Construction Traffic Management Sub-Plan

Transcription

1 B Appendix B Construction Traffic Management Sub-Plan 13 January 2012

2

3 CiviLake Construction Traffic Management Plan

4 Prepared for CiviLake Prepared by AECOM Australia Pty Ltd Level 21, 420 George Street, Sydney NSW 2000, PO Box Q410, QVB Post Office NSW 1230, Australia T F ABN AECOM Australia Pty Ltd (AECOM). All rights reserved AECOM has prepared this document for the sole use of the Client and for a specific purpose, each as expressly stated in the document. No other party should rely on this document without the prior written consent of AECOM. AECOM undertakes no duty, nor accepts any responsibility, to any third party who may rely upon or use this document. This document has been prepared based on the Client s description of its requirements and AECOM s experience, having regard to assumptions that AECOM can reasonably be expected to make in accordance with sound professional principles. AECOM may also have relied upon information provided by the Client and other third parties to prepare this document, some of which may not have been verified. Subject to the above conditions, this document may be transmitted, reproduced or disseminated only in its entirety.

5 Quality Information Document Ref Date Prepared by Reviewed by Bev Atkinson Steven Kemp Distribution Copies Recipient Copies Recipient 1 Joshua Lasky AECOM 1 AECOM Australia Pty Ltd. File Copy Revision History Revision Revision Date Details Authorised Name/Position Signature 0 25 July 2011 Final Steven Kemp Associated Director, Strategic Planning & Advisory 1 26 Oct 2011 Final (Revised) Joshua Lasky Principal Environmental Engineer 2 23 Nov 2011 Revised Draft for CiviLake Review Joshua Lasky Principal Environmental Engineer 3 12 Jan 2012 Final Joshua Lasky Principal Environmental Engineer

6 Table of Contents 1.0 Introduction Background Project Approval Scope of Works The Proposed Works Description of Proposed Works Proposed Worksite Activities Generating Truck Movements Hours of Operation for Construction Activities Site Access The Weir Road Racecourse Road Griffen Road Truck Movements Truck Routes Worksite Management Worker access and parking Site Safety Over Size Vehicles Adjacent Properties and Land-Uses Existing Peak Hour Traffic Flows Impacts of Construction and Mitigation Strategy Impacts of the Proposed Works Context of Traffic Management Plan Cumulative Impacts of Other Construction Activities Impact of Construction Traffic Proposed Mitigation Strategy Local Roads The existing Weir Road junction Construction of the proposed Weir Road junction The weir crossing Management of access during flooding of The Weir Road Schools Advance Warning, Detour and Directional Signage Management of truck movement Site security and Safety Traffic Control Pedestrian Access Emergency Vehicle Access Authority Approvals and Advance Notification of Proposed Works Communication 17 Appendix A Vehicle Movement Plans from CiviLake A

7 1 1.0 Introduction AECOM Australia Pty Ltd (AECOM) has been engaged by CiviLake on behalf of Lake Macquarie City Council to prepare a construction traffic management plan for a proposed sustainable resource centre at Teralba. The project has been granted approval by the Department of Planning, Reference: subject to a number of conditions, which include the requirement for submission of a Construction Environmental Management Plan (CEMP). This plan forms part of the CEMP for the project. 1.1 Background CiviLake (a business unit of Lake Macquarie City Council) proposes to develop and operate the sustainable resource centre on a Site at The Weir Road, Teralba, known as Lots 42, 43, 53 and 54 in Deposited Plan (DP) The proposed Facility will be a crushing, grinding and separating operation for construction and green waste materials including concrete, asphalt, recycled asphalt pavement, road base, green waste, bricks, tiles and soil. The proposed Facility would accept up to 200,000 tonnes per annum (tpa) of construction and green waste material for reuse within CiviLake operations and resale to the construction industry. The site of the proposed Facility has an area of approximately 7 hectares and is located approximately 2km north of the village of Teralba on a floodplain to the south and west of Cockle Creek. The site will be accessed from a new entry intersection with The Weir Road, which adjoins the southern boundary of the site. Access to the site is available from two directions, Barnsley to the west via The Weir Road and Teralba to the southeast, via The Weir Road and Racecourse Road. The site location is illustrated in Figure 1 following. Figure 1 Site Location Source: AECOM, 2009 adapted from UBD

