of car pooling on mine sites, was applied to trips originating and destined for Moranbah.
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Employees residing within MAC Coppabella Accommodation Camp will be transported to and from work via shuttle bus. The shuttle has been assumed to be of coach size capacity, which can accommodate 55 seated persons. The location plan in Figure 8-4 illustrates that MAC Coppabella Accommodation Camp is located approximately 20 km north east of the MEP. Figure 8-4 MAC Coppabella Accommodation Camp
When considering trip generation for the MEP, the following movements were taken into account: • Operational Period – 1 shift per day (12 hour), therefore: o morning peak period-employee-in movement for day shift; o afternoon peak period-employee-out movement for day shift; and o daily – sum of morning and afternoon peak movements. The trip generating methodology for roster change BIBO trips to and from Mackay is presented in Table 8-10. Details of employee trip generation to and from the MEP are shown in Table 8-11.
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Table 8-10 BIBO Trip Generation–Mackay to MAC Coppabella Accomm Camp
Operational Parameters Current MEP Operations Operations Total employee requirements 220 380 Average employee requirements per shift 100 160 Total Employees travelling from Mackay per shift (95%) via 95 152 BIBO Number of shifts per day 1 1 Roster shift changes per week 2 2 Days of operation - BIBO 2 2 Vehicle occupancy (i.e. No. of seats) 55 55 Number of buses required to transport BIBO personnel per 2 3 roster change Total bus generation for BIBO operation per week 8 12 (i.e. Sum IN:OUT movements) Total Annual Bus Movements – Mackay – Coppabella 485 727
Table 8-11 Employee Daily Trip Generation to and from MEP
Current Route MEP Operations Operations Total Employees travelling from Coppabella (95%) via BIBO: • average operations 95 152 • peak period* 114 182 Total employees travelling from Moranbah (5%) via light vehicles: 5 8 • average operations 6 10 • peak period* Average daily generation: • to/from MAC Coppabella Accommodation Camp 4 (bus) 6 (bus) • to/from Moranbah 6 (light vehicle) 12 (light vehicle) Peak Period daily generation: • to/from MAC Coppabella Accommodation Camp 6 (bus) 8 (bus) • to/from Moranbah 10 (light vehicle) 16 (light vehicle) Total Peak Annual Bus Movements – Coppabella to MEP 2,136 2,848 Total Peak Annual Light Vehicle Movements – Moranbah to 3,560 5,696 MEP
* Nominal 20% increase on average operations
8.5.3 Potential Impacts 8.5.3.1 Link Impacts A link impact assessment was undertaken for predicted increases in traffic for the road section (link) of the Peak Downs Highway from the Moranbah Access road to Mackay for the peak traffic year (2012) in relation to current road movements. The results are presented in Table 8-12.
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Table 8-12 Link Impact Assessment
Current Road Predicted MEP Significant Road Section Movements Road Movements* % Increase Impact (AADT) (AADT) (Yes /No) 82839 11,150 13 0.12 No 82838 10,360 13 0.13 No 82778 14,170 13 0.09 No 82777 8,910 13 0.15 No 80020 5,710 13 0.23 No 83159 4,100 13 0.32 No 80009 3,550 13 0.37 No 80147 2,810 21 0.75 No 80146 2,590 21 0.81 No 80197 3,340 21 0.63 No 82884 3,330 21 0.63 No 150012 2,310 29 1.26 No 159613 2,340 29 1.24 No Moranbah 3,640 16 0.44 No Access Road MAC 893 2 0.22 No Coppabella Camp Access Road Millennium-Poitrel 42 13 30.95 Yes Access Road
* Includes BIBO, Heavy Vehicles, Shuttle Buses and Light Vehicles where appropriate DTMR’s Guidelines for Assessment of Road Impacts of Development define a significant impact on road traffic as being greater than a 5 % increase in daily traffic. The results of the link impact assessment indicate that no traffic increase on any section of the Peak Downs Highway or Moranbah Access Road resulted in an increase of more than 5% due to the MEP. There will be no significant impact on the safety, efficiency and condition of road operations and assets as a result of the MEP. As the Millennium-Poitrel Access Road is privately owned and operated by Peabody, they undertake to maintain the access road to the relevant standards to allow for the increase in road traffic associated with the MEP. 8.5.3.2 Intersection Impacts According to DTMR’s Guidelines for Assessment of Road Impacts of Development, significant intersection impacts are identified when development generated traffic results in increases of greater than 5% of background traffic volumes for any movement. Should such impacts be identified, more detailed intersection analysis is warranted. Intersection impacts were assessed for the three intersections most likely to be affected by the MEP, as shown in Table 8-13.
