Traffic Assessment

APPENDIX 12

Traffic Impact Assessment

Proposed Glendell Mine

Modification of Development

Consent

July 2007

Xstrata Mt Owen Pty Ltd

Parsons Brinckerhoff Australia Pty Limited ABN 80 078 004 798 188 John Street

Singleton NSW 2330 PO Box 115 Singleton NSW 2330 Australia Telephone +61 2 6572 3377 Facsimile +61 2 6572 4080 Email [email protected]

NCSI Certified Quality System ISO 9001

2118689A-RP_7131

© Parsons Brinckerhoff Australia Pty Limited (PB) [2007]. Copyright in the drawings, information and data recorded in this document (the information) is the property of PB. This document and the information are solely for the use of the authorised recipient and this document may not be used, copied or reproduced in whole or part for any purpose other than that for which it was supplied by PB. PB makes no representation, undertakes no duty and accepts no responsibility to any third party who may use or rely upon this document or the information.

Author: Tom Brimson......

Signed: ......

Reviewer: Paul Witherdin......

Signed: ......

Approved by: Wayne Jones ......

Signed: ......

Date: 4 July 2007......

Distribution: XMO x 3, PB x 1......

Traffic Impact Assessment Proposed Glendell Mine Expansion Modification of Development Consent

Contents

Page Number 1. Introduction...... 1

2. Existing Situation ...... 3 2.1 Location 3 2.2 Speed Limits 4 2.3 Street Lighting 4 2.4 Road Condition and Infrastructure Assessment 4 2.5 Intersections 5 2.5.1 New England Highway Hebden Road Intersection 5 2.5.2 Sight Distance 6 2.5.3 Intersection Geometry 6 2.5.4 Level Crossing 6 2.5.5 Single Lane Bridge 7 2.6 Traffic Volumes 7 2.6.1 Average annual daily traffic 7 2.7 Intersection counts 9 2.8 Current mine traffic 10 2.9 Road Safety Issues 11 2.9.1 New England Highway 11 2.9.2 Hebden Road 13 2.10 Road Safety Audit 13 2.10.1 Planned Remedial Works for Bowmans Creek Bridge and approaches 14 2.11 Intersection Performance Characteristics 15 2.12 Level Crossing Performance 16 2.13 Single Lane Bridge Performance 16 3. Description of Proposed Modifications...... 17 3.1 Surrounding Development 17 3.2 Peak Traffic Conditions 18 4. Impacts of the Proposed Modifications ...... 19 4.1 Traffic Generation 19 4.1.1 Construction vehicles 19 4.1.2 Mining vehicles 19 4.1.3 Construction and Mine Operations Staff 19 4.2 Trip Distribution and Assignment 21 4.2.1 Intersection Performance 24 4.2.2 Hebden Road/Proposed Glendell Mine Access Road 24 4.2.3 Railway Level Crossing 25 4.2.4 Bowmans Creek Single Lane Bridge 25 4.2.5 Cumulative Impacts 25 4.2.6 Road Safety 25 4.2.7 Construction Traffic Impact 26 5. Conclusions ...... 27

6. References ...... 28

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Contents (continued) Page Number

List of tables Table 2-1: Recorded AADT on New England Highway, at Foy Brook Bridge “count station 05.037” 8 Table 2-2: Employee residential locations 11 Table 2-3 Crash Frequency within the ‘Singleton township’ section of the New England Highway 12 Table 2-4 Road Safety Risk Assessment 13 Table 2-5: Existing intersection performance 15 Table 4-1: Mine and construction staff 19 Table 4-2: Assumed traffic distribution based on traffic counts at the New England Highway/ Hebden Road intersection 21 Table 4-3: Additional peak hour traffic volumes generated by proposed Glendell Mine development in peak traffic period (PCU) 21 Table 4-4: Intersection performance with development in 2007 24 Table 4-5: Hebden Road / New Access Performance Characteristics 25

List of figures Figure 2-1: General NEH/Hebden Road Intersection and Associated Features 4 Figure 2-2: Southbound exit to New England Highway from Hebden Road 5 Figure 2-3: Southbound Approach to Hebden Road intersection 5 Figure 2-4: Westbound Approach to Level Crossing along Hebden Road 7 Figure 2-5: Western Approach to Bowmans Creek Bridge 7 Figure 2-6: RTA Foy Brook Bridge count station location 8 Figure 2-7: Historic and projected traffic volume growth (1980-2007) 9 Figure 2-8: Existing morning peak hour intersection volumes (PCU) between 6.15AM and 7.15AM 10 Figure 2-9: Existing afternoon peak hour intersection volumes (PCU) between 5:00PM and 6:00PM 10 Figure 2-10: RTA Crash Data 2001 - 2005 12 Figure 4-1 Mine and Construction Workforce Estimates 20 Figure 4-2 Additional Traffic (per hour) Generated from Glendell Mine 22 Figure 4-3: Projected background morning peak hour intersection volumes in 2007(without development) 23 Figure 4-4: Design morning peak hour intersection volumes in 2008 (with Glendell development) 23 Figure 4-5: Projected background afternoon peak hour intersection volumes in 2007 (without development) 23 Figure 4-6: Design evening peak hour intersection volumes in 2008 (with Glendell development) 23

List of appendices

Appendix A Location of Proposed Development Appendix B Infrastructure Assessment Appendix C RTA Crash Data Appendix D Austroads Road Safety Audit Risk Assessment Data Appendix E Photos Appendix F Intersection Performance Criteria

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1. Introduction

In January 2007, Parsons Brinckerhoff (PB) was engaged by Xstrata Mount Owen Pty Ltd (XMO) to prepare a Traffic Impact Assessment for the proposed modification to the Glendell Mine development consent.

The proposed modifications to the Glendell Mine development consent will enable the integration of Glendell mine with Mt Owen Complex operations whilst enabling the implementation of a revised mine plan.

Glendell Mine is located off Hebden Road, approximately 25km north-west of Singleton, NSW.

It is proposed to develop Glendell Mine and associated infrastructure, south of the existing MOC. The proposed development involves a mechanical maintenance facility, fuel farm and associated small office complex, creek diversion and a staging dam.

XMO proposes to commence works at Glendell Mine with a construction crew of up to 100 staff in early 2008. Construction is expected to be complete by late 2008. Mining operations are expected to ramp up from 50 mining operations staff in late 2008 to 150 mining operations staff from early 2009. The proposed modifications include mining operations over a minimum 16 year period.

The existing consent for the Glendell Mine includes an approved mine access road located on the sharp bend, immediately adjacent to the Bowmans Creek Bridge, to be utilised by up to 600 employees.

The proposed location of the new Glendell Mine access road (approximately 1.2 kilometres from its intersection with the New England Highway) will provide much improved sight distances and be utilised by significantly less employees than previously approved. In combination these factors should result in improved traffic safety at this intersection.

PB’s scope of work for the project was to assess the impact that increased traffic associated with the construction and operation of the Glendell Mine might have on the existing road network, intersections and road safety issues.

The specific tasks included in PB’s brief arose from the development of the scope of work to modify the existing consent for Glendell mine (see section 2 below), and consisted of:

assessment of the change in intersection performance characteristics of the New England Highway/Hebden Road and Hebden Road with the proposed new mine access road

identify any safety issues associated with the proposed modifications

identify whether there are any infrastructure constraints for construction traffic

A visual inspection of bridges and other significant structures along Hebden and Antiene roads was undertaken to identify infrastructure that might limit construction traffic.

By the way of background information, it its worthwhile noting that in 2006 PB undertook a structural/engineering assessment of the Bowman’s Creek Bridge. The assessment confirmed that the bridge was in a satisfactory structural condition and had sufficient capacity to support B-Double trucks.

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This traffic assessment provides a summary of the existing road and traffic conditions, a description of the proposed modifications that relate to traffic and a description of the impacts of the proposed modifications on:

the intersection of Hebden Road and New England Highway

the intersection of the mine access road and Hebden Road

Hebden Road railway crossing

Bowmans Creek single lane bridge

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2. Existing Situation

2.1 Location

The proposed Glendell Mine is located approximately 18km north-west of Singleton, NSW.

The facility will generally be accessed via New England Highway, Hebden Road and a mine access road. A locality plan, illustrating the proposed facility and access route to this facility is provided in Appendix A.

The New England Highway is a national highway which links Newcastle and Brisbane. This is the major arterial road between Muswellbrook and Singleton and is of single lane construction where it passes its associated intersection with Hebden Road.

The Hebden Road / New England Highway intersection is located approximately 18km from Singleton, NSW. Hebden Road is a rural road, maintained by Singleton Council, with no specific provision for separating pedestrians or cyclists. The road services a number of scattered farm dwellings and a number of mine owned houses before the entrance to the Mt Owen Complex (MOC), comprising the Mt Owen and Ravensworth East Mines and the associated Mt Owen Coal Handling and Preparation Plant (CHPP), some 7 kilometres from the New England Highway Intersection. Beyond the MOC entrance is the intersection of Hebden Road and the access road to Hebden Quarry.

The first 8 kilometres of Hebden Road (from New England Highway) are a 7m wide sealed road formation with no shoulders and limited areas of centreline marking. Further north of MOC access road, Hebden Road is a single lane road of poorer quality seal. The southern portion of this road (i.e. from the New England Highway to the MOC access road) is the main access for MOC employees.

Antiene Road connects the northern end of Hebden Road to the New England Highway, approximately 12 kilometres east of Muswellbrook, via the northern shores of Lake Liddell. While 10% of MOC employees that travel to work each day from Muswellbrook and locations further north will utilise Antiene Road, 90% of employees will utilise the intersection of Hebden Road and New England Highway.

Figure 2-1 below illustrates the arrangement of the New England Highway and Hebden Road intersection and associated rail crossing and single lane bridge.

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Figure 2-1: General NEH/Hebden Road Intersection and Associated Features

2.2 Speed Limits

The speed limits for these roads are:

• New England Highway (NEH) 90 km/h

• Hebden Road within 500m of NEH 60 km/h

• Hebden Road remainder 80 km/h

• Antiene Road 80 km/h

2.3 Street Lighting

No roads or intersections are street lit.

2.4 Road Condition and Infrastructure Assessment

A road and infrastructure condition assessment was undertaken in June 2005, the results are presented below, with the details provided in Appendix B.

The key findings were that, in general terms, the condition of bridges and culverts along Hebden Road and Antiene Road was satisfactory.

As noted in Section 1, a structural condition and capacity assessment of Bowmans Creek Bridge was undertaken by PB in 2006.

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2.5 Intersections

2.5.1 New England Highway Hebden Road Intersection

The intersection between New England Highway and Hebden Road at Ravensworth is identified as a “Type C” (as per Austroads Guidelines) or “CHR” (as per RTA Road Design Guidelines) standard intersection with deceleration lanes provided for traffic turning from both directions of travel on the New England Highway.