8 2 1.2 Project Approval This forms part of the Construction Environmental Management Plan which has been prepared to comply with Condition 1, Schedule 6 of the NSW Department of Planning and Infrastructure s (DoPI) Conditions of Approval: The Proponent shall prepare and implement a Construction Management Plan for the development to be carried out to the satisfaction of the Director-General. The plan shall be submitted to the Director-General for approval prior to the commencement of construction. Further transport related requirements of the project approval primarily relate the operational phase of the proposal, as outlined in Schedule 5. The only condition related to the construction phase relates to hours of work, which were specified as; Monday Friday 7.00am-6.00pm, Saturday, 8.00am-1.00pm and Sunday & Public holidays Nil. 1.3 Scope of Works In order to address the requirements relevant to construction traffic management plan, the scope of this study is as follows: - Assess the forecast truck and other vehicle movements associated with the initial set-up phase and subsequent filling of the site; and construction phases of the work; - Identify the proposed access arrangements and truck routes to and from the worksite; - Define the construction staging and associated provision for traffic, pedestrians and cyclists; and - Consideration of the impacts that may result from the proposed works and, where necessary, identify measures to manage adverse impacts; particularly in respect of worksite activities and schools located on approach/ departure routes. This plan should be read in conjunction with the remainder of the Construction Management Plan (CMP) and other project plans and strategies, which will further detail the proposed methodology for communicating the proposed works and mitigation measures to reduce potential impacts on residents, schools and the broader community. A summary of relevant sections of the construction traffic management plan is shown in Table 1 following. Table 1: Document References Requirement Prior to the commencement of works, the Proponent shall prepare and implement a Construction Management Plan. Assessment of the likely impacts of the proposed works on surrounding areas (including the impact on intersections), major arterial and local road networks. Assessment of the details of anticipated truck movements to and from the Site Assessment of the cumulative impacts associated with other construction activities Assessment of the details of the access arrangements for workers to and from the Site, emergency services and service vehicle movements. Identification of mitigation measures to address potential impacts of construction Document Reference This document is part of the CMP Section 3 Section 2.6 and 2.7 Section 3.5 Section 2.5,2.8 and 3.6 Section 3

9 3 2.0 The Proposed Works 2.1 Description of Proposed Works The purpose of the proposed is to receive and recycle construction and green waste material for reuse within CiviLake operations. Once operational, trucks delivering feedstock will enter the site from The Weir Road intersection, approaching and departing from either direction along The Weir Road. In the construction phase, the site would be filled over a period in the order of three years, as fill becomes available from CiviLake works or third party suppliers on a campaign basis. It is expected that the majority of fill would be obtained from spoil generated from local road and potentially construction projects. All material used for site filling and capping would be excavated natural material (ENM) or other material approved by the OEH. A temporary construction site access from the worm farm access road is proposed prior to The Weir Road access being constructed. Other minor works are envisaged to be associated with the construction of: - The Weir Road access; - Internal roads and fire access tracks; - Car parking and office facilities; - Site security and weighbridge; - Various detention ponds; and - Concrete batch plant - Site structures including site sheds etc Further details of the proposed works are contained in the CMP. 2.2 Proposed Worksite Activities Generating Truck Movements The worksite activity generating the most truck movements is anticipated to be associated with the delivery of fill to the site. An estimated 200,000 tonnes of fill is required to raise the site to its proposed level. The size of trucks that will be used to import fill during the construction period will generally be 8 to 12 tonne capacity, with a small number of 30 tonne truck and dog combination vehicles. Normally material would be brought in over one or two days and be less than 500 tonnes in volume, which would be placed and compacted. However longer term stockpiling of capping material during the construction period may be required in the event that soil stockpiles are used as part of a geotechnical preloading strategy to reduce potential for post-construction differential settlement. In comparison to the import of fill, the remaining construction activities will generate minor truck movements Minor works are envisaged to be associated with the construction of: - Site establishment, including clearing and grubbing in preparation for filling of the site - The Weir Road access; - Completion of site remediation including capping layer - Internal roads and fire access tracks; - Car parking and office facilities; - Site security and weighbridge; - Various detention ponds; and - Concrete batch plant - Site sheds and other minor structures