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Table 8-13 Intersection Impact Assessment
Current Road Predicted MEP Significant Intersection % Difference (+/-) Movements Road Movements Impact (Yes/No) Moranbah Access 3,640 16 0.44 No Road/Peak Downs Highway Millennium Mine Access 42 13 30.95 Yes Road/Peak Downs Highway MAC Coppabella Accommodation 893 2 0.22 No Camp/Peak Downs Highway
Millennium Mine Access Road/Peak Downs Highway Intersection The existing layout for the Millennium Mine Access Road/Peak Downs Highway intersection is indicated in Figure 8-5. Figure 8-5 Millennium Mine Access Rd/Peak Downs Highway-Existing Intersection Layout
The impact assessment results indicate that the MEP is expected to increase background traffic volumes by more than 5%. This is due to the very light background traffic volumes passing through the intersection in the base year, and this is expected to continue well into the future, even with the presence of the proposed MEP. Based on an assessment of the modelling results against Chapter 13 of the Road Planning and Design Manual (RPDM) (DTMR, 2006b), the Millennium Mine Access Road/Peak Downs Highway intersection is expected to operate under uninterrupted
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flow conditions for all future years, up to and including the 10 year design horizon. The manual states that intersections which carry light crossing volumes and operate under un-interrupted flow do not require any flaring on the approaches. Therefore given that the intersection is anticipated to carry very light crossing volumes ‘with’ and ‘without’ the proposed MEP for all design horizons, no remedial works will be required at this intersection. Moranbah Access Road/Peak Downs Highway Intersection The existing layout at the Moranbah Access Road/Peak Downs Highway intersection is shown in Figure 8-6 below. The analysis of ‘with’ and ‘without’ development traffic volumes indicate that an increase in traffic of greater than 5% does not occur for the assessed design horizons. Traffic impacts of the MEP are therefore considered insignificant at this location and remedial works will not be required.
Figure 8-6 Moranbah Access Road/Peak Downs Highway- Existing Intersection Layout
MAC Coppabella Accommodation Camp/Peak Downs Highway
The existing intersection layout at Maloney Street/Peak Downs Highway is shown in Figure 8-7.
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Figure 8-7 Maloney Street/Peak Downs Highway – Existing Intersection Layout
The analysis of ‘with’ and ‘without’ development traffic volumes indicate that an increase in traffic of greater than 5% does not occur for any of the assessed design horizons. Traffic impacts of the MEP are therefore considered insignificant at this location and remedial works will not be required. 8.5.3.3 Pavement Impact Maintenance Contribution Developer payable road maintenance contributions are typically triggered when an increase in background ESAs exceed 5% for any road section at each design year. However, the 5% trigger should be used with discretion as low volume roads may misleadingly report large ‘impacts’ from small increases in heavy vehicle activity. In these cases, consideration needs to be given to the construction design standard of the subject road section, and maintenance contributions need to be negotiated on a case by case basis between the development Proponent and the relevant DTMR district. Background ESA’s are presented in Table 8-2 with predicted MEP-related ESA’s presented in Table 8-8. Based on these figures, the maximum increase in ESA loadings is 1.57%. An increase in ESA loadings of more than 5% does not occur for any of the road sections and therefore no maintenance contribution is required.