The northbound right turn lane is 110 metres long and the south bound left turn lane is 80 metres long. The southbound acceleration lane on to the New England Highway from Hebden Road is 71 metres long. There is no protected turn for right turning traffic out of Hebden Road.

Photographs of the intersection are provided as Figure 2-2 and Figure 2-3.

Figure 2-2: Southbound exit to New England Highway from Hebden Road

Figure 2-3: Southbound Approach to Hebden Road intersection

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These deceleration lengths meet the requirements of RTA Road Design Guide (RDG) being 125 and 85 metres for the right and left turns respectively into Hebden Road, being greater than the minimum 90 and 80 metres respectively.

The RTA RDG acceleration lane minimum length (for the speeds of the intersecting roads) is 315 metres. The existing southbound acceleration lane is shorter than this RTA RDG requirement. The existing acceleration lane should be extended to at least 315m in length to comply with the RTA RDG.

It should be noted, shorter acceleration lanes are not an unusual situation along the New England Highway, and many intersections between Muswellbrook and Singleton are of similar configuration.

The swept paths for turning heavy vehicles into and out of Hebden Road are accommodated within the intersection. This means that the wheel paths of heavy and long vehicles are contained within the pavement area of the intersection and do not intrude onto the shoulders or across traffic islands or double white lines.

2.5.2 Sight Distance

The theoretical Safe Intersection Entering Sight Distance is available (drivers eye height of 1.15 metres to the opposing drivers eye height of 1.15 metres) at the New England Highway and Hebden Road intersection.

2.5.3 Intersection Geometry

The existing New England Highway and Hebden Road intersection has been observed to operate with left turning truck and dog trailer combinations utilising the sealed full width shoulder as an acceleration lane for southbound movements. The incidence of this behaviour is expected to increase with the additional traffic flows generated from the development especially during the construction period when there will be an increase in the volume of heavy vehicles.

As the majority of heavy vehicles utilising the New England Highway/Hebden Road intersection is expected to remain as truck and dog trailers, there are no physical changes proposed for the intersection geometry.

2.5.4 Level Crossing

At approximately 200 metres along Hebden Road from the intersection with New England Highway is a level railway crossing controlled by flashing lights, bells and boom gates over the Main Northern Railway. A photograph of this level crossing is provided as Figure 2-4.

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Figure 2-4: Westbound Approach to Level Crossing along Hebden Road

Umwelt confirmed, via email, on 24 April 2007 that (based on information provided by ARTC) 100 freight, coal and passenger trains would utilise the level crossing daily, with an estimated peak of up to 6 trains per hour.

2.5.5 Single Lane Bridge

At approximately 600 metres from the intersection with New England Highway, Hebden Road crosses a 4.7m wide single lane bridge over Bowmans Creek. The bridge is controlled by a “Give Way” sign facing eastbound traffic which reduces the likelihood of any queuing across the railway line. A photograph of the Bowmans Creek Bridge is provided as Figure 2-5.

Figure 2-5: Western Approach to Bowmans Creek Bridge

2.6 Traffic Volumes

2.6.1 Average annual daily traffic

The Average Annual Daily Traffic (AADT) data from RTA Foy Brook Bridge count station 05.037, in the vicinity of Ravensworth, was used to trend traffic growth on New England Highway. The location of the count station is illustrated in Figure 2-6.

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Figure 2-6: RTA Foy Brook Bridge count station location

Table 2-1 illustrates the historic traffic growth on the New England Highway at Foy Brook Bridge, located approximately 2.5km south of Ravensworth and the intersection of Hebden Road and New England Highway.

Table 2-1: Recorded AADT on New England Highway, at Foy Brook Bridge “count station 05.037”

Year 1980 1984 1988 1995 1998 2001 2004 Est. 2007 AADT 6,540 8,110 8,897 12,643 11,468 10,611 11,472 12,900 Figure 2-7 illustrates how traffic on Foy Brook Bridge, south of Ravensworth, has increased at a compound rate of about 4.5% per annum, despite the variations, between 1980 and 1995. This rate of growth has reduced between 1995 and 2001 to a compound rate of negative 2.9% per annum. The AADT showed an increase between 2001 and 2004, where a compound rate of 2.6% per annum was recorded. A positive growth trend is expected in the short term.

On average, a growth of 2.4% has been recorded over a 14-year period. This was used to estimate the AADT for 2007 to be 12,900 vehicles. The growth rate of 2.4% was also used to estimate future background traffic volumes for both the New England Highway and Hebden Road to ensure an adequate margin for growth.

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Historic and Projected AADT on New England Highway, at Foy Brook Bridge (05.037)

15,000 y = 206.96x - 402479

10,000

AADT 5,000

0 1980 1983 1986 1989 1992 1995 1998 2001 2004 2007 Year

Historic traffic Trend line

Figure 2-7: Historic and projected traffic volume growth (1980-2007)

The existing traffic on Hebden Road is estimated to be in the vicinity of 600 -700 AADT (Average Annual Daily Traffic). Aside from traffic associated with the MOC (425 vehicles per day), this also includes allowance for Hebden Quarry (30 vehicles per day) and local users (80 vehicles per day) plus visitors, deliveries and other miscellaneous traffic.

2.7 Intersection counts

Traffic counts were undertaken as part of this project study of the intersection of Hebden Road and New England Highway. The traffic counts provided a general indication of current traffic flows. The surveys were conducted on Friday 15 September 2006, with a repeat survey on Monday 25 September 2006, for the morning and evening peak periods between 5:00AM and 9:00AM and between 5:00PM and 9:00PM, respectively. The survey periods included two hours before and two hours after the shift change times at the existing XMO site that occurred at 7AM and 7PM.

The survey results recorded the morning peak hour between 6.15AM and 7.15AM, with the evening peak hour between 5:00PM and 6:00PM. Figure 2-8 and Figure 2-9 illustrate the intersection turning movement volumes in passenger car units (PCU) per hour, for the two peak periods surveyed. These volumes were then used in the level of service assessment using SIDRA modelling. The traffic characteristics can be summarised as follows:

New England Highway north of Hebden Road, carries 1,407 PCU in the morning peak hour and 1,038 PCU, two-way, in the evening peak hour

New England Highway, south of Hebden Road, carries 1,525 PCU in the morning peak hour and 1,071 PCU, two-way, in the evening peak hour

Hebden Road, east of New England Highway, carries 146 PCU in the morning peak hour and 43 PCU, two-way, in the evening peak hour on the New England Highway. (Note: it should be noted that the peak mine traffic period is different to the highway peak period)

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NEW ENGLAND HIGHWAY (N)

1 603 HEBDEN ROAD (E) 4 29

430 9

NEW ENGLAND HIGHWAY (S)

Figure 2-8: Existing morning peak hour Figure 2-9: Existing afternoon peak hour intersection volumes intersection volumes (PCU) (PCU) between 6.15AM between 5:00PM and 6:00PM and 7.15AM

Note: For the SIDRA analysis, cars and trucks are represented as PCU. PCU = Cars + 3 x Trucks

2.8 Current mine traffic

The MOC currently employs 479 employees, split between 346 staff and 133 contractors. It operates in two 12-hour shifts, from 7am to 7pm, and from 7pm to 7am, with approximately 80-100 mine shift workers and 45 supervisory and administrative staff on day work. There is typically a 30 to 40 minute overlap between people arriving and departing their shifts.

Car pooling is common amongst mine employees, with figures showing around one third of employees travelling as passengers with a colleague (Umwelt, 2003). This translates as 1.5 employees per vehicle, or 1.33 vehicle movements per employee, per day.

Assuming that two thirds of all employees and contractors work on any single day, then 320 people would travel, or 425 two-way vehicle trips would be generated per day.

Employee statistics provided by XMO gave the residential locations of the staff employed at the MOC. The distribution is summarised in Table 2-2.

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Table 2-2: Employee residential locations

Place of Residence No. of Employees Percentage Singleton Shire 183 53% Muswellbrook Shire 30 9% Scone Shire 14 4% Maitland 63 18% Cessnock 22 6% Newcastle 17 5% Other 17 5% TOTAL 346 100%

It has been assumed that the same residential distribution applies to the 133 contractors who with the 346 employees make up the 479 employees at MOC.

Employees living in the Scone and Muswellbrook Shires, located to the north of the MOC, accounted for just 13% of the work force. The primary route into the complex is via Ravensworth. However, northbound motorists have the option of travelling north along Hebden Road, then via Antiene Road and rejoining the New England Highway (approximately 7 km south of the southern outskirts of Muswellbrook). Presently, this route is used by an estimated 10% of employee traffic, i.e. 90% of employee traffic uses the intersection of Hebden Road and New England Highway (Umwelt, 2003).

Directional statistics from the traffic survey show that for vehicles arriving via the Hebden Road intersection, 88% turn right into Hebden Road from the south, and 12% turn left into Hebden Road from the north. Similarly, for vehicles departing Hebden Road, 92% turn left and 8% turn right onto the New England Highway.

2.9 Road Safety Issues

The five year RTA NSW crash records (2001 – 2005 inclusive) for the New England Highway and Hebden Road have been analysed to determine the accident risk associated with travel to and from the Glendell Mine site.

2.9.1 New England Highway

The five year RTA NSW crash records (2001 – 2005 inclusive) for the length of New England Highway between John Street, Singleton and the Old New England Highway (approximately 4 km to the north of Hebden Road intersection) are summarised in Figure 2-10. The figure illustrates a gradual decline in the number of crashes during this period.

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New England Highway Crash History

15 Number of Crashes Linear (Number 10 of Crashes) Number of Crashes 5

0 2001 2002 2003 2004 2005

Yea

Figure 2-10: RTA Crash Data 2001 - 2005

Of these crashes, most accidents occurred between John Street and Simpson Parade Singleton or the “Singleton township” section of the New England Highway. The crash frequency of these accidents is illustrated in Table 2-3.

Table 2-3 Crash Frequency within the ‘Singleton township’ section of the New England Highway

Crashes within Singleton

Year 2001 2002 2003 2004 2005

No of Crashes 11 8 3 5 4

Of the crashes within “Singleton township” section, 18 events occurred adjacent to, or within the Bridgman Road intersection.

There are a number of “clusters” of crash sites along the New England Highway between the “Singleton township” section and its intersection with Hebden Road. The worst areas are located at about:

~500m to the north of Rix’s Creek Road with 6 crashes (~10.5km south of intersection of Hebden Road and New England Highway)

~1000m to the north of Dight’s Crossing Road with 5 crashes(~6.5km south of intersection of Hebden Road and New England Highway)

~200m to the north of Lemington Road with 9 crashes (~5km north of intersection of Hebden Road and New England Highway)

This crash rate indicates a frequency of approximately 0.95 reportable crashes per million vehicle kilometres of travel.