10 4 2.3 Hours of Operation for Construction Activities Condition 23 in Schedule 4 of the DoPI s Conditions of Approval identifies operating hours for construction and operation. The construction hours are shown in Table 2 following. Table 2 Approved Construction Hours Day Hours Construction Monday Friday 7 am 6 pm Saturday Sunday & Public Holidays 8 am 1 pm Nil 2.4 Site Access During the initial stages of construction, the site will be accessed via a temporary access utilising the existing worm farm access road. Figure 2 illustrates the site layout and Figure 3 the proposed temporary access location. Figure 2 Site Plan Weir Road Site Access Temporary Access via worm farm access road Source: AECOM, 2010

11 5 Figure 3 Proposed Temporary Site Access via Worm Farm Access Refer Vehicle Movement Sub Plan 4 On Site - SRC Refer Vehicle Movement Sub Plan 2 & 3 (Ref App A) Worm Farm & Haul Road Refer Vehicle Movement Sub Plan 1 Intersection Griffen Road & Racecourse Road Source: CiviLake, December The Weir Road The Weir Road is a sealed two-lane, two way road with unsealed shoulders and an 80km/h posted speed at the site frontage; a 60km/h speed zone is provided on the reverse curves to the west of the site frontage. The Weir Road in the vicinity of the proposed site access location is illustrated in the following photographs. Figure 4: The Weir Road looking west from the proposed entry Figure 5: The Weir Road looking east Source: AECOM, 2009 Source: AECOM, 2009

12 6 Figure 6: The Weir Road looking west to Barnsley School crossing Figure 7: Northville Pde looking south to Barnsley School crossing Source: AECOM, July 2011 Source: AECOM, July 2011 The Weir Road crosses an existing weir to the west of the subject site access. The curved approach alignment to the crossing and restricted width of the weir do not permit two way concurrent traffic movement. At times of heavy rain the water flows over the roadway posing a hazard primarily for cars. Figure 8: The Weir Road looking west at weir crossing Source: AECOM, July Racecourse Road Racecourse Road connects to The Weir Road and id aligned in a north-south direction parallel to Cockle Creek. The road is also sealed and has a single lane in each direction. Racecourse Road provides connection between the proposed facility and the suburb of Teralba, via York St. The northern section of Racecourse Road has an 80km/h speed limit, which reduces to 50km/h on approach to Teralba.

13 7 Figure 9: Racecourse Road looking north at rail underpass Figure 10: Racecourse Rd looking south to Teralba (50km Zone) Source: AECOM, July 2011 Source: AECOM, July 2011 Figure 11: Looking south approaching Teralba Public School Figure 12: Racecourse Rd looking north approaching Griffen Road Source: AECOM, July 2011 Source: AECOM, July Griffen Road Griffen Road connects to The Weir Road/ Racecourse Road at a priority controlled T intersection. It is a two-way, undivided sealed road with a single (narrow) traffic lane in each direction.

14 8 Figure 13: Griffen Road approaching The Weir Road Figure 14: Griffen Road guardrail at eastern corner of Racecourse Rd Source: AECOM, July 2011 Source: AECOM, July2011 Figure 15: Headwall at Racecourse Rd/Griffen Road / The Weir Road junction Figure 16 Griffen Road looking east to Racecourse Rd Source: AECOM, July 2011 Source: AECOM, July Truck Movements The construction truck movements were estimated in the traffic assessment undertaken as part of the Environmental Impact Assessment (EA, AECOM, 3 August 2010) for the resource centre. In order to consider the sensitivity of the forecast truck numbers associated with the filling of the site, the number of truck movements has been reassessed for this report, based on similar, but more onerous criteria to the EA. The assumptions have been varied with respect to the proportion of smaller dump trucks (30%, up to 8 tonne capacity) dump trucks (60%, 12 tonne capacity) and truck and dog combination vehicles or semi-trailer (10% at 30 tonne capacity) and the number of working days. The estimate of truck sizes is indicative only. The results of the analysis of truck numbers and trip generation are summarised as follows: - Quantity of fill: Average of 60,000 tonnes per annum. (Peak of 80,000tpa) - Working days: 275 per annum (50 5.5days per week): - Average quantity of fill per day: 218 (average) (peak) tonnes per day - Number of trucks per day: 17 to 23 trucks, based on average load 12.6 tonnes per truck, (Average load based on 30% of 8 tonne, 60%of 12 tonne and 10% of 30tonne)

