WA SSD TIA FINAL 26.08.2016

Appendix FTraffic & Transport Assessment

F

Weston Aluminium Pty Ltd

26-Aug-2016

Weston Aluminium Thermal Waste Processing Project Traffic and Transport Assessment

AECOM Weston Aluminium Thermal Waste Processing Project

Revision 0 – 26-Aug-2016 Prepared for – Weston Aluminium Pty Ltd – ABN: 91 075 245 108

Weston Aluminium Thermal Waste Processing Project Traffic and Transport Assessment

Client: Weston Aluminium Pty Ltd

ABN: 91 075 245 108

Prepared by

AECOM Australia Pty Ltd 17 Warabrook Boulevard, Warabrook NSW 2304, PO Box 73, Hunter Region MC NSW 2310, Australia T +61 2 4911 4900 F +61 2 4911 4999 www.aecom.com ABN 20 093 846 925

26-Aug-2016

Job No.: 60486360

AECOM in Australia and New Zealand is certified to the latest version of ISO9001, ISO14001, AS/NZS4801 and OHSAS18001.

© 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.



Quality Information

Document Weston Aluminium Thermal Waste Processing Project

Ref 60486360

Date 26-Aug-2016

Prepared by Eric Wu

Reviewed by Nick Bernard

Revision History

Revision Revision Date

Details Authorised

Name/Position Signature

A 10-Jun-2016 Draft for Client Review Simon Murphy Principal Environmental Planner

0 26-Aug-2016 Final Simon Murphy Project Manager



Table of Contents Executive Summary i 1.0 Introduction 1

1.0 Weston Aluminium Thermal Waste Processing Project 1 1.0.1 Overview 1 1.0.2 Proposed Development 1

1.1 Purpose of the Report 5 1.1.1 Secretary’s Environmental Assessment Requirements 5 1.1.2 Traffic Impact Assessment Objectives 5

1.2 Report Structure 6 2.0 Methodology 7

2.0 Legislation, Policy, Criteria and/or Guidelines 7 2.1 Study Area 7 2.2 Background Information Review 7

2.2.1 Database Searches 7 2.2.2 Review of Surrounding Developments (if required and relevant) 7 2.2.3 Review of Previous Studies 7 2.2.4 Assumptions 7

2.3 Method of Impact Assessment 7 3.0 Existing Conditions 9

3.0 Study Area Context 9 3.1 Existing Traffic Conditions 9

3.1.1 Surrounding Road Network 9 3.1.2 Walking and Cycling 9 3.1.3 Public Transport 9 3.1.4 Existing Operational Traffic 10 3.1.5 Existing Crash Data Analysis 10

4.0 Traffic Impact Assessment 13 4.0 Construction Traffic Impact 13 4.1 Future Operational Traffic Impact 13 4.2 Assessment of Parking Layout 13 4.3 Cumulative Traffic Assessment – Battery Recycling Facility 13

5.0 Mitigation, Management and Monitoring 15 6.0 Conclusion 17

Appendix A Crash Data A

List of Figures

Figure 1 Regional Context 2 Figure 2 WA Sit 3 Figure 3 Project Area Context 11

List of Tables

Table 1 Secretary’s Environmental Assessment Requirements – Traffic and Transport 5 Table 2 Crash Summary on Mitchell Avenue (1 January 2010-31 December 2014) 10 Table 3 Battery Recycling Facility Truck Movements 14



i

Executive Summary This report presents the traffic and transport assessment relating to the proposed installation of a thermal waste processing plant (the Project) at the existing Weston Aluminium recycling and refining facility at 129 Mitchell Avenue, Kurri Kurri in the Hunter Valley, NSW. An assessment was undertaken of the potential construction and operational traffic impacts associated with the Project.

During the peak construction period, it is anticipated that:

- Up to ten light vehicles per day accessing the Project Area (assuming an occupancy rate of one person per car); and

- Approximately two heavy vehicles (trucks) accessing the Project Area per day. Truck movements are likely to be spread throughout the day as equipment and materials are required onsite.

Construction traffic is expected to have minimal impact on the surrounding road network.

The future operational traffic would experience an increase of six shift workers and two maintenance staff. In addition, approximately three extra truck deliveries would be generated on a typical weekday. These increases are expected to have a minimal impact on the surrounding road network.

There are sufficient existing parking space on site to accommodate existing, construction and future operational staff numbers.

