Odx Eis Appendix Q9 Traffic Impact Assessment
Odx Eis Appendix Q9 Traffic Impact Assessment
Olympic Dam Expansion Draft Environmental Impact Statement 2009 Appendix Q 165
BHP Billiton
Olympic Dam
Expansion
Environmental Impact
Statement
Traffic Impact
Assessment
BHP Billiton
Olympic Dam
Expansion
Environmental Impact
Statement
Traffic Impact
Assessment
October 2008
Contents
Page
Executive Summary i
1 Introduction 1
2 Existing Conditions 5
2.1 Road Network 5
2.2 Road Classification, Responsibilities and Policies 5
2.3 Road Environment 7
2.4 Traffic Data 13
2.5 Baseline Traffic Flows 19
2.6 Future Road Network Improvements 21
2.7 Rail Network 23
2.8 Rail Operations 25
2.9 Crash Analysis 26
3 Proposed Olympic Dam Expansion 32
3.1 Overview 32
3.2 Olympic Dam Site Expansion Heavy Vehicles AADT 33
3.3 Ancillary Traffic AADT 39
3.4 Total AADT 43
3.5 Traffic Movements Between Townships and Olympic Dam 54
3.6 Road Link Level of Service - Impact 60
3.7 Key Intersections, Peak Hour Traffic and Impacts 64
3.8 Over-Dimensional Load Movements and Impacts 66
3.9 Road Safety 81
3.10 Rail Movements and Impacts 81
4 Conclusions 84
5 Glossary 87
Tables
Arup
BHP Billiton Olympic Dam Expansion Environmental Impact Statement
Traffic Impact Assessment
Figures
Appendices
Appendix A
Site Visit Photographs
Appendix B
At-Grade Rail Crossing Survey
Appendix C
Key Crash Location Photographs
Appendix D
Summary of ODX Heavy Vehicle Movements
Appendix E
Workforce Trip Generation
Appendix F
SIDRA Analysis
Appendix G
Trip Generation and Distribution Assumptions
Arup
BHP Billiton Olympic Dam Expansion Environmental Impact Statement
Traffic Impact Assessment
Executive Summary
Expansion Proposal Overview and Report Scope
Arup has been engaged by Arup/ENSR to undertake a Traffic Impact Assessment (TIA) as a part of
the Environmental Impact Statement (EIS) for the proposed Olympic Dam Expansion (ODX). This
report summarises the findings of the TIA and should be read in conjunction with the EIS.
The site is located around 570km north of Adelaide in South Australia. The expansion of the
Olympic Dam (OD) site will generate additional road trips as part of the expanded operations as well
as ancillary trips to and from nearby settlements that support the operation. The area of coverage of
this TIA comprises:
The road route from Adelaide to Olympic Dam, comprising the Princes Highway, Stuart Highway
from Port Augusta to Pimba, Olympic Way and a number of minor roads supporting the site that
surround Roxby Downs; and
The rail corridor from Pimba to Adelaide and the rail corridor from Pimba to Darwin;
The metropolitan areas of Adelaide, Port Augusta, Alice Springs and Darwin are excluded from this
TIA.
Existing Conditions
The roads identified in the TIA fall under the jurisdiction of the Federal and South Australian
Governments. There are very few significant horizontal or vertical curves along the proposed road
routes given the topography of the area. The vegetation in the vicinity of the road side is generally
sparse, allowing excellent visibility along the route and at intersections. However, visibility does
decrease within the increased vegetated areas surrounding Adelaide and the road alignment is less
straight.
The section of the Princes Highway between northern Adelaide and Port Wakefield has two lanes in
either direction. From Port Wakefield to Port Augusta, there are single lanes in either direction, but
a number of overtaking lane facilities are provided. The Stuart Highway and Olympic Way provide
single lanes in either direction.
All the above routes are permitted for use by heavy vehicles up to Double Road Trains (36.5m) with
the route from Port Augusta to Olympic Dam permitted for use by triple road trains.
Traffic surveys were undertaken at key sections of the transport route using automatic traffic
counters during July 2008. The routes were found to carry relatively little traffic outside of
metropolitan areas and other than in the vicinity of Roxby Downs, to have an existing traffic Level of
Service (LoS) of A on the LoS scale of A (best) to F (worst).
The baseline for this study includes both ongoing movements from the existing OD operations as
well as background traffic growth but excludes all ODX related traffic. Background growth rates
have been adopted as indicated in the AusLink Adelaide - Darwin Corridor Strategy prepared by the
federal government, the Government of South Australian and the Northern Territory Government.
This is considered a conservative approach since the government growth forecast already
incorporates some allowance for increased movements associated with OD.
A spatial analysis of crashes has been undertaken along the proposed transport routes. On road
routes this has highlighted eight key crash intersections generally occurring in metropolitan areas
where the cause of a crash tends to vary and has been reported as being attributable to high turning
movements or lack of awareness of signs and signals. Two mid-block locations have been identified
between Woomera and Olympic Dam with inattention the main cause and four key crash lengths
between Port Adelaide and Port Augusta. On the rail routes there have been a total of 13 crashes
at level crossings in the past five years.
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BHP Billiton Olympic Dam Expansion Environmental Impact Statement
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The sequence of the Olympic Dam expansion means that a peak level of traffic activity will be
reached during construction followed by a lower, steady state, achieved when construction is
complete and operation is occurring at the expanded rate. The peak year has been identified as
2015 and the initial steady state year, 2020.
The total AADT volumes for future years has been calculated using the baseline and generated
traffic flows for ODX and ancillary traffic for the peak and steady state years. However, the future
flows account for the transfer of existing OD loads to rail when the intermodal facility and the rail link
to the Olympic Dam become available (Base Traffic ODX). These flows are shown in Table A for all
vehicles (All Veh) and heavy vehicles (HV).
Table A Total AADT Volume
2015 2020
Princes
Highway (Two 7833 1259 7809 1235 8399 1345 8338 1285
Wells)
Stuart
Highway (mid 996 241 2041 270 1075 257 1823 233
point)
Olympic Way
(south of 661 155 1794 272 662 155 1409 132
Roxby Downs)
The results of the SIDRA analysis are included in Appendix F and show that:
All Degree of Saturation measurements are below 0.85;
All LoS measurements are C or better; and
All queue lengths are considered reasonable.
Based on these results, it is concluded that there would be no adverse impacts on these
intersections.
During construction, items greater than 8m in width will be landed at Port Augusta and pre-
assembled at a nearby facility before being moved to the OD. A dedicated haul route will be
constructed between the landing facility, the pre-assembly yard and the Stuart Highway north of Port
Augusta.
Most over dimensional loads that are between 5.5m and 8m in width will also be transported by sea
to the landing facility near Port Augusta and will follow the same route as described above.
Those over-dimensional loads less than 5.5m in width will predominately originate in Adelaide and
will be transported to the OD site along the Princes Highway, Stuart Highway and Olympic Way.
These loads can be transported under permits or with pilot escort and are not expected to cause
significant disruption to other road users.
For the movement of over dimensional loads between 5.5m and 8m in width from Port Augusta to
Olympic Dam, a traffic management strategy would be developed to include the utilisation of the
network of passing opportunities that are provided for the movement of loads greater than 8m in
width. For the movement of over dimensional loads between 5.5m and 8m wide from Adelaide to
Port Augusta, it is considered that the existing road network will provide adequate passing
opportunities. The detailed traffic management strategy for the movement of over dimensional loads
between 5.5m and 8m wide will depend upon government approvals as well as police operational
direction and decisions where appropriate.
When the loads are greater than 8m in width, sections of road are temporarily closed between
suitable lay-by areas in succession as the load is moved. When the load reaches the subsequent
lay-by, it is held there whilst the road is reopened allowing traffic to pass before closing the next
section of road. The delay this method causes to other road users has been estimated based on the
current available road conditions and lay-by availability, assuming no mitigation. BHP Billiton are
proposing additional measures to reduce the disruption to road users to a maximum of 45 minutes.
In order to achieve this, the following are required:
Nine passing bays on the Stuart Highway between Port Augusta and Pimba; and
Six passing bays on Olympic Way between Pimba and OD.
Currently, there are 10 bays on the Stuart Highway (of various spacing) and none on Olympic Way.
The exact location of the proposed bays is not yet known and would be subject to a detailed
investigation to determine the required spacing and size to accommodate waiting traffic.
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BHP Billiton Olympic Dam Expansion Environmental Impact Statement
Traffic Impact Assessment
In addition to the above will be the implementation of a Traffic Management Plan for the safe
movement of over-dimensional loads. Inconvenience to road users is likely to be reduced through
the following measures:
Obtaining approval for movement of materials from the appropriate authorities;
Notification of over-dimensional loads movements and interruptions through regular community
announcements;
Aiming to transport loads at times that are outside of peak period;
Installing sufficient bypass areas along the route to reduce disruptions to road users; and
The provision of amenities, refreshments and information to motorists at each of the passing
bays.
BHP Billiton are also discussing a number of measures with the South Australian Government to
further reduce the level and frequency of disruption. These options include the use of convoy travel
(multiple loads per road closure) and night travel.
Rail Traffic and Impact
An analysis of existing train movements and future train movements associated with ODX has been
undertaken. It is proposed that as a result of the operation of the intermodal facility followed by the
rail spur connecting to the OD site, an additional train service would go to and from Darwin per day
and an additional two per day would go to and from Adelaide. These services are shown in Table B.
Table B Existing and Future Proposed Train Movements
Port Augusta
Tarcoola
Tarcoola Port Augusta Whyalla /
Pimba Port
Darwin Adelaide Port
Augusta
Bonython
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BHP Billiton Olympic Dam Expansion Environmental Impact Statement
Traffic Impact Assessment
1 Introduction
BHP Billiton is proposing to expand its existing mining and minerals processing operation at
Olympic Dam (OD), located approximately 570km northwest of Adelaide in South Australia
(See Figure 1).