15 9 - Number of truck movements per day 34 to 46 trips (17 to 23 inbound and 17 to 23 outbound) per day - Average number of trucks trips per hour Average of approximately 7 trips per hour (assuming preferred hours for deliveries 7.00am-2.00pm) The preceding analysis illustrates that the forecast average number of truck movements per day is low. The number of truck movements may vary on individual days, depending on the source of fill, availability of a stockpile, time taken to load the truck(s), the number of trucks available and travel times to the site. The remaining works are envisaged to generate lesser numbers of daily truck movements. In addition to truck movements, a small number of site staff will generate additional light vehicle (car/ utility) movements. Depending on the stage of work and number of concurrent activities, this may range from a further 10 to 20 trips per day (5 to 10 inbound and 5 to 10 outbound trips). Further, there would be deliveries of plant and equipment on an ad hoc, one off basis, such as earth moving and road making equipment, (scrapers, excavators, compactors etc); and for the delivery of materials associated with the weighbridge and any site offices. Depending on the size of the load and transport vehicle these deliveries may require traffic control / temporary traffic management e.g. such as escort vehicles (flashing lights), traffic controllers for turns at intersections with restricted width/ alignment. However, given the largely undeveloped land surrounding the site, there is a low potential for conflicting vehicle movements in the immediate site surrounds (e.g. Griffen Road and the worm farm access road). Racecourse Road carries more traffic, with industrial commercial premises at the southern end prior to the township; flows to the west of Griffen Rd, during the morning peak hour are still relatively low, as shown in Section Truck Routes The sites have reasonably direct access to the arterial road network. The exact location of potential sites with suitable fill material is not known, however, based on the current traffic distribution, it is envisaged that the transportation of materials will be from two directions. Approximately 60 percent of the material will be transported via Teralba and Racecourse Road and the remaining 40 percent of the material will come from the west via Barnsley and The Weir Road. As there is no information on the location from which employees will travel to work, a 50/50 split between the two routes has been assumed. It is intended that heavy vehicles travelling via Teralba will use Racecourse Road, York Street and Toronto Road to access Five Islands Road. Anzac Parade has a load limit of five tonnes and it is not intended for heavy vehicles generated by the proposed development to use Anzac Parade, as a thoroughfare between William Street and Five Islands Road. Proposed route to/ from The Weir Road (west): - From the south and west via the F3 Freeway, George Booth Drive, Northville Drive to The Weir Road, to Racecourse Road to Griffen Road to and the worm farm access road; - From the south and east, via Five islands Road, Toronto Road, York Rd to Racecourse Road to the worm farm access road; and - From the north, via the F3 freeway Newcastle Link Road, Woodford St to George Booth Drive Northville Drive to The Weir Road Proposed route to/ from The Weir Road/Racecourse Road (east/ south): - Worm farm access road to Griffen Road and Racecourse Road, York Rd, Toronto Road to Five islands Road; - Worm farm access road to Griffen Road and Racecourse Road, The Weir Road, George Booth Drive, and north or south on Northville Drive to F3 Freeway. Roads in the vicinity of the site are shown on Figure 1 to Worksite Management Worker access and parking Parking of worker s vehicles will be accommodated within the worksite. There are no special traffic management requirements envisaged, however it is assumed that the parking location would be varied during the works to

16 10 keep the parking clear of active worksites, e.g. fill dump sites, ultimately detention basins etc and truck access routes Site Safety The work zones will be secured to prevent unauthorised access, including pedestrian access with site perimeter fencing and secured gate(s), as required, in particular to prevent access outside work hours. 2.8 Over Size Vehicles The most common size of vehicle involved in the delivery of fill to the worksite will be medium size dump truck or the truck and dog combination. The delivery of earth moving equipment may require ad hoc delivery by oversize vehicle for equipment not suited to on-road operation Allowable heights will be marked within the high voltage electrical transmission easement present on the site. Refer to CEMP for procedures relating the electrical transmission easement, including height restrictions. 2.9 Adjacent Properties and Land-Uses The immediate site environs are largely undeveloped rural land. There is a low potential for conflicting vehicle movements on the primary access route, e.g. the worm farm access road, Griffen Road and the northern section of Racecourse Road/ The Weir Road. Existing AM peak hour traffic flows on Griffen Road are low with 16 northbound and 17 southbound vehicles per hour, as shown in Section It is understood that the worm farm includes an educational centre, which may attract varying numbers of visitors and school excursion journeys. In the interim, prior to construction of a new site access to The Weir Road, it is proposed to provide access to the site by extending the existing worm farm access road beyond the existing building to the site, as illustrated on Figure 3. The design of the alignment of the new section of road should provide adequate mutual sight distance for drivers exiting the worm farm and trucks exiting past the existing building. Very minor works to implement the junction to The Weir Road will be required; these would be of short duration and may be scheduled to avoid the times for peak traffic movements on The Weir Road.Any traffic changes to implement the intersection, such as diversion of traffic lanes and speed restrictions would be subject to separate traffic control plans, in accordance with the Roads & Maritime Traffic Control at Worksite Manual Existing Peak Hour Traffic Flows A traffic impact assessment was undertaken as part of the Environmental Assessment, Reference: Proposed Recycling Facility, Traffic Impact Assessment, AECOM June Manual traffic counts were undertaken by Australasian Traffic Surveys (ATS) during the AM (7.00am 9.00am) peak period on 30 th July 2009 at the following intersections: - Five Islands Road / Toronto Road; - Racecourse Road / Griffen Road; and - Northville Drive / The Weir Road. These intersections were considered to be major intersections in the vicinity of the proposed site that might be impacted from additional traffic generated by the proposal. Analysis of the data shows that the AM peak period for the network was between 8.00am and 9.00am. The surveyed traffic data for the AM peak hour at the three intersections are shown in Figure 17, Figure 18 and Figure 19.