Crash data used in this analysis is enclosed at Appendix C.

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2.9.2 Hebden Road

The five year RTA NSW crash records (2001 – 2005 inclusive) show only a single crash on Hebden Road in the 5 year period. No crashes were recorded at the intersection of New England Highway and Hebden Road.

2.10 Road Safety Audit

A separate Road Safety Audit has been conducted for the portion of Hebden Road between the proposed mine access road and the New England Highway. The results of the audit, other associated safety issues and risk assessment are presented in Table 2-4. The risk assessment is that adopted by Austroads. Definitions are contained in Appendix D and photographic examples of these issues are illustrated in Appendix E.

Table 2-4 Road Safety Risk Assessment

Issue Frequency Severity Risk

Crest on the southbound approach to the bridge limits Improbable Minor Low sight distance to the right angle bend and bridge

Bend radius is too tight for opposing large vehicles to Improbable Minor Low pass g

Pavement cross fall is too steep g Improbable Minor Low

Lack of warning signs (narrow bridge)* Improbable Minor Low

Lack of delineation (Chevron Alignment Markers)* Occasional Serious High

Accident damage to vehicle barriers unattended ** Occasional Serious High

Pavement roughness resulting in lower friction values Improbable Minor Low and potential to unsettle a motorcyclist g

“Fish tail”/flared terminals on the vehicle barriers can Occasional Serious High spear vehicle occupants, especially on the southbound approach where the terminal is aligned with the travel path of an errant vehicle g

Vehicle barriers on the bridge appear to be of Improbable Serious Medium insufficient strength to contain and errant vehicle g

Vehicle barriers are not connected between the Occasional Serious High approaches and the bridge exposing terminals to spearing potential and discontinuous protection g

Barrier supporting posts have rotted and require Occasional Serious High urgent replacement g

Sun glare occurs in the morning periods resulting in Improbable Serious Medium drivers not being able to clearly see either the bridge or oncoming traffic

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Issue Frequency Severity Risk

Right turning traffic from Hebden Road to northbound Improbable Serious Medium on the New England Highway is not protected from through traffic exposing this traffic to potential for rear end crashes

Intersection of New England Highway and Hebden Improbable Serious Medium Road is not street lit and lacks night time definition

North – western end of Hebden Road unsuitable for Improbable Minor Low wide and heavy loads expected during construction

Potential low clearance for construction loads to Improbable Serious Medium power lines in hot weather

* Note: narrow bridge warning signs and chevron alignment markers have been installed since the audit

** Note: the accident damage to the southbound approach has since been repaired but the existing bridge damage remains

g Note: XMO and Singleton Council have agreed to address these issues through remedial works. See 2.10.1 below

This audit illustrates that there are two high issues remaining, following works conducted since the audit, and five issues considered medium risk. Under Austroads criteria the high risk items (which both relate to the vehicle barriers) should either be corrected or the risk reduced.

The medium risk items should be corrected if the cost is medium but not prohibitive. This is a matter for the asset owner to address.

The requirement to correct these issues is an Austroads criterion, which exists regardless of the increase in traffic flow associated with the Glendell Mine.

A separate detailed safety and structural options assessment is required to determine and select appropriate remedial measures.

2.10.1 Planned Remedial Works for Bowmans Creek Bridge and approaches

As part of the approvals process for the construction of the XMO CHPP Upgrade, in the period since the Road Safety Audit was conducted, XMO have made a commitment to Singleton Council to fund the following improvements to the approaches for the bridge over Bowmans Creek:

provision of new guardrail and terminals

widening of road formation at both ends of bridge to improve geometry and passing space.

re-shaping of pavement at northern end of bridge to remedy problem with excessive cross fall

re-sealing or asphalting surfacing of both approaches to eliminate ravelling (i.e. eliminating the existing issue with surface roughness).

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Plans showing the scope and intent of these improvements have been agreed with Singleton Council and are available for viewing upon request.

XMO have also agreed to fund an investigation of options (including limited structural assessment) for replacement of guardrail across the bridge in consultation with Singleton Council to maintain its ongoing serviceability.

It should be noted that these planned improvements address many of the issues raised in the Road Safety Audit.

2.11 Intersection Performance Characteristics

The operation of the New England Highway/Hebden Road intersection with, and without, the proposed Glendell Mine development was assessed using the aaSIDRA (SIDRA) intersection modelling software package. SIDRA calculates intersection performance measures such as:

level of service (LoS)

degree of saturation (DoS)

average intersection delay

queue length

existing performance

A description of these measures is contained in Appendix D.

The results of the operational performance analysis of the existing circumstances for the intersection of New England Highway/Hebden Road are provided in Table 2-5.

Table 2-5: Existing intersection performance

Peak hour DoS Ave delay Current LoS Max queue Seconds metres AM peak 0.57 14 A 1 PM peak 0.33 15 B 1 Source: SIDRA model Note: DoS = Degree of Saturation, Average Delay in seconds, LoS = Level of Service and Maximum Queue Length in vehicles

The intersection of New England Highway and Hebden Road operates as priority controlled intersection. There is a left turn slip lane and right turn lane provided on the New England Highway to minimise delays from the turning traffic.

The intersection is currently operating with ample spare capacity, minimal delays and virtually no queues. This correlates closely with observations on site during the peak periods.

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2.12 Level Crossing Performance

An assessment of the performance of the rail level crossing has been undertaken to ascertain the likely existing delays to traffic waiting to cross the rail line.

Umwelt confirmed, via email, on 24 April 2007 (based on information provided by ARTC) that an estimated 100 freight, coal and passenger trains would utilise the level crossing daily, with an estimated peak of up to 6 trains per hour. Based on existing train lengths and operational speeds of approximately 40km/hr, an average crossing closure of 110 seconds per train has been calculated. This analysis is based on the worst case of a coal train crossing, with passenger trains affecting the rail crossing for a significantly shorter period.

The results of the analysis illustrate that the average delay for traffic is approximately 1 minute and that the queue length could reach 100 metres for 5 percent of the time. This queue is well clear of the New England Highway intersection and is considered acceptable.

This duration of delay is considered to be significant and in urban situations is a Level of Service E. This is typical of many urban level crossings in Australia.

2.13 Single Lane Bridge Performance

An assessment has been undertaken for the delays associated with the single lane bridge across Bowmans Creek. The results of the AM peak analysis illustrates that the average delay for southbound traffic (northbound has priority on the bridge) is 18.5 seconds and the queues could reach 28 metres for 5 percent of the time. This level of delay is considered quite acceptable at Level of Service B.

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3. Description of Proposed Modifications

The existing consent for the Glendell mine includes an approved mine access road located on the sharp bend, immediately adjacent to the Bowmans Creek Bridge, to be utilised by up to 600 employees.

3.1 Surrounding Development

Hebden Road is the main access to the MOC, comprising the Mt Owen and Ravensworth East Mines and the associated Mt Owen Coal Handling and Preparation Plant (CHPP).

The MOC will continue to be serviced via the existing access road off Hebden Road.

XMO are currently undertaking an upgrade of the Mt Owen CHPP as part of works for approved as part of the Mt Owen development consent issued in 2004. The XMO CHPP upgrade commenced in early 2007 and is expected to be completed by late 2007.

A summary of relevant information previously gathered is summarised below:

MOC currently employs 346 permanent staff and 133 others (casual staff or contractors)

MOC currently operate in two shifts of twelve hours each; 7am to 7pm and 7pm to 7am; however these operations may change to two shifts of 10.5 hours each with morning shift commencing at 0700 and afternoon shift finishing at 1630

there is typically a 30 to 40 minute overlap between people arriving and departing each shift

car pooling is common and approximated to be 3 workers per car

90 construction staff are expected at XMO during peak construction period of the XMO CHPP expansion project in 2007

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mining operations staff at XMO will be increased by 3 additional staff from 2008, following the completion of the XMO CHPP upgrade. This will increase MOC total mining operations staff from 479 to 482.

3.2 Peak Traffic Conditions

It is reasonable to consider that the Mt Owen Mine morning shift traffic plus the traffic associated with commencement of construction and mining operations activities within Glendell Mine are representative of maximum traffic loading along Hebden Road. This is expected to occur between the hours of 6.00am and 7.00am Monday to Saturday.

Continued 12 hour shifts for MOC mining operations should ensure traffic peaks at the end of shift should be smaller than those at the start of morning shift, assuming construction workers leave site prior to the end of the mine operations day shift. End of shift traffic peaks may increase to traffic levels similar to that of start of morning shift if 10.5 hour mining operations shifts are implemented at the MOC.

Traffic impacts from commencement of construction and mining activities within Glendell Mine (100 construction and 50 operation staff) are expected to occur throughout 2008.

As outlined in Table 4.1 the operational traffic generated from the proposed modifications of Glendell Mine, in the subsequent years, is expected to be at a similar level to the 2008 levels. i.e. mining operations increases by 100 staff and construction workforce reduces from 100 staff to zero.

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4. Impacts of the Proposed Modifications

4.1 Traffic Generation

As outlined in Section 3.2 future peak traffic conditions are expected during the activities associated with the construction and initial mining operations at Glendell Mine.

Traffic associated with ongoing mining at the MOC are included (including 3 additional mining operations staff), as background traffic, in these peak traffic conditions.

4.1.1 Construction vehicles

The majority of construction workers are expected to commence on site at 7.00AM and it is assumed that the busiest time for construction traffic is between 6.00AM and 7.00AM Monday to Saturday. The civil construction workers are likely to finish from 3.00PM onwards with a peak at about 5.00 – 5.30 PM.

The construction program for the Glendell Mine civil works estimates that traffic movements will occur throughout 2008. During this time, up to 10 separate construction activities will take place simultaneously at the site. XMO advise that they expect 100 construction workers on site during the peak of construction work.

Carpooling will also occur, and has been assumed to be at the same rate as mine traffic (1.5 persons per vehicle). Approximately 133 additional trips may be generated from the construction and initial mining operations phase of Glendell, during the peak periods. The above figures do not include construction delivery vehicles, such as concrete trucks and material deliveries, which are predicted to number 20 vehicles per day. The heavy vehicles should be spread evenly over a ten-hour period, therefore, on average; two trucks will arrive and leave every hour. All trucks were assumed to use the New England Highway/ Hebden Road intersection.

4.1.2 Mining vehicles

XMO has provided expected manning level forecasts for their operations at the MOC. Heavy vehicle numbers are not expected to increase as all coal transportation will be hauled on the internal road network.

4.1.3 Construction and Mine Operations Staff

Table 4.1 illustrates the total numbers of staff during construction and initial mining operations period at Glendell Mine.

