SUGARLOAF PIPELINE PROJECT

TRAFFIC IMPACT ASSESSMENT FEBRUARY 2008

PAGE i

Document History and Status

Revision 3 Date issued 15/2/08 Reviewed by Sugarloaf Project Alliance Approved by Sugarloaf Project Alliance Date approved 15/2/08 Revision type Final

Distribution of Copies
Revision 3 Copy no 1 Quantity 2 (1 hard copy and 1 electronic copy) Issued to Victorian Department of Planning and Community Development Victorian Department of Sustainability and Environment Victorian Department of Infrastructure Shire of Yarra Ranges Shire of Murrindindi City of Greater Shepparton Commonwealth Department of Environment, Water, Heritage and the Arts.

Printed: Last saved: File name: Author: Project manager: Name of organisation: Name of project: Name of document: Document version:

14 February 2008 14 February 2008 08:20 PM I:\VWES\Projects\VW04160\Technical\Planning\Reports\Specialist Reports\V3 - reports for public comment\Final documents\Penultimate\no tracked changes 4 pdf\Penultimate Traffic AssessmentV3 130208.doc Sugarloaf Project Alliance Alliance Leadership Team Sugarloaf Pipeline Alliance Sugarloaf Pipeline Project Traffic Impact Assessment 3

PAGE ii

Contents
Limitations 1. 2. Introduction Existing Conditions
2.1 2.2 2.3 Site Locality Existing Road Network Crash History

4 5 6
6 8 18

3.

Expected Traffic Impacts

3.1 3.2 3.3 3.4 Key Pipeline Corridor and Construction Constraints Estimated Traffic Generation Estimated Traffic Distribution Management of Construction Activity

20
20 22 29 31

4.

Conclusion
4.1 4.2 4.3 Summary of Key Impacts/Issues Summary of Mitigating Measures Knowledge Gaps

33
33 33 34

Appendix A aaSIDRA Outputs Appendix B CHR layout

35 36

PAGE iii

Limitations
This Report: has been prepared by Melbourne Water, GHD Pty Ltd, Sinclair Knight Merz Pty Ltd, and John Holland, the participants in the Sugarloaf Pipeline Alliance (the Alliance); has been based on information provided up to 8 February 2008; has been produced as part of the Sugarloaf Pipeline Project Impact Assessment report and is for the purpose of identifying preferred pipeline corridors and associated management and mitigation measures for the Sugarloaf Pipeline Project; This Report should not be altered, amended or abbreviated, issued in part or issued incomplete in any matter whatsoever without prior checking and approval by the Sugarloaf Pipeline Alliance. The Alliance expressly disclaims responsibility for any liability which may arise from the issue of this Report in part or incomplete or its modification in any way whatsoever.

PAGE 4

1.

Introduction

The Traffic Impact Assessment considers the impacts of the traffic expected to be generated during both the construction and operations phase of the Sugarloaf Pipeline Project. The scope of this assessment includes: A review of the existing road network conditions; An assessment of the expected traffic impacts generated by the project; A summary of the key mitigation measures required to minimise the traffic impact on the community and the adjoining road network; The identification of any knowledge gaps; and Establishing a set of conclusions about the net traffic impacts of the pipeline development, taking into account the likely effectiveness of identified mitigation measures for each of the preferred pipeline options.

PAGE 5

2.

Existing Conditions

2.1 Site Locality The Sugarloaf Pipeline Project will run from an off-take point at the Goulburn River north of Yea (approximately 100 km northeast of central Melbourne) to the Sugarloaf Reservoir in the Yarra Ranges (refer to Figure 1). The study area for the project is two to four kilometres wide and has been the subject of social, environmental, economic and engineering assessments. Within this study area, more detailed assessments have focussed on pipeline option corridors (corridors) which broadly follow the corridor of the Melba Highway through the Yea River valley. The corridors divert via the local street network at the southern end of the corridor around Yarra Glen and the Sugarloaf Reservoir. The overall corridor has been divided into 8 sections (A H) and option corridors have been identified within each section. Based on the assessments to date, these corridors have been identified as preferred or non-preferred option corridors. The justification for the classification of corridors is provided in the Design Assessment Report. Traffic impact assessment focuses on those corridors that are classified as preferred.

PAGE 6

Figure 1 Locality Plan showing Study Area and Pipeline Option Corridors

PAGE 7

2.2 Existing Road Network The existing roads within each section of the pipeline corridor are listed in Table 1 and the key roads discussed in further detail below.
Table 1 Existing Road Network by Pipeline Corridor Sections
Road Name Section A Arterial Roads Goulburn Valley Highway 2-lane 2-way sealed Sealed shoulders, undulating terrain, some tight sections, and several small bridges with guard fence. Approx. width 6m, 1m unsealed shoulders, open and rolling terrain. Typical Cross Section Other Comments

Local Roads

Killingworth Road McLeishes Road Williamstown Road

2-lane 2-way sealed Unsealed

Section B Arterial Roads Melba Highway 2-lane 2-way sealed Sealed shoulders, open and undulating terrain, intermittent overtaking lanes, 100km/h. In the township of Yea

Local Roads Section C Arterial Roads

Meadow Road Murrindindi Road Melba Highway

2-lane 2-way sealed 2-lane 2-way sealed 2-lane 2-way sealed

Sealed shoulders, open and undulating terrain, intermittent overtaking lanes, 100km/h.

Local Roads

Ti Tree Creek Road Nashs Road Webb Wares Road Glendalock Track Larrits Lane

Unsealed

Section D Arterial Roads Melba Highway 2-lane 2-way sealed Sealed shoulders, open and undulating terrain, intermittent overtaking lanes, 100km/h and 80km/h, long sections of guard fence.