This traffic impact assessment provides an assessment of the traffic implications of the
proposed expansion. The key objectives of this assessment are as follows:
To establish and review the existing traffic conditions including the current road
environment, existing traffic conditions along the public road network and the current
traffic generated by the existing OD operation;
To estimate traffic volumes as a part of existing operations for future years to establish
a baseline (excluding ODX) for comparison with the impact of the proposed expansion;
To estimate the peak additional traffic and rail movements generated during the
Olympic Dam Expansion (ODX); and
To provide an assessment of the impact of the additional road and rail movements
associated with ODX.
This assessment includes a review of the traffic impacts of the proposed expansion from the
years 2010 (dependant on government and BHP Billiton board approval) and 2020. From
2020 onwards, ODX is assumed to be operating in a steady state.
The traffic impacts for the operation of ODX depend on the number and frequency of
transport trips. The impact of these trips to the road network is dependent on the mode of
transport of the commodities and exports.
As a part of ODX, a number of transport infrastructure improvements are proposed, which
aim to increase the viability of rail transport for commodities and exports. The transport
infrastructure improvements and the timing relating to these improvements are broadly
described in Table 1.
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BHP Billiton Olympic Dam Expansion Environmental Impact Statement
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The proposed expansion involves the movement of materials, equipment, commodities and
exports locally, nationally and internationally. While the origins and destinations of these
trips vary, a significant proportion of road transport will travel via Port Adelaide (See Table
2) as summarised from data provided by BHP Billiton (attached as Appendix D).
Victoria 20-25%
Based on the above, any increase in operations at the OD site would have the most impact
upon links between Port Adelaide to Port Augusta (which would include traffic from Victoria)
and Port Augusta to Olympic Dam. While there will be some minor increases in traffic
volumes on the remaining road links, the level of impact is assumed to be minimal and,
accordingly, are not included within the scope of this report.
As the proposed expansion would result in additional train movements to Port Adelaide and
the Port of Darwin, consideration is also given to the impact of the additional rail movements
on the road network. These additional rail movements would occur following the completion
of the intermodal facility at Pimba and the rail spur from Pimba to Olympic Dam.
The changes to future traffic and rail movements would also affect exposure to road safety
issues. A risk analysis has been undertaken as part of the EIS study and is included as a
separate appendix to the EIS.
The transport network forming the key scope of the report is shown in Figure 2.
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I
Olympic Dam
Darwin
Pimba
Port
Augusta
Whyalla
Adelaide
Olympic Dam
Pimba To Newcastle/Brisbane
To Perth
Port Augusta
J:\085200-01\Traffic Impact Assessment\04-00-00_Arup Project Data\04-07-00_Maps\ArcGIS\Location Plan\Aust_map.mxd
Adelaide
To Melbourne
Client
Legend FIGURE 1 BHPBilliton
Rail
Level 17,
Adelaide to Olympic Dam Job Title 1 Nicholson Street
Melbourne VIC 3000
Tel (03) 9668 5500 Fax (03) 9668 5415
Melbourne to Olympic Dam Traffic Impact Assessment EIS www.arup.com.au
Arup
BHP Billiton Olympic Dam Expansion Environmental Impact Statement
Traffic Impact Assessment
2 Existing Conditions
2.1 Road Network
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BHP Billiton Olympic Dam Expansion Environmental Impact Statement
Traffic Impact Assessment
2.3.1 General
There are very few significant horizontal or vertical road alignment curves between Port
Adelaide and Olympic Dam. The vegetation in the vicinity of the road side is generally
sparse from Port Augusta, allowing excellent visibility along the route and at intersections.
Table 3 details the main characteristics for each link along the route from Adelaide to Port
Augusta and onto Olympic Dam.
A number of photographs are referenced in Sections 2.3.2 to 2.3.4 below and are contained
in Appendix A. These photographs were taken during a site visit undertaken between 9th
and 12th July 2008
Princes Highway
Outer Adelaide to
2 3.65 Unsealed 2.0 Yes n/a 110*
Port Wakefield
Port Wakefield to
1 3.65 Unsealed 2.0 No 28 110*
Port Augusta
Spencer Gulf
1 4.0 Sealed 0.5 No 0 50
Bridge
Stuart Highway
Olympic Way
Yorkeys Crossing
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2.3.3 Stuart Highway (A87), Roxby Downs Road and Olympic Way (B97) Port
Augusta to Olympic Dam
The road environment for the Stuart Highway (A87) and Olympic Way (B97) route are
similar given the remoteness and topographies of the areas. Details are provided in Table 3
and an example of the typical cross sections for Stuart Highway and Olympic Way are
provided in Photographs 9 and 10. The specific road widths and gradients between Port
Augusta and Olympic Dam are shown in Figure 3 and Figure 4 respectively.
There are very few major intersections along the route. These locations generally provide
protected right turn facilities along the major road. Similarly, the size of land holdings within
the area is such that there are few property access points to the roads along the route
outside the main township areas. Typical intersections are shown in Photographs 11 and
12 and a typical rest area is shown in Photograph 13.
Overtaking lanes are only provided where there is significant gradient. These are indicated
on Figure 3 for the route section from Port Augusta to Pimba along with general road widths.
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BHP Billiton Olympic Dam Expansion Environmental Impact Statement
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Yorkeys Crossing
Yorkeys Crossing is an unsealed track that provides a route connecting from east Port
Augusta to the Stuart Highway north of Port Augusta. The bridge crossing Spencer Gulf in
Port Augusta has a 4.0m width restriction and any loads wider than this need to use
Yorkeys Crossing as an alternative route.
In order to access this route from the Princes Highway east of Port Augusta, Footner Road,
Racecourse Road, Carlton Parade and Rogers Street are used which are sealed roads. At
the western end of Yorkeys Crossing, the remaining 200m of this route is sealed and a
priority intersection is formed with the Stuart Highway. This route is indicated on the DTEI
Overmass and Oversize routes.
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OLYMPIC DAM
PIMBA
WOOCALLA
HESSO
PORT
AUGUSTA
J:\086967-00\04-00-00_Arup Project Data\04-06-00_Maps\ARRB 2007 AND 2008 Data.wor
Client
7.0 m - 7.2 m
Traffic Impact Assessment EIS www.arup.com.au
Scale at A4
7.2 m - 7.6 m
> 7.6 m Drawing Title 1:1,100,000
Drawing Status
Overtaking Lanes
Road Width and Overtaking Lanes
Draft
Port Augusta to Olympic Dam
P1 25-07-08 CJ TK BAJ
Job No. Drawing No. Issue
WHYALLA
0 10 20 30
Issue Date By Chkd Appd
85200-01 001 P1
Kilometres
BHP Billiton Olympic Dam Expansion Environmental Impact Statement
Traffic Impact Assessment
Port Adelaide
The Port River Expressway now connects Port Wakefield Road (A1) to Francis Street. A
signalised intersection is provided at the eastern end of this newly constructed road
connecting with the A1 and signals are provided at the intersection with Ocean Steamers
Road at the western end of the route. The new expressway provides two lanes in either
direction and has a speed limit of 90km/h.
The recent construction of the Tom Derrick Causeway Bridge from the western end of
Francis Street to Outer Harbour provides a continuation of the Port River Expressway
directly to Outer Harbour utilising two lanes in either direction. Photographs 15 to 17
describe the main features of this route.
Port Augusta
The Princes Highway (A1) provides the main east to west through route for Port Augusta.
This road enters the city from the east on a raised embankment crossing Bird Lake and
many intersections provide access into the city. The main intersections are:
Edinburgh Terrace three arm priority;
Carlton Parade four arm signalised;
Flinders Terrace four arm signalised;
Mackay Street three arm priority;
Caroona Road / Burgoyne Terrace four arm signalised; and
Eyre Highway (A1) / Stuart Highway (A87) three arm priority.
Photographs 18 to 23 show each of the intersections. A bridge crosses a tributary into
Spencer Gulf between Mackay Street and Caroona Road.
The placement of traffic lights at three of the above intersections suggests relatively high
traffic volumes travelling along this section of the A1 and / or turning traffic onto the access
routes into the town centre. The traffic lights also provide additional safety for pedestrians
wishing to cross the road.
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BHP Billiton Olympic Dam Expansion Environmental Impact Statement
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*Note: Car includes cars towing (i.e. class 1 and 2 vehicles), Bus/LC is Bus and 2 Axle
Trucks, HV is Heavy Vehicles
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WEEK (2005)
WEEK (2006)
Figure 5 Princes Highway Weekly Seasonal Factors for Calendar Year 2005 & 2006
WEEK (2005)
WEEK (2006)
Figure 6 Stuart Highway Weekly Seasonal Factors for Calendar Year 2005 & 2006
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BHP Billiton Olympic Dam Expansion Environmental Impact Statement
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Traffic volumes along the Princes Highway are more consistent than Stuart Highway. The
Stuart Highway has the greatest traffic volume between June and September, with almost
every week during this period recording volumes above the overall weekly average for the
year.
Consideration was also given to the seasonal variation along Olympic Way. However, as
Olympic Dam is the predominant traffic generator for Olympic Way and operations at
Olympic Dam are not seasonally dependent, there is likely to be no significant seasonal
variation for traffic along Olympic Way.
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226 35 39 300
Two-way
500m East 2
(75%) (12%) (13%) (100%)
14-18 0.90
of Main 22 21 141
July (Week Westbound 98 (69%)
North road, (16%) (15%) (100%)
2008 29)
Wilmington 128 12 18 158
Eastbound
(81%) (8%) (11%) (100%)
1
Weekly Seasonal Factor, see Section 2.4.2
2
Assumed similar to Princes Highway
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BHP Billiton Olympic Dam Expansion Environmental Impact Statement
Traffic Impact Assessment
The summary of the baseline AADT traffic volumes, taking predicted traffic growth into
account, are shown in Figure 8 to Figure 10 for the Princes Highway, Stuart Highway and
Olympic Way south of Roxby Downs respectively. This includes the currently approved
increase in activity at OD currently taking place but excludes ODX related traffic.