Table 4-1: Mine and construction staff

2006 2007 2008 2009 Mining Operations 479 479 532 632 Construction 0 90 (CHPP) 100 0 Total staff 479 569 632 632 % Increase from existing 19% 32% 32%

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As illustrated in Table 4-1, total staff numbers are expected to be the same during construction and subsequent mining operations, at 32% above current levels.

The comparison between the existing and proposed construction and mining operations workforce during peak traffic conditions is illustrated in Figure 4-1.

CHPP Upgrade 90 Construction Workers

He bd Xstrata Mount Owen en Ro (XMO) ad 479 Total Employees

Proposed Glendell 150 permanent and 100 construction workers Hebden Road

New England Highway

Figure 4-1 Mine and Construction Workforce Estimates

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4.2 Trip Distribution and Assignment

For the purpose of assigning future trips generated by Glendell Mine on the road network, the traffic distribution illustrated in Table 4-2 was applied. This distribution was derived from the traffic counts at the intersection of New England Highway and Hebden Road.

To present a conservative analysis, Hebden Road was assigned 100 percent of the trips generated by Glendell Mine. No traffic was assigned to the western access road, Antiene Road, when studying this access with the New England Highway.

Table 4-2: Assumed traffic distribution based on traffic counts at the New England Highway/ Hebden Road intersection

Access Routes AM Peak PM Peak In Out In Out New England Highway to/from Singleton 89% 93% 90% 88% New England Highway to/from Muswellbrook 11% 7% 10% 12%

Based on the traffic distribution illustrated in Table 4-2, the inbound and outbound morning and afternoon peak traffic volumes using the New England Highway/Hebden Road intersection were forecast and illustrated in Table 4-3.

Table 4-3: Additional peak hour traffic volumes generated by proposed Glendell Mine development in peak traffic period (PCU)

Vehicles

Trip Type In Out

Cars AM peak 64 43

Trucks AM peak 0 0

Cars PM peak 0 0

Trucks PM peak 64 43

The total additional traffic generated by both the construction and mining operations staff is illustrated in Figure 4-2.

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CHPP Upgrade

Xstrata Mount Owen (XMO)

64 Proposed Glendell

43 Hebden Road

6 39 4

New England Highway 58

Figure 4-2 Additional Traffic (per hour) Generated from Glendell Mine

Figure 4-3 and Figure 4-5 present the estimated ‘peak hour’ traffic volumes in the design year based on the projected background traffic.

Figure 4-4 and Figure 4-6 illustrate these estimated ‘peak hour’ traffic volumes plus the trips from construction and initial mining operations, an additional 107 trips generated during both the morning and afternoon peak hours (assuming the same shift end).

Although the afternoon construction and employee traffic peaks are expected to occur at different time periods, under a conservative ‘worst case’ approach (which reflects the proposed potential 10.5 hour shift period), the assessment has been undertaken to combine all the peak traffic flows from mine, office and construction traffic into an hour to assess a theoretical peak demand scenario during the peak traffic period.

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Figure 4-3: Projected background morning Figure 4-4: Design morning peak peak hour intersection volumes hour intersection in 2007(without development) volumes in 2008 (with Glendell development)

Figure 4-5: Projected background afternoon Figure 4-6: Design evening peak peak hour intersection volumes hour intersection in 2007 (without development) volumes in 2008 (with Glendell development)

Note: For the SIDRA analysis, cars and trucks are represented as PCU. PCU = Cars + 3 x Trucks

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4.2.1 Intersection Performance

New England Highway/Hebden Road

The forecast traffic flow from the Glendell Mine development is 153 construction vehicles and 66 mining operations vehicles per day. This forecast level of traffic flow (during construction and initial mining operations) was added to the forecast background 2008 traffic flow, to measure the likely peak hour performance of the New England Highway/Hebden Road intersection.

The predicted operational performance at the New England Highway/Hebden Road intersection, including traffic associated with Glendell Mine construction and initial mining operations, is presented in Table 4-4.

Table 4-4: Intersection performance with development in 2007

Peak hour DoS Ave delay Forecast LoS Max (Seconds) queue(m) AM peak 0.592 2.0 Average for whole intersection A Worst movement 0.592 37.9 (RT) C 5 PM peak 0.341 1.3 Average for whole intersection A 5 Worst movement 0.341 19.5 B Source: SIDRA model Note: DoS = Degree of Saturation, Average Delay in seconds, LoS = Level of Service and Maximum Queue Length in vehicles RT=Right Turn

The results illustrate that the New England Highway/Hebden Road intersection would be expected to continue at existing levels of service, even with the addition of 2008 construction and initial mining operations traffic.

This period of Glendell Mine’s development is anticipated to be reflective of both 2008 construction/initial mining operations and subsequent years of mining operations.

4.2.2 Hebden Road/Proposed Glendell Mine Access Road

The proposed design of the intersection of Hebden Road and the proposed Glendell Mine access road is a “Type B” (as per Austroads Guidelines) or BAR (as per RTA Road Design Guidelines) based on the expected right turn movements of 64 turning vehicles being opposed by 51 through vehicles in the design hour.

An intersection performance analysis has been undertaken for the proposed intersection of the new access and Hebden Road. The results of this analysis are illustrated in Table 4-5.

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Table 4-5: Hebden Road / New Access Performance Characteristics

Peak hour DoS Ave delay Current LoS Max queue AM peak 0.121 5.2 A 5 PM peak 0.075 7.1 A 1 This intersection is acceptable and will operate at Level of Service A.

4.2.3 Railway Level Crossing

It is estimated that 100 freight, coal and passenger trains would utilise the level crossing daily, with an estimated peak of up to 6 trains per hour (Umwelt, 2007). Based on train lengths of 900 metres and operational speeds of approximately 40km/hr an average crossing closure of 101 seconds per train has been calculated. This analysis is based on the worst case of a coal train crossing, with passenger trains affecting the rail crossing for a significantly shorter period.

An analysis of the expected delays and queue lengths at the crossing for the completed development illustrates that the average delay for traffic is expected to remain at approximately 1 minute, however queue length may exceed 112 metres for 5% of the time.

This duration of delay is considered to be significant and in urban situations is a Level of Service E. This is typical of many urban level crossings in Australia.

These queues will not extend to the New England Highway intersection. This illustrates that there is little change in the delays from the increased traffic associated with the proposed Glendell Mine modification.

4.2.4 Bowmans Creek Single Lane Bridge

The forecast traffic flows for concurrent shift times of mine and construction traffic for the single lane bridge have also been assessed.

The results of the analysis illustrate that the average delay for southbound traffic is expected to be approximately 34 seconds for the AM and PM peak hours. The queue length is expected to reach 61 metres for only 5% of the time. This is Level of Service C and is considered acceptable.

4.2.5 Cumulative Impacts

There are no cumulative effects expected from the delays at the Bowmans Creek single lane bridge and rail level crossing back to the NEH intersection, as the give way sign on the eastern side of Bowmans Creek single lane bridge allows traffic to flow and not queue back to the level crossing.

4.2.6 Road Safety

There will be an expected increase in traffic from the current estimate of ~ 600-700 vehicles per day to ~ 800-900 vehicles per day during construction and operation of the Glendell Mine infrastructure (an increase of 32% from existing levels).

This increase in traffic increases the risks at the single lane bridge by increasing the probable frequency of incidents. However since there has been only one crash on Hebden

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Road in the past five years an increase of 32% still leaves the probable frequencies as occasional/improbable.

There will be a small increase in risk for travellers to and from Singleton. A simple extrapolation of the existing crash rate indicates that one additional crash could be expected on the New England Highway every 15 years as a result of this development.

4.2.7 Construction Traffic Impact

In general terms, the condition of structures along Hebden Road and Antiene Road was satisfactory, and it is not expected that additional construction traffic along these roads would adversely impact upon their performance or existing structural condition.

Discussions with XMO, Singleton and Muswellbrook Councils have expressed that the intension will be to prevent construction traffic from using Antiene Road. This will be implemented through signage on Antiene Road and construction contractor induction/education.

In the event that heavier or over-wide construction loads need to use Antiene Road, some caution should be used with regards to the following:

the existing timber bridge at Ch 8,600m (approximately 6.5km north of the Glendell Mine access road intersection) should not be used repetitively for construction deliveries without a full structural assessment, including analyses and load testing where appropriate.

Although unlikely to be used, any wide loads travelling to the site from the Muswellbrook direction via Antiene Road will need to ensure they can pass through the rail underpass at Ch 15,400 (approximately 14km north of the Glendell Mine access road intersection)

These points are unlikely to affect heavy vehicle traffic as construction deliveries will be directed to access the Glendell Mine site via the New England Highway/Hebden Road intersection.

The exact clearance from the roadway to overhead powerlines should be measured during hot weather and checked against any incoming high loads (with appropriate allowance for recommended clearances).

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5. Conclusions

The proposed modifications of the Glendell Mine development consent will generate 32% more traffic than is currently forecast to exist on Hebden Road in 2008. This impact is significantly less than the previously approved Glendell Mine Development Consent, which had approval to generate approximately 100% more traffic on Hebden Road.

Whilst 32% more traffic may utilise Hebden Road during the construction and subsequent mining operations of the Glendell Mine, the existing “Level of Service” is not expected to alter significantly.

In traffic capacity terms the additional traffic generated by the proposed modifications can be readily accommodated. Estimates of traffic performance (delays, queues and congestion) under the peak traffic conditions indicate that Levels of Service will exceed those generally adopted for design purposes i.e. at or better than Level of Service C for:

New England Highway/Hebden Road Intersection

Bowmans Creek Bridge

Glendell Mine access road

Traffic performance at the railway level crossing shall remain at Level of Service E.

There are a number of existing safety issues along the route that are classified as high under the Austroads/RTA crash risk criteria. These issues exist irrespective of the additional traffic generated by the proposed modifications during peak traffic conditions and are being addressed by planned improvements jointly agreed between XMO and Singleton Council.

It is concluded that the proposed changes at Glendell Mine will have little impact on traffic, road environment and safety.

