Appendix J Road Transport Assessment

APPENDIX J ROAD TRANSPORT ASSESSMENT

Wilpinjong Extension Project Wilpinjong, NSW Road Transport Assessment

Client // Wilpinjong Coal Pty Ltd Office // NSW Reference // 13S9013100 Date // 27/10/15

Wilpinjong Extension Project

Wilpinjong, NSW

Road Transport Assessment

Issue: A-Dr2 27/10/15

Client: Wilpinjong Coal Pty Ltd Reference: 13S9013100 GTA Consultants Office: NSW

Quality Record Issue Date Description Prepared By Checked By Approved By Signed A-Dr 24/06/15 Draft Penny Dalton A-Dr2 27/10/15 Final Penny Dalton

© GTA Consultants (GTA Consultants (NSW) Pty Ltd) 2015 The information contained in this document is confidential and intended solely for the use of the client for the purpose for which it has been prepared and no representation is made or is to be implied as being made to any third party. Use or copying of this document in Melbourne | Sydney | Brisbane whole or in part without the written permission of GTA Consultants Canberra | Adelaide | Perth constitutes an infringement of copyright. The intellectual property

150928rep 13S9013100 Wilpinjong Extension-b (140829 v1.6) contained in this document remains the property of GTA Consultants. Gold Coast | Townsville

Table of Contents

1. Introduction 1

2. Wilpinjong Coal Mine 4 2.1 Existing Operations 4 2.2 Travel Characteristics 5 2.3 Project Description 6 2.4 Road Transport Aspects and Future Scenarios 8

3. Existing Conditions 10 3.1 Road Network 10 3.2 Traffic Survey Program 11 3.3 Surveyed Traffic Volumes 2015 11 3.4 Baseline Traffic Volumes 2015 12 3.5 Baseline Intersection Volumes 2015 14 3.6 Baseline WCM Traffic Generation 2015 15 3.7 Roadway Capacity and Efficiency 17 3.8 Intersection Operation 19 3.9 Road Safety 20 3.10 Rail Network 27 3.11 Railway Level Crossings 28 3.12 Delays to Road Traffic at Level Crossings 30 3.13 School Buses 31

4. Road Transport Environment Changes 32 4.1 Ulan Road Strategy 32 4.2 Wilpinjong Coal Mine Approval 32 4.3 Ulan Mine Complex 34 4.4 Moolarben Coal Complex 37 4.5 Bylong Coal Project 39 4.6 Cobbora Coal Project 40 4.7 Mt Penny Coal Mine 40 4.8 Bowdens Silver Mine 40 4.9 Background Growth 40 4.10 Future Traffic Volumes 42 4.11 Future Roadway Capacity and Efficiency 43 4.12 Future Intersection Operation 44 4.13 Future Delays to Road Traffic at Railway Level Crossings 45

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5. Project Traffic Generation 47 5.1 Construction Workforce 47 5.2 Construction Deliveries and Visitors 48 5.3 Operational Workforce 49 5.4 Operational Deliveries and Visitors 50 5.5 Total Project Traffic 51

6. Impacts of Project Traffic 54 6.1 Traffic Volumes with Project 54 6.2 Roadway Capacity and Efficiency with Project 54 6.3 Intersection Operation with Project 55 6.4 Project Access 56 6.5 Road Safety Implications of Project 57 6.6 Delays to Road Traffic at Railway Level Crossings 58 6.7 Impacts on School Buses 58 6.8 Impacts During Decommissioning Phase 59 6.9 Mitigation Measures 59

7. Conclusion 60

Attachments A: Traffic Survey Results B: Railway Level Crossing Observations

Figures Figure 1-1: Regional Location and Traffic Survey Locations 2 Figure 2-1: Project General Arrangement and Traffic Survey Locations 7

Tables Table 1.1: Response to SEARs 3 Table 2.1: February and March 2015 Shift Times 4 Table 2.2: Distribution of WCM Traffic on Road System (percent) 6 Table 2.3: Project Workforce 2017 to 2033 9 Table 3.1: Surveyed Average Weekday Traffic 2015 12 Table 3.2: Surveyed Average Weekday Traffic 2012 and 2015 13 Table 3.3: Baseline Average Weekday Traffic 2015 14 Table 3.4: Peak Hour Traffic Volumes by Direction 2012 and 2015 (vehicles/hour) 15 Table 3.5: Average Weekday Vehicle Trips WCM Access Road March 2015 (vehicles/day) 15

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Table 3.6: Average Weekday WCM Trip Generation by Trip Type March 2015 (vehicles/day) 16 Table 3.7: Average Weekday WCM Traffic on the Road Network March 2015 (vehicles/day) 16 Table 3.8: Level of Service Criteria for Two Lane Roads 18 Table 3.9: Existing Midblock Levels of Service 2015 19 Table 3.10: Level of Service Criteria at Priority Intersections 20 Table 3.11: Baseline 2015 Peak Hour Intersection Operating Conditions 20 Table 3.12: Reported General Crash Types on WCM Access Routes (2009 to 2013 inclusive) 21 Table 3.13: Crash Rates on WCM Access Routes 2009-2013 22 Table 3.14: Crash Summary on Ulan-Wollar Road (Ulan Road to Wollar) 2009-2013 22 Table 3.15: Ulan Road (Mudgee to Golden Highway) Crash Summary 2009-2013 24 Table 3.16: Cope Road (Gulgong to Ulan Road) Crash Summary 2009-2013 25 Table 3.17: Wollar Road (Ulan Road to Bylong) Crash Summary 2009-2013 26 Table 3.18: Railway Level Crossings Ulan to Muswellbrook 29 Table 3.19: Peak Hour Probability of Delay to Vehicles at Railway Level Crossings 30 Table 4.1: WCM Existing and Future Workforce Traffic Generation 33 Table 4.2: WCM Existing and Future Visitors and Deliveries Traffic Generation 34 Table 4.3: WCM Existing and Future Traffic on Road Network 34 Table 4.4: Ulan Mine Complex Operational Characteristics 36 Table 4.5: Ulan Mine Complex Existing and Future Traffic on Road Network 36 Table 4.6: Moolarben Coal Complex Changes to Workforce and Traffic Generation from 2015 38 Table 4.7: Moolarben Coal Complex Existing and Future Traffic on Road Network 39 Table 4.8: Contribution of Mines to Average Weekday Traffic 2015 (vehicles/day) 41 Table 4.9: Additional Background Non-Mine Traffic (1.8% per annum) 42 Table 4.10: Existing and Future Traffic on Road Network 43 Table 4.11: Midblock Levels of Service 2017 and 2024 44 Table 4.12: Future Peak Hour Intersection Operating Conditions 45 Table 4.13: Future Peak Hour Probability of Delay to Vehicles at Railway Level Crossings 45 Table 5.1: Construction Workforce Traffic Generation 2017 and 2024 48 Table 5.2: Construction Visitor Traffic Generation 2017 and 2024 48 Table 5.3: Construction Delivery Traffic Generation 2017 and 2024 49 Table 5.4: Existing and Future Operational Workforce Traffic Generation 50 Table 5.5: Operational Visitors Traffic Generation with Project 51 Table 5.6: Operational Deliveries Traffic Generation with Project 51 Table 5.7: Summary of WCM Characteristics With and Without Project 52 Table 5.8: Total WCM Traffic Generation with Project 52

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Table 5.9: WCM Traffic on Road Network with Project 53 Table 6.1: Existing and Future Traffic on Road Network with Project 54 Table 6.2: Midblock Levels of Service 2017 and 2024 with Project 55 Table 6.3: Future Peak Hour Intersection Operating Conditions with Project 56 Table 6.4: Forecast Volumes on Project Access Roads 56 Table 6.5: Future Peak Hour Probability of Delay to Vehicles at Railway Level Crossings with Project 58

References ARRB Group Ltd (2011a) Ulan Road Strategy. ARRB Group Ltd (2011b) Road Safety Risk Reporter 15: Safety on rural roads: run-off-road, head-on and intersection crashes. Australian Rail Track Corporation (2015a) 2015-2024 Hunter Valley Corridor Capacity Strategy. Australian Rail Track Corporation (2015b) Master Train Plan. Austroads (2010) Guide to Road Design Part 4A: Unisgnalised and Signalised Intersections.

Austroads (2013) Guide to Traffic Management Part 3: Traffic Studies and Analysis.

Austroads (2015) Road Fatalities and Serious Injuries in Australia and New Zealand 2001-2010.

Bylong Coal Project (2015) Website: http://www.bylongproject.com.au/ Date Accessed: July 2015).

EMM (2013) Response to Recommendations of the Planning Assessment Commission Review Incorporating a Revised Preferred Project Report.

GTA Consultants (2013) Wilpinjong Coal Mine Modification Road Transport Assessment.

GTA Consultants (2015) Moolarben Coal Complex UGI Optimisation Modification Road Transport Assessment.

Hanson Bailey (2014) Bylong Coal Project Background Document.

Roads and Traffic Authority (2002) Guide to Traffic Generating Developments.

Roads and Traffic Authority (2004) Road Environment Safety Update 22: Rural Road Crash Rates by Road Stereotype.

SKM (2006) Moolarben Coal Project Traffic Impact, Road Safety and Railway Level Crossing Assessment.

SKM (2008) Moolarben Coal Project Stage 2 Traffic Impact Assessment.

Transport & Urban Planning (2009) Traffic and Transport Impact Assessment for The Ulan Coal Continued Operations Project.

Transportation Research Board (2010) Highway Capacity Manual.

Umwelt (2015) Ulan West Modification Environmental Assessment.

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1. Introduction

This report has been prepared on behalf of Wilpinjong Coal Pty Ltd (WCPL), a wholly owned subsidiary of Peabody Energy Australia (Peabody) to present the results of an assessment of the road transport implications of a proposal to extend the open cut operations at the Wilpinjong Coal Mine (WCM) for an additional operational life of approximately seven years. WCM is an open cut coal mining operation located approximately 40 kilometres (km) north-east of Mudgee in central New South Wales (NSW) (Figure 1-1).

The Wilpinjong Extension Project (the Project) would involve extension to existing open cut pits, development of a new open cut pit, continued extraction of run-of-mine (ROM) coal, continued use of the WCM Coal Handling and Preparation Plant (CHPP) and general coal handling and rail loading facilities and other existing and approved supporting mine infrastructure.

This study has been undertaken with reference to the road transport components of the Secretary’s Environmental Assessment Requirements (SEARs). The SEARs refer to guidelines which may be relevant to the assessment, including the Roads and Maritime Services (RMS, formerly Roads and Traffic Authority [RTA]) Guide to Traffic Generating Developments (RTA, 2002), Road Design Guide (RMS) and relevant Australian Standards. Road agencies around Australia, including RMS, have agreed to adopt the Austroads guides (in place of the Road Design Guide in the case of NSW). The Austroads guides and the Australian Standards referenced in them are now the primary technical references for use within RMS. The Austroads Guide to Road Design set and the accompanying RMS Supplements are therefore the relevant reference rather than the Road Design Guide referred to in the SEARs. Table 1.1 provides an indication of where the SEARs are addressed in this report.

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 1 Wilpinjong Extension Project, Wilpinjong, NSW !

# GOLDEN HIGHWAY ! GOLDEN WARRUMBUNGLE INSET RIVER Black ! 5 #Hill RIVER SHIRE COUNCIL GOULBURN Durridgere Road Turill ! HIGHWAY State Conservation Area Road # Wollar Cockabutta Durridgere Ulan Hill Road State Conservation Area Ulan #Summer ! Ulan Main Street Hill 4 Ulan ! GULGONG RAILWAY Cope Road KRUI Comiala Flat SANDY HOLLOW ! GOULBURN 6 ! # Ulan Road Box Hill ! ! RIVER The Hulks Ulan Mine 3 0 500 m Complex B Refer Inset Creek Wilpinjong Cope Road Cope ! ! 8 Ulan State Forest ! Ulan-Wollar Road Goulburn River Cope ! 5 ! 3 ! Ulan National Park Goulburn River WALLERAWANG State Forest 6 4 Road Wollar Wilpinjong National Park 8a Coal Mine #Round Top ! Creek Cope B 7 Creek # UPPER HUNTER Cope Mountain ! Wilpinjong Lees State Forest ! SANDY Wollar Pinch Moolarben Coal ! SANDY HOLLOW GULGONG RAILWAY Moolarben SHIRE COUNCIL ! 10 Complex 11 Road # 9 RIVER GULGONG RAILWAY Dexter GOULBURN HOLLOW Cooyal GULGONG Mountain Wollar ! # # Meads Crossing Henry ! ! Magazine Mount Flirtation Lawson Wollar Hill GWABEGAR Creek # Hill Cooks Gap ! 12 Road Misery

Drive Wollar Road

HIGHWAY

Home Rule # Creek ! Munghorn Gap Mount# Way # Creek Betealween Barigan Ulan Ulan Road Nature Reserve Penny Mountain BYLONG! RIVER Bylong

Cumbo Creek Bylong #Magpie Road State Forest Barigan # Hill ! Garrison Hill RAILWAY CASTLEREAGH B Cooyal SANDY HOLLOW GULGONG RAILWAY # Bylong Valley Box Hill Bylong Coal # Mount Wollar Road Project Galambine Drive # Creek # Wollar Road Tal Tal Lowes Stony Mountain Peak MID-WESTERN Bald# Botobolar GROWEE Hill Creek REGIONAL COUNCIL #Oaky # ! Road Red Hill Lawson 2 Mountain ! Budgee Budgee # # Mudgee #Porcupine # #Big # Box Hill Mountain Mountain #Mount Red Hill Oakys #Round Stormy # Hill # Bald Hill Mount Henry #Mount # Buckaroo #Davids 1 Bara ! Bombira Hill Lue Mountain MUDGEE Bowdens # Lawsons Flirtation Silver Project Wollemi Mount# Mount Hill # WALLERAWANG B National Park Misery # Frome Road #Jimmy Jimmy Colliers Creek # Growee # Hawkins Mountain # Avisford Hill Mountain Oz Mountain # Nature Reserve GWABEGAR Pinnacle CASTLEREAGH #Mount #Lion RIVER Cannibal Way Goat CUDGEGONG Knowles Mountain Hill ! # Mountain Lue Elephant # RAILWAY Mountain Avisford HIGHWAY Nature Reserve Lue Mount # # #Bald Graham RIVER Road Mountain Tongbong ± Sailors Peak 0 10 # Bylong Valley # #Mount Mountain # Margaret # Rumkers Oak Hill Peak # Kilometres # Monkey Taylors Lake Dungeree MGA 94 ZONE 55 Mt Echoe # Windamere # Spring Dairy WIL-12-12_WEP_EIS_RTA_201E State Forest # ## #Hill Hill Mountain Mountain Coxs Crown # # # # LEGEND Mining Lease Boundary Mining Lease Application Boundary Local Government Boundary NSW State Forest National Park, Nature Reserve or State Conservation Area B Mining Operation Traffic Count Location WILPINJONG EXTENSION PROJECT

Source: WCPL (2015); NSW Land & Property Information (2015); Regional Location and NSW Dept of Industry (2015); Geoscience Australia (2011) Traffic Survey Locations

Figure 1-1

Table 1.1: Response to SEARs Report Section Requirement/Agency Comments Reference SEARs An assessment of the likely transport impacts of the development on the capacity, condition, safety and efficiency of the local and State road and rail network, having regard to the RMS’s Section 6 and Mid-Western Regional Council’s requirements Roads and Maritime Services (RMS) Comments Hours and days of construction and operation for each stage of the project and how proposed operations will interact with other road users including all modes and local, regional and mine Sections 5 and 6 related traffic. Road and rail transport volumes and types broken down into origin and destination, travel routes and peak hours for the construction, operation and decommissioning of the project. The study shall provide details of projected transport operations including volumes of traffic and Sections 5 and 6 tonnage to be transported. Volumes should also include mine input related traffic generation (e.g. fuel deliveries, potable water deliveries, maintenance, services) and impacts of mine related traffic generation on public roads. An assessment of cumulative impacts during construction and operation of the project. In particular, the cumulative impacts of project related traffic and traffic generated by existing Sections 4 and 6 operations at Wilpinjong, Moolarben and Ulan Coal Mines and background regional and local traffic. Any over size and over mass vehicles and loads expected for the construction, operation and decommissioning of the project. The shortest and least trafficked route should be given priority Sections 5 and 6 for the movement of construction materials and machinery to minimise the risk and impact to other motorists so far as is reasonably practicable. Temporary and permanent staff numbers (including employees and contractors) and staff parking arrangements during construction, operation and decommissioning of the project. Sections 5 and Modes and volumes of transportation of mining staff (including contractors) to and from the 6.8 site, details of measures proposed to minimise staff commuter traffic on the local and classified road network and measures to improve commuter safety shall also be included.

The impact of generated traffic and measures employed to ensure efficiency and safety on the Section 6 public road network during construction, operation and decommissioning of the project.

Any mitigating measures required to address expected traffic generation. Section 6.9 Proposed access treatments shall be identified and be in accordance with Austroads Guide to Section 1 Road Design and Roads and Maritime Supplements including safe intersection sight distance. Details of road and electrical infrastructure realignments and confirmation that new work will Section 6.9 achieve minimum vertical and horizontal clearances.

Preliminary information states that the applicant will be seeking removal of annual limits of coal transportation by rail and instead request a daily maximum limit consistent with existing operations (maximum 10/average of 6 trains per day). Roads and Maritime assumes that this will allow for an increase in annual train movements to and (from) the site. The applicant needs Section 6.6 to clarify their reasoning for this request and, should Roads and Maritime’s assumption be correct, provide an assessment of the impact of additional train movements on the local and classified road network including expected additional delays to road traffic.

Mid-Western Regional Council (MWRC) Comments Council requests that a detailed analysis should be carried out on the impact of all traffic movements (type and frequency) that are anticipated both during the construction phase of Sections 5 and 6 the extension and the ongoing operation of the mine. This should include commuter traffic and transport of equipment and materials. A road dilapidation report should also be prepared assessing the condition of the road prior to the commencement of construction and again after extension works are completed. Council will also be seeking assurances that any damage to the road caused as a result of increased N/A vehicle movements associated with the construction and operation of the mine will be funded by the developer and not Council. In addition, an assessment should be undertaken on the potential impact on the road network Sections 5 and 6 including increased traffic on Ulan Road. Any relocated/reconstructed sections of Ulan-Wollar Road should be required to be sealed and Section 6.9 constructed to the relevant AustRoads Standards.

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2. Wilpinjong Coal Mine

2.1 Existing Operations

WCM is an open cut coal mining operation located approximately 40 km north-east of Mudgee in central NSW. WCM is approved to produce a maximum of 16 million tonnes per annum (Mtpa) of ROM coal, and to transport a maximum of 12.5 Mtpa of product coal by rail to domestic customers for use in electricity generation and to port for export. The mine generates road traffic on the public road system as a result of the movement of employees (including contractors) and consumables/deliveries. Primary vehicular access to the WCM is via a sealed access road from Ulan-Wollar Road. Public road access is also available to the proposed Pit 8 area via Slate Gully Road. There are a number of ancillary site accesses from Ulan-Wollar Road and Wollar Road, which are used for environmental monitoring, general land management, exploration activities, local limited deliveries and other ancillary activities. The WCM operates 24 hours per day, seven days per week.

ROM coal is transported by haul trucks along internal haul roads. Product coal is loaded onto trains 24 hours per day, seven days per week. On average, six trains are loaded per day, with a maximum of 10 trains per day during peak coal transport periods. Coal is railed east via the Sandy Hollow Gulgong Railway to domestic power generation customers and the Port of Newcastle for export.

The approved operational workforce at WCM comprises some 550 people, being a mix of both employees and contractors, however, the current workforce at the WCM is approximately 476 people. The typical working hours operated at WCM vary based on market conditions and between job types, and shifts at the time of the surveys in February and March 20151 are presented in Table 2.1.

Table 2.1: February and March 2015 Shift Times Nominal Shift Start Nominal Shift Finish Production Day 6.30am 7:00pm Production Night 6.30pm 5.00am 6.30am 4.00pm Administration 8.00am 5.30pm Contractors 6.30am 5.00pm

Review of records of people arriving and departing the WCM over the period from 25 February to 12 March 2015 indicates that on the average weekday, the number of people present on site each day is:

 145 contractors;

 223 employees; and

 28 visitors.

On the average weekday during the period from 25 February to 12 March 2015, 368 workers were present of the total workforce of 476 workers, or approximately 77 percent. The workforce was made up of approximately 39 percent contractors and 61 percent employees.

1 Shifts were updated later in 2015 in consultation with the Department of Planning & Environment. References to current shifts in this report refer to the shift times as at February/March 2015.

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The approved WCM includes the relocation of Ulan-Wollar Road in both the east and west of the mine and the relocation of two associated road/rail level crossings.

The approved WCM also includes the operation of a new light vehicle servicing workshop at an existing farm shed located in the north of the Project area, which is not constructed, however would occasionally be used once constructed.

2.2 Travel Characteristics

As part of the Modification 5 assessment, GTA Consultants (2013) examined a number of aspects of the travel characteristics of the WCM, many of which are considered to remain relevant to the current and future operating conditions. The key findings regarding the routes used by traffic travelling to and from the WCM are summarised below. Internal and Multipurpose Trips The results of an Origin-Destination (O-D) survey conducted in 2012 as part of the assessment of the Modification 5 (GTA Consultants, 2013) found that a small number of the vehicles on the WCM Access Road were “internal” to WCM activity, being attributable to:

 employee and contractor trips between alternative entrances to the WCM and WCM-owned lands, including a temporary WCM build site activity on Ulan-Wollar Road at the time of the surveys; and

 smokers exiting the site to smoke, then returning to the site.

Review of WCM gate records and discussion with WCPL suggested that over the average weekday, these internal trips accounted for some 3.8 percent of the daily total vehicle trips, with slightly more than half of these travelling to and from the west of the WCM Access Road, due to the temporary build site which was operating at the time of the O-D survey. The temporary build site located west of the WCM Access Road has ceased operating. The number and distribution of internal trips is therefore expected to have reduced since 2012.

A small number of the trips on the WCM Access Road had an origin or destination at one of the other local mines, which is attributable to visitors, deliveries and contractors operating at more than one of the mine sites in a day. Over the average weekday in 2012, multipurpose trips accounted for some 7 percent of daily total vehicle trips. The multipurpose trips were made up of 12 percent visitors, 85 percent contractors, and 3 percent deliveries. Approach and Departure Routes The distribution of visitor and delivery vehicles on the external road system was determined by reference to the sources of deliveries, with the following results:

 89% to/from Mudgee, using Ulan Road and Ulan-Wollar Road;

 9% to/from Newcastle, using Golden Highway and Ulan-Wollar Road; and

 2% to/from Orange, using Mitchell Highway to Wellington and Gulgong, then Cope Road to Ulan-Wollar Road.

Taking into account the results of the O-D survey conducted in 2012, the overall distribution of those vehicles which travel directly to and from the WCM at the surveyed locations is presented in Table 2.2.

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Table 2.2: Distribution of WCM Traffic on Road System (percent)

SiteA Survey Location Workforce Deliveries and Visitors Ulan Road 1 43.4 89.0 north of Hollyoak Bridge Ulan Road 2 43.4 89.0 south of Wollar Road Ulan Road 3 56.6 89.0 south of Cope Road Ulan Road 4 79.5 91.0 south of Ulan-Wollar Road Ulan Road 5 9.3 9.0 north of Ulan-Wollar Road Cope Road 6 22.8 2.0 west of Ulan Road Ulan-Wollar Road 7 88.8 100.0 west of WCM Access Road Ulan-Wollar Road 8 88.8 100.0 east of Moolarben Coal Complex Access Road Ulan-Wollar Road 9 11.2 0.0 east of WCM Access Road Ulan-Wollar Road 10 11.2 0.0 east of Slate Gully Road WCM Access Road 11 100.0 100.0 south of Ulan-Wollar Road Wollar-Bylong Road 12 3.7 0.0 east of Wollar Road A Refer to Figure 1-1 and Figure 2-1 for locations. Percentages are for direct travel to/from WCM Access Road 6.00am to 6.00pm. Employees and Contractors Analysis of gate records at WCM in 2012 suggested that employees and contractors travelled with an average of 1.1 persons per vehicle. Approximately 84 percent of contractors travelled in light vehicles, and 16 percent travelled in small heavy vehicles such as two-axle and three-axle trucks. Employees travelled in light vehicles only.

2.3 Project Description

The general arrangement of the Project would utilise the existing infrastructure and service facilities at WCM.

The main activities associated with the development of the Project would include (Figure 2-1):

 open cut mining of ROM coal from the Ulan Coal Seam and Moolarben Coal Member in Mining Lease (ML) 1573 and in new Mining Lease Application (MLA) areas in Exploration Licence (EL) 6169 and EL 7091;

 approximately 800 hectares (ha) of open cut extensions, including:

− approximately 500 ha of incremental extensions to the existing open cut pits in areas of ML 1573 and EL 6169; and − development of a new open cut pit of approximately 300 ha in EL 7091 (Pit 8);

 continued production of up to 16 Mtpa of ROM coal;

 continued use of the approved WCM CHPP and general coal handling and rail loading facilities and other existing and approved supporting mine infrastructure;

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 6 Wilpinjong Extension Project, Wilpinjong, NSW 775000 770000 LEGEND Moolarben Coal Complex Stage 2 v v Mining Lease Boundary Road and ETL Realignments SAN INSET D Mining Lease Application Boundary Y v v H 7 O L Approved/Existing Open Cut and Contained v LO MLA 3 W v Infrastructure Area G v U LG v O Relocated Block Bank and Cumbo Creek MLA 1 Approximate Extent of N G v R

MOOLARBEN A Disturbance Area

Ula Approved Local Road I COAL COMPLEX n v LW

- Goulburn River ! A Proposed Open Cut Extension Area W 4 OPEN CUT o and ETL Relocations Y Goulburn River v lla National Park Wilpinjong Coal Mine MINING AREA r National Park Proposed Public Road Realignment R v W o Access Road ! v a i d l Proposed Pit 3/8 Haul Road p

i n 11 v j 9 Proposed Service Road ! on U v la v Creek g n Proposed Local ETL Realignment/Relocation 8a -W v o v rs lla Proposed Relocated TransGrid 330 kV ETL te v r an v Ro v l C 050m a P r Approximate Extent of d Existing Local ETL ML eek v v v 15 Approved Local Road Existing TransGrid 330 kV ETL 73 v v v and ETL Relocations Wi Enhancement and Conservation Area lpi njo ng Creek Traffic Count Location

4 MLA 1 d v a v o v R

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v U oad v v r R lla o Kilometres Wo b v m MGA 94 ZONE 55

770000 u 775000 C v v v v v Figure 2-1 WIL-12-12_WEP_EIS_RTA_202C

 rail transport of approximately 13 Mtpa of thermal product coal to domestic and export customers (within existing maximum and annual average daily rail limits);

 relocation of a section of the TransGrid Wollar to Wellington 330 kilovolt (kV) electricity transmission line (ETL) to facilitate mining in Pit 8;

 various local infrastructure relocations to facilitate the mining extensions (e.g. realignment of Ulan-Wollar Road and associated rail level crossing, relocation of local ETLs and services);

 construction and operation of additional mine access roads to service new mining facilities located in Pits 5 and 8;

 construction and operation of new ancillary infrastructure in support of mining including: mine infrastructure areas, ROM pads, haul roads, electricity supply, communications installations, light vehicle roads, access tracks, remote crib huts, up-catchment diversions, dams, pipelines and other water management structures;

 extension of the approved mine life by approximately seven years (i.e. from approximately 2026 to 2033);

 a peak operational workforce of approximately 625 people;

 ongoing exploration activities; and

 other associated minor infrastructure, plant and activities.