Local Roads

Murrindindi Road Break ODay Road Two Hills Road Burns Road Joyces Road

2-lane 2-way sealed Unsealed

Section E

PAGE 8

Road Name Arterial Roads Melba Highway

Typical Cross Section 2-lane 2-way sealed

Other Comments Sealed shoulders, some narrow sections, windy and hilly terrain passing through Kinglake National Park, frequent overtaking lanes, 100km/h and 80km/h, long sections of guard fence.

Healesville-Kinglake Road Local Roads Castella Road Glenburn Road Sec Track W Bridge Road Marginal Road Gordons Bridge Road Section F Arterial Roads Melba Highway

2-lane 2-way sealed 2-lane 2-way sealed Unsealed Unsealed at the intersection of the Melba Hwy

2-lane 2-way sealed

Sealed shoulders, some narrow sections, windy and hilly terrain passing through Kinglake National Park opening up to the south of the section, frequent overtaking lanes, 100km/h. One of the corridor options for this section follows an easement through open land to the east of the Melba Highway Sealed intersection with Melba Highway, 4 - 5m trafficable width, some grass/unsealed shoulder available, undulating and winding. Intersects Melba Highway at 2 points

Local Roads

Hunts Lane

Unsealed

Brock Spur Track Hargreaves Road Section G Arterial Roads Melba Highway

Unsealed Unsealed 2-lane 2-way sealed

Sealed shoulders, open and undulating terrain, intermittent overtaking lanes, 100km/h. Road is sealed at the eastern end at the intersection with Melba Highway unsealed at the western end, 7.5m width, open and rolling terrain. Sealed carriageway of 5.4m - 7.0m width, unsealed shoulders, low traffic volume, varying terrain.

Local Roads

Gulf Road

Both sealed and unsealed Sections

Steels Creek Road

2-lane 2-way sealed

PAGE 9

Road Name Old Toolangi Road Pinnacle Lane Lorimers Lane Wills Road Bottings Lane Williamson Road Section H Arterial Roads Melba Highway

Typical Cross Section Unsealed

Other Comments

2-lane 2-way sealed

Sealed shoulders, open and undulating terrain, intermittent overtaking lanes, 100km/h. 2-way carriageway 4m wide. Single unsealed lane 4.5m wide.

Eltham-Yarra Glen Road Local Roads Yarraview Road Glenview Road

2-lane 2-way sealed Unsealed Unsealed

Melba Highway is a VicRoads Declared Arterial Road (Route Number B300). It is a typical twolane two-way sealed road with a width of 7.0m and 2.0m wide sealed shoulders. The highway has a typical posted speed limit of 100km/h. Between the intersection of Hunts Lane and Mt. Slide Road over the Great Dividing Range, the highway is constructed in a cut/fill situation with formal overtaking lanes. The intersection of Mt. Slide Road and Joyces Road has a range of descents, with formal overtaking lanes and a posted speed limit between 80km/h and 100km/h. The remainder of the Melba Highway lies in relatively open country with fairly consistent road conditions. The bridge crossing over the Yea River (Devlins Bridge) has a road deck approximately 10m above the riverbed at the point of crossing. The following traffic volume data has been provided by VicRoads for the Melba Highway. The most recent data available (i.e. no older than 2000), with the exception of heavy vehicle proportions which was not available. The heavy vehicle proportions presented in the table below have been sourced from older data collected in the same location.
Table 2 Existing Traffic Volume data for Melba Highway
Date of Survey Two-way Average Daily Volume (Weekday) Two-way Peak Hour Volume (Weekday) % HV (7-day)

Location

Melba Highway: 1.4km Nth of Langs Rd (Murrindindi) Nth of Glenburn Rd @ 82.2km (Murrindindi) 2003 2004 2002 2,790 2,680 N/A 245 239 322 14.2% (1997) 12.7% (1996)

PAGE 10

1.4km Nth of Kinglake Rd @ 69.7km (Murrindindi) Nth of Old Healesville Rd (Yarra Ranges) Note: N/A = data not available

2003 2004

3,260 5,090

273 472

8.9% (1996) N/A

The above data reveals that the southern sections of the Melba Highway, as it approaches Yarra Glen, carry significantly higher traffic volumes than the northern sections of the Melba Highway. The data also reveals that the volume of heavy vehicles is relatively consistent along the length of the highway, the representative proportion of heavy vehicles increases as the overall volume of traffic decreases. This suggests that the majority of heavy vehicles that use the Melba Highway are through traffic (i.e. at least travelling between Yarra Glen and Yea). Based on estimated traffic volume information previously provided by VicRoads1, it is understood that the Melba Highway is estimated to carry the following traffic volumes: Dixons Creek to the Yarra Ranges/Murrindindi LGA boundary is 5,500 vehicles per day, including 8% heavy vehicles; Yarra Ranges/Murrindindi LGA boundary to Glenburn is approximately 4,000 vehicles per day; and Glenburn to Yea is approximately 4,500 vehicles per day. The traffic volume estimated by VicRoads is slightly more conservative than the recorded traffic volume data. This traffic impact assessment is predominantly based on the estimated traffic volumes, and accordingly, this assessment is considered to be a conservative assessment. The capacity of the Melba Highway is calculated as 1,209 vehicles per hour in accordance with Austroads Guide to Traffic Engineering Practice: Part 2. This figure is based on: A minimum Level of Service (LOS); 8% heavy vehicles; Rolling terrain (defined by Austroads Guide as terrain which significantly slows heavy vehicles, but not to crawl speed); Up to 20% of road length having sight distance less than 450m; and An even directional distribution of traffic. Given the approximate maximum daily volume of 5,500 vehicles per day, and assuming 10% travelling in the peak hour2, it is estimated that the Melba Highway currently carries a peak hour

Email from VicRoads on 10 September 2007

PAGE 11

volume of up to 550 vehicles per hour (it is noted that the recorded traffic volume data reveals a two-way peak hour volume of 472 vehicles per hour in the southern section near Yarra Glen). This is well below its theoretical capacity of 1,209 vehicles per hour.