17 11 Figure 17: 2009 AM Peak Five Islands Road / Toronto Road Intersection Source: AECOM, 2009 LGV Light Goods Vehicles including Cars and Motorcycles HGV Heavy Goods Vehicles Figure 18: 2009 AM Peak Racecourse Road / Griffen Road Intersection Figure 19: 2009 AM Peak Northville Drive / The Weir Road Intersection Source: AECOM, 2009 LGV Light Goods Vehicles including Cars and Motorcycles HGV Heavy Goods Vehicles Source: AECOM, 2009 LGV Light Goods Vehicles including Cars and Motorcycles HGV Heavy Goods Vehicles

18 Impacts of Construction and Mitigation Strategy 3.1 Impacts of the Proposed Works Construction activities will occur within the proposed site, with no temporary road closures or traffic diversions required to permit the majority of the works. Hence the external impact in relation to traffic of the proposed works will primarily be related to the movement of trucks and staff vehicles on local roads. The forecast truck movements generated by the site as outlined in Section 2, are expected to be low and no significant impact on the capacity of the arterial road network is envisaged. The management of the worksites and localised impacts on The Weir Road, Griffen Road, Racecourse Road and York Road are therefore considered the primary objective to mitigate the traffic impacts of construction. The primary impact of the proposed works is envisaged to be related to: - Use of existing local roads for construction access. - Forecast truck number are anticipated to be low, however, the existing roads have restricted width of sealed carriageway, unsealed shoulders and limited passing opportunities. Notably, potential impacts on the worm farm access road and Griffen Road, prior to The Weir Road access intersection being established; - Truck movements passing Teralba and Barnsley Public Schools during the times of peak pedestrian and traffic movements at the school frontages around school opening and closing hours; - Construction of the Weir Road (BAR) access into the site. - Construction of the new junction may require traffic management and short term speed restrictions; - Site access during flood events, if The Weir Road, west of the site is closed. 3.2 Context of Traffic Management Plan The CTMP describes the planning and sequencing of the construction activities, impacts and mitigation strategies. As identified in Section 2, the number of truck movements per hour is low. Consideration of the proposed works has not identified the need for traffic control plans to define the specific changes or diversions of traffic. For the remainder of the tasks, the works are contained within the site, the primary mitigation strategy is to influence/ regulate the driver s behaviour to minimise impacts on frontage properties and other road users on truck access routes. The works may ultimately be varied by the contractor during the works which would require traffic control plans (TCP) to be developed, in accordance with Australian Standard and the Roads and Traffic Authority s (RTA) Guide to Traffic Control at Worksites. 3.3 Cumulative Impacts of Other Construction Activities Lake Macquarie City Council has advised at the time of preparation of the traffic assessment, that there were no other major developments currently proposed in the vicinity of the site. Future development of sporting facilities are anticipated in more than 10 years time and will therefore not contribute to potential conflict with the proposed works. 3.4 Impact of Construction Traffic Traffic movements during construction are significantly below the forecast flows from the site once operational. The traffic impacts from construction are therefore not envisaged to be related to traffic capacity but to the management of truck movements to minimise impacts on existing road users and maintain safe operating conditions, both on local roads and within the site. York St, near Five islands Rd, carried 342 vehicles per hour, of which 69 are heavy vehicles in the AM peak. The proposed delivery of fill to the site is estimated to generate up to an additional 7 truck trips per hour, with 60% or 4 trips per hour travelling to and from the east/south via The Weir Road, Racecourse Road and York Street, during the AM peak hour.