2.4 Road Transport Aspects and Future Scenarios

The Project includes the following key components which are expected to directly impact on the road transport characteristics of the WCM:

 the operational workforce is proposed to increase, with a peak of approximately 625 people in 2024;

 construction activity would be undertaken during 2017-18, which would employ approximately 100 additional people in 2017, and 40 additional people in 2018; and

 construction activity would also be undertaken during 2024, which would employ approximately 40 additional people.

The projected employment profile for the Project is presented in Table 2.3, which indicates that the total workforce (construction and operational combined) would have distinct peaks during the construction activity in 2017 and 2024. After 2024, the total workforce would decline progressively until 2033.

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Table 2.3: Project Workforce 2017 to 2033

Year OperationalA Construction Total 2017 549 100 649 2018 599 40 639 2019 596 0 596 2020 590 0 590 2021 582 0 582 2022 586 0 586 2023 594 0 594 2024 623 40 663 2025 564 0 564 2026 477 0 477 2027 408 0 408 2028 416 0 416 2029 408 0 408 2030 348 0 348 2031 337 0 337 2032 360 0 360 2033 149 0 149

A Includes employees and contractors.

As the movement of employees and contractors to and from the site forms the major component of traffic generated, two scenarios for the assessment of the implications of the Project have been identified:

 Year 2017 – peak construction 100 workers plus operations 550 workers; and

 Year 2024 – peak operations 625 workers plus construction 40 workers (i.e. peak total workforce).

While it is expected that multipurpose and some internal trips (e.g. smokers and trips between the WCM Access Road and the Pit 8 Access Road) would continue to occur at the WCM, the assessment which follows assumes that all of the additional traffic generated by the proposed Project would travel directly to and from the WCM. Any increase in internal trips would be contained to the short section of Ulan-Wollar Road in the immediate vicinity of the WCM Access Road and Pit 8 Access Road. The extent to which multipurpose trips occur is small, and would act to slightly reduce the total traffic volumes on the surrounding road network from those forecast in the assessment which follows.

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3. Existing Conditions

3.1 Road Network

The road network serving WCM is briefly described below. It is noted that some of the roads are known by several names. For consistency throughout this report, the names below will be used to refer to the relevant sections of road as described here.

Ulan-Wollar Road is a local rural road which provides an east-west connection between the villages of Ulan and Wollar. Ulan-Wollar Road currently provides vehicular access to the WCM and the Moolarben Coal Complex Open Cut 1, and construction of a vehicular access to the Moolarben Coal Complex Open Cut 4 (OC4) has commenced. That intersection includes a “CHR” channelised right-turn bay in Ulan-Wollar Road, allowing eastbound vehicles to pass around vehicles turning right into the OC4 access road. An access to the Moolarben Stage 2 coal facilities has also been approved but is yet to be constructed.

The WCM Access Road intersects with Ulan-Wollar Road approximately 11.8km east of Ulan Road. The tee intersection has no auxiliary passing lanes in Ulan-Wollar Road, which has sealed and unsealed shoulders in the vicinity of the intersection.

WCPL funded the upgrading of approximately 6km of Ulan-Wollar Road between Ulan and the WCM Access Road, and this section is sealed with a carriageway width of about 8.0 metres (m) with unsealed shoulders. The Moolarben Coal Complex has re-aligned and upgraded the older sections to the same general design standard, including some 2.3km that has been re-aligned to allow for the OC4.

The intersection of Ulan-Wollar Road with Ulan Road was upgraded by the owner of the Moolarben Coal Complex, and includes a “CHR” channelised right-turn and passing bay in Ulan Road, allowing northbound vehicles to pass around vehicles turning right into Ulan-Wollar Road, and an “AUL” auxiliary left-turn lane (deceleration lane) in Ulan Road for the left turn into Ulan-Wollar Road, and intersection lighting.

To the east of the WCM Access Road, Ulan-Wollar Road is unsealed for the majority of its remaining length, and sealed for approximately 4km on its approach to Wollar, and approximately 2km immediately to the east of the WCM Access Road.

Main Road 208 (MR208) extends between Castlereagh Highway (B55) at Mudgee and Golden Highway (B84) at Sandy Hollow. Between Mudgee and Bylong, it is known as Ulan Road (Mudgee to Budgee Budgee), Wollar Road (Budgee Budgee to Wollar) and Wollar-Bylong Road (Wollar to Bylong also known as Bylong Valley Way). MR208 is a two lane rural road with bitumen seal and unsealed shoulders. Between Mudgee and Budgee Budgee, the sealed carriageway is 7.0m to 7.5m wide and the unsealed shoulders are 2.0m to 3.0m wide. Between Budgee Budgee and Sandy Hollow, the sealed carriageway varies in width between 6.0m and 7.5m, and the unsealed shoulders have an average width about 2.0m. A section between Wollar and Bylong Valley Way is also unsealed. The intersection of Ulan Road and Wollar Road has recently been upgraded to provide a CHR treatment in Ulan Road for vehicles turning right into Wollar Road.

Main Road 214 (MR214) extends from MR208 at Budgee Budgee to the Golden Highway at Cassilis to the north. It is known as Ulan Road between Budgee Budgee and Ulan, and as Ulan-Cassilis Road between Ulan and Cassilis.

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Between Mudgee and the entrance to the Ulan Mine Complex underground surface facilities, Ulan Road (MR208 and MR214) has been the subject of a study, the Ulan Road Strategy (ARRB Group Ltd [ARRB], 2011a) which details the road surface conditions such as the road surface condition index, pavement deflection testing and visual rating. That assessment found that nearly 55 percent of Ulan Road is considered to be adequate, while the remainder requires rehabilitation and widening to desirable design standard. Since that study was undertaken, upgrading of Ulan Road has commenced, and more work is planned, with contributions towards costs from WCPL, Moolarben Coal Complex and Ulan Mine Complex.

Main Road 598 (MR598) is known as Cope Road, and provides an east-west link between Gulgong and Ulan. It is a sealed road with a width of 6.0m to 7.5m, with unsealed 2.0m wide shoulders. This route extends farther to the east of Ulan as Ulan-Wollar Road (see above), and it intersects with MR208 at the Village of Wollar. Mid-Western Regional Council has received State Government funding for capital works on Cope Road, which will occur over two and a half years.

3.2 Traffic Survey Program

A program of traffic surveys was conducted during December 2012 as part of the assessment of the Modification 5 (GTA Consultants, 2013). That survey program included automatic tube counts, peak period turning movement surveys, and an O-D survey.

In order to quantify any changes to the traffic conditions since December 2012, an updated program of automatic tube count surveys was conducted in February 2015. The update surveys were conducted between Friday 27 February and Thursday 5 March 2015 at the same following sites which were surveyed in December 2012 (refer to Figure 1-1):

 Ulan Road south of Wollar Road (Site 2);

 Ulan Road south of Cope Road (Site 3);

 Ulan Road north of Ulan-Wollar Road (Site 5);

 Cope Road west of Ulan Road (Site 6);

 Ulan-Wollar Road at the boundary of EL 7091 west of the WCM Access Road (Site 8A)2;

 Ulan-Wollar Road east of Slate Gully Road (Site 10); and

 WCM Access Road South of Ulan-Wollar Road (Site 11).

3.3 Surveyed Traffic Volumes 2015

Table 3.1 summarises the key findings of the tube count surveys, including the surveyed peak hourly traffic volume during the morning (midnight to midday) and the evening (midday to midnight), the times at which the peak hours occurred, the daily traffic volume, and the proportion of heavy vehicles over the day. Heavy vehicles include single unit trucks and buses, semitrailers and rigid trucks with trailers, B-Doubles and road trains (where permissible). The full results of the survey are provided in Attachment A.

2 The survey location was relocated farther west of Site 7 and east of Site 8 as surveyed in December 2012 to avoid the influences of localised employee traffic in the vicinity of the WCM Access Road and activity associated with construction of Moolarben Coal’s Stage 2 access road off Ulan-Wollar Road. It is considered to more closely relate to the 2012 survey conditions at Site 8.

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Table 3.1: Surveyed Average Weekday Traffic 2015 AM Peak Hour PM Peak Hour Daily SiteA Survey Location Vehicles Hour Vehicles Hour Vehicles Percent per Hour Starting per Hour Starting per Day Heavy Ulan Road 2 300 5.00 307 16.00 3,605 18.8 south of Wollar Road Ulan Road 3 289 6.00 188 16.00 2,376 14.0 south of Cope Road Ulan Road 5 189 5.00 177 14.00 2,448 19.7 north of Ulan-Wollar Road Cope Road 6 113 6.00 91 16.00 1,162 22.9 west of Ulan Road Ulan-Wollar Road 8A 108 6.00 58 17.00 618 15.6 at western WCM Boundary Ulan-Wollar Road 10 10 5.00 9 17.00 102 24.5 east of Slate Gully Road WCM Access Road 11 121 6.00 62 18.00 651 14.5 south of Ulan-Wollar Road

A Refer to Figure 1-1 for locations.

The results demonstrate that the busiest hour was not the same at the survey sites. During the morning, the peak hours occurred between 5.00am and 7.00am at all locations, while the busiest hours in the evening occurred between 2.00pm and 7.00pm. The busiest hours for traffic generated by the WCM were 6.00am to 7.00am, and 6.00pm to 7.00pm.

3.4 Baseline Traffic Volumes 2015

The results of the 2015 surveys were compared with those conducted in December 2012 to determine if changes in mining activity over that period have impacted traffic volumes. Table 3.2 presents a comparison between the 2012 and 2015 surveyed peak hourly and daily traffic volumes. It is noted that the time of day that the peak hours occurred in 2012 was not necessarily the same as occurred in 2015.

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Table 3.2: Surveyed Average Weekday Traffic 2012 and 2015 AM Peak Hour PM Peak Hour Daily SiteA Survey Location (vehicles per hour) (vehicles per hour) (vehicles per day) 2012 2015 2012 2015 2012 2015 Ulan Road 2 333 300 348 307 3,856 3,605 south of Wollar Road Ulan Road 3 428 289 242 188 2,736 2,376 south of Cope Road Ulan Road 5 307 189 194 177 2,633 2,448 north of Ulan-Wollar Road Cope Road 6 156 113 129 91 1,570 1,162 west of Ulan Road Ulan-Wollar Road 8/8A 121 108 72 58 693 618 at western WCM Boundary Ulan-Wollar Road 10 16 10 14 9 142 102 east of Slate Gully Road WCM Access Road 11 133 121 86 62 729 651 south of Ulan-Wollar Road

A Refer to Figure 1-1 for locations. Source of 2012 volumes is GTA Consultants (2013).

The comparison demonstrates that the daily and peak hourly traffic volumes decreased from December 2012 to March 2015 at all the surveyed locations.

Review of the data indicates that while the peak hourly and daily number of light vehicles decreased at all locations, at some locations, the number of heavy vehicles has increased to varying degrees:

 Ulan Road south of Wollar Road – increased by 345 vehicles per day;

 Cope Road west of Ulan Road – increased by 30 vehicles per day;

 Ulan-Wollar Road west of the WCM – increased by 8 vehicles per day; and

 WCM Access Road – increased by 33 vehicles per day.

During the period of the traffic surveys, road works were being undertaken at the intersection of Ulan Road and Wollar Road, to upgrade the intersection. The increase in heavy vehicles recorded south of Wollar Road would be partly attributable to those road works, noting that a decrease in heavy vehicles was recorded at the next survey location farther north, south of Cope Road.

On the basis of the surveyed changes between 2012 and 2015 traffic conditions at the nearby locations, estimated baseline traffic volumes for the peak hours associated with the WCM traffic have been developed at the locations not surveyed in 2015, and are presented in Table 3.3.

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Table 3.3: Baseline Average Weekday Traffic 2015 6.00am to 7.00am 6.00pm to 7.00pm Daily SiteA Survey Location Vehicles Percent Vehicles Percent Vehicles Percent per Hour Heavy per Hour Heavy per Day Heavy Ulan Road 1 429 16.5% 638 10.1 9,476 12.7 north of Hollyoak Bridge Ulan Road 2 235 19.7% 213 18.8 3,605 18.8 south of Wollar Road Ulan Road 3 289 11.0% 147 8.2 2,376 14.0 south of Cope Road Ulan Road 4 406 5.8% 160 5.8 2,985 10.8 south of Ulan-Wollar Road Ulan Road 5 189 11.5% 103 9.7 2,448 19.7 north of Ulan-Wollar Road Cope Road 6 113 17.8% 57 16.5 1,162 22.9 west of Ulan Road Ulan-Wollar Road 7 108 8.5% 54 7.8 618 15.6 west of WCM Access Road Ulan-Wollar Road 8 108 8.5% 54 7.8 618 15.6 at western WCM Boundary Ulan-Wollar Road 9 12 20.9% 6 14.0 142 12.1 east of WCM Access Road Ulan-Wollar Road 10 12 20.9% 6 14.0 142 12.1 east of Slate Gully Road WCM Access Road 11 121 8.3% 62 8.7 652 14.4 south of Ulan-Wollar Road Wollar-Bylong Road 12 9 13.5% 6 23.2 141 12.9 east of Wollar Road

A Refer to Figure 1-1 for locations.

3.5 Baseline Intersection Volumes 2015

The turning movements of vehicles were surveyed at the intersections of Ulan Road with Ulan-Wollar Road and Cope Road, and at the intersection of Ulan-Wollar Road with the WCM Access Road in December 2012 (GTA Consultants, 2013).

Table 3.4 compares the peak hour volumes by direction from the December 2012 intersection surveys with the results of the surveys conducted in March 2015 at those locations where a direct comparison can be made. The comparison is between the recorded volumes during the same hour of the day.

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Table 3.4: Peak Hour Traffic Volumes by Direction 2012 and 2015 (vehicles/hour) Northbound or Southbound or Hour Two Way SiteA Survey Location Eastbound Westbound Start 2012B 2015C 2012B 2015C 2012B 2015C AM Peak Hour Ulan Road A 6.00am 440 243 46 46 486 289 south of Cope Road Ulan Road B 6.00am 265 131 52 58 317 189 north of Ulan-Wollar Road Cope Road C 6.00am 115 79 56 34 171 113 west of Ulan Road PM Peak Hour Ulan Road A 5.00pm 51 48 184 99 235 147 south of Cope Road Ulan Road B 4.00pm 45 43 171 122 216 165 north of Ulan-Wollar Road Cope Road C 5.00pm 62 36 85 38 147 74 west of Ulan Road

A Refer to Figure 1-1 for locations. B Approach and departure volumes from intersection surveys December 2012 (GTA Consultants, 2013). C Average Weekday volumes from automatic counts March 2015.

This comparison confirms that the traffic volumes have decreased since the surveys were conducted in 2012. The decrease is particularly significant when considering the number of light vehicles travelling in the peak direction associated with overall mine-related traffic (i.e. inbound to the mines during the morning peak hour) and outbound from the mines during the evening peak hour. It is noted that the survey location on Ulan Road north of Ulan-Wollar Road includes northbound traffic into the Moolarben Coal Complex and Ulan Mine Complex access roads which are located to the north of Ulan-Wollar Road.

Baseline vehicle turning movement volume estimates for 2015 have been developed by considering the baseline directional flows (Section 3.4) and the distribution of turning movements surveyed in 2012.

3.6 Baseline WCM Traffic Generation 2015

The traffic surveys conducted during March 2015 quantified the existing traffic generation characteristics for the WCM, by measuring the traffic using the WCM Access Road. The surveys indicate that the peak hours for generation of traffic by the WCM occur between 6.00am and 7.00am, and 6.00pm and 7.00pm (Table 3.5).

Table 3.5: Average Weekday Vehicle Trips WCM Access Road March 2015 (vehicles/day) Light Vehicles Heavy Vehicles Total Vehicles

In Out In Out In Out AM Peak Hour 6.00am to 7.00am 100 11 10 0 110 11 PM Peak Hour 6.00pm to 7.00pm 25 32 2 3 27 35 Daily 279 279 47 47 326 326

Thus, on the average weekday in March 2015, the WCM generates 652 vehicle trips per day to and from the WCM Access Road, of which 94 (14.4 percent) trips are heavy vehicles and the remainder are light vehicles. The heavy vehicle trips are associated with deliveries and some contractors, while light vehicles are associated with movement of the employees, visitors and some contractors.

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Comparing the surveyed traffic generation of the WCM with the gate records and workforce characteristics, the composition of the existing traffic generation of the various WCM has been estimated, and is presented in Table 3.6.

Table 3.6: Average Weekday WCM Trip Generation by Trip Type March 2015 (vehicles/day) Light Vehicles Heavy Vehicles Total Vehicles Employees 324 0 324 Contractors 178 34 212 Visitors 56 0 56 Deliveries 0 60 60 Total 558 94 652

The results suggest that the workforce of 368 people who are present on the average weekday travel in 268 vehicles (each vehicle generates one arrival and one departure trip per day). The average car occupancy for employees and contractors is therefore 1.37 people per vehicle, which is slightly higher than occurred in 2012. This may be a result of the car pool reimbursement scheme which is available for employees of WCPL, which reimburses participating employees for each vehicle removed from the road. The scheme encourages employees who travel similar routes at similar times to travel together in order to reduce the overall traffic generation of the WCM.

Based on the results of the O-D survey conducted in December 2012 (GTA Consultants, 2013), the distribution of the existing WCM traffic on the surrounding road network is quantified in Table 3.7.

Table 3.7: Average Weekday WCM Traffic on the Road Network March 2015 (vehicles/day) Workforce Visitors and Deliveries Total SiteA Location AM PM Daily AM PM Daily AM PM Daily Ulan Road 1 49 26 232 7 3 104 56 29 336 north of Hollyoak Bridge Ulan Road 2 49 26 232 7 3 104 56 29 336 south of Wollar Road Ulan Road 3 64 33 304 7 3 104 71 36 408 south of Cope Road Ulan Road 4 91 48 428 7 3 104 98 51 532 south of Ulan-Wollar Road Ulan Road 5 11 5 50 0 0 12 11 5 62 north of Ulan-Wollar Road Cope Road 6 26 13 122 0 0 4 26 13 126 west of Ulan Road Ulan-Wollar Road 7 100 53 476 8 3 116 108 56 592 west of WCM Access Road Ulan-Wollar Road 8A 100 53 476 8 3 116 108 56 592 at western WCM Boundary Ulan-Wollar Road 9 13 6 60 0 0 0 13 6 60 east of WCM Access Road Ulan-Wollar Road 10 13 6 60 0 0 0 13 6 60 east of Slate Gully Road WCM Access Road 11 113 59 536 8 3 116 121 62 652 south of Ulan-Wollar Road Wollar-Bylong Road 12 4 2 20 0 0 0 4 2 20 east of Wollar Road

A Refer to Figure 1-1 for locations. AM = 6.00am to 7.00am. PM = 6.00pm to 7.00pm.

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With regard to the public road system, the WCM generates its greatest volumes of traffic on Ulan-Wollar Road west of the site, and on Ulan Road south of Ulan-Wollar Road. This reflects the general travel route to and from Mudgee.

3.7 Roadway Capacity and Efficiency

The Austroads (2013) Guide to Traffic Management Part 3: Traffic Studies and Analysis provides guidelines for the capacity and Levels of Service (LOS) of two lane, two way rural roads, which in turn, refers to the Highway Capacity Manual (HCM) (Transportation Research Board, 2010).

The capacity of a road is defined as the maximum hourly rate at which vehicles can reasonably be expected to traverse a point or uniform section of a lane or roadway during a given time period under the prevailing roadway, traffic and control conditions. The capacity of a single traffic lane will be affected by factors such as the pavement width and restricted lateral clearances, the presence of heavy vehicles and grades.

LOS is defined as a qualitative measure describing the operational conditions within a traffic stream as perceived by drivers and/or passengers. A LOS definition generally describes these conditions in terms of factors such as speed and travel time, freedom to manoeuvre, traffic interruptions, comfort, convenience and safety. LOS A provides the best traffic conditions, with no restriction on desired travel speed or overtaking. LOS B to D describes progressively worse traffic conditions. LOS E occurs when traffic conditions are at or close to capacity, and there is virtually no freedom to select desired speeds or to manoeuvre in the traffic stream. The service flow rate for LOS E is taken as the capacity of a lane or roadway. In rural situations, LOS C is generally considered to be acceptable. At LOS C, most vehicles are travelling in platoons, and travel speeds are curtailed. At LOS D, platooning increases significantly, and the demand for passing is high, but the capacity to do so is low.

The LOS experienced by drivers on two way rural roads is dependent on the drivers’ expectations regarding the road, and three classes of road are defined in the HCM. Class I are roads on which motorists expect to travel at relatively high speeds. They most often serve long-distance trips or provide connecting links between facilities that serve long-distance trips. Class II roads are those on which motorists do not necessarily expect to travel at high speeds, and may function as access routes to Class I facilities, serve as scenic or recreational routes or pass through rugged terrain. Class III roads serve moderately developed areas, and may be portions of a Class I or Class II highway that pass through small towns or developed recreational areas, where local traffic mixes with through traffic, and the density of unsignalised roadside access points increases.

The LOS criteria for Class I, Class II and Class III two-lane roads are as shown in Table 3.8. The HCM has been published only in US customary units, thus Average Travel Speed (ATS) is calculated and reported in miles per hour (mi/h).

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Table 3.8: Level of Service Criteria for Two Lane Roads Class I Roads Class II Roads Class III Roads Average Travel Percent-Time- Percent of Free Level of Service Percent-Time- Speed (ATS) Spent-Following Flow Speed Spent-Following (mi/h) (PTSF) (PFFS) A 35 > 55 40 >91.7 B > 35-50 > 50-55 > 40-55 >83.3-91.7 C > 50-65 > 45-50 > 55-70 >75.0-83.3 D > 65-80 > 40-45 > 70-85 >66.7-75.0 E > 80 40 > 85 66.7

The primary determinant of a road’s classification for operational analysis is the drivers’ expectations, which may not necessarily agree with the functional classification. The surveyed roads serving the WCM would typically be considered as Class II roads under the HCM descriptions, as drivers would expect some level of restriction to their freedom of movement along the routes as a result of characteristics of the route such as limits on the opportunities for overtaking (e.g. centre linemarking, sight distances, lack of overtaking lanes). The exception would be the location on Ulan Road north of Hollyoak Road, where conditions are influenced by the proximity to Mudgee. This location may therefore be considered a Class III road.

It should be noted that despite some similarity in the naming conventions, this classification system is different from the classification system referenced in the Ulan Road Strategy (refer to Section 4.1). The Ulan Road Strategy (ARRB, 2011)refers to the Austroads system for classification of rural roads set out in the Guide to Road Design, which defines Classes 1 to 5 for arterial and local rural roads. Those classifications are generally related to the function of the road with regard to connectivity. The HCM definitions of Classes I to III generally relate to the expectations of the drivers travelling on the road. No direct comparison should be made between the Class types referred to in this report and that referred to in the Ulan Road Strategy (ARRB, 2011) report.

On Class II roads, LOS is defined only in terms of PTSF. The PTSF is a measure of the level of opportunities to overtake, and is estimated from the demand traffic volumes, the directional distribution of that traffic, and the percentage of no-passing zones. On Class III roads, LOS is defined only in terms of PFFS. The PFFS represents the ability of vehicles to travel at or near the posted speed limit.

The baseline 2015 peak hour volumes have been assessed and the PTSF, PFFS and Levels of Service results are presented in Table 3.9 for the peak hours associated with WCM traffic.

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Table 3.9: Existing Midblock Levels of Service 2015

North or Eastbound South or Westbound

6.00am 6.00pm 6.00am 6.00pm SiteA Location Class to 7.00amB to 7.00pmC to 7.00amC to 7.00pmB

PTSF LOS PTSF LOS PTSF LOS PTSF LOS Ulan Road 1 III 90.1 B 86.9 B 90 B 86.8 B north of Hollyoak BridgeD Ulan Road 2 II 42.6 B 25 A 14.8 A 35 A south of Wollar Road Ulan Road 3 II 48.2 B 16.2 A 10.9 A 32.8 A south of Cope Road Ulan Road 4 II 55.8 C 18.3 A 12.8 A 32.4 A south of Ulan-Wollar Road Ulan Road 5 II 36.6 A 10.1 A 16.5 A 31.4 A north of Ulan-Wollar Road Cope Road 6 II 30.2 A 17.5 A 13.5 A 20.7 A west of Ulan Road Ulan-Wollar Road 7 II 34.3 A 16.2 A 4.2 A 21.4 A west of WCM Access Road Ulan-Wollar Road 8A II 34.3 A 16.2 A 4.2 A 21.4 A at western WCM Boundary Ulan-Wollar Road 9 II 4.3 A 17.6 A 23 A 13.2 A east of WCM Access Road Ulan-Wollar Road 10 II 4.3 A 17.6 A 23 A 13.2 A east of Slate Gully Road WCM Access Road 11 II 3.9 A 22 A 36.2 A 16.7 A south of Ulan-Wollar Road Wollar-Bylong Road 12 II 17.2 A 11.5 A 14.2 A 19.8 A east of Wollar Road

A Refer to Figure 1-1 for locations. B Peak flow direction. C Contra-peak flow direction. D Reported value is PFFS not PTSF.