Figure 2 - Melba Highway, near Mt. Slide Road, view north

Figure 3 - Melba Highway, near Joyces Road view north

Goulburn Valley Highway is a VicRoads Declared Arterial Road (Route Number B340), with a typical two-lane two-way configuration with sealed lanes and shoulders. The highway extends approximately 95km from Eildon to Seymour, passing through the townships of Yea and Alexandra as well as several other small towns. The Goulburn Valley Highway shares a small section with the Maroondah Highway near Alexandra (Route Number B300). The typical posted speed limit is 100km/h with the speed limit dropping to 60km/h and 80km/h in the vicinity of Yea and Alexandra. The majority of the highway is located in open country with fairly consistent road conditions. The terrain is undulating and there are some sections with tight bends that require traffic to reduce speed to safely navigate the bends. There are several small bridges along the length of the highway with guard fence and signage in place. Healesville-Kinglake Road is a VicRoads Declared Arterial Road (Route Number C724) extending east from Kinglake and tending south before terminating in an intersection with the Maroondah Highway in the township of Healesville. The road has a major intersection with the Melba Highway as well as intersections with numerous local roads along its length.

The assumption that 10% of the daily traffic occurs in the peak hour is a typical assumption for urban roads. Given that the Melba Highway is located in a rural setting, it is expected that the peak hour proportion will be less than 10% and accordingly, our estimate of the peak hour volume is conservative. This is supported by the recorded traffic volume data.

PAGE 12

The road has a section passing through the Kinglake National Park and is enclosed by trees and vegetation for most of its length with some windy sections and undulating terrain. The road has a sealed surface with a two-lane two-way configuration and a speed limit of 100km/h. Yarraview Road is an unsealed local road that extends west from Yarra Glen toward (but not connecting to) Skyline Road, which runs along the southeast edge of Sugarloaf Reservoir. This road has no posted speed limits The two-way carriageway is approximately 4.0m wide and is contained within an approximately 35m wide (fence to fence) road reserve . The road reserve contains light vegetation. A crest in the road, approximately 200m east of an irrigation channel crossing, obscures vehicles momentarily. Surrounding land use is farming/rural residential, with several private driveway accesses (Figure 4 and Figure 5). Existing traffic volumes along this road appear to be very low.

Figure 4 - Yarraview Road, western end, view east

Figure 5 - Yarraview Road, view east

Glenview Road is an unsealed local road that extends south from Eltham Road, intersecting several local roads including Yarraview Road, before terminating at the northern bank of Stevenson Creek. The road consists of a single unsealed lane approximately 4.5m wide, with a road reserve approximately 40m wide (fence to fence). The road reserve contains some light vegetation. There are no posted speed limits on Glenview Road and surrounding land uses are farming/rural residential, with several private driveway accesses.

PAGE 13

Figure 6 - Intersection of Yarraview Road and Glenview Road, view south

Figure 7 - Glenview Road, view north

Figure 8: Intersection of Eltham Road and Glenview Road, view north

Glenview Road makes a disjointed intersection with Yarraview Road. Yarraview Road runs continuously east-west with priority, and is intersected by Glenview Road South, and then Glenview Road North, offset approximately 50m further west along Yarraview Road. Visibility and sight distance are ample from all approaches at the intersection. At the northern end, Glenview Road forms the southern leg of a four-way intersection with ElthamYarra Glen Road (continues north as Steels Creek Road). Eltham-Yarra Glen Road is a sealed twolane two-way road running east-west with priority. At the intersection there is a broken hard median which provides a sanctuary for vehicles making right turn and crossing movements. Visibility and sight distance are ample from all approaches at the intersection.

PAGE 14

Steels Creek Road is a two-lane two-way road extending north from Eltham-Yarra Glen Road to Mt. Slide Road, adjacent to the western bank of Steels Creek. The posted speed limit is 60km/h in the vicinity of Eltham Road, increasing to 80km/h just north of the intersection. The sealed carriageway width is between 5.4m and 7.0m wide (wider at the southern end) with up to 2.0m wide unsealed shoulders. The traffic volume along this road appears to be low. The terrain between Eltham-Yarra Glen Road and the intersection with Gulf Road is rolling and open with light vegetation and a few crests and small cuttings. The surrounding land use is farming/rural residential, with several private driveway accesses. Gulf Road forms a T-intersection on the east side of Steels Creek Road at the top of a crest, in a shallow cutting. Visibility and sight distance are ample from all approaches at the intersection. The terrain between the Gulf Road and Pinnacle Lane intersections sees a transition to closer country, with more vegetation near the road, more crests and some concealed driveways. The road shoulders narrow and disappear in some places.

PAGE 15

Figure 9 - Steels Creek Road between Eltham Road and Gulf Road, view north

Figure 10 - Intersection of Steels Creek Road and Gulf Road, view east

Figure 11 - Steels Creek Road between Gulf Road and Pinnacle Lane, view north

Gulf Road is a 7.5m wide local road that extends between Steels Creek Road and Melba Highway. The road is sealed at the eastern end and unsealed at the western end. The terrain along Gulf Road is open and rolling. There is no posted speed zone and the default rural speed limit applies. Adjoining land use predominantly includes vineyards and open grazing land. A CHR type intersection treatment (Appendix B) is provided at the intersection with Melba Highway, while a typical T-intersection arrangement is provided at Steels Creek Road. In comparison to Hunts Lane and Pinnacle Lane, Gulf Road is a straighter, flatter and wider road that is more suitable for use by large vehicles.

PAGE 16

Figure 12 Intersection of Melba Highway and Gulf Road, view south

Killingworth Road intersects the Goulburn Valley Highway on its north side, approximately 1km east of Yea. The Goulburn Valley Highway is a VicRoads declared Arterial Road (Route Number B340). The intersection is located on the outside of a bend in the highway, within an 80km/h speed zone. Sight distance is adequate at this intersection. Killingworth Road generally has a sealed width of approximately 6m, with unsealed 1m shoulders in most places. The terrain is generally open and rolling, with a few blind crests, bends and several driveways. There is no posted speed limit.