A Construction Traffic Management Plan (CTMP) should be prepared and implemented before construction commences to manage construction traffic. Operational traffic would be managed in accordance with Weston Aluminium’s existing site traffic management requirements.



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1.0 Introduction

1.0 Weston Aluminium Thermal Waste Processing Project

This section provides an introduction to the Weston Aluminium (WA) site (the WA Site), the proposal to install and operate medical and other waste processing equipment at the WA Site (the Project), and the purpose and content of this report.

1.0.1 Overview

WA proposes to install and operate thermal processing equipment at their existing aluminium recycling and refining facility at 129 Mitchell Avenue, Kurri Kurri in the Hunter Valley, NSW (refer Figure 1).

In response to the ongoing decline in traditional focus areas within the aluminium and steel sectors, and identified growth opportunities in other and emerging markets, WA proposes to further adapt and diversify its plant, equipment and processes to enable the thermal processing of other wastes. This Project promotes development of the Kurri Kurri region, providing employment opportunities and contributes to the growth of industrial development in an environmentally sustainable manner.

The WA Site is ideally positioned in the Lower Hunter to cater for the ever-increasing generation of wastes and the resulting increase in demand for regional specialist waste management. As part of the Project, WA proposes to construct and operate purpose-built infrastructure for the safe receipt, storage and processing of medical and other wastes. Currently, such wastes must be transported significant distances, often interstate, for disposal. WA has a strong demonstrated history of planning approval and environmental license compliance with stringent environmental requirements currently enforced through a comprehensive environmental management system.

1.0.2 Proposed Development

Proposed thermal processing equipment is to be incorporated into the existing WA Site footprint, using existing access, storage areas and emission control systems. Proposed plant and equipment would be located within the northern end of the WA Site (i.e. the Project Area) and still remaining within WA property boundaries. The location of the Project Area is shown in Figure 2.

The kiln is proposed to be established in an east-west orientation, with enclosed input storage facilities and a dedicated feeding system. The existing Baghouse 5 is to be utilised for emission capture and treatment of process emissions from the proposed plant before discharge to atmosphere.

The Project would use WA’s existing site entrances, parking and laydowns areas.

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REGIONAL CONTEXT

FIGURE 1

Environmental Impact Statement

Weston Aluminium Recycling Facility

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1.1 Purpose of the Report

1.1.1 Secretary’s Environmental Assessment Requirements

The Secretary’s Environmental Assessment Requirements (SEARs) require that the Environmental Impact Statement (EIS) for the development must meet the form and content requirements in clauses 6 and 7 of Schedule 2 of the Environmental Planning and Assessment Regulation 2000.

The WA thermal waste processing facility Project EIS has been prepared in accordance with Division 4.1, Part 4 of the Environmental Planning and Assessment Act 1979 (EP&A Act), which ensures that the potential environmental effects of a proposal are properly assessed and considered in the decision-making process.

In preparing this Traffic Impact Assessment (TIA), the SEARs issued for the Project (SSD_7349) on 16 December 2015 have been addressed as required by Clause 75F of the EP&A Act. The key matters raised by the Secretary for consideration in the Traffic Impact Assessment are outlined in Table 1 along with a reference to where the requirements are addressed within this report.

Table 1 Secretary’s Environmental Assessment Requirements – Traffic and Transport

Secretary’s Environmental Assessment Requirement Section Addressed

Traffic and Transport

Traffic and Transport – including: - Details of all traffic types and volumes likely to be

generated during construction and operation, including a description of haul routes;

- Assessment of the predicted impacts of this traffic on road safety and the capacity of the road network, including consideration of cumulative traffic impacts at key intersections using SIDRA or similar traffic model;

- Detailed plans of the proposed layout of the internal road network and parking on site in accordance with the relevant Australian Standards; and

- Plans of any proposed road upgrades, infrastructure works or new roads required for the development.

Section 4.0 Section 4.0 Section 5.0 Section 4.0

1.1.2 Traffic Impact Assessment Objectives

The purpose of this report is to describe the Project and provide an overview of its potential effects on traffic and transport. The TIA includes:

- A review of the existing traffic and transport conditions;

- An assessment of forecast construction and operational traffic and possible transport impacts; and

- Consideration of measures to mitigate these impacts, if required.

The TIA has assessed impacts on the road network in the AM and PM peak hour of a typical weekday, as these generally represent the worst case conditions for traffic impacts.