The results indicate that the roads operate at acceptable levels of service during the peak hours, with Ulan Road south of Ulan-Wollar Road being on the threshold of LOS B and C in the northbound direction during the morning peak hour. It is noted that roadworks were underway at that intersection during the traffic surveys, which are likely to have increased traffic volumes locally. The LOS is A or B during all other hours of the day at that location.

3.8 Intersection Operation

The operation of the surveyed intersections has been analysed using the SIDRA Intersection program, an analysis program which determines characteristics of intersections operating conditions including the degree of saturation, average delays, and levels of service. The degree of saturation, or x-value, is the ratio of the arrival rate of vehicles to the capacity. The operating characteristics can be compared with the performance criteria set out in Table 3.10. It is noted that average delay per vehicle is expressed in seconds per vehicle (sec/veh) and is measured for the movement with the highest average delay at priority intersections such as the three surveyed intersections.

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Table 3.10: Level of Service Criteria at Priority Intersections

Level of Worst Movement Average Delay Operational Character Service per Vehicle (sec/veh) A less than 14 Good operation B 15 to 28 Acceptable delays and spare capacity C 29 to 42 Satisfactory, but accident study required D 43 to 56 Near capacity and accident study required E 57 to 70 At capacity, requires other control mode Extreme delay, traffic signals or other major F > 70 treatment required

The results of the analyses are summarised in Table 3.11.

Table 3.11: Baseline 2015 Peak Hour Intersection Operating Conditions Average Delay X-value Level of Service Intersection (sec/veh) AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak Ulan Road and 0.09 0.06 9.9 8.4 A A Cope Road Ulan Road and 0.16 0.07 9.4 8.3 A A Ulan-Wollar Road Ulan-Wollar Road and 0.07 0.02 7.8 7.8 A A WCM Access Road

Note average delay is for the movement with the highest average delay per vehicle.

The SIDRA Intersection results indicate that the key intersections operate with spare capacity and only short delays to turning traffic. At the intersections of Ulan Road with Cope Road and with Ulan-Wollar Road, the intersection designs allow through vehicles to pass around those vehicles which are waiting to turn into the side road with minimal delay.

3.9 Road Safety

Road crash data was obtained from RMS for the most recent five year period available on key roads serving the WCM. The data covers the period from 1 January 2009 to 31 December 2013, and data includes those crashes which conform to the national guidelines for reporting and classifying road vehicle crashes and are based on the following criteria:

 The crash was reported to the police.

 The crash occurred on a road open to the public.

 The crash involved at least one moving vehicle.

 The crash involved at least one person being killed or injured or at least one motor vehicle being towed away.

Table 3.12 summarises the number and general types of crashes which occurred on the sections of road under consideration.

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Table 3.12: Reported General Crash Types on WCM Access Routes (2009 to 2013 inclusive)

Multiple Vehicles Single Vehicle

Road Other Other Pedestrian Pedestrian On Path On Path Overtaking U-turn/Parking U-turn/Parking Same Direction Direction Same Off Path on Curve Curve on Path Off Off Path on Straight Straight on Path Off Opposing Directions Directions Opposing Adjacent Approaches Approaches Adjacent

Ulan-Wollar Road ------2 - Ulan Road to Wollar Wollar Road - - 1 1 - - 2 4 12A - Ulan Road to Bylong Cope Road - - 1 1 - 4 1 9B 6 - Gulgong to Ulan Ulan Road 1A - 3 8 - 4 12 27 9 2 Mudgee to Golden Highway Total Crashes by Type 1 0 5 10 0 8 15 40 29 2 Total People Injured 1 0 8 3 0 3 4 29 16 2 Total Fatalities 1 0 0 0 0 0 0 3 1 0

A Includes one fatal crash. B Includes three fatal crashes.

Over the five years and routes reviewed, a total of 110 crashes occurred, resulting in five fatalities and 66 people being injured.

Table 3.12 demonstrates that over all the roads investigated, the most common types of crashes involved single vehicles leaving the carriageway, known as run-off-road (ROR) crashes, which made up 63 percent of the reported crashes, and 69 percent of injuries. This is consistent with Austroads (2015), which found that in rural road environments in Australia, off-path crashes were the most likely, and were associated with the greatest numbers of fatalities. ARRB (2011b) states that known causes of ROR crashes include:

 driver behaviours such as speed, inattention, avoidance manoeuvres, errant vehicles;

 driver impairment including fatigue, alcohol, drugs, mood state;

 road conditions such as horizontal alignment, shoulder deficiencies, slippery surface, poor delineation, damaged surfaces;

 vehicle failure; and

 environmental conditions such as rain, fog, snow, livestock or native fauna.

The road safety history of the various roads has been reviewed with regard to each road’s crash exposure, which considers the rate at which crashes occur in crashes per vehicle kilometres travelled (VKT). One VKT is equivalent to one vehicle travelling a distance of 1km, or alternatively two vehicles travelling for a distance of half a kilometre (and so on). The crash exposure increases as the length of a trip increases, and as traffic volumes increase. This is a general measure of the performance of the roads, and enables a comparison to be made between the relative safety of roads. RTA (2004) indicates that based on a review of data on 36 classified roads in NSW, undivided two lane rural roads have an average crash rate of 32.8 crashes per 100 million VKT, of which 28.6 were non-intersection crashes, and 4.2 were intersection crashes.

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The overall crash rate was higher where sealed shoulders of less than 1.0m width were provided, at 38.1 crashes per 100 million VKT, and lower where sealed shoulders greater than 1.0m width were provided, at 28.5 crashes per million VKT.

Table 3.13 presents the estimated average daily traffic (ADT) for each of the route sections described in Table 3.12, and the calculated crash rates for those routes.

Table 3.13: Crash Rates on WCM Access Routes 2009-2013 Estimated Number of Distance MVKT Crashes per ADT Crashes (km) 2009-2013 100 MVKT 2009-2013 2009-2013 Ulan-Wollar Road 21.7 392 15.5 2 12.9 Ulan Road to Wollar Wollar Road 66.5 170 20.6 20 97.0 Ulan Road to BylongA Cope Road 23.5 1,342 57.5 22 38.2 Gulgong to Ulan Ulan Road 67.8 2,234 276.4 66 23.9 Mudgee to Golden Highway

ADT over 2009 to 2013 is based on seven day average volumes from 2012 survey results. A Volume data not available for Ulan Road to Wollar section. MVKT = million vehicle kilometres travelled.

Comparison with the RTA (2004) average crash rate of 32.8 crashes/100 MVKT indicates that the overall crash rate on Ulan Road and Ulan-Wollar Road are below average, while that on Cope Road is consistent with the reported rate of 38.1 crashes/MVKT where sealed shoulders less than 1.0m width are provided. The shoulders on Cope Road are generally unsealed, noting that the capital works being undertaken would be expected to improve safety along the route. The crash rate on Wollar Road is high, noting that no volume data was available for the section between Wollar and Ulan Road, thus the volume used is an estimate only. A detailed review of the crashes on each route is provided in the following sections.

3.9.1 Ulan-Wollar Road Crash History Review

As WCM has its vehicular access from Ulan-Wollar Road, all WCM traffic uses Ulan-Wollar Road. The details of the crash history of Ulan-Wollar Road between 2009 and 2013 are summarised in Table 3.14.

Table 3.14: Crash Summary on Ulan-Wollar Road (Ulan Road to Wollar) 2009-2013 Weather and Date Location What Occurred FactorsA Road Conditions Large rigid truck went off 10.15am Fine, daylight, carriageway to the right on a right 6km east of Ulan Road - 18/02/2011 dry road surface hand bend and struck an embankment. One injury. Car went off carriageway to right on 4.00pm Raining, daylight, 2.75km east of Ulan Road a left hand bend and struck a tree. Speed 16/11/2012 wet road surface One injury.

A Factors considered to have contributed to the crash.

Provisional data provided by RMS for the period 2014-15 does not include any other crashes on Ulan-Wollar Road. The crash history of Ulan-Wollar Road suggests there is not a significant safety issue on Ulan-Wollar Road, with two crashes resulting in two injuries over five years. Both of these occurred to the west of the WCM Access Road.

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WCM traffic would have its greatest potential for interaction with opposing traffic movements at the intersections of Ulan-Wollar Road with Ulan Road and the WCM Access Road (and the Moolarben Coal Complex OC4 intersection, when complete). Over the five year period reviewed, it is noted that no reported crashes have occurred at those intersections.

3.9.2 Ulan Road Crash History Review

Ulan Road is a key access route for WCM traffic, and has been the subject of a previous detailed review of its crash history as part of development of the Ulan Road Strategy (ARRB, 2011a). That study reviewed the crash history along Ulan Road between Mudgee and the entrance to the Ulan Mine Complex in detail, including crash rates and casualty rates. The recommended upgrades to intersections and the road profile (refer to Section 4.1) are expected to reduce the crash rate along Ulan Road. An updated review of the types of crashes on Ulan Road and contributing factors is presented in Table 3.15 based on the validated crash data for 2009 to 2013.

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Table 3.15: Ulan Road (Mudgee to Golden Highway) Crash Summary 2009-2013

Multiple Vehicles Single Vehicle

Adjacent Approaches Approaches Adjacent Pedestrian Pedestrian Directions Opposing Direction Same U-turn/Parking Overtaking On Path Straight on Path Off Curve on Path Off Other Total Crashes 1 - 3 8 - 4 12 27 9 2 Road Surface Condition Dry Road 1 - 2 4 - 4 10 23 6 2 Wet Road - - 1 4 - - 2 4 3 - Natural Lighting Daylight 1 - 1 2 - 4 1 13 6 2 Darkness - - 1 4 - - 11 8 1 - Dawn - - 1 - - 1 - 2 2 - Dusk - - - 2 - - - 4 - - Vehicle Type Motorcycle ------Car, station wagon, 4WD, van 1 - 2 6 - 5 10 16 6 1 Light or Large Truck or Bus - - 4 9 - 2 3 10 3 2 Articulated Vehicle ------Other - - - 1 - - - 1 - 1 Severity of Crash Fatal 1 ------Injury - - 1 2 - - 4 19 3 2 Non-injury - - 2 6 - 4 8 8 6 - FactorsA Speed - - - 2 - 1 - 1 4 - Fatigue - - 1 - - - - 10 1 - Alcohol ------3 2 - None 1 - 2 6 - 3 12 16 3 2

A Factors considered to have contributed to the crash, more than one factor can be nominated for a single crash.

Of the 66 crashes reported on Ulan Road, nine occurred at or within 10m of an intersection, although not all of these were necessarily related to the intersection itself. It is noted that the majority of the “vehicles from the same direction” crashes were rear end crashes, of which three occurred at intersections (one each at Mudhut Creek Road, Wollar Road and Eurunderee Lane).

The majority of “on path” crashes involved a vehicle striking an animal in dark lighting conditions. Of the 36 crashes in which a driver lost control and the vehicle left the carriageway (on straight or curved road), 29 occurred on a dry road surface, 11 involved driver fatigue, five involved alcohol and five involved inappropriate speed. The 66 crashes reported on Ulan Road resulted in 37 injuries.

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Eight of the reported crashes on Ulan Road occurred during nominal school travel times as identified by the crash data, which are taken to be from 7.30am to 9.30am and from 2.30pm to 5.00pm. The hour with the highest number of crashes over the five year period was between 6.00am and 7.00am, when 11 of the 66 crashes occurred. The worst days of the week for crashes were Friday (16 crashes), Thursday (14 crashes) and Monday (11 crashes).

3.9.3 Cope Road Crash History Review

Cope Road is the primary access route for WCM to and from the west. A review of the types of crashes on Cope Road and contributing factors is presented in Table 3.16 based on the validated crash data for 2009 to 2013.

Table 3.16: Cope Road (Gulgong to Ulan Road) Crash Summary 2009-2013

Multiple Vehicles Single Vehicle

Adjacent Approaches Approaches Adjacent Pedestrian Pedestrian Directions Opposing Direction Same U-turn/Parking Overtaking On Path Straight on Path Off Curve on Path Off Other Total Crashes - - 1 1 - 4 1 9 6 - Road Surface Condition Dry Road - - 1 1 - 4 1 8 5 - Wet Road ------1 1 - Natural Lighting Daylight - - 1 1 - 3 - 5 3 - Darkness ------3 3 - Dawn ------Dusk - - - - - 1 1 1 - - Vehicle Type Motorcycle ------2 - - Car, station wagon, 4WD, van - - 2 1 - 5 - 6 4 - Light or Large Truck or Bus - - - 2 - 2 1 1 2 - Articulated Vehicle - - - - - 1 - - - - Other ------Severity of Crash Fatal ------3 - - Injury - - 1 - - 2 - 5 1 - Non-injury - - 1 - - 2 1 1 5 - FactorsA Speed ------1 3 - Fatigue ------1 - - Alcohol - - - - - 4 - 5 - - None - - 1 1 - 3 1 3 3 -

A Factors considered to have contributed to the crash, more than one factor can be nominated for a single crash.

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Of the 22 crashes reported on Cope Road, three occurred at or within 10m of an intersection (one each at Happy Valley Road, Wyoming Road and Springfield Park Road). All three were the result of a driver attempting to overtake (on the right) a vehicle which was turning right at the intersection.

3.9.4 Wollar Road Crash History Review

Wollar Road provides an access route for WCM to and from the east of Wollar, and a potential secondary or emergency access route from Ulan Road to WCM via Wollar in the event of closure of Ulan-Wollar Road. A review of the types of crashes on Wollar Road and contributing factors is presented in Table 3.17 based on the validated crash data for 2009 to 2013. It is noted that the crashes on Wollar Road are not evenly spread along its length, with:

 7 crashes over 5.4km between Ulan Road and Botobolar Road (1.30 crashes per km);

 2 crashes over 16.0km between Botobolar Road and approximately 500m north of the Castle Rock Walking Track (0.13 crashes per km);

 4 crashes over 4.4km between 500m north of the Castle Rock Walking Track and Moolarben Road (0.91 crashes per km);

 3 crashes over 12.6km between Moolarben Road and Wollar (0.24 crashes per km); and

 4 crashes over 27.8km between Wollar and Bylong (0.14 crashes per km).

Two stretches of the road display some clusters of crashes, notably between Ulan Road and Botobolar Road, and on the bends south of Moolarben Road in the Munghorn Gap Nature Reserve.

Table 3.17: Wollar Road (Ulan Road to Bylong) Crash Summary 2009-2013

Multiple Vehicles Single Vehicle

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Multiple Vehicles Single Vehicle

Adjacent Approaches Approaches Adjacent Pedestrian Pedestrian Directions Opposing Direction Same U-turn/Parking Overtaking On Path Straight on Path Off Curve on Path Off Other Severity of Crash Fatal ------1 - Injury - - 1 - - - - 2 8 - Non-injury - - - 1 - - 2 2 3 - FactorsA Speed - - 1 - - - - 1 9 - Fatigue ------1 - Alcohol ------2 - None - - - 1 - - 2 3 1 -

A Factors considered to have contributed to the crash, more than one factor can be nominated for a single crash.

3.10 Rail Network

The rail network in the vicinity of the WCM is owned by the Australian Rail Track Corporation (ARTC). Product coal from WCM is railed east from the Wilpinjong Loop via the Sandy Hollow Gulgong Railway, Muswellbrook-Merriwa Railway and the Main Northern Railway to the Port of Newcastle. The Sandy Hollow Gulgong Railway line forms a connection between the Wallerawang-Gwabegar Railway at Gulgong and the Muswellbrook-Merriwa Railway at Sandy Hollow. The Muswellbrook-Merriwa Railway connects to the Main Northern Railway at Muswellbrook. ARTC refers to the railway as the Ulan line between Muswellbrook and Ulan. The Ulan line is a single track line with a series of passing loops, and carries only limited non-coal trains. Between the WCM and Muswellbrook Junction, the WCM trains pass through 24 level crossings.

The ARTC releases annual strategies for its Hunter Valley infrastructure, which set out how it intends to ensure sufficient rail corridor capacity is provided to meet coal demand. The 2015-2024 Hunter Valley Corridor Capacity Strategy (Consultation Draft) identifies the future constraints on the coal network’s capacity in the Hunter Valley, the options to resolve these constraints and a proposed course of action to achieve increased coal throughput (ARTC, 2015a).

The Strategy notes that a particular constraint on the Ulan line is the ventilation or “purge times” required for air in the Bylong tunnel. Trains were previously limited to 30 minute minimum frequency due to this constraint, however this has now been reduced to 20 minutes following monitoring and analysis. The Bylong loop would require extension to accommodate significant increases in train volumes, and the design of the upgrade would further mitigate the air quality issue at Bylong tunnel (ARTC, 2015a).

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The 2011 Strategy identified that construction of a 11.5km bypass of Denman from just east of Sandy Hollow to just west of Mangoola would provide operational efficiencies and create capacity by effectively making the section double rather than single track. It would also create additional train park-up capacity. ARTC will continue to assess this option (ARTC, 2015a), noting that the likely trigger for this project is construction of a loop, which is no longer required under forecast volumes.

ARTC has a preference to operate standard train sets across the network, and has been working with operators to assess the benefits of increasing train lengths to approximately 1,610m. Such an increase would require lengthening of two loops on the Ulan line at Sandy Hollow and Kerabbi. There is currently adequate capacity for all contracted volume and thus this proposal would be a productivity initiative, and is not currently being pursued. Additional passing loops at Mt Pleasant and Widden Creek are anticipated to be required in Q1 2022 and Q1 2023 respectively under current volume forecasts (ARTC, 2015a).

The ARTC Master Train Plan (effective 25 January 2015) indicates that the contracted path schedule at Wilpinjong Junction does not change significantly from day to day (ARTC, 2015b). Over a typical 24-hour day, an average of 50 train movements (including inbound and outbound trains), are scheduled. Over the course of 24 hours, this is equivalent to an average of one train movement every half an hour. The actual frequency varies throughout the day and night.

3.11 Railway Level Crossings

WCM generates rail traffic between the Wilpinjong Coal Loop and the Port of Newcastle. Rail traffic impacts on road traffic through delays to vehicles at level crossings. The implications of WCM rail traffic on the road network would be diluted as the distance from the WCM increases, and for the purpose of this assessment, the existing level crossings along the Ulan Line have been examined between Ulan and Muswellbrook. This covers a distance of some 130 km of railway, and 25 public road level crossings.

Information regarding each of the local public level crossings has been collated from the Transport for New South Wales Public Level Crossing Finder and information provided to GTA by ARTC’s Third Party Works Manager (by email 27 March 2015), and is tabulated in Table 3.18. The crossings are presented in order of distance from WCM.

Signage and road marking requirements associated with railway level crossings are set out in the Manual of Uniform Traffic Control Devices Part 7: Railway Crossing (Australian Standard [AS] 1742.7, 2007). The Standard does not provide guidance on when a crossing should progress from one treatment to another, as such guidance is found in risk assessment models such as the Australian Level Crossing Assessment Model (ALCAM). Table 3.18 identifies crossings which do not comply or partly comply with the Australian Standard, as identified by ARTC.

Table 3.18 identifies a number of risk factors associated with the level crossings, including:

 queuing risk (i.e., whether vehicles can queue back across the crossing from an adjacent road intersection);

 short stacking risk (i.e., whether the distance between the crossing and adjacent road intersection is long enough to accommodate the largest stationary gazetted vehicle without the rear of the vehicle fouling the track); and

 proximity to siding/shunting yard, a guide as to whether an adjacent siding, signal etc. can cause trains to block the crossing or shunt across the crossing. Where Table 3.18 indicates a number for this risk, then blocking may be an issue.

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The risk factor numbers 0 to 5 in Table 3.18 represent an increasing risk level for each of these categories as identified by ARTC.

Table 3.18: Railway Level Crossings Ulan to Muswellbrook

Rail AS1742.7 LXM ID Road Location Control WCM Traffic Risks Location (km) Compliance Cope Road, 1304 438.83 Active – lights Road 3 Queuing 2 Ulan Ulan Colliery Road, 1815 437.97 Active – lights N/A 5 Queuing 2 Ulan Unnamed road, 1302 425.21 Passive – stop N/A 3 - Ulan Ulan-Wollar Road, 1301 423.74 Passive – stop Road l 5 - Wollar Ulan-Wollar Road, Active – lights 1300 420.06 Road and Rail 0 - Wollar and boom gates Unnamed road, 1298 417.34 Passive – stop Rail 3 - Wollar Mogo Road, Active – lights 1297 415.11 Rail 3 - Wollar and boom gates Wollara Road, 1296 401.03 Passive – stop Rail 0 - Coggan Creek Unnamed road, Stacking 3 1813 395.90 Active – lights Rail 0 Coggan Creek Queuing 5 Rylestone Road, Stacking 3 1295 388.05 Active – lights Rail 3 Bylong Queuing 2 Unnamed road, 1294 362.83 Passive – stop Rail 3 Proximity 5 Kerrabee Unnamed road, 1293 343.81 Passive – stop Rail No data No data Sandy Hollow Goulburn Drive, 1292 332.65 Passive – stop Rail 5 - Sandy Hollow Goulburn Drive, 1291 331.92 Passive – stop Rail 5 - Sandy Hollow Rylestone Road, 1290 331.25 Active – lights Rail 0 Proximity 5 Sandy Hollow Unnamed road, 1812 325.00 Passive – stop Rail 3 - Denman Rosemount Road, Active – lights Stacking 3 1289 321.86 Rail 5 Denman and boom gates Queuing 2 Rosemount Road, 1288 315.24 Active – lights Rail 0 - Denman Ogilvie Street, 1287 314.44 Active – lights Rail 3 Proximity 5 Denman Kenilworth Street, Active – lights Stacking 3 1286 313.45 Rail 0 Denman and boom gates Queuing 2 Golden Highway, 1285 312.24 Active – lights Rail 3 - Denman Mangoola Road, 1284 310.64 Passive – stop Rail 5 - Mangoola Mangoola Road, 1283 308.74 Passive – stop Rail 3 - Mangoola Mangoola Road, Active – lights 1282 306.49 Rail 0 Proximity 1 Mangoola and boom gates Roxburgh Road, 1281 303.37 Passive – stop Rail 3 - Roxburgh LXM ID = Level Crossing Management system identification number. Sources: ARTC and Transport for New South Wales Public Level Crossing Finder. https://appln.transport.nsw.gov.au/mapservices/proxy/levelCrossings/map.html and advice from ARTC.

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It is noted that the information provided by ARTC with regard to LXM 1284 on Mangoola Road is outdated, as the crossing has recently been upgraded from passive to active control. ARTC’s Third Party Works Officer advised GTA that there are currently no plans to upgrade any other level crossings in this area. Additional information about each of the level crossings is provided in Attachment B.

3.12 Delays to Road Traffic at Level Crossings

The ARTC Master Train Timetable (effective 15 January 2015) indicates that there is an average of one train movement timetabled every half an hour on the Ulan Line.

In order to gauge the delays experienced by drivers as a result of trains passing through the crossings, the probability of a vehicle and a train occupying the level crossing simultaneously (and therefore resulting in delay to vehicles) has been estimated. To estimate this probability, the following assumptions have been made regarding travel through the level crossing “occupation zone”:

 a train occupies the potential occupation zone for 3 minutes, noting this is considered to be a conservatively long period based on observations; and

 vehicles occupy the potential occupation zone for the equivalent time of 30 m of travel at the posted speed limit, advisory speed or estimated average travel speed plus an additional delay of 4 seconds per vehicle at passive crossings to account for the requirement to stop to allow the driver to ascertain if it is safe to cross.

As discussed in Section 3.10, ARTC (2015a) notes that the Bylong tunnel requires a minimum of 20 minutes between trains, subject to ventilation criteria. Therefore, as a robust assessment, the assessment assumes that during the road peak hour, up to three trains may pass through any crossing on the Sandy Hollow Gulgong Railway, noting that the timetable suggests that during the majority of on-street peak hours, no more than two train movements occur. The level crossing at the Ulan Mine Complex access road has not been assessed, as WCM contributes neither road nor rail traffic at that crossing. The predicted peak hour probability of delay to vehicles is shown in Table 3.19.

Table 3.19: Peak Hour Probability of Delay to Vehicles at Railway Level Crossings

Vehicles per Vehicle Travel Probability of Level Crossing Location Trains per Hour HourA Speed (km/h) Delay (percent) 1304 Cope Road, Ulan 113 50 3 0.91 1301 Ulan-Wollar Road, Wollar 108 60 3 2.22 1300 Ulan-Wollar Road, Wollar 12 60 3 0.06 1298 Unnamed Road, Wollar 2 20 3 0.07 1297 Mogo Road, Wollar 20 30 3 0.28 1296 Wollara Road, Coggan Creek 20 20 3 0.71 1813 Unnamed Road, Coggan Creek 5 20 3 0.10 1295 Rylstone Road, Bylong 60 100 3 0.25

A Higher volume of 6.00am to 7.00am or 6.00pm to 7.00pm where data available, estimate at other locations.

The results indicate that the probability of a vehicle being delayed at the level crossings on the Ulan Line near the WCM is very low. The probability of vehicles being delayed by a train if the peak number of trains coincides with the peak number of vehicles generated by the WCM would be highest at the Ulan-Wollar Road level crossing located approximately 250m east of the WCM Access Road (LXM 1301), with a probability of 2.22 percent or 1 in 45.

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If the peak WCM traffic volume coincided with the peak hourly number of train movements once every day, a driver passing through that level crossing during that hour each day could be expected to be delayed approximately once each 45 days, and less frequently at all other level crossings.

As noted by ARTC (Table 3.18), when a train closes the Cope Road crossing, there is the potential for the queue of westbound traffic on Cope Road to extend back to Ulan Road, noting that the intersection layout provides additional queuing space beyond the 36m distance between the crossing and edge of Ulan Road without blocking the flow of through traffic along Ulan Road. The available space clear of Ulan Road allows up to six light vehicles to queue clear of the edgeline of Ulan Road.