PAGE 17

Figure 13 - Intersection of Goulburn Highway and Killingworth Road, view east

Figure 14 - Intersection of Goulburn Highway and Killingworth Road, view west

2.3 Crash History A review of the crash history for the road network along the proposed pipeline corridor, from Yarraview Road to Killingworth Road was undertaken. The crash history review is for the fiveyear period between January 2001 and December 2005 (i.e. the latest data available on VicRoads CrashStats database). The crash history review revealed a total of 66 casualty crashes over the five year period. Of the total, 64 were on the Melba Highway, one was on the Goulburn Valley Highway (in Yea) and one on Whatton Place (a local road in Yea). A total of 51 of the crashes involved a single car only, three of which involved motorcycles. Typically, the single vehicle crashes involved vehicles running off the road to the left or right (straight or curve). Only 15 of the crashes involved two or more vehicles, of these: Three involved a parked vehicle; Six involved vehicles travelling in the same direction; Five involved vehicles travelling in opposite directions; and One occurred at an intersection (rear-end at Goulburn Highway intersection with Killingworth Road). The main road lengths where multiple crashes were recorded are: Between Healesville - Kinglake Road and Brock Spur Track when there were seven single vehicle crashes recorded along a 715m section (ch. 22.210km to ch. 22.925km) of road. Each

PAGE 18

of these involved the vehicle leaving the road and striking a fixed object or parked vehicle. There was also one head-on crash in this section. Between Healesville - Kinglake Road and Brock Spur Track there were five crashes recorded at the same mid-block location (ch 23.779km) on the Melba Highway.. There was one head on, one rear end, and three cases of vehicles leaving the roadway. There were no intersections where three or more vehicle crashes have been recorded in the last five years of available data.

PAGE 19

3.

Expected Traffic Impacts

Traffic generated by the Sugarloaf Pipeline Project will relate to activities associated with the construction of the 70km pipeline, the pump stations and balancing storage, and the associated electrical infrastructure. Following commissioning of the pipeline, there will be traffic associated with the ongoing operation and maintenance. The greatest traffic impact generated by the project is associated with construction and is the focus of this Assessment. It is anticipated that the pipeline will take approximately 18 - 24 months to build. Civil works such as the pump stations and balancing storage will take approximately 12 months to construct. Accordingly, the construction traffic impact is considered to be of relatively limited duration. 3.1 Key Pipeline Corridor and Construction Constraints Based on the traffic engineering review of the proposed pipeline corridor and preliminary discussions with VicRoads, a key constraint to the selection of the final pipeline corridor is that the Melba Highway must remain open to through traffic at all times. This will affect the selection of the option corridor as well as the preferred construction techniques available when the pipeline is close to or within the road reserve. There are a limited number of alternate corridors available in proximity of the Melba Highway. It is a high order road that carries a large volume of through traffic, including tourist traffic and commercial vehicles, and it is important that efficient traffic routes are maintained for these users. Any full road closure may have detrimental impacts on the travel time of commercial vehicles, tourist traffic, other through traffic, local residents, farmers and traders, and is considered to be key issue from a traffic management perspective. Where construction works are required within the Melba Highway road reserve, it will be important that at least one traffic lane is retained at all times to allow one-way traffic. In this situation, the single traffic lane would be alternately shared between north and southbound traffic, managed by temporary traffic signals on a fixed cycle time. The potential impact to Melba Highway traffic of closing the road down to one lane has been assessed using the software package aaSIDRA. This analysis was conducted to examine what the expected delays to vehicles and queue lengths would be if a section of the Melba Highway were to be closed to one lane and controlled by temporary traffic signals on a fixed cycle time. The pipeline corridor sections north of Section F (i.e. north of Dixons Creek) are generally the locations where it will be most difficult to maintain the required roadway capacity when the pipeline corridor is close to or within the road reserve. Two-way peak hour traffic volumes within

PAGE 20

these sections were typically less than 340 vehicles per hour3, which has been adopted as a typical worst case two-way peak hour volume. A conservative worst case scenario of 400 vehicles per hour4 has also been assessed. A heavy vehicle proportion of 15% HV has been adopted in both cases. The assessment further assumes that the road works site will be 500m long with a speed limit of 40 km/h, resulting in a travel time of 45 seconds for one vehicle to pass through the site. The phase times were entered based on 8 cars proceeding through the site per green phase at 3-second headways. Therefore each phase has a green time of 20 seconds with a yellow time of 4 seconds, sufficient time for 8 vehicles to enter the site. An all-red time of 50 seconds is then adopted, allowing for the 45-second travel time and an additional 5 seconds for the intersection to clear. Hence the total cycle time is 148 seconds (2 minutes, 28 seconds). Table 3 presents the key results from the aaSIDRA analysis for the scenario where 8 vehicles phase are proceed through the intersection5. Detailed results of the aaSIDRA assessment are provided at Appendix B.
Table 3 Summary of aaSIDRA Analysis
Direction Typical Worst Case (340 vph) Southbound Northbound Conservative Worst Case (400 vph) Southbound Northbound 18 18 141 141 13 13 106 106 No. Vehicles in Queue (cars) Length of Queue (m)

Overall, the above assessment indicates that if a 500m length of the Melba Highway were to be reduced to one traffic lane during the peak hour, then typically queues up to 13 cars long may be expected (equates to approximately 4 min delay), or up to 18 vehicles long in the conservative worst case scenario (equates to approximately 6min 30sec delay). In the context of the project and the general Melba Highway environment, this is considered to be a manageable impact.

Typically, the recorded peak hour volumes in any direction were no more than 160 vehicles per hour. The highest recorded peak hour volume in any direction was recorded as 194 vehicles per hour southbound during the PM peak just south of Glenburn. This peak hour volume has been doubled to conservatively estimate a worst case peak hour volume. A number of other scenarios were tested (i.e. 6, 10, 12 or 14 vehicles per green) and 8 vehicles per green achieved the smallest queue lengths and delays.