19 13 Therefore, the contribution of construction traffic at the Teralba Public School is less than approximately 2% of the total traffic flow during the AM peak hour. Existing traffic flows using the Weir Road near Barnsley Public School are approximately 180 vehicles two way during the AM peak hourwhich includes existing heavy vehicle movements of15 vehicles two way. The proposed delivery of fill to the site is estimated to generate up to an additional 7 truck trips per hour, with 40% or 3 trips per hour travelling to and from the west via The Weir Road, during the AM peak hour. Therefore, the contribution of construction traffic at the weir crossing and Barnsley Public School is approximately 2% of the total traffic flow during the AM peak hour. 3.5 Proposed Mitigation Strategy Local Roads Pavement condition The condition of the existing road pavements (notably of the worm farm access road and Griffen Road) would be inspected prior to the start of works and remediation/ patching carried out, where necessary. Truck movements during construction are low, however the pavement condition will contribute to improved safety, particularly in wet weather and at intersections, e.g. Griffen Road at The Weir Rd, where trucks may be accelerating, decelerating and turning. The junction of Griffen Road and The Weir currently shows evidence of pavement deterioration, damage to guardrail and a relatively hidden culvert, which would pose a hazard to an errant vehicle at the junction. These aspects should be highlighted in any site safety briefing or induction for drivers and staff. The guardrail will be repaired and additional guideposts provided to delineate the edge around the culvert. Figure 20: Griffen Road looking south to The Weir Rd Source: AECOM, July 2011 Worm Farm Access Road The existing worm farm access road has a narrow two-way sealed pavement, which would not generally permit passing of trucks. In addition, visitors exiting the worm farm may have limited sight distance round the worm farm building and trees to oncoming trucks to the north, as illustrated in Figure 21 and Figure 22 following.

20 14 Figure 21: Worm Farm Access Road looking south at main building Figure 22: Worm Farm Access Road looking north Source: AECOM, July 2011 The speed limit in the Worm Farm will be set at 10km/h with appropriate signage. Trucks entering the site will be required to stop at an approved holding area near the Worm Farm gates and contact the site supervisor by UHF radio prior to proceeding. The holding area will be designated by signage including a STOP sign and additional signage indicating the correct UHF frequency. Exiting vehicles will have right of way on the narrow road through the Worm Farm area The existing Weir Road junction The increased number of trucks at this junction may be unexpected for drivers on The Weir Road and Racecourse Road. In addition, there is very limited opportunity for drivers to pass a stationary truck waiting to turn right into the site. Advance warning of trucks turning, i.e. signposting of trucks turning and distance (nominally 100m in advance of junction) will assist in alerting drivers to the access. There are potential hazards along the approach routes, which are inconsistent with the existing 80km/h posted speed limit, e.g.: - The reverse curves on The Weir Road to the west of the site (currently signed at 60km/h for the eastbound approach); - The crossing of the weir on The Weir Road to the west of the site; - The rail underpass on Racecourse Road to the south of the site. Despite the posted speed limit, the onus is on all drivers to drive to the prevailing conditions, e.g. to reduce speeds at times when the weir is flooded, or roads are slippery due to rain, or when darkness affects the visibility of the road ahead. Site induction would outline these potential hazards associated with the intersection Construction of the proposed Weir Road junction Construction of the proposed access to The Weir Road would require traffic control to permit the minor pavement widening to establish the site access and including the passing lane construction. A site specific Traffic Control Plan will be developed and this CTMP updated to suit the construction of the intersection. The TCP will be developed by trained and certificated personnel in accordance with the RTA Traffic Control at Worksites Manual The weir crossing The existing crossing of the weir is narrow, with low kerb height. Passing of vehicles requires a low approach speed, particularly given the horizontal curves and downgrades in approach. During wet weather, cars are considered unlikely to attempt to pass on the weir crossing or immediate approaches. Signposting of Road Narrows is provided on the western approach. During flooding there is an LMMC procedure that will be adopted which will close the Weir.