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6. References

Environmental Impact Assessment, Mt Owen Operations, Umwelt, 2003

Hebden Road Construction Management Plan, PB, 2007

Hebden Road – Existing Bridge Over Bowmans Creek - Road Safety Audit, PB, 2005

Traffic Impact Assessment: Intersection of New England Highway and Hebden Road, PB, 2006

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Appendix A

Location of Proposed Development

PARSONS BRINCKERHOFF 2118689A-RP_7131 Page A- 1

Road Safety Audit

SCONE

MUSWELLBROOK

DENMAN

SINGLETON

MAITLAND RAYMOND TERRACE CESSNOCK

NEWCASTLE KURRI KURRI

N N RAVENSWORTH EAST E W R D E N G L A N D

H IG H W A Y

D R

N O T G N I M E L

New England Highway/ Proposed Glendell Hebden Road Intersection Infrastructure

Ravensworth )"

Glennies Creek )"

RAVENSWORTH/NARAMA

ASHTON J:\A402-SGL\PROJ\2118649A_CIV_Road_Safety\10_GIS

Title: Legend Road Safety Audit - Site Location Plan

)" Scale: µ Localities Main Roads 1:30 000 Figure No. Date: Rail Lines Local Roads 04 October 2006 Job Number: Rev. No. A-1 0750 1,500 XX 02 Drawn: Checked: Meters Surface Water CSB JW Traffic Impact Assessment Proposed Glendell Mine Expansion Modification to Development Consent

Appendix B

Infrastructure Assessment

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Appendix B Infrastructure Assessment

Chainage Description of Structure Condition and Comments

Structure in good condition, no observed Level Rail Crossing with 8m Ch 200 damage. Guard Rail has “fish tail” long guard rail at each side terminals. 1/600mm dia. RCP Culvert with Structure in good condition, vegetation

headwall covering inlet area. Road bridge over Bowmans South abutment, mid-span columns and Ch 500 Creek with guard rails girders in good condition. Excessive localised deflection of barrier rail

on bridge. Extensively damaged guard rail at eastern

approach to bridge. Three (3) vertical cracks (0-2 mm wide) and multiple horizontal cracks (0-1mm wide) observed to eastern bridge abutment.

Pipe structure and inlet headwall in good 1/450mm dia. RCP Culvert with Ch 900 condition, vertical crack (5-10mm wide) and headwall fractures observed at outlet headwall. 1/300mm dia. RCP Culvert with Structure in good condition, however dense Ch 1000 headwall vegetation covered inlet and outlet area. 1/1350mm dia. RCP Culvert Structure good condition, no damage Ch 1100 with headwall observed. Ch 1600 66 kV powerlines crossing Vertical clearance estimated to be 10m. 5/1200mm x 300mm RCB Structure good condition, however dense Ch 2100 Culvert with headwall vegetation covered outlet area. Structure in very good condition. Only 2/750mm dia. RCP Culvert with Ch 2600 appears to be 300mm cover to pipes, which headwall is less than usual minimum. 1/450mm dia. RCP Culvert with Structure in very good condition. Vegetation Ch 2800 headwall covering inlet and outlet area. Pipe in good condition. 2mm wide 2/900mm dia. RCP Culvert with Ch 3000 horizontal crack observed at mid-span of headwall outlet headwall base. Structure in good condition. 150mm deep 2/450mm dia. RCP Culvert with Ch 3500 water ponding at outlet area (i.e. does not headwall drain) Powerlines crossing Vertical clearance estimated to be 6m. 3/2100mm x 1250mm RCB Ch 3510 Structure and guardrail in good condition. Culvert with headwall Structure was in a good condition. Only 1/600mm dia. RCP Culvert with Ch 4000 appears to be 250mm cover to pipes, which headwall is less than usual minimum. 1/600mm dia. RCP Culvert with Ch 4290 Structure in good condition. headwall Ch 4300 Powerlines crossing Vertical clearance was estimated to be 6 m.

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Chainage Description of Structure Condition and Comments

1/600mm dia. RCP Culvert with Ch 4400 Structure in good condition. headwall Ch 4500 Powerlines crossing Vertical clearance estimated to be 6m.

1/2200mm x 400mm RCB Ch 4700 Culvert structure in good condition. Culvert with headwall

Vertical clearance is varied with minimum clearance estimated to be 7m. Guardrails Ch 5100 Conveyor Crossing along road sides were inspected to be in good condition with no local defect. Vertical clearance is 7m as indicated on Ch 5300 11kV powerlines crossing sign. Ch 6000 Powerlines crossing Vertical clearance is estimated to be 7m. Culvert is used for 375mm dia. 1/450mm dia. RCP Culvert with Ch 6200 polyethylene tailing dam pipe. Damage to headwall inlet headwall was observed. Ch 6400 Entrance to Dump Station Area Deterioration was observed at headwall 2/600mm dia. RCP Culvert with Ch 6500 inlet. Sedimentation and water ponding headwall were found at inlet and outlet area. Entrance to Mt Owen Ch 6600 Mine/HVCC Office Ch 6900 Powerlines crossing Vertical clearance estimated to be 6m. Structure in good condition. 50mm dia 2/600mm dia. RCP Culvert with Ch 7200 Polyethylene pipe is running through one of headwall the culverts. Structure in good condition. 150mm thick 2/600mm dia. RCP Culvert with Ch 7800 sediment was observed at culvert inlet and headwall outlet. Ch 8000 Powerlines crossing Vertical clearance estimated to be 10m. 10 m long causeway in reasonable Ch 8200 Concrete causeway condition. Multiple asphalt patches on causeway surface.

Bridge is an old two-span timber structure consisting of timber log girders and piles, with 300mmx100mm planks. One of the abutments is constructed from timber slabs; the other from rock-filled gabion baskets. Ch 8600 Narrow timber bridge The dimensions of the structure are 20m long and 3.5m wide. Although the girders appear to be in sound condition (and some appear to have been recently replaced), some of the piles and the timber abutment wall show indications of deterioration.

2/600mm dia. RCP Culvert with Ch 8900 Structure in a good condition. headwall 2/900mm dia. RCP Culvert with Ch 9000 Structure in a satisfactory condition. headwall 2/750mm dia. RCP Culvert with Structure was observed to be in reasonable Ch 9300 headwall condition.

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Chainage Description of Structure Condition and Comments

3/900mm dia. RCP Culvert with Ch 9700 Structure in good condition. headwall Ch 9720 Start point for Antiene Road 1/600mm dia. RCP Culvert with Ch 10100 Structure in good condition. headwall 2/600mm dia. RCP Culvert with Ch 10400 Structure in very good condition. headwall 1/600mm dia. RCP Culvert with Ch 10500 Structure in good condition. headwall 3/900mm dia. RCP Culvert with Ch 10700 Structure in good condition. headwall Ch 11000 1/300mm dia. RCP Culvert Structure in reasonable condition. 2/3000mm x 900mm RCB Ch 11300 Structure in good condition. Culvert with headwall 15 m long causeway was in good condition. Ch 12300 Concrete causeway A transverse crack (0-1mm wide) was observed at causeway mid-span. Ch 13200 Liddell Open Cut Access Road 3/1650mm dia. RCP Culvert Ch 15000 Structure in good condition with headwall 5/1800mm dia. RCP Culvert Ch 15200 Structure in good condition. with headwall Powerlines crossing Vertical clearance is estimated to be 7m. A 15m long road underpass beneath existing railway is estimated to have a vertical clearance of 8m. One vertical crack Ch 15400 Overhead Railway Crossing (0-1mm wide ) at eastern abutment and two vertical cracks (0-1mm) at northern abutment were noted during inspection. 1/1800mm RCP Culvert with Structure in good condition, however Ch 16500 headwall 250mm deep water at invert level. Lake Liddell Recreation Area Ch 16700 Entrance 4/3000mmx2700mm RCB 0.7m deep standing water level at culvert. Ch 18700 Culvert with headwall Corrosion to guardrail across culvert. Access bridge from N.E Corrosion and localised damage of guard Ch 20600 Highway to Hebden Road (Lake rail. Liddell entrance)

Note: Chainage is measured from Intersection of Hebden Road and N.E. Highway at Ravensworth

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Appendix C

RTA Crash Data

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15/12/2006 New England Highway 50m South of John Street to 50m North of Data presented is FINALISED DATA from 1 January 2001 to 31 December 2005 Old New England Highway Singleton to Ravensworth