PAGE 21

It is noted that there are many sections along the Melba Highway where the cross-section is 3 lanes wide (i.e. includes an overtaking lane, right-turn deceleration lanes, or wide emergency stopping lanes). Where appropriate, it is recommended that these locations be selected for lane closures rather than narrower sections as there may be the opportunity to maintain two traffic lanes (i.e. one in either direction). 3.2 Estimated Traffic Generation

3.2.1 Construction of Pipeline Construction planning will be finalised once the corridor has been selected and hence the following descriptions are typical of the activities required to construct a 70km pipeline. The activities will be confirmed when construction planning is finalised. It is anticipated that construction of the pipeline would proceed on multiple fronts. At this stage, it is nominally assumed that there would be five pipeline laying teams of fifteen staff, a set out team of surveyors (six staff), line clearing teams (two teams of four staff), and three reinstatement teams (four staff). There will also be two teams (fifteen staff) undertaking specialist tasks such as boring under rivers and roads and complex construction areas where intensive works are required. These figures do not include the truck deliveries and cartage offsite. Management and supervision staff are expected to be present at all work fronts and construction offices adding approximately 20 staff to the project overall. The construction of the pipeline is estimated to generate traffic volume related to the following activities: at least one traffic lane is open at all times along the Melba Highway and Goulburn Valley Highway; intersections to the construction corridor are selected in safe locations considering at least sight distance and road grade issues; construction activities are planned outside of peak holiday periods where possible; construction activities seek to minimise disruption to local/private accesses; and Traffic Management Plans be prepared and independently audited prior to construction commencing. Table 4 and Table 5 provide estimated traffic generation associated with the preparation of the construction corridor and the construction of the pipeline. The data presented here is indicative only. To maximise the available use of land and to minimise the risk of erosion and dust generation, land preparation is likely to proceed immediately ahead of construction with sufficient clearance to

PAGE 22

provide safe and efficient construction and delivery vehicle movements. Reinstatement will follow close behind the pipe laying crews. Accordingly, there is likely to be an overlap of the traffic generated by the clearing and pipeline construction activities across the length of the project.
Table 4 Estimated Traffic Generation Preparation for Construction
Estimated Activity Estimated Vehicle Type Estimated Number and Frequency of Vehicles Estimated Total Trips on a peak day (vehicle trip ends (vte) per day) 16 vte/day

Survey/set out/fencing

4WD utility

4 vehicles making 4 trips per day for 8 months 4 vehicles, at start and end of each clearing activity assume 15 sites 1 visit to each plant per week (i.e. 8 vte/week) 5 trucks undertaking 10 trips per day, for 4 months 1 water truck per day, for 4 months 15 vehicles per day

Delivery of mobile plant

Heavy Vehicle Carriers (1 grader, 2 excavators, 1 bulldozer)

0 vte/day (8 vte/day at start and end of clearing at each (6 site only) 2 vte/day

Maintenance of mobile plant Removal of debris

4WD utility

Timber trucks Tipper trucks

50 vte/day

Dust suppression Workers, Supervisors & Administration TOTAL

Water Truck Light vehicles (cars, 4WDs, utes)

2 vte/day 30 vte/day 100 vte/day7 (including 52 heavy vte/day)

Table 5 Estimated Traffic Generation Pipeline Construction

Estimated Activity Estimated Vehicle Type Estimated Number and Frequency of Vehicles Estimated Total Trips on a peak day (vehicle trip ends (vte) per day) 0 vte/day8 (40 vte/day at start and end of construction activity per front only)

Delivery of mobile plant

Heavy Vehicle Carriers (1 front-end loader, 2 excavators, 1 side loader/crane)

4 trips at start and end of construction activity per front

As these trips will occur before and after all other construction activity occurs they have not been added to the typical peak day traffic volume. This is a conservative figure that assumes all activities are occurring at the same time. It is also noted that this traffic will be distributed along the length of the project.

PAGE 23

Estimated Activity

Estimated Vehicle Type

Estimated Number and Frequency of Vehicles

Estimated Total Trips on a peak day (vehicle trip ends (vte) per day) 2 vte/day

Plant maintenance

4WD utility

1 visit to each plant per week (i.e. 8 vte/week) 5 trucks per day, each undertaking 15 visits per day across the length of the project, for 18 months 6 trucks, each undertaking 6 visits per day, for 18 months 15 trucks per day, for 18 months (assuming 5 crews can lay 3 pipes per day)

Removal of spoil

Tipper trucks

150 vte/day

Delivery of bedding material Delivery of pipes

Tipper trucks

72 vte/day

Semi-trailer

30 vte/day

Water for pipe laying

Water truck

5 trucks, each undertaking 4 visits per day, for 18 months 6 light vehicle visits per day, per front, for 18 months 1 truck per day, per front, for 18 months

40 vte/day

Construction of pipeline components (e.g. air and scour valves, etc.)

Light vehicle (utes) Tipper truck

70 vte/day (60 light vte/day) (10 heavy vte/day)

Delivery of fill material

Tipper Trucks and Truck & Dog

5 trucks, each undertaking 1 visit per day per front, for 18 months 1 truck, undertaking 2 visit per day per front, for 12 months Up to 75 vehicles per day, for 18 months

10 vte/day

Dust suppression

Water Truck

20 vte/day

Workers, Supervisors & Administration, to project designated parking areas TOTAL

Light vehicles (cars, 4WDs, utes)

150 vte/day

544 vte/day9 (including 332 heavy vte/day)

As these trips will occur before and after all other construction activity occurs they have not been added to the typical peak day traffic volume.