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Rehabilitation Contribution The 5% trigger used for maintenance contributions is also applicable to rehabilitation contributions. The trigger is converted to time by assuming that the design life of a pavement section is 20 years. The trigger then becomes 1 year (i.e. 5% of 20 years = 1 year). Impacts are therefore considered insignificant when the reduced life of the pavement as a result of additional development generated traffic is calculated to be less than one year. Based on the very low increase in heavy vehicles already described in detail in this section and that a maximum of 1.57 % was calculated as the increase in ESA for the maintenance contribution, no rehabilitation contribution is expected to be required for the MEP. 8.5.3.4 Environmental Impacts The environmental impacts associated with noise and vibration are expected to be minor given the minor incremental increase of road traffic for all sections of the transport route. There will be no significant change to the visual character of the site as: • no additional intersection works are necessary; • no externally visible haul routes will be required; and • a limited section of highway and short duration of views from moving vehicles on the Peak Downs Highway. The intersection providing the existing access point to the Millennium Coal Mine is able to cater for the additional traffic generated by the MEP. 8.5.4 Potential Mitigation Measures The road impact assessment results for the MEP are summarised below: Link impacts: • no mitigation works will be required. Intersection Impacts: • no mitigation works will be required at the Millennium Mine Access Road/Peak Downs Highway intersection; • no mitigation works will be required at the Moranbah Access Road/Peak Downs Highway intersection; and • no mitigation works will be required at the MAC Coppabella Accommodation Camp/Peak Downs Highway intersection. Pavement impacts: • no pavement impacts are above 5%, therefore no maintenance contributions are required to be negotiated with DTMR; • maintenance contributions will not be required on any council controlled roads; and • rehabilitation contributions will not be required for any SCR or council controlled roads. Results from the road impact assessments undertaken indicate that no mitigation measures will be required as a result of this MEP.
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8.6 RAIL 8.6.1 Existing Rail Infrastructure and Transport Movements 8.6.1.1 Passenger Rail There are no passenger trains currently servicing the Moranbah area and no passenger trains are required for the MEP. 8.6.1.2 Commercial Rail The rail spur servicing the existing mine is connected to the existing Norwich Park branch line take-off from the Goonyella Coal Chain system as shown in Figure 8-8. Figure 8-8 Norwich Park Rail System
Source: Queensland Rail Network (2007).
The Norwich Park branch line currently services the Millennium Mine which has a dedicated rail loop and coal load out facility as part of the Red Hill JV. The rail loop and branch line is connected to the existing Goonyella Coal Chain railway line transporting coal directly to the Dalrymple Bay Coal Terminal (DBCT). The Goonyella system is narrow gauge (1,067 mm) and electrified using 25 kV 50Hz. The Goonyella Coal Chain services 24 mines and currently operates under a demand-pull model, with rail haulages being designated by the ports and the shipping stem. There are currently 240 train movements of coal per year from the Millennium Mine representing an average volume of 1.56 MT of coal transported per year. There is no rail freight of other goods or materials to or from the mine site. Train movements are conducted as required with specific times varying. The type of train engines and coal wagons used are provided by QR, to their standard specifications.
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A number of relevant rail network upgrades are currently under construction and/or investigation including: • To meet the expansion in capacity at the Abbot Point Coal Terminal north of Bowen, QR Network plans to construct rail infrastructure between Goonyella and Abbot Point, referred to as the Northern Missing Link or GAP project. The MEP will deliver coal export capacity to Abbot Point of up to 50 Mtpa by mid 2012. The MEP is presently in the early engineering design phase. • The Dalrymple Bay Coal Terminal Third Loop and Feeder will see the installation of an additional rail loop, extension of two existing loops, extensive civil works, electrification, signalling and telecommunications. The MEP has been approved and was anticipated to be completed in October 2009, although no project completion details have been released to date (QR Network, 2009a). • The Coppabella to Ingsdon Duplication will see duplication of 10.5 km of new track, associated civil works, signalling, telecommunications and electrification. The MEP has been approved and is anticipated to be completed in August 2010 (QR Network, 2009b). 8.6.2 Rail Transport Generated by the MEP The current Norwich Park branch line and Red Hill JV rail loop and loading facility servicing the Millennium Mine will be utilised for the MEP. During peak production of the MEP, movements of coal from the mine will be expected to rise to approximately 368 per year representing a volume of 3.5 Mt/y of product coal based on an average of 9,500 tonnes/train. Train movements will be conducted as required with specific times varying. The type of train engines and coal wagons used are provided by QR to their standard specifications. 8.6.3 Potential Impacts In 2006/2007, the Goonyella System railway transported a total of 88.4 million tonnes of coal (Connell Hatch, 2008) with an average of 44 train movements per day along the Goonyella line, which equates to 16,060 train movements per year. The MEP is predicted to increase train movements from the Millennium Mine by approximately 130 per year, which is a total increase of less than one percent on the Goonyella System. Given that the MEP will increase rail movements by less than one percent, any impacts associated with the MEP are deemed to be minor. Environmental values which could be affected by an increase in rail activity (e.g. dust, noise and vibration) are discussed in the relevant sections of the overarching EIS. 8.6.4 Potential Mitigation Measures No upgrades to rail infrastructure will be required as a result of the MEP. Dust control measures for transport of materials on-site and at the train load-out facility will be maintained as per the current operations. It should also be noted that Peabody is a member of the Queensland Resources Council and is aware of proposed dust control options for coal-train movements currently being discussed for the Bowen Basin region. If and when additional dust control measures are identified for coal-train movements, they will be implemented as required.