10000
9000
8000
7000
6000
AADT
5000
4000
3000
2000
1000
0
2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
Heavy Vehicle - OD 72 75 72 104 104 106 108 107 105 105 104
Heavy Vehicle - Other 1069 1086 1102 1118 1135 1152 1170 1187 1205 1223 1241
Bus/2-Axle Truck 353 358 363 368 373 379 384 389 395 401 406
Light Vehicle 5773 5855 5939 6023 6108 6195 6283 6372 6463 6555 6648
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10000
9000
8000
7000
6000
AADT
5000
4000
3000
2000
1000
0
2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
Heavy Vehicle - OD 73 77 72 104 104 106 108 107 105 105 105
Heavy Vehicle - Other 120 123 126 129 132 135 138 142 145 149 152
Bus/2-Axle Truck 71 72 73 75 76 77 78 80 81 82 83
Light Vehicle 626 636 646 657 667 678 689 700 712 723 735
10000
9000
8000
7000
6000
AADT
5000
4000
3000
2000
1000
0
2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
Heavy Vehicle - OD 73 77 72 104 104 106 108 107 105 105 105
Heavy Vehicle - Other 50 50 50 50 50 50 50 50 50 50 50
Bus/2-Axle Truck 49 49 49 49 49 49 49 49 49 49 49
Light Vehicle 458 458 458 458 458 458 458 458 458 458 458
Figure 10 Baseline Traffic (No ODX): Olympic Way, South of Roxby Downs
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BHP Billiton Olympic Dam Expansion Environmental Impact Statement
Traffic Impact Assessment
The South Australian, Northern Territory and Federal Governments have undertaken a
number of studies to assess the current and future traffic conditions for the key transport
links of national significance (i.e. Princes Highway and Stuart Highway). These studies
have identified road network improvements that are required to either address existing
deficiencies or anticipated deficiencies having regard to the forecast traffic growth. The
transport improvements that are either under construction or committed for the next five
years include:
Port River Expressway;
Northern Expressway Project; and
Pimba Rail Crossing Improvements.
The Port River Expressway and Northern Expressway projects are located within the
Adelaide metropolitan area as shown in Figure 2. Although these two projects will have a
significant influence on the performance of the existing road network, they have not been
taken into consideration for the current traffic assessment as the influence of the OD site is
minimal at these locations.
An overview of each of the above three projects is provided below. In addition, an overview
is also provided of some of the remaining road network deficiencies identified in the AusLink
Adelaide to Darwin Corridor Strategy 2007.
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metropolitan Adelaide between the Sturt Highway at Gawler and the Port River Expressway.
This project will improve freight access from the northern areas of the State and from the
main highways, and link key centres in the north, east and west of Australia with the Port of
Adelaide, South Australias main shipping port.
The Northern Expressway component 23 km of new four-lane expressway with restricted
access and a speed limit of 110 km/h will link to Port Wakefield Road with a new
intersection to the north of Taylors Road, approximately 3 km north of the Waterloo Corner
intersection. Port Wakefield Road will be upgraded at key locations between the new
intersection and the existing intersection with the Salisbury Highway; some local roads will
be diverted to service road access for improved safety. The Expressway will replace the
section of Main North Road between Gawler and Gepps Cross as the designated AusLink
National Network road link.
The Port Wakefield Road Upgrade will include:
New signalised at-grade intersection with the Northern Expressway;
Upgrade of Taylors Road and St Kilda Road intersections;
Upgrade of existing signalised intersections at Waterloo Corner Road and Bolivar
Road; and
Additional southbound lane from Ryans Road to Salisbury Highway and additional
northbound lane through the Globe Derby Drive intersection.
Work commenced on both the Port Wakefield Road Upgrade and the Northern Expressway
in 2008 with the project due for completion by 2010.
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Parafield and Mawson Lakes. These long trains can cause major delays and traffic
problems in peak hours, particularly in the vicinity of Park Terrace, Salisbury.
Port Wakefield Road would revert to an arterial road serving the industrial and commercial
industries in the City of Salisbury. The adjacent industrial precinct would continue to operate
as normal, with Port Wakefield Road providing easy movement and access to the
connections for road and rail freight.
The planning and environmental assessment stages of the Northern Connector project are
expected to be completed in late 2009/early 2010. At this stage is it expected that
construction of the Northern Connector will be completed by 2016.
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largely intermodal and some heavy axle load trains that travel at 80 km/h. The interstate line
from Perth to Adelaide is controlled by ARTC, with the line north from Tarcoola to Darwin
controlled by FreightLink.
The data in this report has been obtained from Australian Southern Railroad and other
unofficial sources detailing crossing locations along the route. The information obtained
was last updated in November 2007. It is possible that this is not an exhaustive data set
and additional privately used, passive rail crossings may occur.
Port Adelaide to 3
5 - - unknown
Dry Creek
Port Augusta to 2
1 2 6 unknown
Pimba
Total 11 18 23 31 unknown
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Trips on the section between Pimba and Adelaide due to passenger trains are therefore one
eastbound train on Mondays, one on Tuesdays and two on Fridays; and two westbound
trains on Sundays, one on Wednesdays and one on Thursdays.
The trains average speed is listed at 85 km/h with a maximum speed of 115 km/h and is
686m in length.
Train frequencies, including passenger and freight trains, at different points along the track
between Adelaide and Darwin (current as of March 2008) are shown in Table 8 as per the
ARTC freight train schedule (note FreightLink schedule was not available). In total, there
are around 80 two-way timetabled trains during the week at Pimba. The train frequency is
lower for the section from north of Tarcoola. Whilst all 17 each-way movements run on the
section Katherine to Darwin with fewer movements south of Katherine any additional
trains are required to be slotted within the existing schedule of 17 trains.
A crash analysis has been undertaken along the key road links between Port Adelaide and
Olympic Dam and for the level crossings between Port Adelaide and Darwin.
A separate risk assessment has been undertaken for ODX. This includes projected
changes in the likelihood of crashes occurring as a result of changes in traffic volumes on all
main routes. This assessment can be found as an additional appendix to the EIS.
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the previous five year period. In addition, back-spot road lengths are found where 0.2
casualty accidents are calculated per km per year over the five year analysis period.
The crash data along the route from Port Adelaide to Olympic Dam was assessed to identify
crash locations that meet the above criteria. This excludes the Adelaide metropolitan area.
While the results of this analysis are shown in detail in Figure 11, the key findings are as
follows:
All eight key crash locations were at intersections along the main route between Port
Gawler and Port Augusta;
Nine mid-block key crash locations have been identified. One is located on Roxby
Downs Road between Pimba and Woomera, one is located on Olympic Way between
Roxby Downs and Olympic Dam and the remaining seven are on the Princes
Highway between Adelaide and Port Augusta. The causes for these are:
o 62% - inattention;
o 10% - excessive speed;
o 10% - overtaking; and
o 18% - other.
There are four sections of road that met the criteria for black-spot road lengths:
o A1 Port Gawler to Port Wakefield;
o A1 Crystal Brook to Port Pirie;
o A1 Baroota to Mambray Creek; and
o A1 Stirling North to Port Augusta West.
Police records show the main causes of these crashes are:
o Inattention 53%;
o Fail to give way 8%;
o Following too closely 8%; and
o Driving under the influence 6%.
It is noted that there have been no reported casualty crashes involving cyclists for the period
2003 to 2007. Appendix C contains photographs of each intersection location with a
summary of the key crash data.
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The length of rail and annual average number of crashes per 1,000km per year is:
Darwin to Tarcoola: 2,480km in length 0.40 crashes / 1,000km / year;
Tarcoola to Pimba: 190km No crashes;
Pimba to Port Augusta: 183km No crashes; and
Port Augusta to Adelaide: 310Kms 5.2 crashes / 1,000km / year
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Therefore 13 crashes have occurred across 2,973km of rail track over a five year period.
Based on the above information and the existing numbers of trains services carried on these
lines detailed in Table 8, a crash rate can be derived for each section of line as shown in
Table 10.
Pimba to
190 779,000 0.0 0.0000
Tarcoola
Tarcoola to
2,290 3,893,000 1.0 0.0003
Darwin
Pimba to Port
183 750,300 0.0 0.0000
Augusta
Port Augusta to
310 2,015,000 1.2 0.0016
Adelaide
The rail lines under consideration have a low crash rate. As demonstrated in Figure 12 and
Table 10, in the majority of cases, crashes happen in metropolitan areas. The sparsely
populated interior of the country experiences few crashes.
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BHP Billiton Olympic Dam Expansion Environmental Impact Statement
Traffic Impact Assessment
The proposed expansion includes construction at the site to allow increased output from the
Olympic Dam (OD) site. Details of the proposal are shown in Figure 13. In addition to the
infrastructure expansion of the OD site, there are a number of additional infrastructure
requirements that will be required to provide for the expansion and an increase in workforce
numbers (e.g. water supply pipeline, transmission line). The calculation of future traffic
generation in this report is separated into two categories:
ODX Traffic - the total expansion traffic volumes associated with on-site
construction and commodity import and some of the key off-site infrastructure
projects supporting the expansion; and
Ancillary Traffic - the future volume of traffic movements associated with a newly
expanded workforce and other town servicing or leisure trips. The routing of these
trips has been considered between Olympic Dam and Port Augusta only as minimal
ancillary trips are assumed to start or end beyond Port Augusta.
For the off-site infrastructure items, the following are included as part of ODX traffic
calculations:
A 270 km, transmission line from Port Augusta to Olympic Dam and / or an on-site
combined cycle gas turbine (CCGT) power station and gas pipeline from Moomba;
A new workers accommodation village (Hiltaba Village) to be located between
Roxby Downs and Andamooka; and
The expansion of the Roxby Downs township.