PAGE 24

Based on the above, it is expected that the preparation of the construction corridor will generate peak traffic loads in the order of approximately 100 vehicle trip ends per day, including 52 heavy vehicle trip ends per day. Assuming 5 construction crews are working concurrently, it is estimated that the construction of the pipeline will generate up to 544 vehicle trip ends per day, including 332 heavy vehicle trip ends per day. It is noted that this traffic generation will be spread along the 70km length of the project. At peak activity times with clearing, pipe laying, reinstatement and specialist tasks, 11 construction crews could be operating concurrently constructing the pipeline. In this situation, it is estimated the project may generate nominally up to 644 vehicles trip ends per day, including 384 heavy vehicle trip ends across the 70km length of the project. Whilst the construction period is expected to be 18 - 24 months in length, a construction period of 18 months has been assumed for the purposes of this exercise, hence assuming the highest intensity of traffic. The impact assessment of the traffic generation is provided in Section 3.2.4. The assessment is set up to first consider the traffic generation for the construction (pipeline & related facilities) and operation. The assessment concludes that the construction activities have the greatest impact, however that there is sufficient capacity within the Melba Highway to accommodate this traffic. Section 3.3 then considers where the construction traffic will head to/from and identifies that the key impact on road safety and operation will be at the intersections where the construction traffic turns off/on the arterial road network. However, as the specific locations where this will occur are unknown at this stage the impact at individual intersections cannot be assessed. This traffic impact assessment and the identified mitigating measures generally apply for whichever of the possible alignment options is ultimately selected and has been set up to assist with the selection/elimination process. Given the high-level assessment that has been undertaken based on the information provided, the assessment has set out the strategic ways in which the project overall, regardless of which option is ultimately selected, must manage traffic (e.g. must provide at least one lane for through traffic along the Melba Highway at all times). All preferred options can be managed from a traffic point of view, provided that:

This is a conservative figure that assumes all activities are occurring at the same time. It is also noted that this traffic will be distributed along the length of the project.

PAGE 25

at least one traffic lane is open at all times along the Melba Highway and Goulburn Valley Highway; intersections to the construction corridor are selected in safe locations considering at least sight distance and road grade issues; construction activities are planned outside of peak holiday periods where possible; and Traffic Management Plans be prepared and independently audited prior to construction commencing. All of the preferred pipeline alignments can be supported, subject to the above. Construction of Pumping Stations, Balancing Storage, Electrical Infrastructure and other associated infrastructure In addition to the traffic generated by the pipeline construction, traffic will be generated by the construction of the pumping stations, balancing storage, electrical infrastructure and other associated infrastructure. Table 6 provides information about the estimated traffic generation associated with these aspects.
Table 6 Estimated Traffic Generation Pumping Stations, Balancing Storage, Electrical Infrastructure and other associated infrastructure(3 sites)
Estimated Activity Estimated Vehicle Type Estimated Number and Frequency of Vehicles Estimated Total Trips on a peak day (vehicle trip ends (vte) per day) 0 vte/day10 (24 vte/day at start and end of construction activity only) 80 vte/day 20 vte/day

3.2.2

Delivery of mobile plant

Heavy Vehicle Carriers

6 trips at start and end of clearing activity

Site preparation and excavation Concrete deliveries

Tipper Trucks and Truck & Dog Concrete agitator truck Semi-trailer

10 trucks, making 4 visits per day, for 3 months 10 trucks per day for 3 days per week, for 6 months 4 trucks, each undertaking 2 visits per day, 3 days per week, for 3 months 4 trucks, each undertaking 2 visits per day, 3 days per week, for 3 months 16 light vehicles, each undertaking 1 visit per day 8 trucks, each undertaking

Building materials

16 vte/day

Delivery of pumping station components Powerlines and substation Construction

Semi-trailer

16 vte/day

Light vehicles (cars, 4WDs, utes) Trucks

48 vte/day (32 light vte/day) (16 heavy vte/day)

10

As these trips will occur before and after all other construction activity occurs they have not been added tot eh typical peak day traffic volume.

PAGE 26

Estimated Activity

Estimated Vehicle Type

Estimated Number and Frequency of Vehicles

Estimated Total Trips on a peak day (vehicle trip ends (vte) per day) 60 vte/day

1 visit per day Workers, Supervisors & Admin. (20 per site) TOTAL Light vehicles (cars, 4WDs, utes) 15 vehicles per day per site, for 8 months

240 vte/day11 (including 148 heavy vte/day)

Based on the above, it is estimated that the construction of the pumping station will generate nominally in the order of 240 vehicle trip ends per day, including 148 heavy vehicle trip ends per day. It is understood that the construction, and hence the above additional traffic volume, is expected to occur over a period of approximately 12 months. Where the pipeline and storage facilities ultimately go does not matter from a traffic perspective, provided that: at least one traffic lane is open at all times along the Melba Highway and Goulburn Valley Highway; intersections to the construction corridor are selected in safe locations considering at least sight distance and road grade issues; construction activities are planned outside of peak holiday periods where possible; construction activities seek to minimise disruption to local/private accesses; and Traffic Management Plans be prepared and independently audited prior to construction commencing. Operation of Pipeline, Pumping Stations, Balancing Storage, Electrical Infrastructure and other associated infrastructure Once constructed, the pipeline, pumping stations, balancing storage and electrical infrastructure and other associated infrastructure will generate ongoing traffic volume, which is estimated to relate to: Surveillance of the system; and 3.2.3

11

This is a conservative figure that assumes all activities are occurring at the same time. It is also noted that this traffic will be distributed along the length of the project.