On the average weekday, the surveys conducted in March 2015 indicate that the highest westbound volume on Cope Road in any hour is 58 vehicles per hour between 4pm and 5pm. Within the maximum three minute period assumed for the crossing to be closed, an average of up to three vehicles could be expected to arrive at the eastern side of the crossing. Allowing for variations in the arrival rate of vehicles, the available queueing space is considered to be adequate at most times, noting that if any heavy vehicles arrive during the closure of the level crossing, there is a risk that the queue would extend into the auxiliary lanes on Ulan Road. This risk factor has been previously identified by the ARTC (Table 3.18).

3.13 School Buses

Ulan Road is currently used by school buses operated by Eggtranz Pty Ltd and other operators. It is understood that the school buses operate on Ulan Road between 7.30am and 8.35am (southbound) and 3.35pm and 4.35pm (northbound). The school buses therefore operate on Ulan Road over a period of approximately 1 hour each morning and afternoon.

A condition of the WCM approval is that the on-site shift change times be scheduled to occur outside of school bus hours and that shift change times be coordinated with neighbouring mining operations to minimise potential cumulative impacts.

The February/March 2015 shift start and finish times at WCM did not coincide with the school bus hours. During the morning, a number of shifts start or finish between 5.00am and 6.30am, and during the afternoon/evening, a number of shifts start or finish between 5.00pm and 7.00pm. Some administration staff start at 8.00am and some finish at 4.00pm. The end of shift for production workers is normally staggered, dependent on the location of mine equipment and the time it takes for replacement staff to access the area. Employees therefore tended to travel before the morning school bus hours and after the afternoon school bus hours.

More recently, WCPL have gained approval for an earlier dayshift finish (5.00pm), which has a greater potential for interaction with school buses. This approval was subject to conditions, including workforce education, quarterly consultation with school bus operators and incident reporting.

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4. Road Transport Environment Changes

4.1 Ulan Road Strategy

ARRB (2011a) prepared the Ulan Road Strategy, which presents recommendations regarding improvements along Ulan Road between Mudgee and the access to the Ulan Mine Complex. Traffic forecasts in the Ulan Road Strategy (ARRB, 2011) include projections of vehicle use associated with the Ulan Mine Complex, Moolarben Coal Complex and the WCM. The report identifies road works to upgrade and maintain Ulan Road over the operating life of the mines, including upgrading over 20 intersections, typically to either basic left-turn (BAL)/ basic right-turn (BAR), or channelised left-turn (CHL)/channelised right-turn (CHR) configurations, upgrading of Ulan Road to a desirable design formation of two 3.5m wide sealed lanes with 1.0m wide sealed shoulders and 1.0m wide unsealed shoulders, and adoption of noise attenuation measures.

The proposed intersection upgrades generally involve widening of the carriageway to allow through vehicles to pass around vehicles slowing to turn into or out of side roads. “CHR” refers to provision of a channelised right-turn only bay on the major road. “CHL” refers to a channelised left-turn only bay on the major road for vehicles turning into the minor road, and/or a channelised left-turn only bay on the minor road for vehicles turning into the major road. The report presents an indicative program for the upgrades, based on consideration of priorities relating to the pavement conditions, crash history, traffic volumes and timing of other nearby works.

The Strategy’s recommended desirable design standard for Ulan Road is a carriageway width of 11.0m including unsealed shoulders. Where road widening works would be impractical, a minimum design standard with an 8.2m formation width is recommended.

4.2 Wilpinjong Coal Mine Approval

Modification 5 to Project Approval (05_0021) for the Wilpinjong Coal Project was approved in February 2014. With regard to road transport implications, Modification 5 was anticipated to result in:

 limited increase in heavy vehicle deliveries to the site due to increases in the rates of CHPP processing and waste rock production, in combination with the proposed on-site disposal of inert building waste;

 reduction in heavy vehicle movements on local roads around Mudgee due to the disposal of limited volumes of building and demolition inert waste material on-site;

 changes in workforce and contractor-generated traffic due to an increase in the maximum workforce to approximately 550 people until 2019, and reduction thereafter; and

 short term increases in traffic during construction, due to 20 additional employees and additional heavy vehicle movements.

In addition, Modification 6 to Project Approval (05_0021) was approved in November 2014 and involved an increase to the approved ROM coal production rate from 15 to 16 Mtpa. However, since this Modification did not change workforce or delivery movements, no road transport implications were identified.

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During March 2015 when the traffic surveys were conducted, the workforce at the WCM was some 476 people, while the approved mine is expected to require up to 550 people for periods up to approximately 2019, and reduction thereafter. The traffic impact assessment undertaken for Modification 5 (GTA Consultants, 2013) assumed the workforce at the WCM would reduce to 460 operational workers in the longer term. With changes in coal operations in recent years, the total operational workforce in 2024 is now expected to be reduced well below that forecast, and is now expected to be approximately 210 workers.

Without the Project, this assessment assumes that the operational workforce at the WCM would be:

 Year 2017 – operational workforce 550 people; and

 Year 2024 – operational workforce 210 people.

The baseline traffic conditions reviewed in Section 3 do not take into account the traffic expected to be generated by the additional 74 operational workers at the WCM at its currently approved maximum level of operational activity in 2017. Similarly, the baseline conditions in Section 3 include traffic generated by 266 more workers than are expected to be employed in 2024.

Table 4.1 summarises the expected changes in traffic generated by the WCM workforce during the busiest hours and over the average weekday, with the expected total workforce anticipated to be employed. For the future two scenarios, it is assumed that 80 percent of the total workforce would be present each day, noting that during the surveys in 2015, approximately 77 percent of the total workforce was present each day.

Table 4.1: WCM Existing and Future Workforce Traffic Generation 6.00am to 7.00am 6.00pm to 7.00pm Daily (vehicles/hour) (vehicles/hour) (vehicles/day) Inbound Outbound Inbound Outbound Inbound Outbound

Surveyed 2015 102 11 25 34 268 268 Workforce 476A Forecast 2017 122 13 30 41 320 320 Workforce 550B Forecast 2024 46 5 11 16 122 122 Workforce 210B

A 77% present on site each day. B 80% present on site each day.

Some variation in the level of visitor and delivery activity would also be expected with the change in activity on the site. Table 4.2 presents the estimated visitor and delivery traffic with the variations in the workforce expected in 2017 and 2024, assuming that visitor and delivery traffic would change relative to the total workforce.

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Table 4.2: WCM Existing and Future Visitors and Deliveries Traffic Generation 6.00am to 7.00am 6.00pm to 7.00pm Daily (vehicles/hour) (vehicles/hour) (vehicles/day) Inbound Outbound Inbound Outbound Inbound Outbound

Surveyed 2015 8 0 1 1 58 58 Workforce 476 Forecast 2017 9 0 1 1 67 67 Workforce 550 Forecast 2024 4 0 1 0 27 27 Workforce 210

Table 4.3 summarises the distribution of WCM traffic on the surrounding road network with the changes to workforce and activity expected to occur on the site in 2017 and 2024.

Table 4.3: WCM Existing and Future Traffic on Road Network 6.00am to 7.00am 6.00pm to 7.00pm Daily SiteA Location (vehicles/hour) (vehicles/hour) (vehicles/day) 2015 2017 2024 2015 2017 2024 2015 2017 2024 Ulan Road 1 56 67 25 29 34 10 336 397 154 north of Hollyoak Bridge Ulan Road 2 56 67 25 29 34 10 336 397 154 south of Wollar Road Ulan Road 3 71 85 32 36 43 16 408 482 188 south of Cope Road Ulan Road 4 98 116 43 51 59 21 532 630 246 south of Ulan-Wollar Road Ulan Road 5 11 13 4 5 7 2 62 72 28 north of Ulan-Wollar Road Cope Road 6 26 31 12 13 16 6 126 149 56 west of Ulan Road Ulan-Wollar Road 7 108 129 49 56 66 24 592 702 272 west of WCM Access Road Ulan-Wollar Road 8 108 129 49 56 66 24 592 702 272 at western WCM Boundary Ulan-Wollar Road 9 13 15 5 6 8 2 60 72 28 east of WCM Access Road Ulan-Wollar Road 10 13 15 5 6 8 2 60 72 28 east of Slate Gully Road WCM Access Road 11 121 144 54 62 74 26 652 774 300 south of Ulan-Wollar Road Wollar-Bylong Road 12 4 5 2 2 2 0 20 24 10 east of Wollar Road

A Refer to Figure 1-1 for locations. 2015 = 476 person workforce, 77% present. 2017 = 550 person workforce, 80% present. 2024 = 210 person workforce, 80% present.

4.3 Ulan Mine Complex

The Ulan Mine Complex is located approximately 38km north-east of Mudgee. The Ulan Mine Complex has vehicular access via two access roads. The Ulan Coal Open Cut Mine Access Road is located off Ulan Road approximately 900m north of the intersection of Cope Road and 2km south of the intersection of Ulan-Wollar Road. The Ulan Underground and Administration Access Road is located off Ulan Road approximately 3.6km north of the intersection of Ulan-Wollar Road.

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The Ulan Coal Continued Operations Project was approved in November 2010, and involves an extension to the open cut operations as well as concurrently mining the approved Ulan No. 3 Underground and Ulan West under a modified mine plan for 20 years. A traffic and transport impact assessment for that Modification was undertaken by Transport and Urban Planning (2009), which found that the peak workforce and traffic generation of the mine would occur in Year 4, with the operational phase of the Project commencing in Year 5.

The Ulan Road Strategy (ARRB, 2011a) refers to commencement of the Continued Operations Project in 2011, thus the Year 4 peak can be expected to have occurred in 2014. This is confirmed by Glencore’s website which indicates that Ulan Mine Complex currently employs approximately 931 people, including ancillary contractors. This workforce figure is consistent with the Year 5 estimate of total workforce used in the Transport and Urban Planning (2009) assessment.

The traffic surveys conducted in March 2015 can therefore be considered to include the Year 5 traffic generation of the Ulan Continued Operations Project, estimated to be 1,634 trips per day by workforce and visitors, and 34 deliveries per day (Transport and Urban Planning, 2009). Two Modifications have since been approved, however neither involves changes to the number of employees, so no further significant changes to the traffic generation are expected to occur. A further Modification is currently being assessed, and the Environmental Assessment (EA) (Umwelt, 2015) states that,

”There are no proposed changes to workforce numbers, operating hours or product volumes or transport routes. Additionally, construction activities will be limited to the construction of ventilation shafts for the operation of Ulan West. Traffic impacts associated with the additional two years of operations resulting from the proposed modification are expected to be consistent with the existing approved development and as such no further assessment of traffic impacts has been undertaken.”

The traffic generation of the Ulan Mine Complex can be expected to change as the size of the workforce changes. Table 4.4 presents the estimated traffic generation of the Ulan Mine Complex during the hours and future years of relevance to the WCM Project, based on the assessment undertaken by Transport and Urban Planning (2009), interpolated as required. The Transport and Urban Planning (2009) assessment of peak hour implications of the Ulan Continuation Project was based on the busiest hour of the week, being a Friday morning during the construction phase of the project. For the purpose of this assessment of average weekday conditions, the existing typical weekday hourly traffic generation of the Ulan Mine Complex has been estimated based on the shift and traffic generation information presented in Transport and Urban Planning (2009) adjusted to reflect the current shift times operating on the sites. This assumes workers arrive in the half hour before the start of their shift, and leave in the half hour following the end of their shift.

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Table 4.4: Ulan Mine Complex Operational Characteristics 2015 2017 2024 No.3 and No.3 and No.3 and Open Cut Open Cut Open Cut Underground Underground Underground Workforce (people) 801 130 758 98 375 0 Average Weekday Traffic Generation Workforce 990 229 938 173 464 0 Visitors 308 78 322 68 194 0 Deliveries 26 8 28 6 34 0 Average Weekday Traffic Generation 6.00am to 7.00am Workforce 0 93 0 70 0 0 Visitors 12 2 13 2 8 0 Deliveries 2 2 2 2 3 0 Average Weekday Traffic Generation 6.00pm to 7.00pm Workforce 0 21 0 16 0 0 Visitors 12 4 13 3 8 0 Deliveries 2 0 2 0 3 0

Based on the assessment and traffic distribution presented by Transport and Urban Planning (2009), the anticipated volumes generated by the Ulan Coal Continued Operations Project have been quantified for the recent survey locations, and are presented in Table 4.5. It is noted that the distribution used assumes 69 percent and 38 percent of workforce and delivery trips respectively use Ulan Road between Mudgee and the Ulan Coal access roads. The O-D survey conducted in 2012 at the WCM found that some of the trips generated by the workforce to and from the south have their origin or destination along the route itself, with mine-related workforce traffic reducing by approximately 23 percent between the survey location south of Cope Road and that south of Wollar Road. As this is expected to be similar for the Ulan Mine Complex traffic, the following assessment therefore assumes a similar reduction in workforce traffic generated by Ulan Mine Complex. The Ulan Mine Complex traffic would generally not travel through the WCM survey sites 7 to 12 inclusive.

Table 4.5: Ulan Mine Complex Existing and Future Traffic on Road Network 6.00am to 7.00am 6.00pm to 7.00pm Weekday SiteA Road and Location (vehicles/hour) (vehicles/hour) (vehicles/day) 2015 2017 2024 2015 2017 2024 2015 2017 2024 Ulan Road 1 56 44 4 18 15 4 804 742 339 north of Hollyoak Bridge Ulan Road 2 56 44 4 18 15 4 804 742 339 south of Wollar Road Ulan Road 3 71 55 4 21 18 4 1,001 922 414 south of Cope Road Ulan Road 4 105 82 9 35 30 9 1,533 1,416 654 south of Ulan-Wollar Road Ulan Road 5 105 82 9 35 30 9 1,533 1,416 654 north of Ulan-Wollar Road Cope Road 6 31 25 4 12 11 4 473 440 212 west of Ulan Road

A Refer to Figure 1-1 for locations.

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4.4 Moolarben Coal Complex

The Moolarben Coal Complex is located adjacent to the western border of the WCM, and currently has two vehicular accesses. The CHPP is accessed via a road off Ulan Road, approximately 1km north of its intersection with Ulan-Wollar Road. Vehicular access to the Open Cut 1 (OC1) facilities is located off Ulan-Wollar Road, approximately 120m from its intersection with Ulan Road.

The approvals for the Moolarben Coal Complex include four open cut areas (OC1 to OC4), three underground mining areas (UG1, UG2 and UG4) and other mining and transport related infrastructure and facilities. Mining activities have taken place within OC1 and OC2, and development and operation of OC4 and UG1 is expected during 2015.

4.4.1 Moolarben Stage 1 Modification and Stage 2 Project

The Moolarben Stage 2 Project and Stage 1 modification (MOD3) were approved in January 2015. Stage 2 (Project Approval 08_0135) will expand the mining operations farther to the east of the existing mine, develop two additional underground mining domains (UG1 and UG2), and an additional open cut pit (OC4). An additional 16 Mtpa of ROM coal is approved to be extracted over 24 years. In Stage 2, a separate vehicular access is proposed for the open cut areas and facilities off Ulan-Wollar Road, located approximately 2.5km from its intersection with Ulan Road. That intersection will be designed and constructed to the satisfaction of Council. The Stage 2 approval extends the life of the mine to December 2038.

The Stage 1 modification (Project Approval 05_0117) uses the approved infrastructure to receive, handle, process, store and load coal received from the Stage 2 mine. All product coal will be transported by rail, and the recently approved modification permits no more than five laden trains to leave Moolarben Coal Complex each day.

Construction of an additional vehicular access off Ulan-Wollar Road has commenced, which will provide access to the Stage 2 OC4. That access is located approximately 4.6km from the intersection of Ulan Road, off the realigned section of Ulan-Wollar Road. The intersection has been constructed with a BAR treatment on Ulan-Wollar Road for vehicles turning into the access road.

Sinclair Knight Merz [SKM] prepared a traffic impact assessment for the Stage 1 project (SKM, 2006), and also for the Stage 2 project (SKM, 2008).

4.4.2 Moolarben UG1 Optimisation Modification

Moolarben Coal Operations has recently exhibited an Environmental Assessment associated with the proposed UG1 Optimisation Modification, which includes a Road Transport Assessment (GTA Consultants, 2015). The UG1 Optimisation Modification involves:

 recovery of approximately an additional 3.7 million tonnes of underground coal;

 an increase in the ROM coal extraction rate from 4 Mtpa up to 8 Mtpa from UG1, UG2 and UG4 (combined);

 increase in the maximum total site product coal rate to 18 Mtpa;

 increase in the average daily rail departures from five to seven with associated increase in the maximum daily rail departures to nine; and

 construction of service facilities and mine infrastructure area.

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4.4.3 Traffic Implications of Changes at Moolarben Coal Complex

At the time of the traffic surveys (Table 3.1), the operations at the Moolarben Coal Complex did not include the full approved mining activities, which allow for a total operational workforce of 440 workers. At the time of the surveys, the Moolarben Coal Complex operational workforce was 280 people. Construction activity for Stage 2 will also involve some 220 workers over a short term period in 2015, with construction activity occurring between 7.00am and 6.00pm. This construction activity was not occurring at the time of the traffic surveys, and will not coincide with the years of relevance to the Project, and thus is not considered further.

The UG1 Optimisation Modification would further increase the workforce to an average of 670 workers and a peak of 740 workers, who would generate additional vehicle trips on the surrounding road network as they travel to and from the site. The peak operational workforce is expected to be present for 12 to 18 months during 2017-18, and would decline to the average 670 workers thereafter.

The construction phase of the Modification would occur in 2016 and 2017, and would employ an average of 120 people, with a peak of 250 people for two months during 2017. It is expected that up to 90 percent of the construction workforce, or 225 people, would be present on any one day.

Table 4.6 summarises the expected changes in the workforce and traffic generation from the conditions surveyed in 2015 with the approved operations and the UG1 Optimisation Modification during the years of relevance to the Project.

Table 4.6: Moolarben Coal Complex Changes to Workforce and Traffic Generation from 2015 Approved UG1 Optimisation Total Change 2017 2024 2017 2024 2017 2024 Construction Workforce Workforce (people) 0 0 +250 0 +250 0 Workforce (vehicles/day) 0 0 +225 0 +226 0 Visitors (vehicles/day) 0 0 +52 0 +52 0 Delivery (vehicles/day) 0 0 +52 0 +52 0 AM Peak Hour (vehicles/hr) 0 0 +121 0 +121 0 PM Peak Hour (vehicles/hr) 0 0 +121 0 +121 0 Operational Workforce Workforce (people) +160 0 +460 +390 +620 +390 Workforce (vehicles/day) +188 0 +550 +446 +738 +446 Visitors (vehicles/day) 0 0 +12 +12 +12 +12 Delivery (vehicles/day) 0 0 +20 +20 +20 +20 AM Peak Hour (vehicles/hr) +56 0 +149 +123 +205 +123 PM Peak Hour (vehicles/hr) +5 0 +60 +45 +65 +65 Total Traffic Generation Changes Daily (vehicles/day) - - - - +1,100 +478 AM Peak Hour (vehicles/hr) - - - - +326 +123 PM Peak Hour (vehicles/hr) - - - - +186 +65

AM Peak hour = 6.00am to 7.00am, PM Peak hour = 6.00pm to 7.00pm.

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The expected changes to the Moolarben Coal Complex would also alter the distribution of traffic to and from the existing accesses and the proposed new access on Ulan-Wollar Road, and also alter the distributions of arrivals and departures during the day due to changes to the operational shifts. The overall changes to traffic on the road network as a result of the approved operations and the UG1 Optimisation Modification are summarised in Table 4.7. The Moolarben Coal Complex would not alter traffic conditions at Sites 7 to 12.

Table 4.7: Moolarben Coal Complex Existing and Future Traffic on Road Network 6.00am to 7.00am 6.00pm to 7.00pm Weekday SiteA Location (vehicles/hour) (vehicles/hour) (vehicles/day) 2015 2017 2024 2015 2017 2024 2015 2017 2024 Ulan Road 1 77 227 149 19 160 88 477 855 600 north of Hollyoak Bridge Ulan Road 2 77 227 149 19 160 88 477 855 600 south of Wollar Road Ulan Road 3 96 294 194 25 207 114 600 1,083 774 south of Cope Road Ulan Road 4 114 352 232 29 248 137 713 1,289 927 south of Ulan-Wollar Road Ulan Road 5 62 148 112 18 108 75 570 502 400 north of Ulan-Wollar Road Cope Road 6 18 55 39 5 38 23 107 200 152 west of Ulan Road

A Refer to Figure 1-1 for locations.

4.5 Bylong Coal Project

A Preliminary Environmental Assessment (PEA) (Hansen Bailey, 2014) has been prepared and submitted to NSW Department of Planning and Environment in relation to a proposed coal mine which would be located approximately 55km to the north-east of Mudgee (Figure 1-1). SEARs have been issued for the Bylong Coal Project and more recently, an EIS has been exhibited.

The Bylong Coal Project is estimated to have a peak construction workforce of approximately 800 personnel and a peak operational workforce of approximately 430 personnel. An accommodation facility is proposed to be constructed near the mine site that would accommodate up to 650 construction personnel and a number of operational personnel. Employees would be encouraged to reside in Rylstone, Kandos, Sandy Hollow, Denman and Mudgee.

The Bylong Coal Project Traffic and Transport Impact Assessment (Parsons Brinkerhoff, 2015) does not anticipate cumulative impacts will exist between Bylong and the Project. Various scenarios were considered by Parsons Brinkerhoff (2015), with the ‘preferred operation scenario’ involving use of the accommodation facility up to the end of Year 6 of the Bylong Coal Project.

Given the use of an accommodation facility and the likely residential locations of the workforce, the Bylong Coal Project construction and operational employees are not likely to significantly use the key routes used by WCM traffic, and so would not significantly impact on the future traffic volumes on those roads.

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4.6 Cobbora Coal Project

The Cobbora Coal Project is an approved coal mine approximately 58 km north-west of Mudgee that has not commenced construction.

The approved average construction workforce is approximately 350 (peaking at 550) and the operation workforce is expected to be 300 in 2016 and peaking at 590 around 2030 (EMM, 2013).

Given the location of the Cobbora Coal Project, project-related traffic is not likely to use the routes used by WCM traffic, and so would not significantly impact on the future traffic volumes on those roads.

4.7 Mt Penny Coal Mine

The potential implications of the proposed Mt Penny Coal Mine near the Village of Bylong were included in GTA’s assessment of Modification 5 (GTA, 2013). The project will not proceed, and thus the traffic previously estimated to be generated by that development is not included in this assessment.

4.8 Bowdens Silver Mine

A PEA has been prepared and submitted to NSW Department of Planning and Infrastructure in relation to a proposed silver mine north of Lue, and Director-General’s Requirements have been issued for this assessment.

The PEA suggests that the Bowdens Silver Project would employ some 300 people during construction, and 200 people once operational. Operational employees would be encouraged to reside in Mudgee, Lue, Kandos and Rylstone. The majority of the construction workforce is expected to be drawn from the surrounding communities with a small number of specialists being brought in from outside the immediate districts. Based on the likely residential locations of the workforce, Bowdens Silver Mine construction and operational employees are not likely to significantly use the routes used by WCM traffic, and so would not materially impact on the future traffic volumes on those roads.

Bulk silver/lead concentrate and zinc concentrate would be transported off-site for further refining and treatment. It is understood that the concentrates would be transported by truck to a port, and that trucks would travel to and from the east of Lue. The trucks would therefore not use the same routes as the WCM traffic.

The Bowdens Mine is therefore not likely to use the same roads as the WCM traffic, and so its impacts in the longer term are not included in this assessment.

4.9 Background Growth

The Ulan Road Strategy (ARRB, 2011a) adopted a growth rate of 1.8 percent per annum, which was applied to the general community traffic over the 21 year period of operation of the mines. The general community traffic excludes traffic directly associated with each of the mines discussed above.

The estimated contribution of the three mining projects identified above to the baseline 2015 average weekday traffic volumes has been identified, and is summarised in Table 4.8.

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Table 4.8: Contribution of Mines to Average Weekday Traffic 2015 (vehicles/day) Non-Mine SiteA Location Surveyed Wilpinjong Moolarben Ulan Non-Mine Percent Ulan Road 1 9,476 336 477 804 7,858 82.9 north of Hollyoak Bridge Ulan Road 2 3,605 336 477 804 1,987 55.1 south of Wollar Road Ulan Road 3 2,376 408 600 1,001 366 15.4 south of Cope Road Ulan Road 4 2,985 532 713 1,533 207 6.9 south of Ulan-Wollar Road Ulan Road 5 2,448 62 570 1,533 284 11.6 north of Ulan-Wollar Road Cope Road 6 1,162 126 107 473 456 39.2 west of Ulan Road Ulan-Wollar Road 7 618 592 0 0 26 4.1 west of WCM Access Road Ulan-Wollar Road 8A 618 592 0 0 26 4.1 at western WCM Boundary Ulan-Wollar Road 9 142 60 0 0 82 57.7 east of WCM Access Road Ulan-Wollar Road 10 142 60 0 0 82 57.7 east of Slate Gully Road WCM Access Road 11 652 652 0 0 0 0 south of Ulan-Wollar Road Wollar-Bylong Road 12 141 20 0 0 121 85.8 east of Wollar Road

A Refer to Figure 1-1 for locations.

As the times for the peak hourly generation of the various mines differs and traffic tends to spread over longer peaks than has been assumed in the assessments of mine-generated traffic, the peak hourly non-mining traffic has been estimated based on the percent contribution over the average weekday. Table 4.9 summarises the estimated growth in non-mine traffic at the survey locations for the two future scenarios. The Ulan Road growth rate of 1.8 percent per annum was also applied to the other routes in the area, notably Cope Road, Ulan-Wollar Road and Wollar- Bylong Road.