The following off-site infrastructure items are not included as part of the ODX traffic
calculations as insufficient information is currently available on construction requirements
and timing:
A desalination plant located at Point Lowly, and associated 320 km water supply
pipeline between the proposed desalination plant and Olympic Dam
A new intermodal rail / freight terminal to be constructed at Pimba;
A new airport to be located adjacent to the proposed Hiltaba Village;
A new heavy industrial area;
A new landing facility in Spencer Gulf adjacent to Shack Road (see Section 3.8.3);
and
A pre-assembly yard adjacent to Hamilton Road (see Section 3.8.3).
Although it is not currently possible to calculate the construction trips related to the above, it
is assumed that each of these items will be completed prior to the OD site reaching
maximum output and peak occupation of the supporting townships. Therefore, these trips
should not coincide with the peak levels of traffic.
Some of these infrastructure facilities will have on-going activities will generate workforce
trips, for example, the intermodal facility at Pimba will be manned. However, these trips will
be very small and potential effects on the road network are considered negligible.
A summary of the key assumptions made regarding trip generation and distribution can be
found in Appendix G.
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BHP Billiton Olympic Dam Expansion Environmental Impact Statement
Traffic Impact Assessment
The expansion requires the movement of materials, plant and equipment to and from the
OD site. Prior to the development of the rail spur to Olympic Dam, these will occur by road,
where vehicle trips related to construction are required, they will be undertaken using B-
Double vehicles primarily, however, there will also be a number of over-dimensional load
movements. To reduce road traffic, an intermodal facility will be constructed at Pimba and
materials will be moved by rail to Pimba where practicable.
As the operation expands, there will be a greater demand for commodities and exports. At
this time, the rail spur will be operational and the majority of loads will be transported by rail.
Road transport will continue and it is assumed that the required road trips to Olympic Dam
will be undertaken using B-Doubles.
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BHP Billiton Olympic Dam Expansion Environmental Impact Statement
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100 150
90 135
70 105
60 90
50 75
40 60
30 45
20 30
10 15
0 0
2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
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BHP Billiton Olympic Dam Expansion Environmental Impact Statement
Traffic Impact Assessment
100 150
90 135
70 105
50 75
40 60
30 45
20 30
10 15
0 0
2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
100 150
90 135
70 105
AADT (ODX HV Trips)
60 90
50 75
40 60
30 45
20 30
10 15
0 0
2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
It is noted that in comparison to trips on the Princes Highway and Stuart Highway, additional
vehicle movements will occur on Olympic Way as a result of goods transferred to road at the
intermodal facility in Pimba up to the year 2015. Following construction of the new rail spur
from Pimba to Olympic Dam, movements by road will decrease considerably from the year
2016 onwards.
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BHP Billiton Olympic Dam Expansion Environmental Impact Statement
Traffic Impact Assessment
Road Closure
6%
Pilot/s
64%
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BHP Billiton Olympic Dam Expansion Environmental Impact Statement
Traffic Impact Assessment
200
180
160
140
120
AADT
100
80
60
40
20
0
2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
Figure 18 Total ODX and OD Base Traffic HVs, Princes Highway (Two Wells)
200
180
160
140
120
AADT
100
80
60
40
20
0
2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
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BHP Billiton Olympic Dam Expansion Environmental Impact Statement
Traffic Impact Assessment
200
180
160
140
120
AADT
100
80
60
40
20
0
2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
3.3.1 Overview
In addition to the traffic generated by ODX for construction and operational uses, there is
also a wide range of traffic associated with the movement of the workforce and servicing of
the townships that serve the OD site. For the purposes of this report, these movements are
grouped under the heading of Ancillary Traffic.
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1800
1600
1400
1200
1000
AADT
800
600
400
200
0
2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
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BHP Billiton Olympic Dam Expansion Environmental Impact Statement
Traffic Impact Assessment
1800
1600
1400
1200
1000
AADT
800
600
400
200
0
2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
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BHP Billiton Olympic Dam Expansion Environmental Impact Statement
Traffic Impact Assessment
1500
1400
1300
1200
1100
1000
900
AADT
800
700
600
500
400
300
200
100
0
2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
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BHP Billiton Olympic Dam Expansion Environmental Impact Statement
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1500
1400
1300
1200
1100
1000
900
AADT
800
700
600
500
400
300
200
100
0
2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
1500
1400
1300
1200
1100
1000
900
AADT
800
700
600
500
400
300
200
100
0
2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
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Traffic Impact Assessment
The above total generated traffic has been added to the base traffic (ODX) flows in order to
calculate future traffic flows. The base traffic (ODX) flows are calculated using the baseline
but with an adjustment to account for the transfer of a portion of existing OD loads to rail as
part of ODX infrastructure improvements (i.e. intermodal facility at Pimba in 2012 and new
rail spur from Pimba to Olympic Dam from 2016).
The resulting traffic flows are shown in Figure 28, Figure 29 and Figure 30 for the Princes
Highway, Stuart Highway and Olympic Way respectively. These numbers are also shown
geographically on Figure 31 and Figure 32 for the peak year (2015) and steady state year
(i.e.2020 onwards) respectively.
10000
9000
8000
7000
6000
AADT
5000
4000
3000
2000
1000
0
2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
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10000
9000
8000
7000
6000
AADT
5000
4000
3000
2000
1000
0
2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
ODX Proposed Expansion 222 427 534 801 961 1109 1100 1009 1015 1043 813
Base Traffic (ODX)* 889 908 884 900 915 932 950 965 979 995 1010
Baseline* 889 908 917 964 979 996 1014 1029 1043 1059 1075
* - See Glossary for definitions of Baseline and Base Traffic (ODX)
10000
9000
8000
7000
6000
AADT
5000
4000
3000
2000
1000
0
2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
ODX Proposed Expansion 221 427 591 822 984 1132 1100 1009 1015 1043 813
Base Traffic (ODX)* 629 633 628 660 660 662 600 599 597 597 596
Baseline* 629 633 628 660 660 662 664 663 661 661 661
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It is noted that the introduction of the intermodal facility and new rail line significantly
reduces the anticipated traffic volumes after the year 2015 and a steady state of operation is
achieved by 2020.
Light
N/A N/A N/A N/A 918 N/A N/A
Vehicles
Ancillary ODX
Buses /
2 Axle N/A N/A N/A N/A 98 N/A N/A
trucks
Heavy
N/A N/A N/A N/A 50 N/A N/A
Vehicles
less than
Total 39 less than 1 1 less than 1 1069 23
1
* - Trips from Pimba originate at the intermodal facility after travelling to Pimba by rail from a number
of Australia-wide origins
Heavy
ODX
Light
N/A N/A N/A N/A 697 N/A N/A
Vehicles
Ancillary ODX
Buses /
2 Axle N/A N/A N/A N/A 74 N/A N/A
Trucks
Heavy
N/A N/A N/A N/A 38 N/A N/A
Vehicles
* - Trips from Pimba originate at the intermodal facility after travelling to Pimba by rail from a number
of Australia-wide origins
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Table 14 to Table 15 detail the classification of vehicles according to each route section
from Adelaide through to Olympic Dam.
Heavy Vehicles
1 93 241 270
- Over-Dimensional Loads
1 3 1 4
Heavy Vehicles
1 116 155 272
- Over-Dimensional Loads
1 3 1 4
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0 406 406
1
Heavy Vehicles 3 1345 1284
Heavy Vehicles
1 42 257 233
- Over-Dimensional Loads
1 Less than 1 0 Less than 1
Heavy Vehicles
1 42 155 132
- Over-Dimensional Loads
1 Less than 1 0 Less than 1
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BHP Billiton Olympic Dam Expansion Environmental Impact Statement
Traffic Impact Assessment
This section details changes to traffic movement north of Roxby Downs that includes all
workforce movements, between Roxby Downs / Hiltaba and the OD site. The estimated
workforce population has been used to determine the estimated level of ancillary traffic
generation and calculations are based on the following assumptions:
Workforce profile as shown in Appendix E;
Employees associated with construction located in Hiltaba Village will work 28 days
on seven days off;
5% of the Hiltaba workforce is assumed to be facility management staff and not
counted in trips to the OD site;
Employees associated with ODX operations located in Roxby Downs will work four
days on four days off;
Vehicle occupancy will be 50 persons per bus (average bus size, 50 persons1, 1.1
persons per vehicle1;
Mode share for Roxby Downs and Hiltaba Village will be as shown in Table 16;
70% of staff work day shift, 30% staff work night shift;
The AM peak period will occur over two hours (5.45-7.45am) with the peak hour
from 6am-7am and generating approximately 65% of all peak period traffic (based
on 2008 traffic surveys);
The PM peak period will occur over two hours (4.30-6.30pm) with the peak hour
from 4:45pm-5:45pm and generating approximately 60% of all peak period traffic
(based on 2008 traffic surveys); and
All bus trips in the minor direction are equal to that of the major directional flow.
The calculations showing the application of each of the above assumptions is shown at
Appendix E. Table 16 details the assumed modal share.
Roxby Village
Expanded (Axehead 95% bus 95% bus
100% light vehicle
Road, Village 6 & 5% light vehicle 5% light vehicle
Village 3)
Due to the characteristics of vehicle movement associated with shift changes at the OD site,
it is necessary to determine the peak hour movements and consider the intersections that
will carry the workforce, ODX and ancillary traffic.