21 Management of access during flooding of The Weir Road During flooding there is an LMMC procedure that will be adopted which will close the Weir. During this time all access will be via Racecourse Road, but essentially there will not work during this period Schools Existing schools are located with frontages to proposed truck routes. The Teralba School frontage is within the Teralba township. The crossing is within a general 50km /h speed zone, (40km/h at school times) with zig-zag and dragon s tooth linemarking to improve driver s awareness of the crossing approaches. The school frontage on York Street is shown in the following figures. Figure 23York Rd NB approaching to Teralba school crossing Figure 24: York Rd SB approaching school crossing Source: AECOM, July 2011 Source: AECOM, July 2011 Barnsley Public School on The Weir Road at the Northville Drive corner has children s crossing in place at both school frontages. The approach to The Weir Road crossing from the east on is on a straight with good approach sight distance. Drivers approaching westbound have negotiated the left or right turn from Northville Drive are travelling more slowly approaching the crossing. The crossing locations for Barnsley School are shown below. Figure: 25: Northville Pde SB approaching school crossing : Figure 26 The Weir Rd WB approaching crossing Source: AECOM, July 2011 Source: AECOM, July 2011 The forecast average truck movements is not anticipated to result in significant traffic impact. The need for drivers to observe the existing school zone restrictions would be reinforced at site induction and toolbox meetings.

22 Advance Warning, Detour and Directional Signage Adequate advance warning and signage would be provided advising drivers, pedestrians and cyclists of the proposed worksite access and directing them to safe travel paths. There are no detours required by the proposed works therefore signage of the temporary works and during operation of the temporary access via the worm farm access road and Racecourse Road is envisaged to be limited to advance warning of trucks turning on The Weir Road (approximately 100m prior to the junction) Management of truck movement Truck movements accessing the site will be managed via a combination of site induction and monitoring of truck movements by CiviLake. The site induction would be a pre-requisite for drivers visiting the work site and establish the expected operating parameters covering the hazards identified in this plan. For staff working at the site, a similar induction and subsequent toolbox talks would be conducted, as required during the work, to update staff when changes to the proposed worksites and or activities are planned. Workers within the site would be separated from the primary circulation path for trucks dumping fill and the dump site. Vehicle Movement Plans will be implemented for the site identifying the required traffic management of approach roads and intersections (see Appendix A). The routes will be signposted and the vehicle movement plans included in the site induction. The vehicle movement plan will be a graphical representation of the site and updated regularly as site conditions change Site security and Safety The worksite will be fenced and secured to avoid vehicle and pedestrians inadvertently entering the Site, both during work hours or outside work hours. Perimeter fencing will be introduced during the period of the initial site establishment and lockable gates secured outside hours of work Traffic Control During construction, the altered driving conditions within the works site have the potential to reduce the level of safety for workers and motorists. Typically this will result from changed traffic conditions such as a reduction in lane widths, shifting of traffic lanes during construction of The Weir Road access. Drivers would be advised of changed conditions at site induction and toolbox talks. The need for drivers to contact site staff via UHF at the entry will ensure that there is opportunity to update drivers, with any recent changes to procedures. A speed limit of 10km/h is proposed on the Worm Farm Access to road to minimise potential conflicts between trucks and vehicles accessing the Worm Farm. Advance warning of turning trucks on approach to The Weir Road/ Racecourse Road and Griffen Road intersection will be provided to alert drivers to the potential for turning trucks at the junction Pedestrian Access No impacts on existing pedestrian access are envisaged. Pedestrian movements at The Weir Road and Racecourse Road junction are anticipated to be very minor. The worksite will be secured to prevent unauthorised access Emergency Vehicle Access As part of notifying the community, emergency service providers will be notified of upcoming works a minimum of two weeks before commencing work/ implementing any traffic control plan affecting available traffic movements Signage will be installed at the appropriate point on The Weir Rd or Racecourse Rd identifying the access gate for the site. Access for emergency vehicles will be maintained for the duration of the works. Under the proposed construction program, the two-way travel lanes on The Weir Road and the worm farm access road will be maintained. However short-term stop/go operation under traffic control may be required for traffic control set-outs and removals, during the minor works to establish the site access to The Weir Road. These will be relatively short-term work and will always occur under the direction and supervision of a qualified traffic controller.