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8.7 AIR 8.7.1 Existing Infrastructure and Transport Movements There are three commercial airports in the region with the nearest to the MEP being Moranbah Airport, which is approximately 26 km away. Services at these airports are: • Mackay Airport is serviced by QANTAS, Jetstar and Virgin Blue. Direct flights are available from Brisbane, Townsville and Rockhampton, with flights operating daily; • Emerald Airport is serviced by QANTAS. Direct flights are available from Brisbane. Flights between Brisbane and Emerald operate daily, with a small number of flights doing a second pick-up/drop-off point at Blackwater which typically operate four days a week, and only two days a week for the return journey; and • Moranbah Airport is serviced by QANTAS Link, which recommenced their services to the airport in September 2009 with direct Moranbah-Brisbane flights, as well as by private and charter services. Many properties in the area maintain small private airstrips for agricultural or personal use. These airstrips are privately owned and operated, and will not be utilised on any regular basis by the MEP. 8.7.2 Air Transport Generated by the MEP The MEP is a BIBO operation therefore the air transport generated directly by the MEP is expected to be insignificant. As the Millennium Mine is already operating, there is not expected to be any discernible increase in the number of specialist personnel flying to Mackay to access the mine site other than what already occurs. The indirect impacts resulting from the increase of people employed at the mine and living in Mackay is expected to be minimal. Mackay currently has a population of approximately 116,123 people (Mackay Regional Council, 2010), with the MEP predicting 160 additional employees. Even if this number is multiplied by four (for a typical family) to give an additional 640 people moving to Mackay, this only increases the population by 0.6%. Any incidental air transport movements associated with this population increase is unlikely to be noticeable and should be met by currently provided services. It is not expected that there will be any increase in night arrivals or take offs. 8.7.3 Potential Impacts Given the minor additional passenger demand resulting from the proposed MEP, it is not anticipated that impacts to air transport will be significant and no new airfields or alterations to existing airfields are planned. There are no features of the MEP that could impact on air transport such as tall stacks or flares beneath flight paths, with the nearest commercial airport 26 km from the MEP. The MEP does not trigger any requirements under State Planning Policy 1/02: Development in the Vicinity of Certain Airports and Aviation Facilities. 8.7.4 Potential Mitigation Measures It is not anticipated that any air transport mitigation measures will be required as a result of the MEP.