1
Workforce Bus and Transport Study Arup August 2007
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800
700
600
Two-Way Hourly Volume
500
LV
400 BUS
HV
300
200
100
0
0:00
1:00
2:00
3:00
4:00
5:00
6:00
7:00
8:00
9:00
10:00
11:00
12:00
13:00
14:00
15:00
16:00
17:00
18:00
19:00
20:00
21:00
22:00
23:00
Figure 33 Daily Traffic Profile by Mode, Olympic Way (1.6km South of the Main Gate)
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Olympic Way
3 15 - - n/a n/a
(W)
Heavy Vehicle
27 57 n/a n/a - -
Bypass
Table 18 Future Turning Counts with ODX 2015 (Peak Year): Heavy Vehicle Bypass /
Andamooka Road
Heavy Vehicle Bypass Heavy Vehicle Bypass
Andamooka Road
From/To (S) (N)
AM PM AM PM AM PM
Heavy Vehicle
- - 25 46 6 45
Bypass (S)
Heavy Vehicle
55 34 - - 72 119
Bypass (N)
Andamooka
42 60 156 77 - -
Road
Table 19 Future Turning Counts with ODX 2015 (Peak Year): Olympic Way / Heavy
Vehicle Bypass (North)
Olympic Way (S) Western Access Road Heavy Vehicle Bypass
From/To
AM PM AM PM AM PM
Western Access
312 706 - - 127 154
Road
Heavy Vehicle
n/a n/a 180 122 - -
Bypass
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Table 20 Future Turning Counts with ODX 2020 (Steady State): Olympic Way/Heavy
Vehicle Bypass (South)
Olympic Way (S) Olympic Way (W) Heavy Vehicle Bypass
From/To
AM PM AM PM AM PM
Olympic Way
3 12 - - n/a n/a
(W)
Heavy Vehicle
22 47 n/a n/a - -
Bypass
Table 21 Future Turning Counts with ODX 2020 (Steady State): Heavy Vehicle
Bypass / Andamooka Road
Heavy Vehicle Bypass Heavy Vehicle Bypass
Andamooka Road
From/To (S) (N)
AM PM AM PM AM PM
Heavy Vehicle
- - 20 36 6 45
Bypass (S)
Heavy Vehicle
46 26 - - 34 58
Bypass (N)
Andamooka
42 60 84 39 - -
Road
Table 22 Future Turning Counts with ODX 2020 (Steady State): Olympic Way / Heavy
Vehicle Bypass (North)
Olympic Way (S) Western Access Road Heavy Vehicle Bypass
From/To
AM PM AM PM AM PM
Western Access
312 706 - - 127 154
Road
Heavy Vehicle
n/a n/a 104 75 - -
Bypass
The baseline (no ODX) and future turning counts are also presented in Figure 34 and Figure
35.
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2015 Base Line (No ODX): Peak Hours (AM in Blue and PM in Red) 2020 Base Line (No ODX): Peak Hours (AM in Blue and PM in Red)
518
252 509
248
238
554 233
545
Olympic Way
476 42
Olympic Way
207 45 469 40
204 44
Hea
vy Hea
44 Ve vy
hi 42 Ve
c hic
55 l
le
53
By
e
By
pa
194
pa
ss
191
ss
499 491
23 19
21 19
36 9
35 9
y a
y
Andamooka Road
pic W
Roxby
a
Andamooka Road
pic W
Roxby
Downs 14 38
Olym
Downs 14 38
Olym
30 15 20 14 28 15 20 14
16 2 15 2
22 20
10 9
5 5
1 1
Olympic Way
Olympic Way
4 23 4 21
3 8 3 7
27 25
11 10
27 25
11 10
Figure 34: Base Turn Counts for the Roxby Area (assumes no expansion)
2015 ODX Case, Total: Peak Hours (AM in Blue and PM in Red) 2020 ODX Case, Total: Peak Hours (AM in Blue and PM in Red)
Olympic Way
Olympic Way
154 85
127 79
860 706 666
581
439 312 340
261
Hea Hea
Western Access Road vy Western Access Road vy
122 Ve 75 Ve
hic hic
412 180 l 318 104 l
e
927 715
By
By
290
pa
243
pa
ss
ss
746 611
34 119 26 58
55 72 46 34
Hiltaba Hiltaba
y
ay
a
pic W
Roxby Roxby
Downs 77 156 Downs 39 84
Olym
Olym
46 45 36 45 60 42
60 42
6 20 6
25
57 47
27 22
15 12
3 3
Olympic Way
Olympic Way
11 48
13 59 8 18
8 22
59
72
25
30
59
72 26
30
Figure 35: Total Turn Counts with ODX for Roxby Downs Area
BHP Billiton Olympic Dam Expansion Environmental Impact Statement
Traffic Impact Assessment
Is a condition of free flow in which individual drivers are virtually unaffected by the
presence of other drivers. Freedom to select desired speeds and to manoeuvre within
A
the traffic stream is extremely high, and the general level of comfort and convenience
provided is excellent.
Is in the stream of stable flow and drivers still have reasonable freedom to select their
B desired speed and to manoeuvre within the traffic stream, although the general level of
comfort and convenience is a little less than with LoS A.
Is also in the zone of stable flow, but most drivers are restricted to some extent in their
C freedom to select their desired speed and to manoeuvre within the traffic stream. The
general level of comfort and convenience declines noticeably at this level.
Is close to the limit of stable flow and is approaching unstable flow. All drivers are
severely restricted in their freedom to select their desired speed and to manoeuvre within
D
the traffic stream. The general level of comfort and convenience is poor, and small
increases in traffic flow will generally cause operational problems.
Occurs when traffic volumes are at or close to capacity, and there is virtually no freedom
E to select desired speeds or manoeuvre within the traffic stream. Flow is unstable and
minor disturbances within the traffic stream will cause break-down.
The approach for determining the LoS along a road length is initially dependent on the
number of traffic lanes provided in each direction. As discussed in Section 2.3, the road
network from Adelaide to Olympic Dam generally provides for two lane, two-way traffic
movements. However, the cross section changes along Port Wakefield Road (Port
Wakefield to Adelaide) to provide divided four lane two-way traffic movements. This section
of the Princes Highway was individually assessed.
The LoS for the sections of highway providing two lane two-way traffic movements has been
determined based on the following assumptions and the traffic data shown in Section 3.4:
Each of the highways provides level terrain and exhibit high vehicle speeds (110km/h);
The horizontal and vertical geometry in the region of the hauling route is such that the
available sight distance (for overtaking) is not less than 450m along the length of the
route;
The proportion of buses and heavy vehicles is determined from the traffic surveys
(discussed in Section 2.4) and anticipated traffic movements. The adopted average
passenger vehicle equivalents are 2 per truck and 1.8 per bus; and
The geometry of the roads is such that 3.3m lanes and 2m shoulders are provided along
the route.
1
Austroads 1988, Guide to Traffic Engineering Practice, Roadway Capacity Part 2, Sydney Australia
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BHP Billiton Olympic Dam Expansion Environmental Impact Statement
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The LoS for the section of highway providing four lane two-way traffic movements has been
determined based on the following assumptions and the traffic data shown in Section 3.4:
Each of the highways provides level terrain and exhibit high vehicle speeds (110km/h);
The clearance to lateral obstructions is greater than 2m and the traffic lanes are
generally 3.3m in width;
The proportion of buses and heavy vehicles is determined from the traffic surveys and
(discussed in Section 2.4) anticipated traffic movements. The adopted average
passenger vehicle equivalents are 1.7 per truck and 1.5 per bus;
The abutting development environment can be considered to be suburban
(conservative); and
The driver population along the route is unfamiliar, non-regular users.
It is proposed that as a part of the expansion, a four lane two-way divided OD site access
road will be constructed to link the intersection of Olympic Way with the proposed ore
processing plant as shown earlier in Figure 13. This western link will extend from the
proposed roundabout to the new OD site access. The clearance to lateral obstructions on
this link is assumed to be greater than 2.0m and the traffic lanes will generally be 3.3m in
width. The baseline conditions have been assessed according to the existing road cross
section, which is two lane, two way. The proposed conditions have been assessed
assuming that this traffic is switched to the new western access road.
The AM peak hour turning movements described in Section 3.5.3 have been adopted to
determine the peak traffic volumes along for the roads surrounding Roxby Downs (i.e.
Olympic Way and the Heavy Vehicle Bypass). The AM peak hour has been adopted as the
traffic volumes are greater and it is therefore the more critical peak period.
The additional traffic volumes as a result of the proposed expansion have been estimated
as described in Section 3.4. The traffic volumes along the Princes Highway (north of Port
Wakefield) were based on the existing traffic volumes and growth rates discussed in Section
2.4 and the existing OD operations traffic and the estimated future traffic on the Princes
Highway.
Table 24 identifies the percentage peak hour of AWDT that are used to convert the
measured AADT traffic volumes to peak hour volumes for the LoS analysis for the roads
between Adelaide and Roxby Downs. Based on the traffic surveys discussed in Section
2.4, the daily profile for these roads is such that the traffic peaks generally occur through the
middle of the day (i.e. one peak period).
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The LoS for the peak traffic year (2015) and for ongoing operations (2020) was determined
and compared to the baseline (no ODX) for each of these years. The baseline includes the
projected background traffic growth and ongoing operations of the OD site without the
expansion as discussed in Section 2.5. A summary of the results of this analysis is shown
in Table 25 and in Figure 36.
It is clear from Table 25 that the LoS along each of the road links will not change
significantly as a result of the proposed OD site expansion with the exception of Olympic
Way in the vicinity of the OD site.
The drop in LoS in the vicinity of the OD site is attributed to the greater peak hour traffic
demand due to shift change over at the OD site. The LoS along Olympic Way between
Roxby Downs and the Heavy Vehicle Bypass will drop to LoS D in the peak periods. While
this LoS is poor, it is noted that this is only slightly below the cusp of LoS C.
From the proposed roundabout to the OD site gate the road link is duplicated and the LoS
improves. Table 25 indicates that, with the expansion, the LoS along this new link will only
drop to LoS B even though it carries a greater traffic volume than Olympic Way between
Roxby Downs and the Heavy Vehicle Bypass.
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3.7.1 Overview
In order to provide an analysis of key intersections, a daily profile and traffic distribution is
required to derive peak hours and turning as determined in Section 3.5.
Olympic Way/Heavy
806 756 1365 1272
Vehicle Bypass (N)
Heavy Vehicle
Bypass/Andamooka 115 121 556 381
Road
Olympic Way/Heavy
22 54 60 144
Vehicle Bypass (S)
Of the intersections identified in Table 26, the following have been analysed using the
SIDRA1 computer software:
1
Signalised & un-signalised Intersection Design and Research Aid. A computer program used to analyse the
performance of road intersections.
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The output of this analysis is contained in Tables F1 to F24 within Appendix F. Table 27
below identifies each testing scenario.