ACCNO ACCDEG3 ACDATE ACCDAY ACTIME ACCRYR ACCST ACSTTYP ACCDIST ACCDIRN ACCIDOB ACIDTYP ACCTOWN DCA DCA TUST TUDIRN TUMAN TUAGE TUSEX TUDIRN2 TUMAN2 ACCKILL ACCINJ ACCSFCND ACCWTHR ACCNATLT ACCALC ACCFAST ACCTIRED TUTYPEG TUTYPEG2 LONG 011612565 Injury 20010118 Thursday 0400 2001 NEW ENGLAND HY 350 North LEMINGTON RD RAVENSWORTH 801 L NEW ENGLAND North 10 36 Male No second vehicle 0 0 1 Wet Overcast Darkness No Yes No Light Truck No second vehicle 151.057346 011613839 Injury 20010216 Friday 0030 2001 NEW ENGLAND HY 500 North RIXS CREEK LA RIXS CREEK 804 L NEW ENGLAND South 10 27 Male No second vehicle 0 0 1 Wet Raining Darkness Yes Yes No Car No second vehicle 151.137164 011638849 Injury 20010306 Tuesday 0115 2001 NEW ENGLAND HY 2100 East LETHBRIDGE ST CAMBERWELL 801 L NEW ENGLAND North 10 37 Male No second vehicle 0 0 1 Wet Raining Darkness Unknown/Not Stated Yes Yes Heavy Truck No second vehicle 151.105242 011621101 Injury 20010309 Friday 1702 2001 NEW ENGLAND HY 200 North BOWMANS CK RAVENSWORTH 201 0 NEW ENGLAND North 16 30 Male South 10 0 3 Wet Raining Daylight No No No Light Truck Car 151.068614 011621264 Towaway 20010312 Monday 1130 2001 NEW ENGLAND HY 1000 North PARKLAND MO SINGLETON 803 L NEW ENGLAND North 10 24 Female No second vehicle 0 0 0 Wet Overcast Daylight No Yes No Car No second vehicle 151.145189 011635482 Towaway 20010329 Thursday 0630 2001 NEW ENGLAND HY 0 Right on Spot SIMPSON TC SINGLETON 104 0 SIMPSON North 20 23 Male West 10 0 0 Dry Fine Daylight No No No Car Other Vehicle 151.157795 012632758 Towaway 20010502 Wednesda0915 2001 NEW ENGLAND HY 280 West THE CROSSING BR SINGLETON 301 0 NEW ENGLAND East 10 56 Male East 1 0 0 Dry Overcast Daylight No No No Other VehicleCar 151.170171 012635217 Injury 20010516 Wednesda1550 2001 NEW ENGLAND HY 100 East BRIDGMAN RD SINGLETON 306 0 NEW ENGLAND West 12 40 Male West 10 0 1 Dry Fine Daylight No No No Other VehicleArticulated Truck 151.168679 012641815 Towaway 20010611 Monday 0500 2001 NEW ENGLAND HY 0 Right on Spot WHITE AV SINGLETON 707 L NEW ENGLAND North 20 99 UnknownNo second vehicle 0 0 0 Dry Fine Dawn Unknown/Not Stated Yes No Car No second vehicle 151.160147 013656134 Towaway 20010728 Saturday 1545 2001 NEW ENGLAND HY 50 East SIMPSON TC SINGLETON 304 0 NEW ENGLAND West 24 19 Male West 10 0 0 Dry Fine Daylight No No No Car Light Truck 151.158329 013653606 Injury 20010730 Monday 1115 2001 NEW ENGLAND HY 5000 North PARK VIEW CR CAMBERWELL 201 0 NEW ENGLAND South 16 20 Male North 10 0 1 Dry Fine Daylight No No No Car Articulated Truck 151.124104 013665373 Injury 20010918 Tuesday 1520 2001 NEW ENGLAND HY 250 West BRIDGMAN RD SINGLETON 301 0 NEW ENGLAND East 10 34 Male East 1 0 1 Dry Fine Daylight Unknown/Not Stated No No Car Car 151.165096 013665541 Injury 20010920 Thursday 0830 2001 NEW ENGLAND HY 0 Right on Spot HUNTER RIVER BR SINGLETON 301 0 NEW ENGLAND South 10 34 Female South 10 0 2 Dry Fine Daylight Unknown/Not Stated No No Car Car 151.172905 013665554 Towaway 20010920 Thursday 1530 2001 NEW ENGLAND HY 200 East WHITE AV SINGLETON 301 0 NEW ENGLAND East 10 17 Male East 1 0 0 Dry Fine Daylight Unknown/Not Stated No No Car Car 151.162402 014704306 Towaway 20010920 Thursday 1700 2001 NEW ENGLAND HY 600 West FALBROOK RD CAMBERWELL 404 0 NEW ENGLAND West 30 99 UnknownEast 10 0 0 Dry Fine Daylight Unknown/Not Stated No No Other VehicleCar 151.073221 014668489 Towaway 20011003 Wednesda1150 2001 NEW ENGLAND HY 5 South LEMINGTON RD RAVENSWORTH 609 0 NEW ENGLAND North 10 30 Male No second vehicle 0 0 0 FALSE FALSE Daylight No No No Car No second vehicle 151.058193 014670827 Towaway 20011005 Friday 1732 2001 NEW ENGLAND HY 200 West BRIDGMAN RD SINGLETON 301 0 NEW ENGLAND East 10 18 Female East 1 0 0 Dry Fine Dusk Unknown/Not Stated No No Car Car 151.165608 014701092 Towaway 20011115 Thursday 1640 2001 WHITE AV 24 North NEW ENGLAND HY SINGLETON 805 0 WHITE North 10 99 UnknownNo second vehicle 0 0 0 Dry Overcast Daylight Unknown/Not Stated Yes No Car No second vehicle 151.160221 014684773 Towaway 20011207 Friday 1055 2001 NEW ENGLAND HY 600 North RIX CREEK LA RIXS CREEK 803 L NEW ENGLAND North 10 27 Female No second vehicle 0 0 0 Wet Raining Daylight No Yes No Car No second vehicle 151.136816 014685231 Injury 20011211 Tuesday 1335 2001 NEW ENGLAND HY 0 Right on Spot SIMPSON TC SINGLETON 104 0 SIMPSON West 20 22 Female North 10 0 2 Dry Fine Daylight No No No Car Car 151.157795 014701141 Towaway 20011214 Friday 1505 2001 NEW ENGLAND HY 100 South LEMINGTON RD RAVENSWORTH 201 0 NEW ENGLAND North 16 49 Male South 10 0 0 Dry Overcast Daylight No No No Car Articulated Truck 151.058823 014688672 Towaway 20011225 Tuesday 0400 2001 NEW ENGLAND HY 500 West RIXS CK CAMBERWELL 704 0 NEW ENGLAND East 10 29 Male No second vehicle 0 0 0 Dry Fine Darkness Unknown/Not Stated No Yes Light Truck No second vehicle 151.1287 014690832 Towaway 20011229 Saturday 2130 2001 NEW ENGLAND HY 0 Right on Spot BRIDGEMAN RD SINGLETON 202 0 NEW ENGLAND West 20 20 Female East 10 0 0 Dry Fine Darkness No No No Car Car 151.167663 021691301 Towaway 20020107 Monday 0715 2002 NEW ENGLAND HY 500 North RIXS CREEK RD SINGLETON 201 0 NEW ENGLAND North 16 53 Male South 10 0 0 Wet Raining Daylight No Yes No Car Car 151.137307 021692295 Towaway 20020107 Monday 0800 2002 NEW ENGLAND HY 200 North RIXS LA SINGLETON 301 0 NEW ENGLAND North 10 25 Male North 10 0 0 Wet Raining Daylight No No No Light Truck Car 151.139797 021692813 Injury 20020114 Monday 0730 2002 NEW ENGLAND HY 45 East BRIDGEMAN RD SINGLETON 301 0 NEW ENGLAND South 10 99 Male South 1 0 1 Dry Fine Daylight No No No Car Car 151.168129 021701331 Towaway 20020201 Friday 0940 2002 NEW ENGLAND HY 1100 North HEBDEN RD RAVENSWORTH 801 R NEW ENGLAND South 10 74 Male No second vehicle 0 0 0 Wet Raining Daylight No Yes No Car No second vehicle 151.053918 022714917 Towaway 20020418 Thursday 0420 2002 NEW ENGLAND HY 5000 North SINGLETON TN CAMBERWELL 805 0 NEW ENGLAND South 10 23 Male No second vehicle 0 0 0 Dry Overcast Darkness No Yes No Articulated Tr No second vehicle 151.111083 022720392 Injury 20020511 Saturday 1130 2002 NEW ENGLAND HY 0 Right on Spot BRIDGEMAN RD SINGLETON 202 0 NEW ENGLAND North 20 64 Male South 10 0 1 Dry Fine Daylight No No No Heavy Truck Car 151.167663 022721933 Towaway 20020516 Thursday 1600 2002 NEW ENGLAND HY 0 Right on Spot DEADMANS HILL UK CAMBERWELL 703 0 NEW ENGLAND South 10 60 Female No second vehicle 0 0 0 Dry Fine Daylight No No No Car No second vehicle 151.073766 022723222 Towaway 20020517 Friday 1555 2002 NEW ENGLAND HY 250 East BRIDGMAN RD SINGLETON 301 0 NEW ENGLAND East 10 38 Female East 1 0 0 Dry Fine Daylight No No No Car Car 151.170237 022727108 Injury 20020607 Friday 1410 2002 NEW ENGLAND HY 0 Right on Spot HUNTER RIVER BR SINGLETON 703 0 NEW ENGLAND North 10 57 Male No second vehicle 0 0 1 Dry Fine Daylight No No No Car No second vehicle 151.172981 022727337 Towaway 20020609 Sunday 1200 2002 NEW ENGLAND HY 200 East BRIDGEMAN RD SINGLETON 301 0 NEW ENGLAND East 10 26 Male East 10 0 0 Wet Fine Daylight No No No Car Car 151.169725 022746905 Towaway 20020627 Thursday 1105 2002 NEW ENGLAND HY 10 West WHITE AV SINGLETON 102 0 WHITE South 20 99 Male West 10 0 0 Dry Fine Daylight No No No Car Articulated Truck 151.160194 023738288 Towaway 20020727 Saturday 1925 2002 NEW ENGLAND HY 1000 South HEBDEN RD RAVENSWORTH 609 0 NEW ENGLAND North 10 58 Male No second vehicle 0 0 0 Dry Fine Darkness Unknown/Not Stated No No Car No second vehicle 151.057379 023751672 Injury 20020926 Thursday 1730 2002 NEW ENGLAND HY 300 East WHITE AV SINGLETON 301 0 NEW ENGLAND East 10 40 Male East 1 0 3 Dry Fine Dusk No No No Car Car 151.163398 023752927 Injury 20020929 Sunday 1950 2002 NEW ENGLAND HY 2245 South GLENNIES CREE RD CAMBERWELL 801 L NEW ENGLAND North 10 47 Male No second vehicle 0 0 1 Wet Raining Darkness No Yes No Articulated Tr No second vehicle 151.095169 024768757 Injury 20021208 Sunday 2045 2002 NEW ENGLAND HY 500 North NUMBER 5366 HNUK RIXS CREEK 704 0 NEW ENGLAND North 10 45 Male No second vehicle 0 0 3 Dry Fine Darkness No No No Car No second vehicle 151.128865 024768837 Injury 20021209 Monday 1800 2002 NEW ENGLAND HY 10 East BRIDGMAN RD SINGLETON 301 0 NEW ENGLAND East 10 24 Male East 1 0 1 Dry Fine Daylight No No No Light Truck Car 151.167772 024769025 Towaway 20021210 Tuesday 1130 2002 NEW ENGLAND HY 1000 North PARK VIEW CR SINGLETON 804 L NEW ENGLAND North 10 24 Male No second vehicle 0 0 0 Wet Raining Daylight Unknown/Not Stated No No Light Truck No second vehicle 151.149431 024773169 Injury 20021223 Monday 2355 2002 NEW ENGLAND HY 0 Right on Spot BORAL TRANSPOOT RAVENSWORTH 506 0 NEW ENGLAND North 15 54 Male North 20 0 2 Dry Fine Darkness No No No Light Truck Light Truck 151.054638 031783107 Injury 20030212 Wednesda0725 2003 NEW ENGLAND HY 3300 North MASON DIEV RD RIXS CREEK 804 R NEW ENGLAND South 10 81 Male No second vehicle 0 0 1 Dry Fog or Mist Daylight No Yes Yes Car No second vehicle 151.137148 031784907 Towaway 20030221 Friday 1415 2003 NEW ENGLAND HY 2000 South MCINERNEY RD CAMBERWELL 704 0 NEW ENGLAND South 10 29 Male No second vehicle 0 0 0 Wet Raining Daylight No No No Car No second vehicle 151.108237 031789948 Towaway 20030313 Thursday 0630 2003 NEW ENGLAND HY 0 Right on Spot MCDOUGALLS H OT SINGLETON 702 0 NEW ENGLAND North 10 34 Male No second vehicle 0 0 0 Dry Fine Dawn Unknown/Not Stated No No Car No second vehicle 151.145396 031805542 Injury 20030318 Tuesday 1830 2003 NEW ENGLAND HY 1000 North GLENNIES CK CAMBERWELL 701 0 NEW ENGLAND South 13 37 Female No second vehicle 0 0 3 Dry Fine Daylight No No No Car No second vehicle 151.077816 032823462 Injury 20030530 Friday 0530 2003 NEW ENGLAND HY 10000 North SINGLETON TN CAMBERWELL 805 0 NEW ENGLAND North 10 26 Female No second vehicle 0 0 1 Dry Fog or Mist Darkness Unknown/Not Stated Yes No Car No second vehicle 151.111395 032814751 Injury 20030626 Thursday 0200 2003 NEW ENGLAND HY 800 East HEBDEN RD RAVENSWORTH 801 R NEW ENGLAND East 10 24 Female No second vehicle 0 0 2 Wet Overcast Darkness No Yes No Car No second vehicle 151.057285 032815006 Injury 20030628 Saturday 1855 2003 NEW ENGLAND HY 0 Right on