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1.2 Report Structure

This report is structured as follows:

Section 1.0 Introduction – outlines the Project and presents the purpose of the report.

Section 2.0 Methodology – describes the methodology employed for the Traffic impact assessment.

Section 3.0 Existing traffic conditions – describe the road network and characteristics.

Section 4.0 Assessment of potential impacts – describes the potential impacts of construction and operational traffic resulting from the proposed Project.

Section 5.0 Safeguards and management - provides a summary of environmental mitigation, management and monitoring responsibilities in relation to Traffic management for the Project.

Section 6.0 Conclusion.

Appendix A Detailed crash data.



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2.0 Methodology

2.0 Legislation, Policy, Criteria and/or Guidelines

Where applicable to the Project this report has referenced the following criteria and guidelines:

- RMS Guide to Traffic Generating Developments 2002; and

- Australian /New Zealand Parking Facilities Standard 2009.

2.1 Study Area

The traffic and transport study area of the Project consists of Mitchell Avenue, Government Road, Hart Road and the Hunter Expressway. The site is accessed from Mitchell Avenue, while Government Road and Hart Road connect to site to the Hunter Expressway. Refer Figure 3.

2.2 Background Information Review

2.2.1 Database Searches

Background database searches were conducted by exploring RMS Average Daily Traffic Volumes and Historical Traffic crash data around the Project site:

- No relevant traffic survey locations were available from the RMS Average Daily Traffic Volume database; and

- Traffic crash data was collected on Mitchell Avenue and the surrounding road network from 2010-2014. The crash data includes total crash number, crash location, crash time, crash type and crash movement.

2.2.2 Review of Surrounding Developments (if required and relevant)

A review of RMS planned projects in the Kurri Kurri area indicates that there are no planned road or infrastructure upgrades in the vicinity of the Project site.

2.2.3 Review of Previous Studies

A number of environmental assessments have been undertaken for the site as part of past approvals and modifications. Traffic assessments, included in these environmental assessments, have informed the existing conditions for this study. No other available traffic impact assessments for operations on adjacent sites were found. These previous studies described the traffic generation and potential impact of the existing operation as detailed in Section 3.0.

2.2.4 Assumptions

The following assumptions were used in the traffic and transport impact assessment:

- Up to three trucks and ten light vehicles per day would be generated during the construction phase;

- Three heavy vehicles in and out of Project site in both AM and PM peak hour during the future operational phase; and

- All the light and heavy vehicles would access the site using the Hunter Expressway, Government Road, Hart Road and Mitchell Avenue.

2.3 Method of Impact Assessment

As the predicted traffic volumes for both construction and future operations are relatively low, SIDRA modelling is not considered an appropriate tool to reflect the construction and operation traffic impact because the impact is minimal. SIDRA modelling is unlikely to be able to add any value to the impact assessment due to the low existing and proposed traffic numbers. Therefore, a qualitative analysis was undertaken to assess the construction and operational traffic impact on Mitchell Avenue and its surrounding road network.



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3.0 Existing Conditions

3.0 Study Area Context

The WA Site is located at Kurri Kurri, within the Cessnock local government area in the Hunter Region of New South Wales. It is approximately 40 km northwest of the Newcastle CBD, as shown in Figure 1. The WA Site is located within an established industrial area. Residential areas in Kurri Kurri and Weston are located to the southeast and west of the WA Site, respectively.

3.1 Existing Traffic Conditions

3.1.1 Surrounding Road Network

The key components of the road network surrounding the Project site are described below.

Hunter Expressway

The Hunter Expressway at Kurri Kurri is generally a two-lane divided road. It links the New England Highway to the north and the Pacific Motorway to the south. It has a posted 110 km/h speed limit and is an approved B-double route.

Hart Road

Hart Road is a two lane, two way local road that intersects with the Hunter Expressway, and connects to Government Road to the west. It has a posted 70 km/hr speed limit. The Hunter Expressway interchange with Hart Road (Loxford interchange) has east-facing on- and off-ramps only.

Government Road

Government Road is a two lane two way regional road. It links Hart Road to the north and Mitchell Avenue to the south. It has a posted 60 km/hr speed limit.

Mitchell Avenue

Mitchell Avenue is a two lane, two way regional road that provides access to local industrial areas. It connects Government Road to the west and Northcote Street to the east. The Project site has a direct driveway connection to Mitchell Avenue. Mitchell Avenue does not have a posted speed limit. The default speed limit for a road in an urban areas, defined as having buildings next to the road, is 50km/hr, unless an alternative speed is signposted.