The SIDRA analysis provides a Degree of Saturation (DoS) of each arm of each
intersection. For the intersection to operate within capacity, this is expected to be below
1.0. However, due to daily fluctuations in traffic volumes, it is not expected to rise above
0.85 and remain within capacity. The SIDRA analysis also outputs a Level of Service
(LoS) that is calculated using a differing set of variables to that used in mid-block LoS.
Table 23 defines each LoS. During normal operation, an LoS C or better is considered
satisfactory.
The output of the SIDRA analysis, in relation to the key performance criteria for
intersections, shows that for all the assessed intersections:
All DoS measurements are below 0.85;
All LoS measurements are C or better; and
All queue lengths are considered reasonable and can be accommodated within the
intersection layouts.
Based on the above results, it is concluded that there would be no adverse impacts on
these intersections.
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Maximum allowable speed is 60km/h where the vehicle and load is greater than
8.0m in width or the mass is greater than 100 tonnes;
Convoy travel (two separate permit loads) will be permitted in most country areas;
and
Whyalla to Port Augusta, Port Augusta to Olympic Dam and Adelaide to Port
Augusta are all principal routes for oversize and over-mass loads.
These considerations are key elements for the development of traffic management
measures to control the movement of over-dimensional loads.
It is estimated that there will be approximately 11,400 over-dimensional loads between the
years of 2010 and 2020 inclusive. The width (and length) of the over-dimensional loads will
determine the traffic management measures that are required to provide for the safe
movement of these loads. Categorisation of over-dimensional loads is provided by the
South Australian Government document Policy for the Transport of Oversize and Over-
Mass Indivisible Loads and Vehicles. The categories are defined by the width and length of
the load and by the measures required to facilitate the safe movement of the loads, as
outlined in Figure 37. This figure shows the classification for vehicles travelling through
Adelaide. The classifications are more generous for travel in South Australia country areas.
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2020 0 57 0 0 57
For the purpose of traffic management, loads that are less than 8m in width are manageable
within existing policies and guidelines even if they require escort by either pilot vehicles or
both police and pilot vehicles.
Loads greater than 8m in width require special assessment by DTEI and therefore these
loads are the primary focus of the traffic management assessment. Based on Table 28, the
peak for the movement of these loads occurs over the period 2014 to 2016 where there are
approximately 130 loads per year. While the number of these loads increases again in the
year 2018 to 135 loads, the level of general traffic on the road network at this time will have
decreased significantly as a result of the construction of the rail line from Pimba to Olympic
Dam.
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The over-dimensional loads less than 5.5m in width will predominately originate in Adelaide
and will be transported to the OD site along the Princes Highway, Stuart Highway and
Olympic Way.
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Figure 39 DTEI Escort Guidelines for Oversize and Over-mass Vehicles and Loads
Therefore, the road would not need to be closed where the formation is between 10m and
12m in width and the load is less than 8m in width. Instead, counter-direction traffic would
be required to slow and stop on the road shoulder temporarily while the load passes by.
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The traffic management option outlined above allows northbound traffic to travel behind the
convoy, whilst southbound traffic is held at the passing locations at fixed intervals along the
route. The following key elements are highlighted for the proposed traffic management
technique:
The concept traffic management plan includes measures to reduce traffic speed in
the vicinity of the passing opportunities, provides advance warning to motorists and
safe storage of vehicles off the main highway;
While the progression of the convoy and the following traffic is slow (30km/h), the
delay to northbound motorists is reduced; and
The queuing and platoons that are created by the convoy are released at a
controlled point in isolation from the southbound platoon of vehicles.
This strategy can also be applied for night travel with some minor adjustments to traffic
management equipment and increased lighting.
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There are a number of impacts as a result of the proposed road closures and the traffic
management strategy, including the delay to motorists and vehicle queuing. The extent of
the delay and queuing is dependent on the duration of closure, which is determined by the
spacing of the existing passing opportunities. The level of impact varies for each section of
the route given the differing traffic volumes and spacing of passing opportunities.
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An analysis of the traffic impacts for the existing network of passing opportunities has been
undertaken based on the traffic data shown in Table 29 and the following assumptions:
The average travel speed of the convoy is 30km/h;
The time required for traffic to clear the section to be closed is based on the spacing
of the passing opportunities and an assumed travel speed of 90km/h;
Three traffic management crews are provided, which allows for a crew to be set-up
in advance of the closure that is currently operating; and
The time required between closures to allow the traffic management set-up to be
completed and the convoy to prepare to leave is 10 minutes. It is noted that this
time is not included in the closure time but does affect the overall convoy travel
time.
The above assumptions were used to determine the road closure time and number of
vehicles delayed for each of the sections identified in Figure 44. The results of this analysis
are shown in Table 30.
It should be noted that not all vehicles will be delayed for the full length of road closure and
that there will be a time saving for northbound motorists as progression along the route is
maintained as these vehicles follow behind the convoy. Additionally, Table 30 highlights the
delay to vehicles travelling along Olympic Way as there are currently no suitable passing
opportunities north of Pimba. Note that this would primarily affect traffic movements
associated with the OD site and Roxby Downs.
Based on the use of existing passing opportunities, the delay to motorists travelling the
route will be dependent on the section in which each motorist reaches the load and the
amount of time already elapsed for the particular road closure.
Proposed Improvements
Given the analysis shown in Table 30, BHP Billiton is proposing additional measures to
reduce the disruption for road users to a maximum of 45 minutes. In order to achieve this,
the frequency of passing bays required is as follows:
Nine bays on the Stuart Highway between Port Augusta and Pimba; and
Six bays on Olympic Way between Pimba and OD.
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Currently, there are 10 bays (of varying spacing) on the Stuart Highway and none on
Olympic Way. The exact location of the proposed bays is not yet known and would be
subject to a detailed investigation to determine the required spacing and size of the bays to
accommodate waiting traffic.
In addition to the above would be the implementation of a Traffic Management Plan for the
safe movement of over-dimensional loads. Inconvenience to road users is likely to be
reduced through the following measures:
Obtaining approval for movement of materials from the appropriate authorities;
Notification of over-dimensional loads movements and interruptions through regular
community announcements;
Aiming to transport loads at times that are outside of peak period; and
The provision of amenities, refreshments and information to motorists at each of the
passing bays.
BHP Billiton are also discussing a number of measures with the South Australian
Government to further reduce the level and frequency of disruption. These options include
the use of convoy travel (multiple loads per road closure) and night travel.
A review of the existing crash history based on the previous five years of traffic data was
undertaken in Section 2.9.
Relevant improvements proposed by AusLinks Adelaide to Darwin Strategy are outlined in
Section 2.2.2.
A risk assessment has been undertaken for ODX. This includes projected changes in the
likelihood of crashes occurring as a result of changes in traffic volumes on all main routes.
This assessment can be found as an additional appendix to the EIS.
The current logistics proposal for bulk goods and intermodal traffic (container trains) is for
one train per day each way for each type between Adelaide and Olympic Dam (or Pimba).
In addition, transportation of copper concentrate is proposed at one train per day to Darwin.
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Total 24 48 21 55 79 7
The length of trains would be either 1,200 m long or 1,800 m long with an expectation that
most trains will be 1,200m long. The assumed maximum speed of existing and future freight
trains is 80km/h.
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70 km/h
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BHP Billiton Olympic Dam Expansion Environmental Impact Statement
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4 Conclusions
Overview
It is proposed to expand the mining operation at the Olympic Dam site in South Australia.
This report has provided an assessment of the impacts to road and rail that would be
experienced by this proposal.
The scope of the assessment is between the years 2010 and 2020 during which expansion
of the site should be completed. With the exception of metropolitan areas, the scope
includes the route from Adelaide to Olympic Dam along the following roads:
Princes Highway;
Stuart Highway;
Olympic Way; and
Heavy Vehicle Bypass Road adjacent to Roxby Downs.
Road
The estimation of road trips has been split into two categories:
Olympic Dam Expansion (ODX) Traffic the total expansion traffic volumes
associated with on-site construction and commodity import; and
Ancillary Traffic the future volume of traffic movements associated with the
expanded workforce townships of Roxby Downs and the proposed village of
Hiltaba. This includes town servicing, tourism, private and leisure trips as well as
traffic travelling to and from Andamooka.
The ODX traffic calculations have been based on estimations of construction and
commodity movements prepared by BHP Billiton. Ancillary traffic has been based on the
estimated workforce increase at the OD site and surveys of the current levels of traffic on
roads surrounding Roxby Downs.
It has been identified that the proposed schedule for the expansion of the mine would
include construction of a road / rail intermodal facility at Pimba to allow ODX traffic to be
transferred to rail from the year 2012 onwards. Furthermore, a new rail spur would be
constructed from Pimba to the OD site to allow rail transfer on-site from the year 2016
onwards. These elements of the expansion would considerably reduce loads carried by
road.
The assessment has found that the generated road trips, in addition to the baseline traffic
(no ODX), would reach a peak in the year 2015. It is assumed that the OD site is operating
in a steady state by the year 2020. The peak hours of traffic movement that would occur on
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Traffic Impact Assessment
a daily basis have also been calculated based on a daily profile derived from a survey
conducted between Roxby Downs and the OD site.
A Level of Service (LoS) assessment has been undertaken for each of the routes included
as part of the scope. The results show that for the vast majority of the road network
considered, a LoS A is experienced (best). For some roads surrounding Roxby Downs, the
LoS falls to C or in one case, D. This is a temporary case during the construction peak
period and in all other years considered is shown to have LoS C.
An assessment of the operation of key intersections surrounding Roxby Downs was
undertaken using the SIDRA computer program. Each of the intersections was found to
operate satisfactorily based on the following criteria:
All DoS measurements were below 0.85;
All LoS measurements were C or better; and
All queue lengths were considered reasonable.