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8.8 SEA 8.8.1 Existing Infrastructure and Transport Movements The Goonyella Rail System is currently connected to the world’s largest coal export port, which is comprised of two separate coal export terminals. • Dalrymple Bay Coal Terminal (DBCT) – DBCT is leased from the Queensland Government by Prime Infrastructure (the successor company to Babcock and Brown Infrastructure). Initially designed for a throughout capacity of 12.55 Mtpa in 1983, the terminal now has a throughput capacity of 85 Mt/y. DBCT handles product for 16 mines in the Northern Bowen Basin. • Hay Point Services Coal Terminal (HPSCT) – HPSCT is owned and operated by BHP Billiton and Mitsubishi Alliance (BMA). The terminal has a throughput capacity of 44 Mt/y, although there are expansion plans to increase the throughput to 75 Mt/y in a staged approach. HPSCT largely services its seven BMA operated mines in the Bowen Basin. On completion of the proposed Northern Missing Link, a rail linkage will be provided to the Port of Abbott Point. The Abbott Point Coal terminal has a current throughput of 25 Mt/y although plans to increase capacity from between 50-110 Mt/y are detailed on the Abbot Point Coal Terminal website. 8.8.2 Sea Transport Generated by the MEP It is anticipated the MEP will result in an additional volume of 2.0 Mtpa of coal through DBCT. Coal shipping vessels with an average 80,000 tonnes (maximum 220,000 tonnes (DBCT Pty Ltd, 2010a)) capacity are loaded at DBCT, indicating that an approximate 25 additional shipping movements will be required from the port. It is anticipated that the existing coal loading infrastructure and berthing will be utilised. 8.8.3 Potential Impacts There is no known existing commercial water traffic in associated rivers or dams and the MEP does not propose to introduce any water traffic in rivers or dams, therefore there will be no impact on these modes of transport. The additional 25 coal shipments approximated to be required through DBCT represents an increase of approximately 2.4% of the port’s current operations, based on their maximum stated capacity of shipping 85 Mtpa of coal and an average ship volume of 80,000 tonnes. Given the low increase of shipping movements from the MEP, it is not expected to impact on any marine environmental values during standard operations. Risk assessments for Port activities and regulation of the ship movements are the responsibility of DBCT and the vessel owner. Some of DBCT’s standards relating to ship types, movements and management requirements can be found on their website (DBCT Pty Ltd, 2010b) however detailed internal management procedures are not readily available. Given that coal from Millennium Mine is already railed to and shipped from the DBCT and that the increased volume from the MEP is less than 3% of the current capacity, none of the following matters are predicted to be required for the MEP: • new coastal works, such as berth construction or alteration, land reclamation; • any dredging for shipping channels and swing basins; • new or altered stockpile areas; or
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• new or altered infrastructure to handle materials between ships and road or rail transport. Once coal is unloaded and accepted at the coal terminal, direct environmental controls are the responsibility of the terminal manager. The existing DBCT environmental assessments and approvals incorporate controls and mitigation measures up to and including the volume of coal that will be increased as a result of the MEP, therefore no additional dust, noise, lighting or ecological assessments and mitigation measures are required. 8.8.4 Potential Mitigation Measures Peabody has existing contracts in place with DBCT that are sufficient for the MEP and will continue to be utilised as required for ongoing operation of the MEP.
8.9 IMPACTS TO OTHER TRANSPORT NETWORKS The Final Terms of Reference for the MEP include reference to a range of transport networks that have no relevance to the MEP. There are no anticipated impacts to any of the following transport networks: • the pedestrian and cycle network; • public transport routes or existing systems; and/or • any stock routes, above what are already in place. There will be no reduction of transport safety, efficiency or condition of road operations and assets above what is already in place or has been described above.
8.10 CUMULATIVE IMPACTS Additional major operations in the MEP region that have the potential to impact on the transport network include: • Daunia Mine; • Carborough Downs Mine; and • Isaac Plains Mine. Based on publicly available information, these combined operations may see an additional 375 road movements, 1,320 rail movements and 133 ship movements on an annual basis, as shown in Table 8-14 below. Figure 8-9 shows the road, rail, port and airport locations in the MEP region that may be impacted by the cumulative developments.
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Table 8-14 Cumulative Transport Impacts
Mine Road Traffic Rail Traffic Port Traffic Carborough The estimated traffic There will be an increase Subject to shipload size, may Downs Mine movement generation in the number of trains to require approximately 50 for the operational the Dalrymple Bay Coal additional shipping phase is 14 light and Terminal (DBCT) of up to movements on a per annum heavy vehicles approximately 520 rail basis movements per year Isaac Plains The estimated traffic There will be an increase Subject to shipload size, may Coal Mine movement generation in the number of trains to require approximately 40 for the operational the DBCT of up to 400 rail additional shipping phase is 139 light and movements per year movements on a per annum heavy vehicles basis Daunia Coal The estimated traffic There will be an increase Subject to shipload size, may Mine movement generation in the number of trains to require approximately 43 for the operation phase the DBCT of up to 400 rail additional shipping is 222 light and heavy movements per year movements on a per annum vehicles basis
NB: This data is based on predictive production rates sourced from IAS and EIS documentation available for these Projects. The rail and port traffic numbers were calculated based on the additional tonnes of coal per year that these mines will be expected to produce.