3.1.2 Walking and Cycling

There are no existing footpaths or cycleways provided along Hart Road or Government Road. There are a few sections of footpath provided along Mitchell Avenue outside particular factories, but these are sporadic and not continuous.

The shoulder lanes in both directions on the Hunter Expressway and on the off-ramp at the Loxford interchange are marked for cyclists.

3.1.3 Public Transport

Train

The South Maitland Railway crosses Mitchell Avenue at a level crossing approximately 200m to the southeast of the Project site. There are no regular users of this privately-owned railway. It is occasionally used by the remaining coal operations in the South Maitland Coalfields on an irregular basis. There are no regular commercial or passenger train services on this line. Regardless, trucks accessing the WA Site as part of the Project would not traverse this level crossing to access the WA Site.

Bus

There are three bus services (route 160, 163 and 164) on Northcote Street providing services from Cessnock to Kurri Kurri and Cessnock to Newcastle. All the buses provide regular services from Monday to Friday. Route 160 does not operate on Sundays or public holidays. However, there are no bus stops in the vicinity of Northcote Street.



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3.1.4 Existing Operational Traffic

There are currently 28 full time staff and up to two contractors working at the WA Site per day. On average, 10 heavy vehicles move in and out the WA Site every day (WA, 2016), The operating hours for existing truck movements are from 7am to 10pm, as per the existing site consent conditions. All light and heavy vehicles access the WA Site from the Hunter Expressway, Hart Road, Government Road and Mitchell Avenue. There are no heavy vehicle movements through the Kurri Kurri town centre.

There is a range of vehicle parking options currently available on the WA Site. Staff and visitor light vehicles typically park in the designated parking area at the front of the WA Site. Heavy vehicle typically move through the weighbridge or to the relevant park of the operation depending on their transport task.

3.1.5 Existing Crash Data Analysis

There were 16 crashes in total between January 2010 and December 2014 on Mitchell Avenue and the immediately surrounding road network. Of the 16 crashes, six occurred on Mitchell Avenue as shown in Appendix A. Of the six crashes, there were no fatal crashes, four injury crashes, and two non-casualty crashes (as shown in Table 2).

Table 2 Crash Summary on Mitchell Avenue (1 January 2010-31 December 2014)

Road Section from

Section to

Section Length

Total Fatal Injury Non-casualty

Mitchell Avenue

Government Rd

Northcote St

1.47km 6 0 4 (2 in 2011, 2012,2014)

2 (2011, 2014)

Of the six crashes on Mitchell Avenue:

- Three took place in 2011, one in 2012 and two in 2014; and

- Three involved truck movements, of which two were due to truck movements in and out of industrial sites.

This indicates that while there does not appear to be a worsening crash situation on Mitchell Avenue, the increase in truck movements requires assessment.

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4.0 Traffic Impact Assessment

4.0 Construction Traffic Impact

Construction traffic as part of the installation of the new process equipment includes light vehicle and heavy vehicle movements. There would be approximately 6-10 contractors accessing the Project site during the construction phase. Based on an occupancy rate of one worker per light vehicle, at the peak of construction traffic is expected there would be:

- Up to ten light vehicles per day accessing the Project Area (assuming an occupancy rate of one person per car); and

- Approximately two heavy vehicles (trucks) accessing the Project Area per day. Truck movements are likely to be spread throughout the day as equipment and materials are required onsite.

In the context of construction heavy vehicles could include vehicles in between Classes 3 – 12 in accordance with the AUSTROADS vehicle classification system.

All construction vehicles would access the WA Site from the Hunter Expressway, Hart Road, Government Road and then Mitchell Avenue. Based on the low construction traffic volume, the Project is likely to have a minimal impact on Mitchell Avenue and the surrounding road network. No infrastructure upgrades would be required as a result of traffic generation during the construction phase.

4.1 Future Operational Traffic Impact

The future, operational traffic would experience an increase of six shift workers and two maintenance staff. In addition, approximately three extra truck deliveries would be generated on a typical weekday.

The anticipated operating hours would be 24 hours per day, 7days per week. Despite this, truck movements are expected to be made between 7am and 3pm, Monday to Friday. Regardless, the WA Site would still operate under the existing site licence conditions, requiring all truck movements to be between 7am and 10pm. In the context of the operation of the Project, trucks would generally be in Classes 3 – 5 in accordance with the AUSTROADS vehicle classification system.