Over-Dimensional Loads
The Olympic Dam expansion will require the movement of over-dimensional loads between
Adelaide, Port Augusta and Olympic Dam. The majority of these loads will require either a
permit only, pilot escort vehicles and/or a police escort. Some of the loads will require
temporary road closures due to the size of the loads required (greater than 8m in width).
These loads that require temporary road closures are only applicable to movements
between Port Augusta and Olympic Dam.
An assessment has been undertaken to calculate the delays caused to other road users
whilst temporary road closures are in place. It is proposed to limit delays to 45 minutes for
other road users by providing new passing opportunities at fixed intervals to allow other
vehicles to pass the over-dimensional loads. In order to achieve this, the following are
required:
Stuart Highway: nine passing bays; and
Olympic Way: six passing bays.
Currently, there are 10 bays (of various spacing) on the Stuart Highway and none on
Olympic Way. The exact location of the proposed bays is not yet known and would be
subject to a detailed investigation that would determine the required spacing and size to
accommodate waiting traffic.
Further to the above, other measures are proposed to mitigate the effect of road closure.
These are generally centred on government approvals and good communication with the
public so that motorists can plan their journeys accordingly.
Rail
An assessment of the impact of the site proposals was undertaken for the rail network. The
existing number of services using the rail lines was obtained from timetable data supplied by
ATRC for the line running from Pimba to Adelaide and FreightLink for the line running from
Pimba to Darwin. With the additional services added, the following were concluded:
Perth, Tarcoola and Darwin Line (FreightLink) the addition of one train per day
each way, or seven trains per week each way, of copper concentrate on top of a
current traffic level of 17 trains per week each way will be likely to require some
form of improvement to maintain the current LoS on this line. It has been identified
that the existing rail corridor would be able to accommodate any such
improvements required and BHP Billitonare proposing further discussions in this
regard.
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Tarcoola, Pimba, Port Augusta, and Adelaide Line (ARTC) the addition of two
trains per day between Pimba and Adelaide has been tested, discussed with ARTC
and example paths have been developed.
Safety
An assessment of the existing road and rail safety issues was undertaken covering the past
five year period. Eight intersections were found on the road route from Adelaide to Olympic
Dam that met the criteria for the Federal Governments Black-spot programme. In addition,
two mid-block black-spots and four black road lengths were found using the same criteria.
13 crashes at level crossings were identified along the rail route.
A risk assessment has been undertaken for ODX. This includes projected changes in the
likelihood of crashes occurring as a result of changes in traffic volumes on all main routes.
This assessment can be found as an additional appendix to the EIS.
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5 Glossary
AADT Annual Average Daily Traffic. Provides an average daily
traffic flow based on calculations including surveyed traffic
flows and / or estimated future traffic flows.
Ancillary Traffic Conservatively assessed traffic related to ODX that
includes servicing of the supporting townships, private and
leisure trips associated with Olympic Dam.
AWDT Average Weekday Daily Traffic. Measure of average daily
traffic flow that excludes weekend traffic.
ARTC Australian Rail Track Corporation
Baseline Traffic Flows Includes all surveyed traffic flows plus any additional
growth forecast by the government and ongoing
operations of the existing OD site (no ODX).
Base Traffic Flows (ODX) Includes all surveyed traffic flows plus any additional
growth forecast by the government but with a portion of
traffic associated with ongoing operations of the existing
OD site transferred to rail as the intermodal facility at
Pimba and the new rail line to Olympic Dam become
available.
DoS Degree of Saturation. A measure to compare the use of
an intersection to its capacity.
HV Heavy vehicles (class 4 and above) including, semi-trailer
heavy goods vehicles, B-Doubles and all vehicles carrying
over-dimensional loads.
LoS Level of Service. Predefined descriptions of levels of
performance for roads and / or pedestrian footpaths
ranging from A (best) to F (worst).
LV Light vehicles including all cars, utility vehicles and light
goods vehicles.
OD Olympic Dam and in the case of vehicle movements, all
existing and ongoing vehicle movements in and out of the
site as part of the existing consented operation.
OD HVs (with ODX) Heavy vehicle traffic associated with ongoing operations
of the existing OD site but with a portion of trips
transferred to rail as the intermodal facility at Pimba and
the new rail line to Olympic Dam become available.
ODX Olympic Dam Expansion and in the case of vehicle
movements, all those associated with the expansion
project.
ODX HVs Heavy vehicle traffic associated with the Olympic Dam
Expansion operations.
Off-site infrastructure Includes all projects associated with ODX that are not part
of the Olympic Dam site.
Olympic Way As part of the scope of this report includes the alignment
of the B87 between the intersections with Roxby Downs
Road north of Woomera to the Olympic Dam site.
Over-Dimensional Loads The transportation by road of goods that exceed the
dimensions set by the highway authority.
Heavy Vehicle Bypass Refers to the section of road that passes to the east of the
town of Roxby Downs and connects to Olympic Way both
north and south of Roxby Downs.
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Princes Highway As part of the scope of this report includes the route of the
A1 from the edge of the Adelaide metropolitan area to the
junction with the Stuart Highway in Port Augusta.
Priority Control Intersection An intersection where control is administered by give-way
markings and / or fixed stop signs.
Roxby Downs Road As part of the scope of this report includes the section of
the B87 from the junction with the A87 at Pimba to the
junction with the B87 Olympic Way north of Woomera.
SIDRA Signalised & unsignalised Intersection Design and
Research Aid. A computer program used to analyse the
performance of road intersections.
Stuart Highway As part of the scope of this report includes the section of
the A87 between the junction with the A1 Princes Highway
and the junction with the B87 at Pimba.
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Appendix A
Site Visit Photographs
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Photograph 1
Photograph 2
Photograph 3
Photograph 4
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Photograph 5
Photograph 6
Photograph 7
Photograph 8
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Photograph 9
Stuart Highway
Photograph 10
Olympic Way
Photograph 11
Photograph 12
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Photograph 13
Photograph 14
Photograph 15
Photograph 16
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Photograph 17
Photograph 18
Photograph 19
Photograph 20
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Photograph 21
Photograph 22
Photograph 23
Photograph 24
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Photograph 25
Photograph 26
Photograph 27
Photograph 28
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Photograph 29
Photograph 30
Photograph 31
Photograph 32
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Photograph 33
Photograph 34
Photograph 35
Photograph 36
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Photograph 37
Photograph 38
Photograph 39
Photograph 40
Photograph 41
Photograph 42
Photograph 43
Photograph 44
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Photograph 45
Intersection: Two Staged T-Junction
Crashes in last five years: 3 Severity
and number of injured people:
Slight: 5
Serious: 0
Fatal: 0
Error: Failure to give way in two of three
crashes.
Photograph 46
Intersection: Seagull island T-junction
Crashes in last five years: 3 Severity
and number of injured people:
Slight: 4
Serious: 0
Fatal: 0
Error: Failure to give way in two of three
crashes.
Photograph 47
Intersection: Seagull island T-junction
Crashes in last five years: 5 Severity
and number of injured people:
Slight: 15
Serious: 2
Fatal: 0
Error: Failure to give way in four of five
crashes.
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Photograph 48
Intersection: Seagull island T-junction
Crashes in last five years: 3 Severity
and number of injured people:
Slight: 2
Serious: 1
Fatal: 0
Error: All different causes
Photograph 49
Intersection: Seagull island T-junction
Crashes in last five years: 5 Severity
and number of injured people:
Slight: 6
Serious: 1
Fatal: 0
Error: Failure to give way in all crashes.
Photograph 50
Intersection: Two-staged T-junction
Crashes in last five years: 3 Severity
and number of injured people:
Slight: 3
Serious: 0
Fatal: 0
Error: All different causes
Photograph 51
Intersection: Signalised Crashes
in last five years: 7 Severity and
number of injured people:
Slight: 8
Serious: 2
Fatal: 0
Error: Failure to stand during right turn in
four of seven crashes
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Photograph 52
Intersection: Signalised Crashes
in last five years: 8 Severity and
number of injured people:
Slight: 11
Serious: 1
Fatal: 0
Error: All different causes
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Appendix D
Summary of ODX Heavy
Vehicle Movements
Appendix D
Summary of ODX Heavy
Vehicle Movements
Appendix D: Summary of ODX Heavy Vehicle Movements
2015 ODX Heavy Vehicle Data
Key Assumptions:
All exports and return goods are back loaded, all vehicles return to origin
Over dimensional loads only travel one-way (to the mine), the return trip is assumed legal
MODE
Permit & Escort
Area Activity Item Trucks Origin of Transport
Requirements
PA - P P - OD
Permits = 1/mach +
125 MELBOURNE to WHYALLA ROAD ROAD
Pilots/body
793 Haul Trucks
Permits/Pilots/Police =
75 WHYALLA to OLYMPIC DAM ROAD ROAD
1/mach + 1/body
Permits = 50%/piolits in
Camp + Support Materials 50 ADELAIDE ROAD ROAD
2010 & 2013 only.