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Table 4.9: Additional Background Non-Mine Traffic (1.8% per annum) 2015 to 2017 2015 to 2024

A Total Total Site Location AM PM AM PM Growth Daily Growth Daily Peak Peak Peak Peak % % Ulan Road 1 3.0 13 19 283 13.4 58 86 1,273 north of Hollyoak Bridge Ulan Road 2 2.0 5 4 72 8.9 21 19 322 south of Wollar Road Ulan Road 3 0.6 2 1 13 2.5 7 4 59 south of Cope Road Ulan Road 4 0.2 1 0 7 1.1 5 2 33 south of Ulan-Wollar Road Ulan Road 5 0.4 1 0 10 1.9 4 2 46 north of Ulan-Wollar Road Cope Road 6 1.4 2 1 16 6.4 7 4 74 west of Ulan Road Ulan-Wollar Road 7 0.1 0 0 1 0.7 1 0 4 west of WCM Access Road Ulan-Wollar Road 8A 0.1 0 0 1 0.7 1 0 4 at western WCM Boundary Ulan-Wollar Road 9 2.1 0 0 3 9.3 1 1 13 east of WCM Access Road Ulan-Wollar Road 10 2.1 0 0 3 9.3 1 1 13 east of Slate Gully Road WCM Access Road 11 0.0 0 0 0 0.0 0 0 0 south of Ulan-Wollar Road Wollar-Bylong Road 12 3.1 0 0 4 13.9 1 1 20 east of Wollar Road

A Refer to Figure 1-1 for locations. AM Peak = 6.00am to 7.00am, PM Peak = 6.00pm to 7.00pm.

4.10 Future Traffic Volumes

Table 4.10 summarises the resulting traffic volumes on the road network with the combined effects of the various changes to traffic conditions discussed in Sections 4.2 to 4.9.

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Table 4.10: Existing and Future Traffic on Road Network 6.00am to 7.00am 6.00pm to 7.00pm Daily SiteA Location (vehicles/hour) (vehicles/hour) (vehicles/day) 2015 2017 2024 2015 2017 2024 2015 2017 2024 Ulan Road 1 429 590 475 638 758 719 9,476 10,341 10,425 north of Hollyoak Bridge Ulan Road 2 235 388 245 213 318 227 3,605 4,258 3,603 south of Wollar Road Ulan Road 3 289 482 282 147 279 149 2,376 3,110 2,041 south of Cope Road Ulan Road 4 406 632 369 160 317 148 2,985 3,837 2,348 south of Ulan-Wollar Road Ulan Road 5 189 238 121 103 174 117 2,448 2,273 1,399 north of Ulan-Wollar Road Cope Road 6 113 152 98 57 83 52 1,162 1,305 985 west of Ulan Road Ulan-Wollar Road 7 108 130 50 54 63 22 618 733 302 west of WCM Access Road Ulan-Wollar Road 8A 108 130 50 54 63 22 618 733 302 at western WCM Boundary Ulan-Wollar Road 9 12 14 5 6 7 2 142 157 123 east of WCM Access Road Ulan-Wollar Road 10 12 14 5 6 7 2 142 157 123 east of Slate Gully Road WCM Access Road 11 121 145 54 62 72 26 652 778 300 south of Ulan-Wollar Road Wollar-Bylong Road 12 9 9 8 6 6 4 141 149 150 east of Wollar Road

A Refer to Figure 1-1 for locations.

4.11 Future Roadway Capacity and Efficiency

The future capacity and efficiency of the road system has been reassessed for the future conditions with the combined effects of the various changes to traffic conditions discussed in Sections 4.2 to 4.9. The resulting future midblock LOS at each of the surveyed locations are presented in Table 4.11, which assumes no changes are made to the operating characteristics of the roads.

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Table 4.11: Midblock Levels of Service 2017 and 2024

North or Eastbound South or Westbound

6.00am to 6.00pm to 6.00am to 6.00pm to SiteA Location Class 7.00amB 7.00pmC 7.00amC 7.00pmB

2017 2024 2017 2024 2017 2024 2017 2024 Ulan Road 1 III B B B B B B B B north of Hollyoak Bridge Ulan Road 2 II B B A A A A B A south of Wollar Road Ulan Road 3 II C B A A A A B A south of Cope Road Ulan Road 4 II C B A A A A B A south of Ulan-Wollar Road Ulan Road 5 II A A A A A A A A north of Ulan-Wollar Road Cope Road 6 II A A A A A A A A west of Ulan Road Ulan-Wollar Road 7 II A A A A A A A A west of WCM Access Road Ulan-Wollar Road 8A II A A A A A A A A at western WCM Boundary Ulan-Wollar Road 9 II A A A A A A A A east of WCM Access Road Ulan-Wollar Road 10 II A A A A A A A A east of Slate Gully Road WCM Access Road 11 II A A A A A A A A south of Ulan-Wollar Road Wollar-Bylong Road 12 II A A A A A A A A east of Wollar Road

A Refer to Figure 1-1 for locations. B Peak flow direction. C Contra-peak flow direction.

The results indicate that satisfactory operational conditions can be expected in the future with the combined effects of expected changes to traffic volumes on the road network.

4.12 Future Intersection Operation

The operation of the surveyed intersections has been reanalysed using the SIDRA Intersection program to determine how they can be expected to operate in the future with the combined effects of the various developments discussed in Sections 4.2 to 4.9. The results of the analyses are summarised in Table 4.12.

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Table 4.12: Future Peak Hour Intersection Operating Conditions Average Delay X-value Level of Service Intersection (sec/veh) AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak Year 2017 Ulan Road and 0.17 0.10 11.6 8.5 A A Cope Road Ulan Road and 0.23 0.07 11.0 8.7 A A Ulan-Wollar Road Ulan-Wollar Road and 0.08 0.03 7.8 7.8 A A WCM Access Road Year 2024 Ulan Road and 0.09 0.05 10.1 9.0 A A Cope Road Ulan Road and 0.20 0.06 10.2 8.5 A A Ulan-Wollar Road Ulan-Wollar Road and 0.03 0.01 7.8 7.8 A A WCM Access Road

The SIDRA Intersection results indicate that the key intersections are expected to operate with spare capacity and only short delays to turning traffic in 2017 and 2024.

4.13 Future Delays to Road Traffic at Railway Level Crossings

The impact of changes to traffic conditions on the delays experienced by drivers at the level crossings in the region has been reviewed, and the results are summarised in Table 4.13. Given the constraint of the Bylong Tunnel which limits trains to 20 minute intervals (Section 3.10), it is expected that there would continue to be a maximum of three trains in any hour.

Table 4.13: Future Peak Hour Probability of Delay to Vehicles at Railway Level Crossings Vehicles per Vehicle Travel Probability of Level Crossing Location Trains per Hour HourA Speed (km/h) Delay 1304 Cope Road, Ulan 152 50 3 1.21% 1301 Ulan-Wollar Road, Wollar 130 60 3 2.63% 1300 Ulan-Wollar Road, Wollar 14 60 3 0.31% 1298 Unnamed local road, Wollar 2 20 3 0.07% 1297 Mogo Road, Wollar 23 30 3 0.32% 1296 Wollara Road, Coggan Creek 23 20 3 0.81% 1813 Unnamed Road, Coggan Creek 6 20 3 0.12% 1295 Rylstone Road, Bylong 70 100 3 0.29%

A Higher volume of 6.00am to 7.00am or 6.00pm to 7.00pm where data available, estimate plus growth to 2024 at other locations

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The available space clear of Ulan Road allows up to six light vehicles to queue clear of the edgeline of Ulan Road.

The forecasts suggest that in the future, Cope Road would carry fewer than 60 vehicles per hour westbound in any one hour of the average weekday. Within the maximum three minute period assumed for the crossing to be closed, an average of up to four vehicles could be expected to arrive at the eastern side of the crossing. Allowing for variations in the arrival rate of vehicles, the available queueing space is considered to be adequate, noting that if any heavy vehicles arrive during the closure of the level crossing, there is a risk that the queue would extend into the auxiliary lanes on Ulan Road. This risk factor has been previously identified by the ARTC (Table 3.18).

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5. Project Traffic Generation

The volume of traffic expected to be generated by the Project has been estimated based on the characteristics of the expected workforce, visitors and delivery vehicles travelling to and from the site. The details of these anticipated characteristics are outlined in this section. It is noted that a vehicle trip is a one way movement, thus a vehicle arriving at the site and then departing generates two vehicle trips.

The approved WCM includes the relocation of Ulan-Wollar Road in both the east and west of the mine and the relocation of two associated road/rail level crossings.

As the Project would further extend the open cuts including the development of Pit 8, additional local road relocations would be required (Figure 2-1).

5.1 Construction Workforce

The peak construction phase of the Project would occur in 2017, and would employ a peak of approximately 100 contractors. It is expected that up to 80 percent of the construction workforce, or 80 people, would be present on-site on any one day.

The construction phase of the Project in 2024 is expected to employ a peak of approximately 40 contractors. It is expected that up to 80 percent of the construction workforce, or 32 people, would be present on-site on any one day.

Overall, it is expected that all construction workers would travel by car, with an average of 1.0 person per vehicle. Construction activity would occur during daytime hours, with shifts from 7.00am to 6.00pm, seven days per week. This assessment assumes that construction workers would arrive during the hour prior to commencement of the shift, and depart in the hour following completion of the shift. In reality, the arrival and departures of construction workers is likely to be spread over several hours, thus the impact in any one hour would be less than anticipated by this assessment.

The distribution of the trips generated by the construction workforce onto the surrounding road network is assumed to reflect that of the WCM workforce as surveyed in 2012 (refer to Table 2.2). During 2017, it is assumed that approximately 30 percent of the construction workforce would enter and exit via the existing WCM Access Road and 70 percent would use the Pit 8 Access Road. During 2024, the construction workforce would largely report to the Ulan-Wollar Road Diversion Works site, located near the western boundary of the WCM.

Table 5.1 summarises the traffic generation of the construction workforce during the peak construction phase in 2017, when some 100 construction workers would be employed.

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Table 5.1: Construction Workforce Traffic Generation 2017 and 2024

6.00am to 7.00am 6.00pm to 7.00pm Daily Year and Access Road (vehicles per hour) (vehicles per hour) (vehicles per day) Inbound Outbound Inbound Outbound Inbound Outbound Construction Workforce 2017 80 0 0 80 80 80 WCM Access Road 24 0 0 24 24 24 Pit 8 Access Road 56 0 0 56 56 56 Construction Workforce 2024 32 0 0 32 32 32 Road Diversion Works Site 32 0 0 32 32 32

5.2 Construction Deliveries and Visitors

During construction in 2017, there is expected to be an average of:

 42 deliveries by heavy vehicles per day; and

 5 visitors or deliveries by light vehicles per day.

The construction phase of the Project in 2024 is expected to be less intense than that in 2017, with a reduced number of delivery and visitor trips. For the purpose of this assessment, the daily traffic generated by construction deliveries and visitors in 2024 is assumed to be approximately half of that generated in 2017.

Construction-related deliveries and visitors would tend to arrive and depart during daylight hours, between 6.00am and 6.00pm. Visitor and delivery traffic would tend to be spread throughout the day, rather than having distinct peak periods.

During 2017, approximately 30 percent of the construction delivery and visitor traffic would enter and exit via the existing WCM Access Road and 70 percent would use the Pit 8 Access Road. During 2024, the construction deliveries and visitors would access the Ulan-Wollar Road Diversion Works site, located near the western boundary of the WCM. Expected construction visitor and delivery traffic generation is shown in Tables 5.2 and 5.3.

Table 5.2: Construction Visitor Traffic Generation 2017 and 2024

6.00am to 7.00am 6.00pm to 7.00pm Daily Year and Access Road (vehicles per hour) (vehicles per hour) (vehicles per day) Inbound Outbound Inbound Outbound Inbound Outbound Construction Visitors 2017 2 0 0 2 5 5 WCM Access Road 1 0 0 1 1 1 Pit 8 Access Road 1 0 0 1 4 4 Construction Visitors 2024 1 0 0 1 3 3 Road Diversion Works Site 1 0 0 1 3 3

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Table 5.3: Construction Delivery Traffic Generation 2017 and 2024

6.00am to 7.00am 6.00pm to 7.00pm Daily Year and Access Road (vehicles per hour) (vehicles per hour) (vehicles per day) Inbound Outbound Inbound Outbound Inbound Outbound Construction Deliveries 2017 5 0 0 5 42 42 WCM Access Road 2 0 0 2 13 13 Pit 8 Access Road 3 0 0 3 29 29 Construction Deliveries 2024 2 0 0 2 21 21 Road Diversion Works Site 2 0 0 2 21 21

The distribution of the trips generated by the construction deliveries and visitors onto the surrounding road network is assumed to reflect that of the WCM deliveries and visitors as surveyed in 2012 (refer to Table 2.2).

5.3 Operational Workforce

The operational workforce is proposed to remain at approximately 550 workers in 2017, and then increase from 2018 to a peak of approximately 625 workers in 2024, who would generate additional vehicle trips on the surrounding road network as they travel to and from the site. This represents an increase of some 75 workers above those currently employed.

It is expected that some car pooling of workers would occur, with the overall average car occupancy consistent with that which currently occurs, being 1.37 people per vehicle for employees and contractors. Based on the shift and roster arrangements, it is anticipated that up to 80 percent of the total workforce would be present on any one day. The shift arrangements for the 625 workers with the Project are anticipated to be similar to those at the time of the February/March 2015 surveys, with the exception that the day shift is expected to nominally conclude at 6.30pm (February/March 2015 shift completion 7.00pm) and the night shift is expected to conclude at 6.30am (February/March 2015 shift completion 5.00am). These changes to the times at which shifts end would be expected to increase the number of employees departing during the peak hours of 6.00am to 7.00am, and 6.00pm to 7.00pm, with a reduction in the number of employees departing between 5.00am and 6.00am, and between 7.00pm and 8.00pm.

This assessment assumes that the pattern of arrivals and departures throughout the day would remain similar to those observed during the 2015 surveys, with the exception that the employees departing at the ends of the February/March 2015 shifts have been assumed to depart during the overall site peak hours instead. From the surveyed traffic generation of the WCM and the gate records, the proportion of employees currently leaving between 5.00am and 6.00am are assumed to depart between 6.00am and 7.00am in addition to those currently leaving between 6.00am and 7.00am. Similarly, the number of employees currently leaving between 7.00pm and 8.00pm are assumed to depart between 6.00pm and 7.00pm in addition to those already departing between 6.00pm and 7.00pm.

The distribution of the trips generated by the operational workforce onto the surrounding road network is assumed to reflect that of the WCM workforce as surveyed in 2012 (refer to Table 2.2). During 2017, all of the operational workforce would continue to enter and exit via the existing WCM Access Road. During 2024, 75 percent of the operational workforce would enter and exit via the existing WCM Access Road, and 25 percent would use the Pit 8 Access Road.

Table 5.4 summarises the traffic generation of the operational workforce in 2017 and 2024, and compares this with the surveyed generation during 2015.

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Table 5.4: Existing and Future Operational Workforce Traffic Generation

6.00am to 7.00am 6.00pm to 7.00pm Daily (vehicles per hour) (vehicles per hour) (vehicles per day) Inbound Outbound Inbound Outbound Inbound Outbound Operational Workforce Traffic 2015 102 11 25 34 268 268 WCM Access Road – Light Vehicles 95 11 24 32 251 251 WCM Access Road – Heavy Vehicles 7 0 1 2 17 17 Operational Workforce Traffic 2017 122 20 30 75 320 320 WCM Access Road – Light Vehicles 114 20 29 73 300 300 WCM Access Road – Heavy Vehicles 8 0 1 2 20 20 Operational Workforce Traffic 2024 139 22 34 86 364 364 WCM Access Road – Light Vehicles 97 17 25 62 256 256 WCM Access Road – Heavy Vehicles 7 0 1 2 17 17 Pit 8 Access Road – Light Vehicles 32 5 8 21 85 85 Pit 8 Access Road – Heavy Vehicles 3 0 0 1 6 6

5.4 Operational Deliveries and Visitors

Once operational, there is expected to be typically 8 additional deliveries by heavy vehicles per day, and 26 additional visitors or deliveries by light vehicles per day. Operational deliveries and visitors would tend to arrive and depart during daylight hours, between 6.00am and 6.00pm. Visitor and delivery traffic would tend to be spread throughout the day, rather than having distinct peak periods. For the purpose of this assessment, the visitor and delivery traffic is assumed to spread throughout the day, and continue until after 6.00pm, with some of these vehicles departing at the same time as the administration workforce.

The distribution of the trips generated by the additional operational deliveries and visitors onto the surrounding road network is assumed to reflect that of the WCM visitor and delivery traffic as surveyed in 2012 (refer to Table 2.2). During 2017, all of the operational delivery and visitor traffic would continue to enter and exit via the existing WCM Access Road. During 2024, 75 percent of the operational delivery and visitor traffic would use the WCM Access Road, and 25 percent would use the Pit 8 Access Road.

Table 5.5 and Table 5.6 summarise the peak hourly and daily traffic generation of the operational visitors and deliveries respectively. Visitor trips are assumed to be light vehicles and delivery trips are heavy vehicles.

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Table 5.5: Operational Visitors Traffic Generation with Project 6.00-7.00am 6.00-7.00pm Daily (vehicles per hour) (vehicles per hour) (vehicles per day) Inbound Outbound Inbound Outbound Inbound Outbound Visitors 2015 5 0 1 3 28 28 WCM Access Road 5 0 1 3 28 28 Pit 8 Access Road 0 0 0 0 0 0 Visitors 2017 10 0 2 0 54 54 WCM Access Road 10 0 2 0 54 54 Pit 8 Access Road 0 0 0 0 0 0 Visitors 2024 9 0 2 0 54 54 WCM Access Road 7 0 1 0 41 41 Pit 8 Access Road 2 0 1 0 13 13

Table 5.6: Operational Deliveries Traffic Generation with Project 6.00-7.00am 6.00-7.00pm Daily (vehicles per hour) (vehicles per hour) (vehicles per day) Inbound Outbound Inbound Outbound Inbound Outbound Deliveries 2015 3 0 1 1 30 30 WCM Access Road 3 0 1 1 30 30 Pit 8 Access Road 0 0 0 0 0 0 Deliveries 2017 4 0 0 1 38 38 WCM Access Road 4 0 0 1 38 38 Pit 8 Access Road 0 0 0 0 0 0 Deliveries 2024 4 0 0 1 38 38 WCM Access Road 3 0 0 1 28 28 Pit 8 Access Road 1 0 0 0 10 10

5.5 Total Project Traffic

Table 5.7 presents a summary of the characteristics of the WCM with and without the Project, as described in Sections 5.1 to 5.4.

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Table 5.7: Summary of WCM Characteristics With and Without Project 2015 2017 2024 Approved – No Project Total Operational Workforce 476 550 460 (Present per Day) (368) (440) (368) Operational Visitors per Day 28 32 28 Operational Deliveries per Day 30 35 30 With Project Total Operational Workforce 476 550 625 (Present per Day) (368) (440) (500) Operational Visitors per Day 28 54 54 Operational Deliveries per Day 30 38 38 Total Construction Workforce 0 100 40 (Present per Day) (0) (80) (32) Construction Visitors per Day 0 5 3 Construction Deliveries per Day 0 42 21

Table 5.8 summarises the total traffic which would be generated as a result of the Project during the two future peak periods in 2017 and 2024, and compares this with the existing traffic generation in 2015.

Table 5.8: Total WCM Traffic Generation with Project 6.00-7.00am 6.00-7.00pm Daily (vehicles per hour) (vehicles per hour) (vehicles per day) Light Heavy Light Heavy Light Heavy Year 2015 111 10 57 5 558 94 WCM Access Road 111 10 57 5 558 94 Year 2017 226 17 186 11 878 200 WCM Access Road 169 14 129 8 758 142 Pit 8 Access Road 57 3 57 3 120 58 Year 2024 184 16 142 7 843 164 WCM Access Road 121 10 88 4 594 90 Pit 8 Access Road 39 4 30 1 196 32 Road Diversion Works Site 23 2 24 2 53 42

Table 5.9 presents the distribution of the WCM traffic with the Project on the surrounding road network.

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Table 5.9: WCM Traffic on Road Network with Project 6.00am to 7.00am 6.00pm to 7.00pm Daily SiteA Location (vehicles/hour) (vehicles/hour) (vehicles/day) 2015 2017 2024 2015 2017 2024 2015 2017 2024 Ulan Road 1 56 115 94 29 91 67 336 594 542 north of Hollyoak Bridge Ulan Road 2 56 115 94 29 91 67 336 594 542 south of Wollar Road Ulan Road 3 71 144 119 36 115 97 408 701 645 south of Cope Road Ulan Road 4 99 195 161 51 158 130 532 889 827 south of Ulan-Wollar Road Ulan Road 5 11 23 19 5 18 14 62 100 93 north of Ulan-Wollar Road Cope Road 6 26 51 42 13 43 33 126 188 181 west of Ulan Road Ulan-Wollar Road 7 108 218 180 56 176 145 592 988 920 west of WCM Access Road Ulan-Wollar Road 8A 108 218 180 56 176 145 592 988 920 at western WCM Boundary Ulan-Wollar Road 9 13 25 21 6 21 16 60 90 87 east of WCM Access Road Ulan-Wollar Road 10 13 25 21 6 21 16 60 90 87 east of Slate Gully Road WCM Access RoadsB 11 121 243 200 62 197 149 652 1,078 1,007 south of Ulan-Wollar Road Wollar-Bylong Road 12 4 8 7 2 4 3 20 30 29 east of Wollar Road

A Refer to Figure 1-1 for locations. B Combined traffic on WCM Access Road, Pit 8 Access Road and Road Diversion Works Site Access.

The results demonstrate that the traffic generated by the WCM would decrease as distance from the site increases. Approximately 55 percent of the daily WCM traffic would use Ulan Road along its full length between Ulan and Mudgee. It should be noted that during non-construction periods of the Project, the Project traffic generation would be less than is forecast for 2017 and 2024, particularly with regard to morning and evening peak hour traffic generation, thus this assessment overestimates conditions outside of construction periods.

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6. Impacts of Project Traffic

6.1 Traffic Volumes with Project

The total future traffic volumes on the road network with the Project traffic have been estimated, and are summarised in Table 6.1 for the average weekday and peak hours.

Table 6.1: Existing and Future Traffic on Road Network with Project 6.00am to 7.00am 6.00pm to 7.00pm Daily SiteA Location (vehicles/hour) (vehicles/hour) (vehicles/day) 2015 2017 2024 2015 2017 2024 2015 2017 2024 Ulan Road 1 429 637 544 638 816 776 9,476 10,535 10,814 north of Hollyoak Bridge Ulan Road 2 235 435 314 213 376 284 3,605 4,452 3,991 south of Wollar Road Ulan Road 3 289 540 369 147 351 230 2,376 3,326 2,498 south of Cope Road Ulan Road 4 406 711 487 160 416 257 2,985 4,091 2,929 south of Ulan-Wollar Road Ulan Road 5 189 246 135 103 186 129 2,448 2,301 1,465 north of Ulan-Wollar Road Cope Road 6 113 172 128 57 111 79 1,162 1,343 1,110 west of Ulan Road Ulan-Wollar Road 7 108 218 180 54 174 143 618 1,015 950 west of WCM Access Road Ulan-Wollar Road 8A 108 218 180 54 174 143 618 1,015 950 at western WCM Boundary Ulan-Wollar Road 9 12 24 20 6 21 16 142 174 182 east of WCM Access Road Ulan-Wollar Road 10 12 24 20 6 21 16 142 174 182 east of Slate Gully Road WCM Access RoadsB 11 121 243 200 62 197 149 652 1,078 1,007 south of Ulan-Wollar Road Wollar-Bylong Road 12 9 13 13 6 8 7 141 155 169 east of Wollar Road

A Refer to Figure 1-1 for locations B Combined traffic on WCM Access Road, Pit 8 Access Road and Road Diversion Works Site Access

The effects of the Project on traffic volumes can be seen by comparing the forecast volumes with and without the Project (Table 4.10 and Table 6.1 to Table 6.4). The Project would result in the greatest increases in peak hour traffic on Ulan-Wollar Road, and on Ulan Road south of Ulan-Wollar Road, with an increase in traffic of up to 73 vehicles per hour on Ulan Road, and 81 vehicles per hour on Ulan-Wollar Road west of the WCM (both during the AM peak during 2017).

6.2 Roadway Capacity and Efficiency with Project

The midblock LOS at the surveyed locations has been reassessed for the future traffic conditions with the Project combined with the other expected changes to traffic conditions. The results are presented in Table 6.2.

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Table 6.2: Midblock Levels of Service 2017 and 2024 with Project

North or Eastbound South or Westbound

6.00am to 6.00pm to 6.00am to 6.00pm to SiteA Location Class 7.00amB 7.00pmC 7.00amC 7.00pmB

2017 2024 2017 2024 2017 2024 2017 2024 Ulan Road 1 III B B B B B B B B north of Hollyoak Bridge Ulan Road 2 II C B A A A A B B south of Wollar Road Ulan Road 3 II C B A A A A B A south of Cope Road Ulan Road 4 II C C A A A A B B south of Ulan-Wollar Road Ulan Road 5 II A A A A A A B A north of Ulan-Wollar Road Cope Road 6 II B A A A A A A A west of Ulan Road Ulan-Wollar Road 7 II B B A A A A A A west of WCM Access Road Ulan-Wollar Road 8A II B B A A A A A A at western WCM Boundary Ulan-Wollar Road 9 II A A A A A A A A east of WCM Access Road Ulan-Wollar Road 10 II A A A A A A A A east of Slate Gully Road WCM Access RoadsD 11 II A A B A B B A A south of Ulan-Wollar Road Wollar-Bylong Road 12 II A A A A A A A A east of Wollar Road

A Refer to Figure 1-1 for locations. B Peak flow direction. C Contra-peak flow direction. D Combined traffic on WCM Access Road, Pit 8 Access Road and Road Diversion Works Site Access

Table 6.2 demonstrates that acceptable operation can be expected in the future with the combined influences of the Project and other expected changes to traffic volumes. Comparing these results with those expected without the Project traffic, it is noted that the Project would alter the LOS experienced on the public roads as follows:

 Year 2017:

− Ulan Road South of Wollar Road from LOS B to C Northbound 6.00am-7.00am; − Cope Road from LOS A to B Eastbound 6.00 am -7.00am; and − Ulan-Wollar Road west of the WCM from LOS A to B Eastbound 6.00 am -7.00am.

 Year 2024:

− Ulan-Wollar Road west of the WCM from LOS A to B Eastbound 6.00 am -7.00am.

6.3 Intersection Operation with Project

The operation of the key intersections has been reanalysed using SIDRA to determine what their operational characteristics are expected to be with the combined effects of the Project traffic and the other unrelated expected changes to traffic volumes. The results are summarised in Table 6.3. For the purpose of this assessment, the SIDRA analysis assumes that all the traffic entering and exiting the WCM does so via the existing intersection on Ulan-Wollar Road.