23 17 In the event that access for emergency vehicles or other emergency situations are required during any temporary lane or driveway closures, then the traffic controller will be responsible for providing appropriate access for those vehicles. 3.6 Authority Approvals and Advance Notification of Proposed Works There are no works envisaged to require road closures for the subject project. However, any future works requiring temporary traffic diversions would be subject to prior approvals, from Lake Macquarie City Council. 3.7 Communication During construction, ongoing consultation with the community would be undertaken to ensure that timely information is provided to assist in minimising disruption or inconvenience. The contractor s Site Supervisor or Project Manager will be responsible for providing advance notice of changes, which may affect the local community. At present the most likely impacts are envisaged to be related to truck movements in the immediate vicinity of worksite. This would require advance warning to the public of potential truck turning and possible review of the approach speeds in the vicinity. Given the minor nature of works external to the site, communication methods, which may be considered, include: - Project website; - Designated contacts for the contractor (and substitutes) and Council for the duration of the works; - Letters to schools; - Public notices in major regional and local newspapers; and - Static signage at worksites and approach roads. The haulage route is expected to travel past some of the sports/recreational facilities along Racecourse Road, York Street and Toronto Road. The additional traffic movements generated by the proposed development is not envisaged to significantly contribute to traffic delays in the vicinity of these facilities.

24

25 Appendix A Vehicle Movement Plans from CiviLake

26 Sustainable Resource Centre Vehicle Movement Plan To be inserted into AECOM (CTMP) Sustainable Resource Centre Please note: This plan is subject to change and dependant on current construction schedules Refer Vehicle Movement Sub Plan 2 & 3 Worm Farm & Haul Road Refer Vehicle Movement Sub Plan 4 On Site - SRC Refer Vehicle Movement Sub Plan 1 Intersection Griffen Road & Racecourse Road

27 Sustainable Resource Centre Teralba Vehicle Movement Sub Plan 1 Intersection of Racecourse Road and Griffen Road Teralba Heavy Vehicles Turning Ahead Sign Along The Weir Road proceeding to the intersection of Racecourse and Griffen Roads Distance to intersection to be determined in line with RTA requirements Sign W5-205 (RTA Manual Traffic Control at Work Sites) Caution Construction Zone Ahead Sign To be erected within 20 metres of the intersection of Racecourse and Griffen Roads along Griffen Road proceeding onto site Heavy Vehicles Turning Ahead Sign Along Racecourse Road Proceeding to the intersection of Racecourse and Griffen Roads Distance to intersection to be determined in line with RTA requirements Sign W5-205 (RTA Manual Traffic Control at Work Sites)

28 Sustainable Resource Centre Teralba Vehicle Movement Sub Plan 2 Griffen Road Proceeding Past Worm Farm Caution Pedestrian and Vehicle Movement in this area sign This sign is to be erected on either side of the proposed marking crossing between the worm farm and proposed composting area for general public Worm Farm Closed Tuesdays and Thursday Construction Traffic Only Sign This sign is to be erected at the entrance of the Worm Farm Designated UHF Channel Sign Contact Site Supervisor before proceeding past this Point This sign is to be erected at the entrance of the Worm Farm Give Way to exiting vehicles sign 10km/h Speed Limit Sign This sign is to be erected at the entrance to the Worm Farm and at the Rumble Bars along Haul Road to the SRC Site Caution Pedestrian and Vehicle Movement in this area sign This sign is to be erected on either side of the proposed marking crossing between the worm farm and proposed composting area for general public Caution Pedestrian and Vehicle Movement in this area sign This sign is to be erected near exit of proposed composting area adjacent to worm farm This sign is to be erected at the entrance of the Worm Farm 10km/h Speed Limit Sign This sign is to be erected at the entrance to the Worm Farm and at the Rumble Bars along Haul Road to the SRC Site

29 Sustainable Resource Centre Teralba Vehicle Movement Sub Plan 3 Haul Road between Worm Farm and SRC Site 10km/h Speed Limit Sign This sign is to be erected along Haul Road in proposed location Give Way to exiting vehicles sign This sign is to be erected along Haul Road near Worm Form at proposed location

30 Sustainable Resource Centre Teralba Vehicle Movement Sub Plan 4 On Site Sustainable Resource Centre Please note this plan may be subject to change and dependant on current construction schedule Mandatory PPE & Site Rules Sign (including speed limit and UHF Channel) This sign is to erected at the entrance to the SRC Site All Traffic Proceed in this Direction (Insert Arrow) Sign This sign is to erected at the entrance to the SRC Site Caution Traffic Entering Site Sign This sign is to erected at the entrance to the SRC Site Overhead Powerlines Signs These signs are to be erected along electrical easement