Spot BRIDGMAN RD SINGLETON 202 0 NEW ENGLAND North 20 54 Female South 10 0 1 Dry Fine Darkness No No No Car Car 151.167663 033842226 Injury 20030725 Friday 2215 2003 NEW ENGLAND HY 0 Right on Spot HUNTER RIVER BR SINGLETON 4 0 NEW ENGLAND South 10 52 Male Unknown 42 0 1 Dry Fine Darkness No No No Car Other Vehicle 151.173083 033821801 Injury 20030731 Thursday 1530 2003 NEW ENGLAND HY 15300 North RIXS CREEK RD RAVENSWORTH 301 0 NEW ENGLAND North 10 21 Male North 1 0 3 Dry Fine Daylight No No No Car Car 151.049348 033832791 Towaway 20030919 Friday 1450 2003 NEW ENGLAND HY 0 Right on Spot BRIDGEMAN RD SINGLETON 301 0 NEW ENGLAND South 10 35 Male South 1 0 0 Dry Fine Daylight No No No Light Truck Car 151.167663 033833707 Towaway 20030919 Friday 1847 2003 NEW ENGLAND HY 0 Right on Spot WHITE AV SINGLETON 107 0 WHITE West 21 51 Female South 10 0 0 Dry Fine Dusk No No No Car Articulated Truck 151.16012 034837238 Towaway 20031005 Sunday 1540 2003 NEW ENGLAND HY 200 North MCINERNEY RD CAMBERWELL 201 0 NEW ENGLAND North 16 35 Male South 10 0 0 Dry Fine Daylight No No No Car Other Vehicle 151.09179 034844932 Injury 20031109 Sunday 1500 2003 NEW ENGLAND HY 150 North MAISON DIEU RD SINGLETON 202 0 NEW ENGLAND South 20 46 Male North 10 0 3 Dry Fine Daylight No No No Light Truck Car 151.152452 034848244 Injury 20031125 Tuesday 1725 2003 NEW ENGLAND HY 1600 South MCINERNEY RD CAMBERWELL 201 0 NEW ENGLAND North 16 43 Male South 10 0 1 Wet Raining Daylight Unknown/Not Stated No No Car Car 151.105216 041871471 Towaway 20040119 Monday 1400 2004 NEW ENGLAND HY 100 North REST AREA OT SINGLETON 305 0 NEW ENGLAND North 10 23 Male North 10 0 0 Dry Fine Daylight Unknown/Not Stated No No Car Other Vehicle 151.132173 041867895 Towaway 20040225 Wednesda1555 2004 NEW ENGLAND HY 300 North HEBDEN RD RAVENSWORTH 201 0 NEW ENGLAND South 16 27 Male North 10 0 0 Wet Raining Daylight No No Yes Car Articulated Truck 151.054638 041871296 Towaway 20040312 Friday 1530 2004 NEW ENGLAND HY 1000 South MCINERNY RD CAMBERWELL 803 L NEW ENGLAND South 10 22 Male No second vehicle 0 0 0 Wet Fine Daylight No No No Car No second vehicle 151.099311 042879750 Towaway 20040401 Thursday 1940 2004 NEW ENGLAND HY 1000 West GLENNIES CREE RD CAMBERWELL 603 0 NEW ENGLAND South 10 46 Male South 5 0 0 Dry Fine Darkness Unknown/Not Stated No No Car Other Vehicle 151.071624 042879755 Injury 20040401 Thursday 1940 2004 NEW ENGLAND HY 1000 West GLENNIES CREE RD CAMBERWELL 609 0 NEW ENGLAND South 10 25 Male No second vehicle 0 0 1 Dry Fine Darkness No No No Other VehicleNo second vehicle 151.071624 042880115 Towaway 20040413 Tuesday 2010 2004 NEW ENGLAND HY 200 North MAISON DIEU RD SINGLETON 802 R NEW ENGLAND South 10 22 Male No second vehicle 0 0 0 Dry Fine Darkness No No No Car No second vehicle 151.152168 042881619 Towaway 20040422 Thursday 1910 2004 NEW ENGLAND HY 600 North MASON DIEU RD MCDOUGALL HILL 309 0 NEW ENGLAND South 21 27 Female South 10 0 0 Dry Fine Darkness No No No Car Light Truck 151.152578 042895091 Injury 20040510 Monday 2335 2004 NEW ENGLAND HY 1800 North HEBDEN RD RAVENSWORTH 701 0 NEW ENGLAND South 10 30 Male No second vehicle 0 0 1 Dry Fine Darkness No No Yes Articulated Tr No second vehicle 151.049469 042887963 Towaway 20040523 Sunday 0150 2004 NEW ENGLAND HY 1000 South STATE MINE RD RAVENSWORTH 701 0 NEW ENGLAND North 10 24 Male No second vehicle 0 0 0 Dry Fine Darkness No No No Car No second vehicle 151.054999 042889492 Towaway 20040529 Saturday 0350 2004 NEW ENGLAND HY 50 East BRIDGMAN RD SINGLETON 703 0 NEW ENGLAND North 10 32 Male No second vehicle 0 0 0 FALSE Other (eg HaDarkness No No No Light Truck No second vehicle 151.168157 042892994 Towaway 20040613 Sunday 2037 2004 NEW ENGLAND HY 1000 North GLENNIES CREE RD CAMBERWELL 702 0 NEW ENGLAND South 10 17 Male No second vehicle 0 0 0 Dry Fine Darkness No No No Car No second vehicle 151.071624 042904728 Towaway 20040627 Sunday 0630 2004 NEW ENGLAND HY 200 North MCINERNEYS RD CAMBERWELL 609 0 NEW ENGLAND North 10 55 Female No second vehicle 0 0 0 Dry Fine Dawn Unknown/Not Stated No No Car No second vehicle 151.091788 043906544 Towaway 20040801 Sunday 0001 2004 NEW ENGLAND HY 200 North NUMBER 6590 HN RAVENSWORTH 803 L NEW ENGLAND South 10 99 UnknownNo second vehicle 0 0 0 Dry Fine Darkness Unknown/Not Stated Yes Yes Car No second vehicle 151.053068 043907547 Towaway 20040816 Monday 1710 2004 NEW ENGLAND HY 1000 North REST AREA OT SINGLETON 704 0 NEW ENGLAND South 10 59 Female No second vehicle 0 0 0 Dry Fine Dusk No No Yes Car No second vehicle 151.126349 043928691 Injury 20040909 Thursday 1815 2004 NEW ENGLAND HY 400 North LEMINGTON RD RAVENSWORTH 609 0 NEW ENGLAND North 10 35 Male No second vehicle 0 0 1 Wet Overcast Darkness No No No Car No second vehicle 151.057332 043928745 Towaway 20040930 Thursday 1600 2004 NEW ENGLAND HY 0 Right on Spot BRIDGMAN RD DUNOLLY 301 0 NEW ENGLAND North 10 43 Female North 1 0 0 Dry Fine Daylight No No No Car Light Truck 151.167638 044918943 Towaway 20041009 Saturday 2345 2004 NEW ENGLAND HY 1000 North RIXS CK RIXS CREEK 701 0 NEW ENGLAND South 10 29 Female No second vehicle 0 0 0 Dry Fine Darkness No No No Car No second vehicle 151.124863 044920629 Towaway 20041019 Tuesday 1020 2004 NEW ENGLAND HY 1200 East HEBDEN RD RAVENSWORTH 802 L NEW ENGLAND East 10 20 Female No second vehicle 0 0 0 Wet Raining Daylight No Yes No Car No second vehicle 151.057843 044923234 Towaway 20041025 Monday 1045 2004 NEW ENGLAND HY 0 Right on Spot MAISON DIEU RD SINGLETON HEIG 104 0 MAISON DIEU North 20 19 Female West 10 0 0 Dry Fine Daylight No No No Car Car 151.153766 044923887 Towaway 20041105 Friday 0120 2004 NEW ENGLAND HY 150 West MCINERNEY RD CAMBERWELL 804 R NEW ENGLAND West 10 18 Male No second vehicle 0 0 0 Wet Raining Darkness No Yes No Car No second vehicle 151.091994 044929959 Towaway 20041128 Sunday 0530 2004 NEW ENGLAND HY 600 South HEBDEN RD RAVENSWORTH 803 L NEW ENGLAND North 10 27 Male No second vehicle 0 0 0 Dry Fine Dawn No No No Car No second vehicle 151.056334 044944689 Injury 20041201 Wednesda1000 2004 NEW ENGLAND HY 0 Right on Spot BRIDGMAN RD SINGLETON 303 0 NEW ENGLAND North 20 28 Male North 22 0 1 Dry Fine Daylight No No No Car Car 151.167638 044935566 Towaway 20041204 Saturday 1736 2004 NEW ENGLAND HY 15 South GLENNIE ST CAMBERWELL 201 0 NEW ENGLAND North 16 27 Male South 10 0 0 Dry Fine Daylight No No No Car Light Truck 151.087753 051940196 Injury 20050116 Sunday 1630 2005 NEW ENGLAND HY 80 North HERDEN RD RAVENSWORTH 802 R NEW ENGLAND North 10 30 Male No second vehicle 0 0 1 Wet Raining Daylight No Yes No Other VehicleNo second vehicle 151.054851 051941785 Injury 20050125 Tuesday 1808 2005 NEW ENGLAND HY 0 Right on Spot MAISON DIEU RD SINGLETON 104 0 MAISON DIEU North 20 62 Male West 10 0 2 Wet Overcast Daylight No Yes No Car Light Truck 151.153766 051944213 Towaway 20050205 Saturday 1625 2005 NEW ENGLAND HY 500 West BRIDGEMAN RD DUNOLLY 703 0 NEW ENGLAND East 10 48 Male No second vehicle 0 0 0 Dry Fine Daylight No No No Car No second vehicle 151.163045 051950779 Injury 20050214 Monday 1600 2005 NEW ENGLAND HY 5 East BRIDGMAN RD DUNOLLY 303 0 NEW ENGLAND North 10 20 Female North 22 0 1 Dry Fine Daylight Unknown/Not Stated No No Car Car 151.16769 051954271 Injury 20050317 Thursday 1545 2005 NEW ENGLAND HY 10 West BRIDGMAN RD DUNOLLY 301 0 NEW ENGLAND East 10 27 Male East 1 0 1 Wet Raining Daylight No No No Car Car 151.167557 052961887 Towaway 20050421 Thursday 0630 2005 NEW ENGLAND HY 1500 South MCINERNEY RD CAMBERWELL 701 0 NEW ENGLAND South 10 56 Male No second vehicle 0 0 0 Dry Fine Daylight No No No Light Truck No second vehicle 151.104107 052966129 Towaway 20050502 Monday 1325 2005 NEW ENGLAND HY 0 Right on Spot WHITE AV SINGLETON HEIG 104 0 WHITE South 20 20 Female East 10 0 0 Dry Fine Daylight No No No Car Car 151.160323 052965202 Towaway 20050512 Thursday 1400 2005 NEW ENGLAND HY 2300 South MCINERENY ST CAMBERWELL 803 L NEW ENGLAND South 10 28 Male No second vehicle 0 0 0 Wet Raining Daylight No Yes No Car No second vehicle 151.105512 052967835 Towaway 20050517 Tuesday 1600 2005 NEW ENGLAND HY 1500 South MCINERNEY ST GLENNIES CREEK 702 0 NEW ENGLAND South 10 26 Male No second vehicle 0 0 0 Wet Raining Daylight No No Yes Light Truck No second vehicle 151.104145 052967032 Towaway 20050523 Monday 2210 2005 NEW ENGLAND HY 500 South MCINERNEY RD CAMBERWELL 607 0 NEW ENGLAND South 10 44 Male No second vehicle 0 0 0 Dry Fine Darkness No No No Car No second vehicle 151.095438 052980238 Injury 20050621 Tuesday 0655 2005 NEW ENGLAND HY 0 Right on Spot NUMBER 4949 HN MCDOUGALL HILL 406 0 NEW ENGLAND East 25 30 Male North 10 0 1 Dry Fine Dawn No Yes No Heavy Truck Car 151.149561 053976549 Towaway 20050705 Tuesday 0520 2005 NEW ENGLAND HY 600 South HEBDEN RD RAVENSWORTH 801 L NEW ENGLAND North 10 29 Male No second vehicle 0 0 0 Dry Fine Dawn No Yes Yes Light Truck No second vehicle 151.056334 053981059 Towaway 20050722 Friday 2230 2005 NEW ENGLAND HY 100 South RIXS CK RIXS CREEK 609 0 NEW ENGLAND North 10 48 Female No second vehicle 0 0 0 Dry Fine Darkness Unknown/Not Stated No No Car No second vehicle 151.132687 053984079 Injury 20050805 Friday 0658 2005 NEW ENGLAND HY 900 South MCINERNEYS RD CAMBERWELL 804 R NEW ENGLAND South 10 18 Male No second vehicle 0 0 1 Dry Fine Dawn No Yes No Light Truck No second vehicle 151.093869 053991068 Injury 20050831 Wednesda1700 2005 NEW ENGLAND HY 50 East BRIDGMAN RD DUNOLLY 301 0 NEW ENGLAND West 10 49 Female West 1 0 2 Dry Fine Dusk No No No Car Car 151.168151 053998096 Injury 20050927 Tuesday 1635 2005 NEW ENGLAND HY 150 North LEMINGTON RD RAVENSWORTH 306 0 NEW ENGLAND North 12 18 Female North 10 0 3 Dry Overcast Daylight No No No Car Articulated Truck 151.057499 054F05402 Fatal 20051011 Tuesday 1420 2005 NEW ENGLAND HY 3000 North RIXS CREEK RD RIXS CREEK 201 0 NEW ENGLAND South 16 20 Male North 10 1 1 Dry Fine Daylight No No Yes Car Articulated Truck 151.122387 054016668 Injury 20051221 Wednesda0405 2005 NEW ENGLAND HY 1000 South HEBDEN RD RAVENSWORTH 801 R NEW ENGLAND South 10 52 Male No second vehicle 0 0 1 Dry Fine Darkness No Yes No Articulated Tr No second vehicle 151.057386