PAGE 27

Maintenance Table 7 provides information about the expected traffic generation associated with the ongoing operation.
Table 7 - Estimated Traffic Generation during Operation Pipeline, Pumping Stations, Balancing Storage, Electrical Infrastructure and other associated infrastructure Estimated Activity Estimated Vehicle Type Estimated Number and Frequency of Vehicles
1 vehicle per week (for 12 months) 2 vehicles per week (for 9 months) 1 vehicle per year

Estimated Total Trips on a peak day (vehicle trip ends (vte) per day)
2 vte/day 4 vte/day 2 vte/day 8 vte/day (including 2 heavy vte/day)

Surveillance of system and security visits Maintenance

Light vehicles (cars, 4WDs, utes) Light vehicles (cars, 4WDs, utes) Crane

TOTAL

Based on the above, it is estimated that the ongoing maintenance will nominally generate up to 8 vehicle trip ends per day, including 2 heavy vehicle trip ends per day. This is negligible in the context of the surrounding road network, and will not vary across the pipeline options. 3.2.4 Summary of Estimated Traffic Generation and Comparison to Existing Roadway Capacity Based on the above, the greatest traffic impact is associated with the construction of the pipeline. Overall, the construction of the Sugarloaf Pipeline Project is expected to generate in the order of 884 vehicle trip ends per day, including 532 heavy vehicles. This traffic will typically be spread throughout the day and spread along the length of the construction project and is unlikely to exceed 18 months duration. Conservatively assuming that 10% of the daily construction traffic occurs during the peak hour, it is estimated that the proposed construction may generate up to 89 vehicle trip ends in the peak hour, including 53 trucks. It is also assumed that this peak hour will occur during the same peak hour as the peak hour of the Melba Highway. It is estimated that the Melba Highway has a two-way roadway capacity of 1,209 vehicles per hour and currently carries up to 550 vehicles in the peak hour (southern section), of which approximately 44 (8%) are trucks.

PAGE 28

Accordingly, it is estimated that during the peak hour during construction activities, the Melba Highway may carry up to 639 vehicles, including 97 trucks. This is well within its two-way roadway capacity. 3.3 Estimated Traffic Distribution It is anticipated that overall traffic generated by the construction of the pipeline project will be distributed along the entire length of the project. At times, there will be a focus of activity in one section, for example when a clearing crew are working in a similar section to pipeline construction crews, or where there are long distances between access roads to the arterial road network. In addition, construction vehicles will travel along the arterial road network, except where access is required to the construction corridor via a local road. It is noted that, where possible, all construction traffic will travel within the construction corridor to minimise the impact on the adjoining road network. This is particularly important where the pipeline is proposed adjacent to local roads. Specifically, it is noted that the existing conditions of Hunts Lane are not suitable for construction vehicle access and the use of Hunts Lane in its current condition should be avoided. Accordingly, the greatest traffic impact associated with the project will occur at intersections that provide direct access to construction. Specifically, it will include the following locations: Intersections of the Melba Highway with construction access roads (particularly where there is a long distance between access connections (i.e. more construction traffic turning movements12); and Intersections of arterial road network with local roads, where access to construction is via the local road, potentially including the intersection of: Eltham-Yarra Glen Road and Glenview Road; Gulf Road and Melba Highway; and Goulburn Valley Highway and Killingworth Road. It is expected that the bulk of workers and equipment that are transported to the construction of the pipeline and pumping stations will originate from Melbourne or areas to the south (typically, say 90%), while a small proportion of materials and workers will originate from Yea and regions to the

12

The location and number of access roads that join to the arterial road network must provide a balance between: Protecting road safety by minimising the number of accesses to the arterial road network and hence removing the number of turning movements to/from the arterial road network; and Providing sufficient number of access intersections to provide a reasonable level of service for vehicles entering/exiting the access road and for through-traffic.

PAGE 29

north (typically, say 10%). The origin of sand and other fill material is unknown at this stage, but is likely to be sourced from a variety of locations. Similarly the destination of the removed spoil is also unknown but is likely to be distributed within the region. Accordingly, a traffic distribution of 50/50 to the north and south is assumed for this component. The actual volume of construction vehicles that perform each movement at the above identified intersections will depend on the level of activity within each section (e.g. for the section between Eltham-Yarra Glen Road and the Sugarloaf Reservoir, a worst case could be where there is preparation crew and up to 5 construction crews working within this section all at once13) and the separation of access connection roads (spacing likely to be approximately 2 to 3km). Once the pipeline corridor is selected, identification of potential mitigating measures can be undertaken to ensure safe and efficient operation of affected intersections. The location of the intersections from the arterial road network to the construction corridor are unknown at this stage, so the impact at specific locations cannot be assessed. However, this report details the underlying principles with which these intersections should be selected and managed. This traffic impact assessment and the identified mitigating measures generally apply for whichever of the possible alignment options is ultimately selected and has been set up to assist with the selection/elimination process. Given the high-level assessment that has been undertaken based on the information provided, the assessment has set out the strategic ways in which the project overall, regardless of which option is ultimately selected, must manage traffic (e.g. must provide at least one lane for through traffic along the Melba Highway at all times). In response to the comment I would say that all preferred options can be managed from a traffic point of view, provided that: at least one traffic lane is open at all times along the Melba Highway and Goulburn Valley Highway; intersections to the construction corridor are selected in safe locations considering at least sight distance and road grade issues; construction activities are planned outside of peak holiday periods where possible; construction activities seek to minimise disruption to local/private accesses; and Traffic Management Plans be prepared and independently audited prior to construction commencing. All of the preferred pipeline alignments can be supported, subject to the above.

13

This is a highly conservative example. In reality, there may only be one clearing crew and up to 2 construction crews working in this section.