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The traffic would in reality be divided between three accesses, and the implications of this are discussed further in Section 6.4.

Table 6.3: Future Peak Hour Intersection Operating Conditions with Project Average Delay X-value Level of Service Intersection (sec/veh) AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak Year 2017 Ulan Road and 0.19 0.13 12.1 8.4 A A Cope Road Ulan Road and 0.26 0.11 12.3 8.6 A A Ulan-Wollar Road Ulan-Wollar Road and 0.13 0.11 7.8 7.8 A A WCM Access Roads Year 2024 Ulan Road and 0.11 0.07 10.4 8.8 A A Cope Road Ulan Road and 0.23 0.09 11.0 8.5 A A Ulan-Wollar Road Ulan-Wollar Road and 0.10 0.08 78 7.8 A A WCM Access Roads

The SIDRA Intersection results indicate that the key intersections are expected to operate at good levels of service, with spare capacity and short delays. No additional capacity is required at these intersections to accommodate the Project traffic.

6.4 Project Access

The Project would make use of a new access road, the Pit 8 Access Road, off Ulan-Wollar Road to the east of the existing Mine Access Road, as well as a temporary Road Diversion Works Site access in 2024. As shown in Table 6.4, the relative levels of use of the three accesses in 2017 and 2024 would be as follows.

Table 6.4: Forecast Volumes on Project Access Roads 6.00am to 7.00am 6.00pm to 7.00pm Daily (vehicles/hour) (vehicles/hour) (vehicles/day) Year 2017 Mine Access Road 183 137 900 Pit 8 Access Road 60 60 178 Roadworks Access 0 0 0 Year 2024 Mine Access Road 131 92 684 Pit 8 Access Road 43 31 228 Roadworks Access 26 26 95

Access to the Pit 5 permanent mine infrastructure area is planned to be provided via an internal road from the existing Mine Access Road. However, this road could alternatively be constructed directly off Ulan-Wollar Road to the west of the existing intersection of Ulan-Wollar Road and the Mine Access Road in consultation with MWRC. As the forecast volumes in Table 6.4 for the Mine Access Road include Pit 5 mine infrastructure area traffic, the 2024 assessment is considered conservative in this regard. Should a Pit 5 intersection be required, a review would be undertaken to determine intersection requirements (e.g. whether BAR treatment on Ulan-Wollar Road would be required).

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The Pit 8 Access Road can therefore be expected to carry up to 60 vehicles per hour, and the Road Diversion site access can be expected to carry up to 26 vehicles per hour. These volumes would be easily accommodated with a single approach and single departure lane to and from the intersection. Turning movements at the intersection would be dominated by right turns in from Ulan-Wollar Road to the Pit 8 Access Road (inbound morning peak) and left turns out from the Pit 8 Access Road to Ulan-Wollar Road (outbound evening peak).

The busiest period for the Pit 8 Access Road would be during 2017, when 70 percent of the construction workers, visitors and deliveries are expected to enter and exit the WCM via the Pit 8 Access Road. This amounts to an estimated 60 vehicles entering in the morning peak hour and 60 vehicles exiting during the evening peak hour. Outbound traffic during the morning peak would be negligible, as would inbound traffic during the evening peak hour. Comparison with the Austroads warrants for turn treatments on the major road at unsignalised intersections (Austroads, 2010) indicates that the forecast volumes would warrant a BAR treatment on Ulan-Wollar Road. This features a widened shoulder on Ulan-Wollar Road to allow through vehicles, having slowed, to pass to the left of vehicles turning into the Pit 8 Access Road. It is preferred that the widened shoulders are also sealed, unless the shoulders can be maintained with a sound and even surface in all weather conditions.

The Pit 8 Access Road would be located in the vicinity of the existing intersection of Ulan-Wollar Road with Slate Gully Road. A review of this section of Ulan-Wollar Road suggests that sight distances at the existing intersection are satisfactory, subject to minor tree trimming. There is a crest in Ulan-Wollar Road to the west of the intersection which would restrict sight distances if the intersection was to be located farther west.

The Roadwork Access would be a temporary access, and comparison with the Austroads warrants (Austroads, 2010) suggests that BAR treatment would be required. The exact location of this access has not been determined on site with regard to sight distances, however should inadequate sight distance to and from the intersection be provided, additional measures to ensure the safety of vehicles entering and exiting the access may be required (e.g. reduced speed limits, additional signage, or road/shoulder widening).

6.5 Road Safety Implications of Project

The increase in traffic expected to occur on the road network as a result of changes directly associated with the Project and unrelated to the Project would typically result in an increase in exposure to crashes, with a corresponding increase in the number of crashes.

The Project’s contribution to traffic increases is expected to be relatively small along Cope Road, with the Project increasing traffic on Cope Road by 38 and 55 vehicles per day in 2017 and 2024 respectively compared with the expected conditions with the WCM operating as approved. The Project’s contribution to traffic increases is expected to be relatively modest along Ulan Road, with the Project increasing traffic on Ulan Road south of Cope Road by 255 and 295 vehicles per day in 2017 and 2024 respectively compared with the expected conditions with the WCM operating as approved, and by fewer vehicles farther south along Ulan Road towards Mudgee. The Project’s contribution to traffic would be less than these forecasts outside of construction activity periods.

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The ongoing program of works on Ulan Road and Cope Road is however expected to improve road safety along those routes by upgrading the road cross section where possible, and upgrading intersections to meet current design guidelines. Peabody has contributed towards the cost of the upgrading of Ulan Road to improve safety. It is noted that the increases in movements associated with the Project construction activity periods are short term in nature.

6.6 Delays to Road Traffic at Railway Level Crossings

The impact of changes to traffic conditions on the delays experienced by drivers at the level crossings in the region has been reviewed, and the results are summarised in Table 6.5.

Table 6.5: Future Peak Hour Probability of Delay to Vehicles at Railway Level Crossings with Project Vehicles per Vehicle Travel Probability of Level Crossing Location Trains per Hour HourA Speed (km/h) Delay 1304 Cope Road, Ulan 172 50 3 1.37% 1301 Ulan-Wollar Road, Wollar 218 60 3 4.13% 1300 Ulan-Wollar Road, Wollar 24 60 3 0.53% 1298 Unnamed Road, Wollar 2 20 3 0.04% 1297 Mogo Road, Wollar 23 30 3 0.32% 1296 Wollara Road, Coggan Creek 23 20 3 0.44% 1813 Unnamed Road, Coggan Creek 6 20 3 0.12% 1295 Rylstone Road, Bylong 70 100 3 0.29%

A Higher volume of 6.00am to 7.00am or 6.00pm to 7.00pm where data available, estimate plus growth to 2024 at other locations.

The results demonstrate that the probability of vehicles being delayed at the level crossings should the peak number of vehicles coincide with the peak number of trains would remain low, with the highest probability of vehicles being delayed occurring at the level crossing on Ulan-Wollar Road approximately 250m west of the WCM access, at 4.13 percent or 1 in 24 during the morning peak hour during the construction phase of the Project in 2017. If the forecast peak WCM traffic volume coincided with the peak hourly number of train movements once every day, a driver passing through that level crossing during that hour each day could be expected to be delayed approximately once each 24 days, and less frequently at all other level crossings.

As discussed in Section 3.12, when a train closes the Cope Road crossing, there is some potential for the queue of westbound traffic on Cope Road to extend back to Ulan Road.

The forecasts suggest that with the Project, Cope Road would carry some 60 vehicles per hour westbound between 6.00pm and 7.00pm. Within the maximum three minute period assumed for the crossing to be closed, an average of up to three vehicles could be expected to arrive at the eastern side of the crossing. Allowing for variations in the arrival rate of vehicles, the available queueing space is considered to be adequate, noting that if any heavy vehicles arrive during the closure of the level crossing, there is a risk that the queue would extend into the auxiliary lanes on Ulan Road. This risk factor has been previously identified by the ARTC (Table 3.18).

6.7 Impacts on School Buses

As noted in Section 3.13, Ulan Road is currently used by school buses between 7.30am and 8.35am (southbound) and 3.35pm and 4.35pm (northbound).

The majority of construction traffic generated by the Project would reach the site before 7am, and leave after 6pm, so would not interact with the school buses.

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The main nominal shift times at the WCM (Table 2.1) do not coincide with the school bus operating times, with the majority of workers starting on site at 6.30am or 6.30pm, and finishing at 6.30am, 5.00pm or 6.30pm. A small number of administration workers start work at 8.00am or finish at 4.00pm, and so may be on the road network at the same time as the school buses, however travelling in the opposite direction (northbound in the morning and southbound in the afternoon) to the school buses. More recently, WCPL have gained approval for an earlier dayshift finish, which has a greater potential for interaction with school buses. This approval was subject to conditions, including workforce education, quarterly consultation with school bus operators and incident reporting.

For the Project, the later operational dayshift completion may assist to avoid use of Ulan Road at the same time as the school buses are operating, and therefore no further changes to shift times are suggested to further minimise any interaction.

6.8 Impacts During Decommissioning Phase

Rehabilitation would be conducted progressively during the Project however following conclusion of operations, it is expected that there would be a period of final rehabilitation and decommissioning of remaining Project infrastructure. This would involve some continued heavy and light vehicle usage of the surrounding road network, however would involve materially lower employee traffic volumes than during the peak operational phase.

6.9 Mitigation Measures

The assessment has found that the existing road system with the planned upgrades to Ulan Road and Cope Road would satisfactorily accommodate the expected future traffic generated by the Project without need for any additional specific measures or roadworks.

As noted above, it is recommended that the intersections of Ulan-Wollar Road with the new Pit 8 Access Road and the Diversion Roadworks Site be designed in accordance with Austroads guidelines, with BAR treatments on Ulan-Wollar Road. The need for any additional treatments at these intersections would be dependent upon sight distances available to and from the intersections.

Two approved road relocations of Ulan-Wollar Road would be extended as part of the Project (eastern and western). The eastern relocation would include the relocation of the existing road/rail level crossing. Signage and road marking requirements associated with the railway level crossing would be undertaken in accordance with AS 1742.7. To maintain public road access ahead of mining, it is anticipated that the road relocations would be undertaken in stages. This would involve the sealing of a remaining un-sealed section of Ulan-Wollar Road and provision of a replacement sealed causeway crossing of Cumbo Creek.

Detailed design of these road improvements would be undertaken in accordance with Austroads Guide to Road Design and to the satisfaction of the Mid-Western Regional Council.

In addition, the relocation of the TransGrid Wollar to Wellington 330 kV ETL and local ETLs would be undertaken to maintain the required height clearance from Ulan-Wollar Road to the satisfaction of the Mid-Western Regional Council and infrastructure owners (e.g. the ARTC).

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7. Conclusion

This study has found that the Project would have acceptable impacts on the operation of the surrounding road system.

The assessment has focussed on the two construction periods of the Project, when traffic impacts can be expected to be greatest. During ongoing operational phases, the traffic implications of the Project would be less than forecast in this study. During the construction phases, no significant impacts on the performance, capacity, efficiency and safety of the road network are expected to arise as a result of that traffic, taking into account changes in the traffic environment from other sources unrelated to the WCM.

No specific management or mitigation measures are considered to be warranted by the Project, noting that upgrading of Ulan Road and Cope Road is underway irrespective of the Project, for which Peabody Energy has contributed. It is recommended that the new intersections on Ulan-Wollar Road be designed in accordance with Austroads guidelines, with BAR treatments on Ulan-Wollar Road.

Based on the analysis and discussions presented within this report, it is concluded that the road network would satisfactorily accommodate the additional traffic generated by the Project, together with other developments expected to occur in the region.

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Attachment A Attachment Attachment A

Traffic Survey Results

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 A-1 Wilpinjong Extension Project, Wilpinjong, NSW Site 2 Ulan Road 800m South of Wollar Road Northbound Day Fri Sat Sun Mon Tue Wed Thu W/Day W/End 7 Day Time 27-Feb-15 28-Feb-15 1-Mar-15 2-Mar-15 3-Mar-15 4-Mar-15 5-Mar-15 Ave. Ave. Ave

0:00 7 6 5 0 6 2 3 4 6 4 1:00 3 3 3 2 1 3 3 2 3 3 2:00 2 3 2 1 1 2 1 1 3 2 3:00 2 0 2 5 5 5 3 4 1 3 4:00 61 12 13 53 56 51 62 57 13 44 5:00 260 75 72 223 260 291 298 266 74 211 6:00 162 34 32 160 181 190 193 177 33 136 7:00 79 52 24 79 59 72 97 77 38 66 8:00 78 59 34 43 75 64 70 66 47 60 9:00 71 63 74 90 67 89 88 81 69 77 10:00 83 87 89 75 73 57 81 74 88 78 11:00 82 80 101 107 83 109 106 97 91 95 12:00 81 108 84 101 80 74 80 83 96 87 13:00 107 88 79 104 95 93 75 95 84 92 14:00 97 71 63 57 87 76 76 79 67 75 15:00 132 65 78 113 91 102 120 112 72 100 16:00 138 53 70 117 144 119 129 129 62 110 17:00 154 80 80 140 151 150 156 150 80 130 18:00 102 55 44 83 71 82 104 88 50 77 19:00 41 29 21 33 41 55 50 44 25 39 20:00 43 36 50 51 64 63 59 56 43 52 21:00 20 32 30 38 51 51 40 40 31 37 22:00 30 21 8 9 11 16 24 18 15 17 23:00 16 19 7 9 7 2 9 9 13 10 Total 1851 1131 1065 1693 1760 1818 1927 1810 1098 1606

Summary Average Week Day from to 300300 AM Peak 5:00 AM 6:00 AM 298 250250

200 200 PM Peak 5:00 PM 6:00 PM 156 150 150

Volume 100 Week Day Average 1810 Volume 100 50 50 0 Weekend Day Average 1098 0 1 2 3 4 5 6 7 8 9 101112131415161718192021222324 7 Day Average 1606 Time Site 2 Ulan Road 800m South of Wollar Road Southbound Day Fri Sat Sun Mon Tue Wed Thu W/Day W/End 7 Day Time 27-Feb-15 28-Feb-15 1-Mar-15 2-Mar-15 3-Mar-15 4-Mar-15 5-Mar-15 Ave. Ave. Ave

0:00 11 10 6 7 11 14 12 11 8 10 1:00 3 4 5 4 0 5 4 3 5 4 2:00 7 3 1 0 1 0 2 2 2 2 3:00 2 1 2 1 1 0 4 2 2 2 4:00 3 15 11 11 9 4 3 6 13 8 5:00 37 25 26 29 26 29 45 33 26 31 6:00 56 26 14 51 65 58 60 58 20 47 7:00 125 69 35 122 125 114 125 122 52 102 8:00 174 76 55 176 180 190 180 180 66 147 9:00 113 85 89 93 114 100 110 106 87 101 10:00 94 117 78 91 72 95 82 87 98 90 11:00 83 95 75 84 78 75 91 82 85 83 12:00 90 60 86 80 55 66 97 78 73 76 13:00 114 63 48 78 62 76 86 83 56 75 14:00 110 64 88 83 90 102 119 101 76 94 15:00 229 45 75 156 168 129 164 169 60 138 16:00 149 61 84 198 159 190 192 178 73 148 17:00 110 72 60 174 165 162 164 155 66 130 18:00 112 80 61 121 135 130 126 125 71 109 19:00 92 73 81 105 112 166 96 114 77 104 20:00 26 16 18 23 21 33 30 27 17 24 21:00 29 17 16 16 19 17 16 19 17 19 22:00 14 6 3 13 8 13 6 11 5 9 23:00 42 20 22 50 41 46 39 44 21 37 Total 1825 1103 1039 1766 1717 1814 1853 1795 1071 1588

Summary Average Week Day from to 200 180 AM Peak 8:00 AM 9:00 AM 190 160 140 PM Peak 3:00 PM 4:00 PM 229 120 100 100 80 80 Volume 60 Week Day Average 1795 Volume 60 40 2040 200 Weekend Day Average 1071 0 1 2 3 4 5 6 7 8 9 101112131415161718192021222324 7 Day Average 1588 Time Site 3 Ulan Road 100m South of Cope Road Eastbound Day Fri Sat Sun Mon Tue Wed Thu W/Day W/End 7 Day Time 27-Feb-15 28-Feb-15 1-Mar-15 2-Mar-15 3-Mar-15 4-Mar-15 5-Mar-15 Ave. Ave. Ave

0:00 4 4 1 0 0 3 3 2 3 2 1:00 2 1 1 1 3 1 1 2 1 1 2:00 1 1 0 0 2 1 2 1 1 1 3:00 1 0 3 6 7 4 2 4 2 3 4:00 34 5 3 26 28 27 33 30 4 22 5:00 236 68 68 219 216 238 262 234 68 187 6:00 235 66 56 197 240 269 274 243 61 191 7:00 69 30 14 68 75 63 59 67 22 54 8:00 61 37 21 48 36 62 55 52 29 46 9:00 50 32 43 53 42 51 52 50 38 46 10:00 50 44 56 42 40 49 47 46 50 47 11:00 46 31 50 56 48 49 49 50 41 47 12:00 52 27 41 54 50 55 59 54 34 48 13:00 60 27 38 66 57 66 43 58 33 51 14:00 25 20 34 24 38 43 32 32 27 31 15:00 46 28 33 35 32 36 29 36 31 34 16:00 40 15 23 24 35 29 32 32 19 28 17:00 61 46 48 52 46 59 60 56 47 53 18:00 49 36 42 43 53 42 51 48 39 45 19:00 10 11 9 8 10 8 18 11 10 11 20:00 16 14 22 26 29 23 18 22 18 21 21:00 16 21 40 43 45 48 44 39 31 37 22:00 4 4 4 3 3 7 5 4 4 4 23:00 6 7 4 2 3 2 6 4 6 4 Total 1174 575 654 1096 1138 1235 1236 1176 615 1015

Summary Average Week Day from to 300 AM Peak 6:00 AM 7:00 AM 274 250

200 200 PM Peak 1:00 PM 2:00 PM 66 150 150

Volume 100 Week Day Average 1176 Volume 100 50 50 0 Weekend Day Average 615 0 1 2 3 4 5 6 7 8 9 101112131415161718192021222324 7 Day Average 1015 Time Site 3 Ulan Road 100m South of Cope Road Westbound Day Fri Sat Sun Mon Tue Wed Thu W/Day W/End 7 Day Time 27-Feb-15 28-Feb-15 1-Mar-15 2-Mar-15 3-Mar-15 4-Mar-15 5-Mar-15 Ave. Ave. Ave

0:00 7 4 4 4 3 9 8 6 4 6 1:00 6 3 1 1 2 2 5 3 2 3 2:00 1 2 1 0 1 0 2 1 2 1 3:00 1 1 4 3 3 2 2 2 3 2 4:00 1 13 10 9 4 1 1 3 12 6 5:00 28 23 20 22 21 23 30 25 22 24 6:00 51 16 15 34 60 41 42 46 16 37 7:00 60 54 33 64 58 70 68 64 44 58 8:00 36 18 21 51 56 68 43 51 20 42 9:00 44 17 27 47 35 41 51 44 22 37 10:00 41 40 35 32 41 51 35 40 38 39 11:00 44 28 35 44 30 41 60 44 32 40 12:00 61 28 31 39 30 46 64 48 30 43 13:00 65 37 25 44 45 50 57 52 31 46 14:00 120 28 50 70 85 74 87 87 39 73 15:00 160 19 41 127 102 105 103 119 30 94 16:00 103 43 65 178 150 163 187 156 54 127 17:00 90 30 39 141 152 142 113 128 35 101 18:00 76 57 59 90 110 122 97 99 58 87 19:00 81 55 69 89 87 129 88 95 62 85 20:00 19 11 12 10 11 16 19 15 12 14 21:00 11 8 13 7 13 8 7 9 11 10 22:00 25 4 3 29 23 26 20 25 4 19 23:00 33 24 28 46 41 40 32 38 26 35 Total 1164 563 641 1181 1163 1270 1221 1200 602 1029

Summary Average Week Day from to 180 7:00 AM 8:00 AM 160 AM Peak 70 140 120 120 PM Peak 4:00 PM 5:00 PM 187 100 100 80 80

Volume 60 Week Day Average 1200 Volume 60 40 40 20 200 Weekend Day Average 602 0 1 2 3 4 5 6 7 8 9 101112131415161718192021222324 7 Day Average 1029 Time Site 5 Ulan Road North of bridge North of Ulan Wollar Road Northbound Day Fri Sat Sun Mon Tue Wed Thu W/Day W/End 7 Day Time 27-Feb-15 28-Feb-15 1-Mar-15 2-Mar-15 3-Mar-15 4-Mar-15 5-Mar-15 Ave. Ave. Ave

0:00 6 2 3 2 4 8 4 5 3 4 1:00 6 1 1 1 5 1 1 3 1 2 2:00 1 1 0 1 1 6 1 2 1 2 3:00 3 0 3 5 5 7 3 5 2 4 4:00 30 8 4 23 27 25 28 27 6 21 5:00 189 36 47 163 170 191 201 183 42 142 6:00 126 23 10 98 140 145 147 131 17 98 7:00 66 26 25 82 80 77 76 76 26 62 8:00 69 36 25 63 58 77 62 66 31 56 9:00 71 41 44 68 59 56 71 65 43 59 10:00 91 53 77 64 79 79 77 78 65 74 11:00 72 38 65 85 71 71 84 77 52 69 12:00 95 38 62 93 79 95 84 89 50 78 13:00 99 26 46 79 82 86 86 86 36 72 14:00 45 31 56 58 61 65 52 56 44 53 15:00 68 34 38 45 50 62 59 57 36 51 16:00 60 18 39 31 41 44 38 43 29 39 17:00 35 16 27 45 42 50 53 45 22 38 18:00 38 21 29 17 18 24 25 24 25 25 19:00 25 13 11 15 15 12 23 18 12 16 20:00 26 20 25 27 29 27 27 27 23 26 21:00 22 21 52 59 57 62 55 51 37 47 22:00 7 1 6 5 7 13 6 8 4 6 23:00 9 6 5 2 3 7 6 5 6 5 Total 1259 510 700 1131 1183 1290 1269 1226 605 1049

Summary Average Week Day from to 200 180 AM Peak 5:00 AM 6:00 AM 201 160 140 PM Peak 1:00 PM 2:00 PM 99 120 100 100 80 80 Volume 60 Week Day Average 1226 Volume 60 40 4020 200 Weekend Day Average 605 0 1 2 3 4 5 6 7 8 9 101112131415161718192021222324 7 Day Average 1049 Time Site 5 Ulan Road North of bridge North of Ulan Wollar Road Southbound Day Fri Sat Sun Mon Tue Wed Thu W/Day W/End 7 Day Time 27-Feb-15 28-Feb-15 1-Mar-15 2-Mar-15 3-Mar-15 4-Mar-15 5-Mar-15 Ave. Ave. Ave

0:00 7 5 5 4 3 10 13 7 5 7 1:00 7 4 2 2 3 5 3 4 3 4 2:00 4 2 4 2 1 1 3 2 3 2 3:00 2 1 4 4 3 2 2 3 3 3 4:00 0 15 13 9 4 3 2 4 14 7 5:00 5 4 8 4 6 5 12 6 6 6 6:00 59 12 17 43 69 49 68 58 15 45 7:00 46 25 7 52 58 75 66 59 16 47 8:00 67 20 19 79 78 102 86 82 20 64 9:00 69 26 29 73 66 65 61 67 28 56 10:00 62 57 44 59 64 71 53 62 51 59 11:00 67 34 44 69 51 62 71 64 39 57 12:00 77 32 42 58 66 61 69 66 37 58 13:00 71 37 50 72 61 69 67 68 44 61 14:00 156 29 56 98 119 111 118 120 43 98 15:00 128 21 71 129 110 100 113 116 46 96 16:00 85 36 76 136 114 128 149 122 56 103 17:00 72 27 50 99 96 96 93 91 39 76 18:00 64 51 46 71 83 107 66 78 49 70 19:00 42 15 33 26 33 55 31 37 24 34 20:00 21 12 14 16 12 14 16 16 13 15 21:00 17 10 12 9 14 7 12 12 11 12 22:00 39 3 5 36 30 28 24 31 4 24 23:00 39 25 30 53 45 48 39 45 28 40 Total 1206 503 681 1203 1189 1274 1237 1222 592 1042

Summary Average Week Day from to 140 AM Peak 8:00 AM 9:00 AM 102 120

100 PM Peak 2:00 PM 3:00 PM 80 156 80 60 60 Volume Week Day Average 1222 Volume 40 40 20 20 0 Weekend Day Average 592 0 1 2 3 4 5 6 7 8 9 101112131415161718192021222324 7 Day Average 1042 Time Site 6 Cope Road (Main St) 50m North of Rail Crossing near Ulan Road Northbound Day Fri Sat Sun Mon Tue Wed Thu W/Day W/End 7 Day Time 27-Feb-15 28-Feb-15 1-Mar-15 2-Mar-15 3-Mar-15 4-Mar-15 5-Mar-15 Ave. Ave. Ave

0:00 4 3 1 1 3 4 5 3 2 3 1:00 0 0 1 0 0 3 2 1 1 1 2:00 1 1 3 1 0 2 0 1 2 1 3:00 0 0 0 1 1 0 1 1 0 0 4:00 1 3 2 2 1 3 3 2 3 2 5:00 15 6 7 10 13 14 7 12 7 10 6:00 26 10 14 27 40 36 43 34 12 28 7:00 38 22 11 36 35 39 34 36 17 31 8:00 29 9 3 28 27 26 41 30 6 23 9:00 36 16 12 29 23 34 24 29 14 25 10:00 27 25 23 31 19 24 34 27 24 26 11:00 42 13 21 30 19 32 36 32 17 28 12:00 37 13 22 27 29 33 45 34 18 29 13:00 42 23 33 32 30 36 46 37 28 35 14:00 68 12 27 45 50 46 46 51 20 42 15:00 42 12 38 56 67 51 45 52 25 44 16:00 46 21 24 62 58 68 54 58 23 48 17:00 37 17 25 42 35 41 35 38 21 33 18:00 16 16 20 33 33 35 37 31 18 27 19:00 38 25 28 28 46 41 36 38 27 35 20:00 5 7 5 5 9 6 5 6 6 6 21:00 5 5 3 5 5 6 5 5 4 5 22:00 12 0 3 9 6 7 9 9 2 7 23:00 12 3 3 9 9 9 7 9 3 7 Total 579 262 329 549 558 596 600 576 296 496