On a cumulative basis, these projects may trigger some of the transport infrastructure maintenance negotiation requirements under the relevant guidelines, however Peabody cannot report on the actual transport movements of other projects or negotiate on other Proponent’s behalf. There are no viable processes currently available for one proponent to manage all of these impacts. Local and State government are the only bodies with the capability to accurately identify cumulative impacts and implement appropriate mitigation measures. The MEP encompasses a relatively minor expansion to an existing mining operation, with many of the significant transport impacts normally associated with a new mining project non-existent or insignificant. All necessary transport infrastructure is already in place and operational, only incremental increases in usage are necessary to be assessed for the MEP. The access road that is also used by the Poitrel and Daunia Projects will not require upgrading. Road link, intersection and pavement impacts have all been assessed and show that no mitigation measures are required as a result of the MEP. Air, rail and sea impacts have also been assessed and due to the relatively minor incremental increase of usage of the already existing infrastructure, no mitigation measures are required as a result of the MEP.
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LEGEND Peabody Energy Australia Pty Ltd Principal Road Railway Road (sealed) Millennium Expansion Project Port Road (unsealed) ¿ Airport River Transport Infrasturcture ( Town
25/10/2010 0 15 30 Datum: GDA94 Projection: MGA55 Kilometres Data Source: Tenement - Minserve. Topography (250k) - Geoscience Australia. Scale: 1:750,000 (A4) FIGURE 8-9 S:\Projects\PE001 Millennium Coal EIS\_MapInfo\Workspaces\PE001_M211A.wor Millennium Expansion Project Transport
8.11 REFERENCES Connell Hatch 2008, Interim Report Environmental Evaluation of Fugitive Coal Dust Emissions from Coal Trains Goonyella, Blackwater and Moura Coal Rail Systems Queensland Rail Limited. Dalrymple Bay Coal Terminal Pty Ltd 2010a, What We Do [Online]. Available: http://www.dbct.com.au/whatWeDo.cfm [2010, October 1]. Dalrymple Bay Coal Terminal Pty Ltd 2010b, Shipping [Online]. Available: http://www.dbct.com.au/berthing.cfm [2010, October 1]. Department of Transport and Main Roads 2006a, Guidelines for Assessment of Road Impacts of Development, Queensland Government. Department of Transport and Main Roads 2006b, Road Planning and Design Manual, Queensland Government. Department of Transport and Main Roads 2010, Peak Downs Highway Realignment (Walkerston Bypass) [Online]. Available: http://www.mainroads.qld.gov.au/Projects/By- region.aspx?regionName=MackayWhitsundayRegion [2010, October 1]. Halcrow MWT 2009, Eaglefield Expansion Project EIS – Road Impact Assessment. Mackay Regional Council 2010, Mackay Regional Council Population and Housing Profile [Online]. Available: http://www.mackay.qld.gov.au/_data/assets/pdf_file/0008/88217/Mackay_P opulation_and_Housing_Profile.pdf [2010, October 1]. Peabody Energy, Fact Sheets [Online]. Available: http://www.peabodyenergy.com/Media/publications-factsheets.asp [2010, October 1]. Queensland Rail Network 2007, Goonyella System Information Pack. Queensland Rail Network 2009a, Goonyella System Fact Sheet: Dalrymple Bay Coal Terminal Third Loop and Feeder Station. Queensland Rail Network 2009b, Goonyella System Fact Sheet: Coppabella to Ingsdon Duplication. URS 2005, Initial Advice Statement Goonyella Riverside Coal Mine Expansion Project, Prepared for BM Alliance Operations Pty Ltd.
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