PAGE 30

3.4 Management of Construction Activity As the construction is expected to occur over an 18 24 month period, a comparison of the impact of construction activity during different seasons has not been undertaken. However, where possible, it is recommended that where construction activity that significantly impacts on traffic flow and safety, that this be minimised during peak seasons and holiday periods (e.g. school holidays, snow season, long weekends). A detailed Traffic Management Plan (TMP) will be prepared prior to the commencement of construction activities for approval by VicRoads and the local Councils. Specifically, TMPs will be required for all road improvement works, including road pavement reconstruction, road widening and intersection upgrades. Importantly, the TMPs will assess the impact of all construction activities on existing traffic safety and flow (e.g. construction site access, locations where the pipeline crosses roads, etc). TMPs will be expected to address: The requirements of the Victorian Road Management Act 2004, Worksite Safety Traffic Management, Code of Practice and AS1742.3-2002 - Manual of uniform traffic control devices, Part 3: Traffic control devices for works on roads; Proposed works including deviation from standards, plans used, Road Safety Audits and existing conditions; Traffic Management works including temporary sidetrack construction plan, risk assessment of the temp works and barrier installation; Safe parking locations for construction workers; Safe storage of material within the road reserve (where required); Communication Strategy including notice to the community and advertising and VicRoads Motoring Bulletin Spreadsheet; and Details on Key Contacts, Stakeholder Liaison and Contingency Arrangements. To minimise the impact of the works on the Melba Highway, an access strategy (for access between the arterial road network and the construction corridor) will be developed to ensure the most appropriate locations for access to the Melba Highway along the final corridor are established. Issues to be addressed would be locations with respect to existing intersections, suitability of the sites with respect to safe operation both during and after work periods and general impact on the travelling public.

PAGE 31

With works adjacent to any existing roads, a reduction in speed limits may be considered during work hours. Outside of work hours it is important that the speed zone reductions are minimised. In locations where the pipeline passes through private property and crosses adjoining minor roads, it is expected that temporary road closures may be required. However, where possible, it is preferable to construct side detour roads to maintain access. All alignments can be supported, subject to the points outlined in Section 3.3.

An important objective for the TMPs will be to minimise the impact on the surrounding road network. Elements of this will include: Provision of sufficient delineation and warning to provide safe and efficient movement of vehicles past the work site; Minimising the number of roads/lanes that are closed at the same time; Minimising the duration of temporary road/lane closures; Minimising the impact of road works at public holidays, school holidays, snow season and other times when the Melba Highway may be in reasonable demand; and Provision of adequate detour/guidance signage is provided for motorists. All TMPs will be reviewed by an independent VicRoads accredited Senior Road Safety Auditor prior to implementation.

PAGE 32

4.

Conclusion

4.1 Summary of Key Impacts/Issues In summary, the following have been identified as the key potential traffic impacts related to the construction of the Sugarloaf Pipeline Project and associated facilities: The Melba Highway is a high order priority road and serves an important traffic function. There are no suitable alternate detour routes. Accordingly, it is preferable that at least one traffic lane remains open at all times during construction; Melba Highway has sufficient capacity to accommodate the expected construction traffic; The construction traffic is not expected to cause any significant detrimental impacts to the operation or safety of the adjoining road network (provided that access to the construction corridor is managed appropriately); The majority of the construction traffic will have an origin or destination from the south (i.e. Melbourne); The key impact will be on the safety and operation of intersections that construction traffic uses to directly access the construction corridor; and It is inappropriate for large construction vehicles to use Hunts Lane and other similar local roads with narrow carriageways, steep grades and tight curves. All alignments can be supported, subject to the points outlined in Section 3.3. 4.2 Summary of Mitigating Measures The following provides a summary of the key mitigating measures that will be required to minimise the traffic impact of the project on the community and the operation and safety of the adjoining road network: Plan that at least one traffic lane on the Melba Highway remains open at all times; Where possible, construction traffic will travel within the construction corridor rather than the adjoining road network; Access roads will be provided that intersect with the adjoining road network at appropriate and safe locations (i.e. suitable sight distance, grades, alignment, width of access to enable efficient movements); The number of accesses from the road network to the construction corridor will be minimised; Plan for construction activities that will have the greatest impact on traffic flow and safety to occur outside of peak seasons and periods (e.g. school holidays, snow season, long weekends); and

PAGE 33

Prior to the commencement of construction activities, detailed TMP will be prepared for all construction activities that have an impact on existing traffic safety and flow. The TMPs will be prepared in accordance with the relevant Code and Australian Standard. The TMPs will be subject to review by an independent Road Safety Auditor at the design stage and when the traffic management is first implemented. 4.3 Knowledge Gaps The above impact assessment provides a very broad level assessment of the traffic impacts expected to be generated by the Sugarloaf Pipeline Project and associated facilities. Detailed construction methods are being finalised. Specifically, the updated information may detail and enable the following: Appropriate accesses to the construction corridor from the arterial road network and an estimate of the likely construction traffic turning volumes at these intersections and the impact that this has of traffic safety and operation (an assessment of the performance of these intersections may require the collection of new traffic count data); and Appropriate accesses for maintenance and operation to the proposed pump station and storage facilities and an estimate of the likely traffic turning volumes at these intersections and the impact that this has of traffic safety and operation (an assessment of the performance of these intersections may require the collection of new traffic count data).

PAGE 34

Appendix A aaSIDRA Outputs

PAGE 35

Melba Hwy
SIDRA Intersection Output Roadworks (320vph)

Input Flows (veh/hr)

Degree of Saturation
Color code based on degree of saturation < 0.6 0.6-0.7 0.7-0.8 0.8-0.9 0.9-1.0 > 1.0

Control Delay (seconds)

Level of Service
Colour code based on level of service and control delay LOS A LOS B LOS C LOS D LOS E LOS F

Stop Line Delay (seconds)

Queue Distance (metres)

Color code based on queue storage ratio < 0.6 0.6-0.7 0.7-0.8 0.8-0.9 0.9-1.0 > 1.0

Melba Hwy
SIDRA Intersection Output Roadworks (400vph)

Input Flows (veh/hr)

Degree of Saturation
Color code based on degree of saturation < 0.6 0.6-0.7 0.7-0.8 0.8-0.9 0.9-1.0 > 1.0

Control Delay (seconds)

Level of Service
Colour code based on level of service and control delay LOS A LOS B LOS C LOS D LOS E LOS F

Stop Line Delay (seconds)

Queue Distance (metres)

Color code based on queue storage ratio < 0.6 0.6-0.7 0.7-0.8 0.8-0.9 0.9-1.0 > 1.0

Appendix B CHR layout

PAGE 36