Summary Average Week Day from to 7070 AM Peak 6:00 AM 7:00 AM 43 6060

5050 PM Peak 2:00 PM 3:00 PM 40 68 40 30 30 Volume Week Day Average 576 Volume 20 20 10 10 0 Weekend Day Average 296 0 1 2 3 4 5 6 7 8 9 101112131415161718192021222324 7 Day Average 496 Time Site 6 Cope Road (Main St) 50m North of Rail Crossing near Ulan Road Southbound Day Fri Sat Sun Mon Tue Wed Thu W/Day W/End 7 Day Time 27-Feb-15 28-Feb-15 1-Mar-15 2-Mar-15 3-Mar-15 4-Mar-15 5-Mar-15 Ave. Ave. Ave

0:00 0 0 0 0 1 3 0 1 0 1 1:00 0 0 1 0 1 0 1 0 1 0 2:00 0 0 0 1 0 5 0 1 0 1 3:00 2 0 0 2 1 2 2 2 0 1 4:00 10 8 4 8 8 7 8 8 6 8 5:00 53 18 19 57 69 68 65 62 19 50 6:00 68 19 14 61 89 92 84 79 17 61 7:00 25 7 10 28 29 30 34 29 9 23 8:00 20 9 9 30 30 29 18 25 9 21 9:00 46 15 16 34 21 21 36 32 16 27 10:00 29 19 25 23 24 33 38 29 22 27 11:00 39 17 28 32 27 28 49 35 23 31 12:00 49 24 28 47 31 41 36 41 26 37 13:00 50 17 22 25 30 36 48 38 20 33 14:00 34 21 27 30 31 32 24 30 24 28 15:00 46 12 19 36 33 33 39 37 16 31 16:00 48 18 21 28 28 41 24 34 20 30 17:00 34 17 21 42 37 38 31 36 19 31 18:00 25 15 25 27 25 24 30 26 20 24 19:00 20 6 11 13 20 16 9 16 9 14 20:00 10 6 7 2 10 7 12 8 7 8 21:00 5 3 11 15 14 15 11 12 7 11 22:00 1 0 4 1 2 6 1 2 2 2 23:00 0 0 3 1 1 2 1 1 2 1 Total 614 251 325 543 562 609 601 586 288 501

Summary Average Week Day from to 9090 6:00 AM 7:00 AM 8080 AM Peak 92 7070 60 60 PM Peak 1:00 PM 2:00 PM 50 50 50 40 40

Volume 30 Week Day Average 586 Volume 30 20 20 10 100 Weekend Day Average 288 0 1 2 3 4 5 6 7 8 9 101112131415161718192021222324 7 Day Average 501 Time Site 7 Ulan-Wollar Road 2.6 km West of Wilpinjong Mine Entrance Eastbound Day Fri Sat Sun Mon Tue Wed Thu W/Day W/End 7 Day Time 27-Feb-15 28-Feb-15 1-Mar-15 2-Mar-15 3-Mar-15 4-Mar-15 5-Mar-15 Ave. Ave. Ave

0:00 0 1 0 0 0 1 0 0 1 0 1:00 1 0 0 0 0 0 1 0 0 0 2:00 0 0 1 1 1 1 1 1 1 1 3:00 0 0 0 1 2 0 0 1 0 0 4:00 1 1 1 3 1 0 0 1 1 1 5:00 54 22 22 57 66 68 79 65 22 53 6:00 95 46 46 78 91 104 115 97 46 82 7:00 23 2 2 18 21 16 10 18 2 13 8:00 14 3 2 16 8 19 13 14 3 11 9:00 16 2 3 10 15 12 12 13 3 10 10:00 5 6 3 9 9 7 8 8 5 7 11:00 5 4 2 11 7 13 8 9 3 7 12:00 7 1 2 5 12 6 7 7 2 6 13:00 1 3 1 5 6 7 7 5 2 4 14:00 2 1 3 3 3 14 5 5 2 4 15:00 6 0 2 10 8 8 2 7 1 5 16:00 5 2 4 5 4 4 5 5 3 4 17:00 31 26 21 16 20 23 20 22 24 22 18:00 22 21 19 24 27 23 20 23 20 22 19:00 1 0 2 4 1 3 2 2 1 2 20:00 2 0 1 1 4 1 0 2 1 1 21:00 2 1 0 1 1 0 4 2 1 1 22:00 1 1 2 0 0 0 0 0 2 1 23:00 0 2 1 0 0 1 0 0 2 1 Total 294 145 140 278 307 331 319 306 143 259

Summary Average Week Day from to 120 AM Peak 6:00 AM 7:00 AM 115 100

80 80 PM Peak 5:00 PM 6:00 PM 31 60 60

Volume 40 Week Day Average 306 Volume 40 20 20 0 Weekend Day Average 143 0 1 2 3 4 5 6 7 8 9 101112131415161718192021222324 7 Day Average 259 Time Site 7 Ulan-Wollar Road 2.6 km West of Wilpinjong Mine Entrance Westbound Day Fri Sat Sun Mon Tue Wed Thu W/Day W/End 7 Day Time 27-Feb-15 28-Feb-15 1-Mar-15 2-Mar-15 3-Mar-15 4-Mar-15 5-Mar-15 Ave. Ave. Ave

0:00 3 1 1 1 1 4 3 2 1 2 1:00 3 0 1 0 0 0 2 1 1 1 2:00 0 0 0 0 0 1 0 0 0 0 3:00 0 0 0 0 2 0 1 1 0 0 4:00 9 1 4 4 5 4 10 6 3 5 5:00 18 18 14 12 11 16 9 13 16 14 6:00 16 8 14 9 12 9 11 11 11 11 7:00 19 22 13 26 16 16 20 19 18 19 8:00 5 0 2 8 3 8 5 6 1 4 9:00 10 4 7 9 14 11 12 11 6 10 10:00 10 3 4 3 13 11 8 9 4 7 11:00 8 3 3 11 7 16 26 14 3 11 12:00 19 4 4 7 12 6 18 12 4 10 13:00 17 6 2 9 4 14 29 15 4 12 14:00 17 4 10 14 9 7 12 12 7 10 15:00 32 1 3 13 20 25 22 22 2 17 16:00 22 19 7 59 46 48 32 41 13 33 17:00 23 12 8 34 61 44 17 36 10 28 18:00 24 23 19 24 31 37 37 31 21 28 19:00 35 21 26 39 34 45 44 39 24 35 20:00 3 2 1 2 3 1 5 3 2 2 21:00 2 2 2 2 2 1 2 2 2 2 22:00 1 0 0 2 1 2 0 1 0 1 23:00 5 2 2 5 2 4 1 3 2 3 Total 301 156 147 293 309 330 326 312 152 266

Summary Average Week Day from to 4545 7:00 AM 8:00 AM 4040 AM Peak 26 3535 30 30 PM Peak 5:00 PM 6:00 PM 61 25 25 20 20

Volume 15 Week Day Average 312 Volume 15 10 10 5 50 Weekend Day Average 152 0 1 2 3 4 5 6 7 8 9 101112131415161718192021222324 7 Day Average 266 Time Site 10 Ulan-Wollar Road 200 m East of Slate Gully Road Eastbound Day Fri Sat Sun Mon Tue Wed Thu W/Day W/End 7 Day Time 27-Feb-15 28-Feb-15 1-Mar-15 2-Mar-15 3-Mar-15 4-Mar-15 5-Mar-15 Ave. Ave. Ave

0:00 0 1 0 0 0 2 0 0 1 0 1:00 0 0 0 0 0 0 0 0 0 0 2:00 0 0 0 0 0 0 0 0 0 0 3:00 0 0 0 0 0 0 0 0 0 0 4:00 0 0 0 1 0 0 0 0 0 0 5:00 2 2 1 5 0 3 2 2 2 2 6:00 1 1 0 0 2 2 3 2 1 1 7:00 2 1 4 3 6 2 4 3 3 3 8:00 4 2 0 0 2 2 1 2 1 2 9:00 3 2 1 4 1 2 3 3 2 2 10:00 6 3 2 2 3 1 0 2 3 2 11:00 1 4 2 2 2 0 7 2 3 3 12:00 4 2 0 4 0 2 5 3 1 2 13:00 7 1 2 1 2 4 3 3 2 3 14:00 4 1 1 2 2 4 2 3 1 2 15:00 5 0 3 5 5 6 3 5 2 4 16:00 3 1 0 6 2 2 2 3 1 2 17:00 2 4 1 2 6 4 7 4 3 4 18:00 4 3 1 2 5 5 4 4 2 3 19:00 5 2 6 6 7 11 6 7 4 6 20:00 0 0 1 0 2 0 0 0 1 0 21:00 0 0 0 0 1 0 0 0 0 0 22:00 0 1 0 1 0 0 0 0 1 0 23:00 1 1 0 0 1 3 0 1 1 1 Total 54 32 25 46 49 55 52 51 29 45

Summary Average Week Day from to 88 AM Peak 11:00 AM 12:00 PM 7 77 66 7:00 PM 8:00 PM 55 PM Peak 11 4 4 3 Volume 3 Week Day Average 51 Volume 2 2 1 1 0 Weekend Day Average 29 0 1 2 3 4 5 6 7 8 9 101112131415161718192021222324 7 Day Average 45 Time Site 10 Ulan-Wollar Road 200 m East of Slate Gully Road Westbound Day Fri Sat Sun Mon Tue Wed Thu W/Day W/End 7 Day Time 27-Feb-15 28-Feb-15 1-Mar-15 2-Mar-15 3-Mar-15 4-Mar-15 5-Mar-15 Ave. Ave. Ave

0:00 0 0 1 0 0 1 1 0 1 0 1:00 0 0 1 0 0 0 0 0 1 0 2:00 0 0 0 0 0 0 0 0 0 0 3:00 0 0 0 0 0 0 0 0 0 0 4:00 0 0 0 0 0 1 1 0 0 0 5:00 6 4 4 6 6 9 10 7 4 6 6:00 9 2 3 6 9 8 4 7 3 6 7:00 4 3 1 4 6 5 4 5 2 4 8:00 3 0 0 5 3 1 2 3 0 2 9:00 1 3 8 3 4 5 2 3 6 4 10:00 1 3 2 3 0 2 6 2 3 2 11:00 2 2 2 1 5 0 3 2 2 2 12:00 4 2 2 5 1 2 1 3 2 2 13:00 3 2 1 3 3 2 3 3 2 2 14:00 0 3 1 2 2 1 4 2 2 2 15:00 1 1 0 0 1 5 3 2 1 2 16:00 1 2 2 4 5 4 2 3 2 3 17:00 3 5 5 6 6 7 1 5 5 5 18:00 3 1 1 1 2 2 2 2 1 2 19:00 3 1 1 1 0 0 1 1 1 1 20:00 0 0 1 0 1 0 0 0 1 0 21:00 0 0 0 0 1 0 0 0 0 0 22:00 0 0 0 0 0 0 0 0 0 0 23:00 0 0 0 0 0 0 0 0 0 0 Total 44 34 36 50 55 55 50 51 35 46

Summary Average Week Day from to 88 AM Peak 5:00 AM 6:00 AM 10 77 66 5:00 PM 6:00 PM 55 PM Peak 7 4 4 3 Volume 3 Week Day Average 51 Volume 2 2 1 1 0 Weekend Day Average 35 0 1 2 3 4 5 6 7 8 9 101112131415161718192021222324 7 Day Average 46 Time Site 11 Wilpinjong Coal Mine Access Road 100 m Inside Front Gate Northbound Day Fri Sat Sun Mon Tue Wed Thu W/Day W/End 7 Day Time 27-Feb-15 28-Feb-15 1-Mar-15 2-Mar-15 3-Mar-15 4-Mar-15 5-Mar-15 Ave. Ave. Ave

0:00 2 2 1 1 1 4 2 2 2 2 1:00 3 0 0 0 0 0 2 1 0 1 2:00 0 0 0 0 1 1 0 0 0 0 3:00 0 0 0 0 1 0 1 0 0 0 4:00 22 4 5 7 9 10 15 13 5 10 5:00 4 17 13 12 5 11 5 7 15 10 6:00 17 11 18 7 13 10 10 11 15 12 7:00 17 17 10 23 26 16 21 21 14 19 8:00 8 0 0 7 7 5 7 7 0 5 9:00 8 3 0 7 8 8 9 8 2 6 10:00 14 1 0 3 14 8 7 9 1 7 11:00 9 2 2 13 4 14 27 13 2 10 12:00 20 3 2 8 12 4 22 13 3 10 13:00 25 3 1 10 8 14 30 17 2 13 14:00 18 3 11 10 10 10 11 12 7 10 15:00 33 0 3 17 20 29 22 24 2 18 16:00 26 18 9 59 48 45 41 44 14 35 17:00 20 10 4 34 61 47 16 36 7 27 18:00 26 31 22 28 36 42 44 35 27 33 19:00 36 16 26 41 36 52 44 42 21 36 20:00 3 1 1 2 2 2 6 3 1 2 21:00 2 2 2 1 1 1 0 1 2 1 22:00 1 0 0 3 2 2 0 2 0 1 23:00 6 2 1 5 3 6 1 4 2 3 Total 320 146 131 298 328 341 343 326 139 272

Summary Average Week Day from to 50 45 AM Peak 11:00 AM 12:00 PM 27 40 35 PM Peak 5:00 PM 6:00 PM 61 30 25 25 20 20 Volume 15 Week Day Average 326 Volume 15 10 105 50 Weekend Day Average 139 0 1 2 3 4 5 6 7 8 9 101112131415161718192021222324 7 Day Average 272 Time Site 11 Wilpinjong Coal Mine Access Road 100 m Inside Front Gate Southbound Day Fri Sat Sun Mon Tue Wed Thu W/Day W/End 7 Day Time 27-Feb-15 28-Feb-15 1-Mar-15 2-Mar-15 3-Mar-15 4-Mar-15 5-Mar-15 Ave. Ave. Ave

0:00 0 1 0 0 0 2 0 0 1 0 1:00 0 0 0 0 0 0 1 0 0 0 2:00 1 0 1 1 2 1 1 1 1 1 3:00 0 0 0 0 1 0 0 0 0 0 4:00 1 1 1 3 1 0 1 1 1 1 5:00 52 22 22 54 62 71 81 64 22 52 6:00 108 51 52 94 106 114 126 110 52 93 7:00 25 2 0 16 30 19 11 20 1 15 8:00 14 2 1 17 13 15 16 15 2 11 9:00 12 1 0 11 14 9 10 11 1 8 10:00 7 4 1 8 9 10 8 8 3 7 11:00 5 4 2 9 6 8 7 7 3 6 12:00 11 1 2 9 14 5 7 9 2 7 13:00 2 1 0 5 8 6 13 7 1 5 14:00 3 2 3 3 5 13 4 6 3 5 15:00 6 0 0 7 10 10 3 7 0 5 16:00 4 1 1 6 8 9 7 7 1 5 17:00 27 23 20 14 19 22 20 20 22 21 18:00 26 23 25 30 29 28 21 27 24 26 19:00 1 0 1 2 0 2 2 1 1 1 20:00 2 0 0 1 1 1 0 1 0 1 21:00 3 0 0 1 1 0 2 1 0 1 22:00 1 1 1 0 0 0 0 0 1 0 23:00 0 1 1 0 0 0 0 0 1 0 Total 311 141 134 291 339 345 341 325 138 272

Summary Average Week Day from to 120 AM Peak 6:00 AM 7:00 AM 126 100

80 80 PM Peak 6:00 PM 7:00 PM 30 60 60

Volume 40 Week Day Average 325 Volume 40 20 20 0 Weekend Day Average 138 0 1 2 3 4 5 6 7 8 9 101112131415161718192021222324 7 Day Average 272 Time

Attachment B

Railway Level Crossing Observations B Attachment LXM 1304 Cope Road, Ulan The level crossing is located on Cope Road approximately 40m north-west of Ulan Road. The railway is single track, and Cope Road is a two-lane two-way rural road, which provides access between Ulan and Gulgong. Cope Road has a speed limit of 100km/h at the level crossing.

The level crossing is actively controlled with flashing signal assemblies (RX-5) incorporating the “RAILWAY CROSSING” sign (R6-24) and “STOP ON RED SIGNAL” (R6-9) signs on each approach. Stop lines have been painted on the carriageway on each side of the crossing, however these are badly worn and barely visible.

Approach warning for south-eastbound traffic includes a “railway crossing flashing signals ahead” (W7-4) sign on the left side of the road, and “RAIL X” markings on the carriageway beyond the advance warning sign. Approach warning for north-westbound traffic includes “railway crossing flashing signals ahead on side road” (RX-7) assemblies on each approach of Ulan Road. It is noted that “RAIL X” markings are not required on this approach by AS1742.7 due to the proximity of the crossing to Ulan Road.

Additional pedestrian warning signs are provided on each side of the level crossing, “1 TRACK DO NOT CROSS WHILE LIGHTS ARE FLASHING OR ALARM SOUNDING” (W7-14-3).

ARTC identified short queuing risks at this intersection. The proximity of the crossing to Ulan Road presents the possibility that queueing of north-westbound traffic from the level crossing could extend to Ulan Road, and impede the flow of through traffic on Ulan Road. While this is a possibility, the design of the intersection of Ulan Road and Cope Road assists to mitigate the potential impacts of queueing, as the auxiliary lanes for vehicles turning left and right into Cope Road provide additional queuing capabilities while maintaining through access for traffic along Ulan Road.

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 B-1 Wilpinjong Extension Project, Wilpinjong, NSW

Photograph B-1: LXM 1304 Looking Southeast along Cope Road to the Ulan Road Intersection

Photograph B-2: LXM 1304 Looking Northwest along Cope Road from the Ulan Road Intersection

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 B-2 Wilpinjong Extension Project, Wilpinjong, NSW

LXM 1815 Ulan Colliery Road, Ulan The level crossing is located on the road which provides vehicular access to and from the Ulan Coal Mine. The access road extends westwards from Ulan Road approximately 900m north of its intersection with Cope Road. The crossing is approximately 36m from the edgeline of Ulan Road. The railway is single track, and the access road is a sealed two lane road.

The level crossing is actively controlled with flashing signal assemblies (RX-5) incorporating the “RAILWAY CROSSING” sign (R6-24) and older style “STOP ON RED SIGNAL” signs on each approach. Stop lines have been painted on the carriageway on each side of the crossing.

Approach warning for traffic on Ulan Road includes a “railway crossing flashing signals on side road” (RX-7) assemblies on the left side of the road in each direction, and “RAIL X” markings on the carriageway between Ulan Road and the level crossing. Approach warning is given for eastbound traffic on the access road by a “railway crossing flashing lights ahead” (W7-4) sign with “RAIL X” pavement markings, as well as a second superseded sign advising of the level crossing ahead.

Additional pedestrian warning signs are provided on each side of the level crossing, “1 TRACK DO NOT CROSS WHILE LIGHTS ARE FLASHING OR ALARM SOUNDING” (W7-14-3).

ARTC identified short queuing risks at this intersection. The proximity of the crossing to Ulan Road presents the possibility that queueing of westbound traffic from the level crossing could extend to Ulan Road, and impede the flow of through traffic on Ulan Road. While this is a possibility, the design of the intersection assists to mitigate the potential impacts of queueing, as the widening of Ulan Road provides additional queuing capabilities while maintaining through access for traffic along Ulan Road.

Photograph B-3: LXM 1815 Looking West from Ulan Road

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 B-3 Wilpinjong Extension Project, Wilpinjong, NSW

Photograph B-4: LXM 1815 Looking East Towards Ulan Road

Photograph B-5: Approaching LXM 1815 Southbound on Ulan Road

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 B-4 Wilpinjong Extension Project, Wilpinjong, NSW

LXM 1302 Local Road, Ulan The level crossing is located on an unnamed local access road which extends northwards from Ulan-Wollar Road approximately 10.5km east of Ulan Road. The crossing is approximately 150m from Ulan-Wollar Road. The railway is single track, and the access road is an unsealed single lane road which provides local property access only.

Approach warning for southbound traffic towards Ulan-Wollar Road is provided by a “stop sign ahead” (W3-1) sign. Approach warning for northbound traffic includes “railway crossing on side road” (RX-4) assemblies and diagrammatic warning signs on side road (W7-12 and W7-13) on each approach of Ulan Road. A “stop sign ahead” (W3-1) sign is also provided for northbound traffic on the local road.

While this crossing is a “public level crossing” it effectively provides only private access to the northern side of the Ulan line from Ulan-Wollar Road.

Photograph B-6: LXM 1302 Northbound along Local Road

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 B-5 Wilpinjong Extension Project, Wilpinjong, NSW

Photograph B-7: LXM 1302 Southbound along Local Road towards Ulan-Wollar Road

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 B-6 Wilpinjong Extension Project, Wilpinjong, NSW

LXM 1301 Ulan-Wollar Road, Wollar The level crossing is located on Ulan-Wollar Road approximately 250m east of the Wilpinjong Coal Mine access road. The railway is single track, and Ulan-Wollar Road is a sealed two-way two-lane rural road, with a speed limit of 100km/h.

Approach warning for both eastbound and westbound traffic on Ulan-Wollar Road is provided by a “railway crossing ahead” (W7-7) sign, “RAIL X” pavement marking, and a non-standard diagrammatic warning sign of the approaching crossing on an S- bend in the road combined with a “stop sign ahead” (W3-1) sign. Chevron alignment markers (D4-6) are provided to guide traffic in both directions around the bends in Ulan-Wollar Road at the crossing.

Photograph B-8: LXM 1301 Eastbound along Ulan-Wollar Road

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 B-7 Wilpinjong Extension Project, Wilpinjong, NSW

Photograph B-9: LXM 1301 Westbound along Ulan-Wollar Road

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 B-8 Wilpinjong Extension Project, Wilpinjong, NSW

LXM 1300 Ulan-Wollar Road, Wollar The level crossing is located on Ulan-Wollar Road approximately 15.5km east of Ulan Road. The railway is single track, and Ulan-Wollar Road is an unsealed two-lane two-way road in the vicinity of the crossing. The posted speed limit of Ulan-Wollar Road is 100km/h, however on the unsealed section, the advisory speed is 60km/h. A short section of road on each side of the level crossing is sealed.

The level crossing is actively controlled with flashing signal and boom barrier assemblies, which incorporate the “RAILWAY CROSSING” sign (R6-25) and “STOP ON RED SIGNAL” (R6-9) signs on each approach. Stop lines markings have been painted on the sealed carriageway on each side of the crossing, however these are badly worn and barely visible.

Approach warning for eastbound traffic on Ulan-Wollar Road includes a “railway crossing flashing signals ahead” (W7-4) signs on both sides of the road, a secondary “railway crossing flashing signals ahead” (W7-4) sign on the left side of the road. Chevron alignment markers (D4-6) are provided to guide eastbound around the bend at the eastbound approach to the crossing.

Approach warning for westbound traffic includes “railway crossing flashing signals ahead” (W7-4) with a 500m distance plate (W8-5) assembly on the left side of the road, and a “railway crossing flashing signals ahead” (W7-4) sign on the left side of the road. “RAIL X” markings are painted on the short section of sealed carriageway on the westbound approach.

Photograph B-10: LXM 1300 Westbound along Ulan-Wollar Road

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 B-9 Wilpinjong Extension Project, Wilpinjong, NSW

Photograph B-11: LXM 1300 Eastbound along Ulan-Wollar Road

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 B-10 Wilpinjong Extension Project, Wilpinjong, NSW

LXM 1298 Local Road, Wollar

The level crossing is located on an unnamed local access road which extends northwards from Ulan-Wollar Road approximately 19km east of Ulan Road. The crossing is approximately 80m from Ulan-Wollar Road. The railway is single track, and the access road is an unsealed single lane road which provides local property access only.

There is no approach warning for southbound traffic towards Ulan-Wollar Road, noting that this section of road is very short and access is limited by gates. Approach warning for northbound traffic is given by a “stop sign ahead” (W3-1) sign on the left side of the local road.

While this crossing is a “public level crossing” it effectively provides only private access to the northern side of the Ulan line from Ulan-Wollar Road.

Photograph B-12: LXM 1298 Northbound along Local Road

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 B-11 Wilpinjong Extension Project, Wilpinjong, NSW

Photograph B-13: LXM 1298 Southbound along Local Road

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 B-12 Wilpinjong Extension Project, Wilpinjong, NSW

LXM 1297 Mogo Road, Wollar The level crossing is located on Mogo Road approximately 120m north of its intersection with Ulan-Wollar Road. The railway is single track, and Mogo Road is a sealed two-lane two-way road in the vicinity of the crossing. On the northern side of the crossing, there is a tee intersection, where Araluen Road extends eastwards to provide access to and from a number of properties. Mogo Road (east) and Araluen Road form the major road at the intersection, and Mogo Road (north) forms the minor road. From about 50m north of the crossing, Mogo Road is unsealed. There is no signposted speed limit on Mogo Road.

Approach warning for northbound traffic on Mogo Road includes “railway crossing flashing signals ahead” (W7-4) signs on both sides of the road, and “RAIL X” markings on the pavement. Diagrammatic warning signs of the crossing on the side road (W7-12 and W7-13) are provided on the Ulan Road approached to Mogo Road.

Approach warning for southbound traffic on Mogo Road includes “railway crossing flashing signals on side road” assembly (RX-7) on the left side of Mogo Road and a “railway crossing flashing signals ahead” (W7-4) sign on the right side of the road.

Photograph B-14: LXM 1297 Northbound along Mogo Road

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 B-13 Wilpinjong Extension Project, Wilpinjong, NSW

Photograph B-15: LXM 1297 Southbound along Mogo Road

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 B-14 Wilpinjong Extension Project, Wilpinjong, NSW

LXM 1296 Wollara Road (Ringwood Road), Coggan Creek The level crossing is located on Wollara Road, also known as Ringwood Road, which extends northwards from Wollar Road approximately 11km east of Wollar, and provides a route to Merriwa. The crossing is approximately 170m from Wollar Road. The railway is single track, and Wollara Road is an unsealed single lane road which provides local property access as well as access through to Golden Highway and Merriwa.