PARSONS BRINCKERHOFF 2118689A-RP_7131 Page C-2

Appendix D

Austroads Road Safety Audit Risk Assessment Data

PARSONS BRINCKERHOFF 2118689A-RP_7131 Page D- 1

Austroads Road Safety Audit definitions How Often is the Problem likely to lead to a crash Frequency Description Frequent (F) Once or more per week Probable (P) Once or more per year but less than once per week Occasional (O) Once every five to ten years Improbable (I) Less often than once every ten years

What is the likely severity of the resultant accident type Severity Description Examples Catastrophic Likely multiple deaths High speed multi vehicle crash on a freeway car runs into a crowded bus stop (C) Petrol tanker and bus crash Bridge / tunnel collapse Serious (S) Likely death or High/ medium speed vehicle collision serious injury High medium speed collision with a fixed object Pedestrian struck at high speed Cyclist hit by car Minor (M) Likely minor injury Some slow speed vehicle collisions Cyclist falls from cycle Rear end crashes Limited (L) Likely trivial injury or Some slow speed collisions property damage only Pedestrian walks into object (No head injury) Car reverses into post

Frequent Probable Occasional Improbable

Catastrophic Intolerable (I) Intolerable Intolerable High Serious Intolerable Intolerable High (H) Medium (M) Minor Intolerable High Medium Low (L) Limited High Medium Low Low

Suggested Treatment Approach Risk Treatment Intolerable Must be corrected High Should be corrected or the risk significantly reduced even if the treatment cost is high Medium Should be corrected or the risk significantly reduced if the treatment cost is medium but not high Low Should be treated or the risk reduced if the treatment cost is low

PARSONS BRINCKERHOFF 2118689A-RP_7131 Page D- 2

Appendix E

Photos

PARSONS BRINCKERHOFF 2118689A-RP_7131 Page E- 1

Photo 1: Southbound approach to bridge showing Photo 2: Crest and bend with obstructed stopping no provision for pedestrians or cyclists sight distance for southbound approach to bridge

Photo3: Bridge southbound approach showing Photo 4: Steep pavement cross-fall, and damaged vehicle barrier pavement deformation

Photo 5: Potential vegetation growth obstructing Photo 6: Northbound bridge approach showing sight distance unflared guardrail with “fish tail terminal”

PARSONS BRINCKERHOFF 2118689A-RP_7131 Page E- 2

Traffic Impact Assessment Proposed Glendell Mine Expansion Modification to Development Consent

Photo 7: Southbound approach to bend showing Photo 8: Showing pavement damage that could pavement damaged misleading alignment into unsettle a motorcyclist or reduce braking effort of road on left, damaged vehicle barrier and “fish heavy vehicles tail” terminal on barrier

Photo 9: Southbound bridge run on slab showing Photo 10: Inadequate barrier support posts no connectivity between vehicle barriers, suspect barrier strength and incorrectly lapped barrier that can snag a person or vehicle

PARSONS BRINCKERHOFF 2118689A-RP_7131 Page E-3

Traffic Impact Assessment Proposed Glendell Mine Expansion Modification to Development Consent

Photo 11: Southbound approach to bend showing Photo 12: Northbound approach to level crossing signposted speed restriction

PARSONS BRINCKERHOFF 2118689A-RP_7131 Page E-4

Traffic Impact Assessment Proposed Glendell Mine Expansion Modification to Development Consent

Appendix F

Intersection Performance Criteria

PARSONS BRINCKERHOFF 2118689A-RP_7131 Page F-1

Traffic Impact Assessment Proposed Glendell Mine Expansion Modification to Development Consent

Definition of Intersection Performance

The selected design traffic forecasts were used in the computer programs aa SIDRA to assess the performance of each intersection. SIDRA is a computer package developed by AARB Transport Research Ltd in Australia for use as an aid for design and evaluation of a range of both signalised and unsignalised intersection types. It uses detailed analytical traffic models combined with interactive approximation methods to estimate capacity and performance statistics for an intersection. Some of the more appropriate performance measures provided for signalised intersections are described in the following section of this appendix.

The SIDRA analysis assumed the peak flow period to be one hour duration, 90% of the forecast traffic occurred during this one hour period.

Degree of Saturation

The degree of saturation is the ratio of traffic demand flow to capacity and is otherwise known as the volume capacity ratio. The degree of saturation for any traffic movement (for example, a right turn movement) is reported as the largest degree of saturation for any lane of the movement. Similarly, the degree of saturation for any approach to the intersection is reported as the largest degree of saturation for any movement on that approach and the degree of saturation for the intersection is reported as the largest degree of saturation on any approach.

Desirably, a movement degree of saturation is sought to be less than the nominated practical (target) degree of saturation which for this study was selected as 0.9. Higher degrees of saturation can be accepted with the recognition that the intersection will experience increasing congestion and delays. As a guide, Table 1 describes the likely conditions to be experienced at an intersection for various degrees of saturation.

Table 1 Intersection Degree of Saturation Degree of Saturation Intersection Conditions Less than 0.65 Below capacity, good operating conditions, low delays 0.65 – 0.85 Desirable range, satisfactory operating conditions 0.85 – 0.95 High range, increasing congestion and delays Over 0.95 Undesirable range, very high congestion and delays

Delay/Level of Service The delay to a vehicle is the difference between the interrupted and uninterrupted travel time through the intersection. SIDRA estimates the average delay for individual lanes, traffic movements, approaches or for the intersection as a whole. For this study the reported overall delay includes deceleration and acceleration delays for the major stop experienced by queued vehicles as well as the geometric delays experienced by all vehicles in negotiating the intersection. The delay is reported as the average delay per vehicle in seconds per vehicle.

The estimated Level of Service (LoS) for an intersection can be linked to a number of difference variables using SIDRA. For this study the LoS has been linked to the average delay per vehicle including geometric delays. Table 2 provides a description of the performance of an intersection for various LoS and delay.

Table 2 Intersection LoS and Delay LoS Average Delay (sec/veh) Intersection Conditions A Less than 14 Good operation B 15/28 Good operation with acceptable delays C 29-42 Satisfactory D 43-56 Operating near capacity E 57-70 At capacity, traffic incidents will cause significant delays F Over 70 Unstable operating conditions

Queue Length

SIDRA offers the ability to measure the length of vehicle queues which will occur at an intersection under defined operating conditions as the cycle-average queue or the back of queue for a range of percentile values. For this study the queue length has been measured as the 95th percentile value for the back of the queue. This value is that below which 95 per cent of all observed cycle queue lengths fall. Hence, it provides a measure in terms of the number of vehicles in the queue and the length of the queue (metres) based on the assumption that each light vehicle has an average length (nose to nose) of 6 metres and each heavy vehicle an average length of 12 metres.

PARSONS BRINCKERHOFF 2118689A-RP_7131 Page F-2

xs raa

mount owen complex

Xstrata Mt Owen Pty Limited PO Box 320 Singleton NSW 2330

Ph. 02 6570 0800 Fax 02 6576 1643

Umwelt Environmental Consultants

Umwelt (Australia) Pty Limited 2/20 The Boulevarde PO Box 838 Toronto NSW 2283

Ph. 02 4950 5322 Fax 02 4950 5737