All vehicles would access the WA Site from the Hunter Expressway, Hart Road, Government Road and then Mitchell Avenue. No heavy movements would travel through the Kurri Kurri town centre. Once on site, vehicles would travel on the existing internal road system, which has adequate capacity to accommodate increased operational traffic and which has been designed to service heavy vehicles.

Based on the small increase in operational traffic, the future operational traffic impact on the surrounding road network is expected to be minimal. No infrastructure upgrades would be required for the operation of the Project.

4.2 Assessment of Parking Layout

During the construction phase, there would typically be six contractors working on site, with a maximum of 10 contractors at peak construction periods. During the future operational phase, the workforce could increase by six shift workers and two maintenance staff. There are sufficient existing parking spaces on site to accommodate both existing, construction and future operational staff numbers.

4.3 Cumulative Traffic Assessment – Battery Recycling Facility

The proponents of the proposed battery recycling facility (SSD 16_7520) were consulted to determine that likely traffic loading that may be generated by the battery recycling facility should it proceed. The truck movements detailed in Table 3.

It should be noted that the BRF construction traffic as advised by the BRF proponent is anticipated to be 6 heavy vehicle and 10 light vehicles per day with construction works to be undertaken during standard hours for a period of approximately 18 months. As construction traffic is much lower than operational traffic only operational traffic impact are assessed below construction traffic impacts considered to be negligible.



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Table 3 Battery Recycling Facility Truck Movements

VEHICLE MOVEMENTS

B-Double

Semi-Trailer

Standard Truck

Pick-up Trucks

Tipper Truck

Chemical Tanker

Fuel Tanker

Batteries 140 1500 900 125

Anthracite Coal 778 194

Soda Ash 53 123

Iron Grits 30 3

Hydrogen Peroxide 6

Sodium Hydroxide 9

Diesel 55

Pb ingots 126 1000 30

Slags 132

Heavy plastics 150

Anydrous Na2SO4 75 281 19

Polypropylene 123 53 9

Employees/Visitors

Sub-total: 265 3528 1617 153 285 9 55

Total 5,912

As detailed in Table 3 approximately 5,912 trucks movement per year would be accessing the battery recycling facility equated to approximately 17 trucks movements per day. In relation to light vehicle movements from staff and visitors the BRF proponent has indicated they anticipate approximately 60 movements per day.

When combined with the three additional trucks per day accessing the local road network this is considered to have a minimal impact on local road capacity. Furthermore cumulative impacts are considered minor for the following reasons:

- The Battery Recycling Facility would access the wider arterial network via Mitchell Avenue, Government Road and Hart Road then onto the Hunter Expressway. This would avoid truck travelling through the centre of Kurri Kurri;

- The Project and the Battery Recycling Facility would have its own dedicated driveway access to Mitchell Avenue located approximately 50m to the east of the Project site access, preventing potential for trucks be queuing to enter the same access point; and

- Both facilities would have appropriate traffic management plans in place, including driver inductions to make sure site specific and local road network traffic requirements are considered at all time.

Overall the potential for significant cumulative traffic impacts to result from both Projects is considered minor.



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5.0 Mitigation, Management and Monitoring A Construction Traffic Management Plan (CTMP) should be prepared and implemented prior to the construction phase of the Project. The CTMP would include the guidelines, general requirements and principles of traffic management to be implemented during the construction phase to minimise the potential for crashes on Mitchell Avenue.

Operational traffic would be managed in accordance with the transport management measures included in WA’s Operational Environmental Management Plan.



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6.0 Conclusion An assessment has been undertaken of the traffic and transport impacts during the construction and future operational phases of the Project. Based on the small volumes of both construction and operational traffic, it is expected that the traffic impact on the surrounding road network would be minimal. The existing parking space provision and existing internal access ways would similarly be sufficient for existing, construction and future operational traffic.

Based on the crash data analysis, it is recommended that a Construction Traffic Management Plan (CTMP) be prepared and implemented before the construction phase.

The WA Site’s existing Operational Environmental Management Plan would be updated to incorporate consideration of the Project’s operational traffic requirements.



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Appendix A

Crash Data



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Appendix A Crash Data



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AEC4O Weston Aluminium Thermal Waste Processing Project


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WA SSD TIA FINAL 26.08.2016

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