There is no approach warning for southbound traffic towards Ulan-Wollar Road, noting that this section of road is very short and access is limited by gates. Approach warning for both northbound and southbound traffic is given by a “railway crossing ahead” (W7-7) sign, followed by a “stop sign ahead” (W3-1) sign, both on the left side of the Wollara Road.

Photograph B-16: LXM 1296 Northbound along Wollara Road

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 B-15 Wilpinjong Extension Project, Wilpinjong, NSW

Photograph B-17: LXM 1296 Southbound along Wollar Road

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 B-16 Wilpinjong Extension Project, Wilpinjong, NSW

LXM 1813 Local Road, Coggan Creek The level crossing is located on a local road which extends approximately northwards from Wollar Road, about 17km east from Wollar. The railway is single track, and in the vicinity of the level crossing, both Wollar Road and the local road are unsealed. The crossing is located immediately north of Wollar Road, and road continues east and west on the northern side of the crossing. While this crossing is a “public level crossing” it effectively provides only private access to the northern side of the Ulan line from Wollar Road.

The level crossing is actively controlled with flashing signal (RX-5), which incorporate the “RAILWAY CROSSING” sign (R6-25) and “STOP ON RED SIGNAL” (R6-9) signs on each approach. As the road surface is unsealed, there are no stop lines markings, however cattle grids have been installed on the southern side of the crossing (off Wollar Road) and on the western approach road north of the crossing.

Approach warning for traffic on Wollar Road travelling in both directions includes “railway crossing flashing signals on side road” (W7-4 and W8-3) signs on the left side of Wollar Road. ARTC identified short stacking and queuing risks at this intersection, due to its proximity to Wollar Road.

Photograph B-18: LXM 1813 Westbound along Wollar Road

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 B-17 Wilpinjong Extension Project, Wilpinjong, NSW

Photograph B-19: LXM 1813 Northbound on Local Road from Wollar Road

Photograph B-20: LXM 1813 Eastbound on Wollar Road

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 B-18 Wilpinjong Extension Project, Wilpinjong, NSW

LXM 1295 Rylstone Road (Bylong Valley Way), Bylong The level crossing is located on Bylong Valley Way immediately west of the intersection with Wollar Road. Bylong Valley Way provides access through the Bylong Valley between Golden Highway near Sandy Hollow and Castlereagh Highway near Ilford via Kandos and Rylstone. The railway is single track, and Bylong Valley Way is a sealed two lane rural road. Wollar Road is sealed close to the intersection with Bylong Valley Way, but unsealed thereafter.

The level crossing is actively controlled with flashing signal assemblies (RX-5), which incorporate the “RAILWAY CROSSING” sign (R6-25) and “STOP ON RED SIGNAL” (R6-9) signs for traffic approaching on Bylong Valley Way westbound and on Wollar Road southbound. The flashing signal assembly for eastbound traffic on Bylong Valley Way incorporates the “RAILWAY CROSSING” sign (R6-24) and “STOP ON RED SIGNAL” (R6-9) signs. There are no stop lines evident on either approach to the level crossing.

Approach warning for westbound traffic on Bylong Valley Way includes “railway crossing flashing signals ahead” (W7-4) sign on the left side of Wollar Road. There are no “RAIL X” pavement markings for westbound traffic. Approach warning for eastbound traffic on Bylong Valley Way includes a superseded form of the “railway crossing flashing signals ahead” sign. A “RAIL X” road markings is provided, however this is badly faded. Approach warning for southbound traffic on Wollar Road includes a “railway crossing flashing signals on side road” (W7-4 and W8-3) sign. As the road surface is unsealed, there are no “RAIL X” markings.

ARTC identified short stacking and queuing risks at this intersection, due to its proximity to Wollar Road.

Photograph B-21: LXM 1295 Westbound on Bylong Valley Way

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 B-19 Wilpinjong Extension Project, Wilpinjong, NSW

Photograph B-22: LXM 1295 Eastbound on Bylong Valley Way

Photograph B-23: LXM 1295 Southbound on Wollar Road

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 B-20 Wilpinjong Extension Project, Wilpinjong, NSW

Photograph B-24: LXM 1295 Southbound on Wollar Road

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 B-21 Wilpinjong Extension Project, Wilpinjong, NSW

LXM 1294 Local Road, Kerrabee The level crossing is located on a local access road which extends northwards from Bylong Valley Way approximately 27km driving distance east of Wollar. The crossing is approximately 40m from Bylong Valley Way. The railway is double track, and the local access road is unsealed and provides local property access.

The level crossing is passively controlled with railway crossing stop assemblies (RX-2) incorporating the “RAILWAY CROSSING” (R6-24), “Stop” (R1-1), “2 TRACKS” (W7-2-1) and “LOOK FOR TRAINS” (G9-48) signs on each approach. As the road is unsealed, no stop lines are provided on the approaches. There are no approach warnings for traffic on Bylong Valley Way, nor on the access road.

Photograph B-25: LXM 1294 Northbound on Local Road

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 B-22 Wilpinjong Extension Project, Wilpinjong, NSW

Photograph B-26: LXM 1294 Southbound on Local Road

Photograph B-27: LXM 1294 Southbound on Local Road to Bylong Valley Way

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 B-23 Wilpinjong Extension Project, Wilpinjong, NSW

LXM 1293 Local Road, Sandy Hollow Although listed on the Public Level Crossing Finder, this level crossing is located on private property, and so is not accessible to the public. It has therefore not been reviewed in this assessment.

Photograph B-28: LXM 1293 Private Access Only

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 B-24 Wilpinjong Extension Project, Wilpinjong, NSW

LXM 1292 Goulburn Drive, Sandy Hollow The level crossing is located on Goulburn Drive, which forms a loop off the southern side of Golden Highway at Sandy Hollow. Goulburn Drive is formed by three straight alignments, with two bends where those alignments meet. Goulburn Drive provides access to local properties along its length and the immediate vicinity, and no through access. The crossing is approximately 670m from Golden Highway, and approximately 60m from the western bend in Goulburn Drive. The railway is single track, and Goulburn Drive is a narrow sealed road for two way traffic.

The level crossing is passively controlled with railway crossing stop assemblies (RX-2) incorporating the “RAILWAY CROSSING” (R6-24), “Stop” (R1-1) and “LOOK FOR TRAINS” (G9-48) signs on each approach. Stop lines are marked on both approach directions. Advance warning for both northbound and southbound traffic is provided by “railway crossing ahead” (W7-7) signs on both sides of Goulburn Drive, a “RAIL X” pavement marking, and a “stop sign ahead” (W3-1) sign on the left side of Goulburn Drive. For northbound traffic, the warnings are all located prior to the bend in Goulburn Drive.

Photograph B-29: LXM 1292 Northbound Advance Warnings on Goulburn Drive

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 B-25 Wilpinjong Extension Project, Wilpinjong, NSW

Photograph B-30: LXM 1292 Northbound on Goulburn Drive

Photograph B-31: LXM 1292 Southbound on Goulburn Drive

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 B-26 Wilpinjong Extension Project, Wilpinjong, NSW

LXM 1291 Goulburn Drive, Sandy Hollow The level crossing is located on Goulburn Drive, which forms a loop off the southern side of Golden Highway at Sandy Hollow. Goulburn Drive is formed by three straight alignments, with two bends where those alignments meet. Goulburn Drive provides access to local properties along its length and the immediate vicinity, and no through access. The crossing is approximately 500m from Golden Highway, and over 450m from the eastern bend in Goulburn Drive. The railway is single track, and Goulburn Drive is a narrow sealed road for two way traffic.

The level crossing is passively controlled with railway crossing stop assemblies (RX-2) incorporating the “RAILWAY CROSSING” (R6-24), “Stop” (R1-1) and “LOOK FOR TRAINS” (G9-48) signs on each approach. Stop lines are marked on both approach directions. Advance warning for both northbound and southbound traffic is provided by “railway crossing ahead” (W7-7) signs on both sides of Goulburn Drive, a “RAIL X” pavement marking, and a “stop sign ahead” (W3-1) sign on the left side of Goulburn Drive. For southbound traffic, it is noted that the “stop sign ahead” (W3-1) sign has been installed upside down.

Photograph B-32: LXM 1291 Southbound Advance Warnings on Goulburn Drive

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 B-27 Wilpinjong Extension Project, Wilpinjong, NSW

Photograph B-33: LXM 1291 Southbound on Goulburn Drive

Photograph B-34: LXM 1291 Northbound on Goulburn Drive

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 B-28 Wilpinjong Extension Project, Wilpinjong, NSW

LXM 1290 Rylstone Road (Bylong Valley Way), Sandy Hollow The level crossing is located on Bylong Valley Way over 400m from its intersection with Golden Highway. Bylong Valley Way provides access through the Bylong Valley between Golden Highway near Sandy Hollow and Castlereagh Highway near Ilford via Kandos and Rylstone. At this crossing, the railway is single track, and Bylong Valley Way is a sealed two lane road.

The level crossing is actively controlled with flashing signal assemblies (RX-5), which incorporate the “RAILWAY CROSSING” sign (R6-24) and “STOP ON RED SIGNAL” (R6-9) signs for traffic approaching on Bylong Valley Way in both directions. Railway crossing width marker assemblies incorporating “RAILWAY” (G9-32), “CROSSING” (G9-33) and width marker (D4-3) signs are provided on each approach. Stop lines are painted on the pavement for both approach directions.

Advance warning for approaching traffic is given by “RAIL X” pavement markings and “railway crossing flashing signals ahead” (W7-4) signs. The W7-4 signs are installed on both sides on the road for southbound traffic, and on the left side of the road for northbound traffic.

Photograph B-35: LXM 1290 Southbound Advance Warning on Bylong Valley Way

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 B-29 Wilpinjong Extension Project, Wilpinjong, NSW

Photograph B-36: LXM 1290 Southbound on Bylong Valley Way

Photograph B-37: LXM 1290 Northbound on Bylong Valley Way

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 B-30 Wilpinjong Extension Project, Wilpinjong, NSW

LXM 1812 Local Road, Denman The level crossing is located on a local access road off the Rosemount Road adjacent to the Myambat Army Munitions Base. The local access road provides local property access only, and is an unsealed track with no through access. The crossing is approximately 15m from Rosemount Road, and the railway is single track.

The level crossing is passively controlled with westbound traffic provided with a railway crossing stop assembly (RX-2) incorporating the “RAILWAY CROSSING” (R6-24), “Stop” (R1-1) and “LOOK FOR TRAINS” (G9-48) sign. The access road drops on the western side of the crossing, which obscures visibility of the tracks for approaching eastbound traffic, although sight distance at the crossing is good. Eastbound traffic is provided with an assembly incorporating the “RAILWAY CROSSING” (R6-24) and “Stop” (R1-1) sign. As the road in unsealed, there are no stop lines. There is no advance warning signage on Rosemount Road.

Photograph B-38: LXM 1812 Westbound from Rosemount Road

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 B-31 Wilpinjong Extension Project, Wilpinjong, NSW

Photograph B-39: LXM 1812 Eastbound towards Rosemount Road

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 B-32 Wilpinjong Extension Project, Wilpinjong, NSW

LXM 1289 Rosemount Road, Denman The level crossing is located on a local access road which extends westwards from Rosemount Road. The crossing is located approximately 20m from Rosemount Road, which is a sealed two way road. The local access road is sealed at the level crossing, where the railway is single track. The access road provides property access only, with no through traffic.

The level crossing is actively controlled with boom gates and flashing signal assemblies (RX-5), which incorporate the “RAILWAY CROSSING” sign (R6-25) and “STOP ON RED SIGNAL” (R6-9) signs for traffic approaching in both directions. There is no railway crossing width marker assemblies on either approach. A stop line is provided for eastbound traffic, but no stop line is evident for westbound traffic.

Advance warning for approaching northbound and southbound traffic on Rosemount Road is given by a “railway crossing flashing signals ahead” (W7-4) sign and “on side road” (W8-3) sign on the left side of the road. On the right side of the road, a “railway crossing ahead” sign is provided, noting this sign is intended for passive control crossings only. This crossing was recently upgraded from passive to active control. No “RAIL X” pavement markings are evident.

ARTC identified short stacking and queuing risks at this intersection, due to its proximity to Rosemount Road.

Photograph B-40: LXM 1289 Northbound Advance Warning on Rosemount Road

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 B-33 Wilpinjong Extension Project, Wilpinjong, NSW

Photograph B-41: LXM 1289 Westbound from Rosemount Road

Photograph B-42: LXM 1289 Eastbound towards Rosemount Road

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 B-34 Wilpinjong Extension Project, Wilpinjong, NSW

Photograph B-43: LXM 1289 Southbound Advance Warning on Rosemount Road

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 B-35 Wilpinjong Extension Project, Wilpinjong, NSW

LXM 1288 Rosemount Road, Denman The level crossing is located on Rosemount Road at the southern end of the outskirts of Denman. Rosemount Road provides a secondary route between Denman and Golden Highway. The crossing is located approximately 150m past the last street in Denman, and is located just outside the 50km/h local area speed zone. Rosemount Road is a sealed two way road, and at the level crossing, the railway is single track.

The level crossing is actively controlled with flashing signal assemblies (RX-5), which incorporate the “RAILWAY CROSSING” sign (R6-24) and a superseded white on black version of the “STOP ON RED SIGNAL” (R6-9) signs for traffic approaching in both directions. Width markers (W4-3) are provided on each side of the crossing in both directions. A stop line is provided for approaching traffic in both directions.

Advance warning for approaching traffic on Rosemount Road is given by “railway crossing flashing signals ahead” (W7-4) signs on both sides of the road and “RAIL X” pavement markings.

Photograph B-44: LXM 1288 Westbound Advance Warning on Rosemount Road

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 B-36 Wilpinjong Extension Project, Wilpinjong, NSW

Photograph B-45: LXM 1288 Westbound on Rosemount Road

Photograph B-46: LXM 1288 Eastbound on Rosemount Road

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 B-37 Wilpinjong Extension Project, Wilpinjong, NSW

LXM 1287 Ogilvie Street, Denman The level crossing is located on Ogilvie Street in Denman. Ogilvie Street provides an east-west link through Denman, and links to Turner Street on the western side of the railway line. The crossing is located approximately 40m from Turner Street and 70m from Virginia Street, which runs parallel to the railway on the eastern side. Ogilvie Street is sealed two way road, and at the level crossing, the railway is single track. West of Turner Street, Ogilvie Street provides access to the swimming pool car park. At the tee intersection of Ogilvie Street and Turner Street, traffic exiting the car park (extension of Ogilvie Street) must give way, giving priority to the movements between Ogilvie Street east and Turner Street north.

The level crossing is actively controlled with flashing signal assemblies (RX-5), which incorporate the “RAILWAY CROSSING” sign (R6-24) and a superseded white on black version of the “STOP ON RED SIGNAL” (R6-9) signs for traffic approaching in both directions. There are no width markers or width marker assemblies on either approach. Stop lines are provided on each approach. “RAIL X” markings are provided on each approach, immediately in advance of the crossing.

There is no advance warning for approaching traffic on Turner Street. Warning is given for traffic exiting the car park by a “railway crossing flashing signals ahead” (W7-4) sign. Advance warning is given to traffic approaching Ogilvie Street southbound on Virginia Street, with a superseded “railway crossing” sign and “on side road” (W8-3) sign on the left side of the road near Isobel Street, and a “railway crossing” (W7-4) sign and “on side road” (W8-3) sign assembly on the left side of the road about halfway between Ogilvie Street and Isobel Street. A similar assembly is provided for northbound traffic on Virginia Street, located on the left side of the road about 80m from Ogilvie Street.

Photograph B-47: LXM 1287 Eastbound on Ogilvie Street – Turner Street on the Left

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 B-38 Wilpinjong Extension Project, Wilpinjong, NSW

Photograph B-48: LXM 1287 Westbound on Ogilvie Street

Photograph B-49: LXM 1287 Southbound on Turner Street

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 B-39 Wilpinjong Extension Project, Wilpinjong, NSW

LXM 1286 Kenilworth Street, Denman The level crossing is located on Kenilworth Street in Denman. Kenilworth Street provides an east-west link west of Denman, and provides access to properties on the western side of the railway line. The crossing is located approximately 15-20m west of the tee intersection of Kenilworth Street and Virginia Street, which runs parallel to the railway on the eastern side. “KEEP CLEAR” pavement marking are provided at the intersection to allow vehicles to exit Virginia Street if vehicles are queued at the level crossing. Kenilworth Street is a sealed two way road, and at the level crossing, the railway is single track. Kenilworth Street bends to the south immediately west of the crossing, so traffic approaches the crossing from the bend.

The level crossing is actively controlled with flashing signal and boom gate assemblies (RX-5), which incorporate the “RAILWAY CROSSING” sign (R6-25) and “STOP ON RED SIGNAL” (R6-9) signs for traffic approaching in both directions. There are width markers (D4-3) on both approaches, and stop lines are provided on each approach. “RAIL X” markings are provided on each approach.

Advance warning is given for traffic approaching from the east and south/west on Kenilworth Street by a “railway crossing flashing signals ahead” (W7-4) signs on the left side of the road and “RAIL X” pavement markings. There is also a superseded version of this sign farther from the crossing. Advance warning for traffic approaching from the south on Virginia Street is given by a “railway crossing flashing signal ahead” (W7-4) and “on side road” (W8-3) sign assembly on the left side of the road.

ARTC identified short stacking and queuing risks at this level crossing, due to the proximity of Virginia Street to the level crossing. This is addressed through the “KEEP CLEAR” linemarking on Kenilworth Street at the intersection with Virginia Street.

Photograph B-50: LXM 1286 Westbound on Kenilworth Street

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 B-40 Wilpinjong Extension Project, Wilpinjong, NSW

Photograph B-51: LXM 1286 Eastbound on Kenilworth Street

Photograph B-52: LXM 1286 Northbound on Virginia Street

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 B-41 Wilpinjong Extension Project, Wilpinjong, NSW

LXM 1285 Golden Highway, Denman The level crossing is located on Golden Highway north of Denman, immediately west of its intersection with Mangoola Road.

The level crossing is actively controlled with flashing signal assemblies (RX-5), which incorporate the “RAILWAY CROSSING” sign (R6-24) and “STOP ON RED SIGNAL” (R6-9) signs for traffic approaching in both directions. There are width markers (D4-3) on both approaches, and stop lines are provided on each approach. “RAIL X” markings are provided on each approach.

Advance warning is given for traffic approaching from both directions on Golden Highway by “railway crossing flashing signals ahead” (W7-4) signs on both sides of the road and “RAIL X” pavement markings. Advance warning for traffic approaching from the north on Mangoola Road is given by a “railway crossing flashing signal ahead” (W7-4) and “on side road” (W8-3) sign assembly on the left side of the road.

Photograph B-53: LXM 1285 Westbound on Golden Highway

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 B-42 Wilpinjong Extension Project, Wilpinjong, NSW

Photograph B-54: LXM 1285 Eastbound on Golden Highway

Photograph B-55: LXM 1285 Southbound on Mangoola Road

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 B-43 Wilpinjong Extension Project, Wilpinjong, NSW

LXM 1284 Mangoola Road, Mangoola The level crossing is located on Mangoola Road north of Denman, approximately 1.5km north of Golden Highway. From Golden Highway, Mangoola Road runs parallel to and east of the railway line, and extends to the north-west on the western side of the level crossing. Mangoola Road, together with other local roads, provides a secondary access route between Muswellbrook and Golden Highway, and is a longer and slower route than Denman Road. Mangoola Road is generally a two lane, two way sealed road.

The level crossing has been recently upgraded to be actively controlled with boom gates and flashing signal assemblies (RX-5), which incorporate the “RAILWAY CROSSING” sign (R6-25) and “STOP ON RED SIGNAL” (R6-9) signs for traffic approaching in both directions. There are width markers (D4-3) on the left side of the level crossing on both approaches, and stop lines are provided on each approach. For traffic approaching from the south, the width marker “RAILWAY” and “CROSSING” (G9-32 and G9-33) signs are located together on the outside of the bend at the level crossing, due to the sharp curve on this approach. The signs are located on each side of the approach from the north-west. “RAIL X” markings are provided on each approach.

Photograph B-56: LXM 1284 Southeastbound on Mangoola Road

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 B-44 Wilpinjong Extension Project, Wilpinjong, NSW

Photograph B-57: LXM 1284 Northbound on Mangoola Road

Photograph B-58: LXM 1284 Northbound Approaching on Mangoola Road

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 B-45 Wilpinjong Extension Project, Wilpinjong, NSW

LXM 1283 Mangoola Road, Mangoola The level crossing is located on Mangoola Road approximately 4.5km travel distance from Golden Highway. Mangoola Road, together with other local roads, provides a secondary access route between Muswellbrook and Golden Highway, and is a longer and slower route than Denman Road. Mangoola Road is generally a two lane, two way sealed road. The level crossing is located on a bend in Mangoola Road, which runs parallel and to the east of the railway line north of the level crossing, and extends in an east-west direction to the west of the crossing. A local access road, Bells Lane, extends eastwards from the level crossing, forming a tee intersection with Mangoola Road. Bells Lane provides access to a limited number of properties only. The centre linemarking on Mangoola Road follows the curve of Mangoola Road, suggesting that priority at the intersection lies along Mangoola Road, although there is no give way or other signage or linemarking to confirm this on Bells Lane. There is a bidirectional hazard marker (D4-2-1) for southbound traffic on Mangoola Road. Westbound traffic has a warning sign (W9-1) indicating that the priority lies with the left turn along Mangoola Road.

On the eastern side of the crossing, advance warning signage on Mangoola Road includes a “railway crossing ahead” (W7-7) sign on the right side of Mangoola Road, with “RAIL X” pavement markings. It appears a second sign, presumably also a W7-7, on the left side of Mangoola Road is missing from its post. An intermediate warning is “stop sign ahead” (W3-1) sign is also provided, however this sign is damaged. Southbound traffic on Mangoola Road has an advisory speed of 35km/h on the approach to the level crossing.

Similar level crossing signage and linemarking is provided on the western approach of Mangoola Road, where “railway crossing ahead” (W7-7) signs are provided on both sides of the road, and the “stop sign ahead” warning sign is undamaged.

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 B-46 Wilpinjong Extension Project, Wilpinjong, NSW

Photograph B-59: LXM 1283 Southbound on Mangoola Road

Photograph B-60: LXM 1283 Eastbound on Mangoola Road (towards Bells Lane)

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 B-47 Wilpinjong Extension Project, Wilpinjong, NSW

Photograph B-61: LXM 1283 Westbound Along Mangoola Road (from Bells Lane)

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 B-48 Wilpinjong Extension Project, Wilpinjong, NSW

LXM 1282 Mangoola Road, Mangoola The level crossing is located on Mangoola Road approximately 6.8km travel distance from Golden Highway. Mangoola Road, together with other local roads, provides a secondary access route between Muswellbrook and Golden Highway, and is a longer and slower route than Denman Road. Mangoola Road is generally a two lane, two way sealed road.

The level crossing is located on a “dogleg” bend in Mangoola Road, which runs parallel and to the east of the railway line south of the level crossing. On the western side of the level crossing, Mangoola Road extends in a northeasterly direction. Local property access roads are located off Mangoola Road on both sides of the level crossing. Each access road is aligned as an extension of Mangoola Road parallel to the railway line. Chevrons and centre linemarking direct traffic along the Mangoola Road dogleg alignment in both directions.

The level crossing has been recently upgraded to be actively controlled with boom gates and flashing signal assemblies (RX-5), which incorporate the “RAILWAY CROSSING” sign (R6-25) and “STOP ON RED SIGNAL” (R6-9) signs for traffic approaching in both directions. It is noted that on the western approach, one of the R6-9 signs is partially obscured by the flashing light assembly. There are width marker assemblies incorporating the “RAILWAY’ and “CROSSING” signs (G9-32 and G9-33) and width markers (D4-3) on the western approach. On the eastern side, only half of the assembly was evident at the time of inspection, this being on the right side of the road. Posts were in place on the left side of the road, but the signs were not present. “Keep Tracks Clear” (G9-67-2) signs are posted on each approach to the level crossing, however the box markings referred to on this sign have not been installed. Stop lines are provided on both approaches.

Advance warning is given for traffic approaching from both directions on Mangoola Road by “railway crossing flashing signals ahead” (W7-4) signs on both sides of the road and “RAIL X” pavement markings. At the time of inspection, one of the W7-4 signs on the northbound approach was rotated on the post and was not visible to approaching drivers. Chevron alignment markers (D-6) are provided on the outside of the curves for vehicles approaching the level crossing from both directions.

The local property access road on the eastern side of the level crossing has an advance warning sign “railway crossing flashing signals ahead” (W7-4) on the left side of the road on the approach to Mangoola Road, (noting the crossing is on the side road not ahead), as well as a “all traffic turn right” (R2-14) sign at the intersection with Mangoola Road. The post of this sign appears to have had an additional sign above it, which may clarify the meaning of the R2-14 sign.

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 B-49 Wilpinjong Extension Project, Wilpinjong, NSW

Photograph B-62: LXM 1282 Southbound Traffic Approach on Mangoola Road

Photograph B-63: LXM 1282 Northbound Traffic Approach on Mangoola Road

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 B-50 Wilpinjong Extension Project, Wilpinjong, NSW

Photograph B-64: LXM 1282 Southbound from Local Road to Mangoola Road on East Side

Photograph B-65: LXM 1282 Southbound Along Mangoola Road on West Side

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 B-51 Wilpinjong Extension Project, Wilpinjong, NSW

LXM 1281 Roxburgh Road, Roxburgh

The level crossing is located on a local access road which extends southwards from Roxburgh Road at the bend in Roxburgh Road approximately 1.8km east of its intersection with Mangoola Road. The road is an unsealed two way road, providing local property access only. The railway is single track at the level crossing.

The level crossing is passively controlled with railway crossing stop assemblies (RX-2) incorporating the “RAILWAY CROSSING” (R6-24), “Stop” (R1-1) and “LOOK FOR TRAINS” (G9-48) signs. As the road is unsealed, there are no stop lines on either approach. There is no advance warning signage associated with the level crossing. There are no nearby roads or intersections.

Photograph B-66: LXM 1281 Southbound on Local Road

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 B-52 Wilpinjong Extension Project, Wilpinjong, NSW

Photograph B-67: LXM 1281 Northbound on Local Road

13S9013100 // 27/10/15 Road Transport Assessment // Issue: A-Dr2 B-53 Wilpinjong Extension Project, Wilpinjong, NSW

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