CAT spare parts (annual
Spare Parts requirement)
0 25 MELBOURNE ROAD ROAD
Permits/Pilots= 2/mach(1
CAT 797 Pilot/1Per) 40 MELBOURNE ROAD ROAD
Haul Trucks 3/body (1 pilot/2 per)
Permits/Pilots= 2/pilot
CAT 789D 12 MELBOURNE ROAD ROAD
1/per
Mining
Diesel Fuel_Contractor_ODX
45 4852 ADELAIDE ROAD ROAD
Small Vehicle
Processing & 0 21 SOUTH AUSTRALIA RAIL ROAD
Fleet/Misc_ODX
Infrastructure
Commodities Freight North_ODX 0 63 SOUTH AUSTRALIA RAIL ROAD
Key Assumptions:
All exports and return goods are back loaded, all vehicles return to origin
Over dimensional loads only travel one-way (to the mine), the return trip is assumed legal
MODE
Permit & Escort
Area Activity Item Trucks Origin of Transport
Requirements
PA - P P - OD
Mining
Diesel Fuel_Contractor_ODX
45 5884 ADELAIDE RAIL RAIL
Diluent_Shellsol_2046_OD
0 259 MELBOUNRE RAIL RAIL
X
Diesel_Ore
0 339 SOUTH AUSTRALIA RAIL RAIL
Processing_ODX
Diesel_Infrastructiure (Rail
0 27 SOUTH AUSTRALIA RAIL RAIL
terminal)_ODX
Small Vehicle
0 21 SOUTH AUSTRALIA RAIL RAIL
Fleet/Misc_ODX
Frother Interfraoth
0 30 SOUTH AUSTRALIA RAIL RAIL
754_ODX
Soda Ash_Uranium
0 104 SOUTH AUSTRALIA RAIL RAIL
SX__ODX
Isodecanol_Uranium
0 8 SOUTH AUSTRALIA RAIL RAIL
SX__ODX
Ferrous Sulphate
0 3 SOUTH AUSTRALIA RAIL RAIL
Anhydrous_ODX
SMB_Floatation
0 15 SOUTH AUSTRALIA RAIL RAIL
Modifer_ODX
Copper
ODX Exports Concentrates_ODX
0 20000 TRUCK OR RAIL TO DARWIN RAIL RAIL
Appendix E
Workforce Trip
Generation
Table E1: Projected Workforce Population
2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
OD 2577 2669 2745 2745 2745 2745 2745 2745 2745 2745 2745
Roxby - RES OPERATIONS ODX 57 189 571 970 1161 1378 1487 1652 1663 1784 1888
TOTAL 2634 2857 3316 3715 3906 4123 4232 4397 4408 4529 4633
Population Splits for Workforce
OD 507 525 540 540 540 540 540 540 540 540 540
ODX 181 435 818 1341 1653 1955 2068 2145 2157 2192 2064
Roxby - LDC OPERATIONS
Village 3 360 360 360 360 1215 1215 1215 1215 1215 1215 1215
TOTAL 1048 1320 1718 2241 3408 3710 3823 3900 3912 3947 3819
OD 0 0 0 0 0 0 0 0 0 0 0
ODX 0 911 949 2174 3491 4185 4181 3246 3256 3334 1577
Hiltaba
FM Staff 500 500 500 500 340 340 340 340 340 340 340
TOTAL 500 1411 1449 2674 3831 4525 4521 3586 3596 3674 1917
OD 781 821 855 855 0 0 0 0 0 0 0
Olympic Village ODX 719 679 645 295 0 0 0 0 0 0 0
TOTAL 1500 1500 1500 1150 0 0 0 0 0 0 0
Total Population* TOTAL 5682 7089 7984 9780 11145 12358 12576 11883 11916 12149 10369
note: Olympic Village (OV) workforce is counted in the total workforce population.
The OV population is removed for future calculations due to close proximity to mine and assumption that all OV residents are transported by means other than private vehicles
Table E2: Projected Workforce - Mode split, assumptions of workforce travelling by each mode
LV 100%
Roxby - RES OPERATIONS
BUS 0%
Mode Splits
LV 100% 100% 100% 100% 100% 80% 70% 60% 50% 40% 20%
Roxby - LDC OPERATIONS
BUS 0% 0% 0% 0% 0% 20% 30% 40% 50% 60% 80%
OD
LV 5%
Hiltaba
BUS 95%
LV 0%
Olympic Village
BUS 100%
LV 0% 100% 100% 100% 100% 80% 70% 60% 50% 40% 20%
Roxby - RES OPERATIONS
BUS 0% 0% 0% 0% 0% 20% 30% 40% 50% 60% 80%
Mode Splits
LV 5%
Roxby - LDC OPERATIONS
ODX
BUS 95%
LV 5%
Hiltaba
BUS 95%
LV 0%
Olympic Village
BUS 100%
note: Mode splits applied to population to determine the workforce numbers dependant on each mode and from where.
Assumption that "Base Line" includes OD(a) & OD(b)
Table E3: Mode splits for light vehicles and bus applied to workforce. Numbers represent workforce dependant on each mode
2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
Population dependant on Mode
LV 168 259 336 336 336 336 336 336 336 336 336
Roxby - RES OPERATIONS OD BUS 0 0 0 0 0 0 0 0 0 0 0
TOTAL 168 259 336 336 336 336 336 336 336 336 336
LV 33 51 66 66 66 53 46 40 33 26 13
OD(b)
TOTAL 0 189 571 970 1161 1378 1487 1652 1663 1784 1888
LV 27 40 59 85 143 158 164 168 169 170 164
Roxby - LDC OPERATIONS BUS 514 756 1120 1616 2725 3011 3119 3192 3203 3237 3115
TOTAL 541 795 1178 1701 2868 3170 3283 3360 3372 3407 3279
ODX
2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
Population dependant on Mode
LV 153 236 305 305 305 305 305 305 305 305 305
Roxby - RES OPERATIONS OD BUS 0 0 0 0 0 0 0 0 0 0 0
TOTAL 153 236 305 305 305 305 305 305 305 305 305
LV 30 46 60 60 60 48 42 36 30 24 12
OD(b)
TOTAL 52 171 519 882 1055 1008 955 914 772 670 373
LV 25 36 54 77 130 144 149 153 153 155 149
Roxby - LDC OPERATIONS BUS 10 15 22 32 55 60 62 64 64 65 62
ODX
note: Occupancy rates applied to entire workforce population to determine number of vehicle trips required for the entire workforce.
OD(b) is the "Future Operation of Existing OD site (no ODX)"
LV
ODX
2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
Population dependant on Mode
LV 76 118 153 153 153 153 153 153 153 153 153
Roxby - RES OPERATIONS OD BUS 0 0 0 0 0 0 0 0 0 0 0
TOTAL 76 118 153 153 153 153 153 153 153 153 153
LV 15 23 30 30 30 24 21 18 15 12 6
OD(b)
TOTAL 0 86 260 441 528 504 477 457 386 335 187
LV 12 18 27 39 65 72 75 76 77 77 75
Roxby - LDC OPERATIONS BUS 5 8 11 16 27 30 31 32 32 32 31
ODX
note: Rostering of workforce determines percentage of population working on any given day. This provides a number of trips from each mode daily due to the workforce.
OD(b) is the "Future Operation of Existing OD site (no ODX)"
Table E6a: Projected Workforce - 2015 AM Peak Hour
2015 AM PEAK
30% SOUTHBOUND
369 LV
67 Bus
436 TOTAL
LV 856
Bus 67
TOTAL 924
NORTHBOUND 70%
2020 AM PEAK
30% SOUTHBOUND
285 LV
54 Bus
339 TOTAL
LV 658
Bus 54
TOTAL 713
NORTHBOUND 70%
2015 PM PEAK
70% SOUTHBOUND
787 LV
64 Bus
851 TOTAL
LV 340
Bus 64
TOTAL 403
NORTHBOUND 30%
2020 PM PEAK
70% SOUTHBOUND
609 LV
53 Bus
662 TOTAL
LV 262
Bus 53
TOTAL 314
NORTHBOUND 30%
All Vehicles 858 5.8 0.276 2.2 N/A 9 805 7.0 0.264 2.1 N/A 9
Table F2 - SIDRA RESULTS: 2015 Total Proposed (inc ODX) for Olympic Way/ Heavy Vehicle Bypass Road (North) Intersection
AM Peak Hour PM Peak Hour
Approach Movement Heavy Average Heavy Average Queue
Demand Degree of Level of Queue Demand Degree of Level of
Vehicle Delay Vehicle Delay Length
(veh/hr) Saturation Service Length (m) (veh/hr) Saturation Service
(%) (seconds) (%) (seconds) (m)
All Vehicles 1771 10.1 0.673 7.6 LOS A 60 1655 11.1 0.516 9.2 LOS A 33
Table F3 - SIDRA RESULTS: 2015 Baseline for Heavy Vehicle Bypass Road/Andamooka Road Intersection
AM Peak Hour PM Peak Hour
Approach Movement Heavy Average Queue Heavy Average Queue
Demand Degree of Level of Demand Degree of Level of
Vehicle Delay Length Vehicle Delay Length
(veh/hr) Saturation Service (veh/hr) Saturation Service
(%) (seconds) (m) (%) (seconds) (m)
Andamooka Road
4 L 15 0.0 0.045 13.8 LOS A 2 21 0.0 0.026 13.8 LOS A 1
6 R 40 5.0 0.044 14.2 LOS A 2 15 6.7 0.026 14.3 LOS A 1
Approach 55 3.6 0.045 14.1 LOS A 2 36 2.8 0.026 14.0 LOS A 1
All Vehicles 121 9.1 0.045 7.7 N/A 2 127 11.0 0.026 7.9 N/A 1
Table F4 - SIDRA RESULTS: 2015 Total Proposed (inc ODX) for Heavy Vehicle Bypass Road/Andamooka Road Intersection
AM Peak Hour PM Peak Hour
Approach Movement Heavy Average Queue Heavy Average Queue
Demand Degree of Level of Demand Degree of Level of
Vehicle Delay Length Vehicle Delay Length
(veh/hr) Saturation Service (veh/hr) Saturation Service
(%) (seconds) (m) (%) (seconds) (m)
Andamooka Road
4 L 44 0.0 0.217 14.6 LOS A 10 63 0.0 0.164 15.1 LOS A 8
6 R 164 20.6 0.217 16.5 LOS A 10 81 40.7 0.164 19.0 LOS A 8
Approach 209 16.3 0.217 16.1 LOS A 10 144 22.9 0.164 17.3 LOS A 8
All Vehicles 374 20.9 0.217 12.8 N/A 10 401 20.7 0.164 12.9 N/A 8
Table F5 - SIDRA RESULTS: 2015 Baseline for Olympic Way/Heavy Vehicle Bypass Road (South) Intersection
AM Peak Hour PM Peak Hour
Approach Movement Heavy Average Queue Heavy Average Queue
Demand Degree of Level of Demand Degree of Level of
Vehicle Delay Length Vehicle Delay Length
(veh/hr) Saturation Service (veh/hr) Saturation Service
(%) (seconds) (m) (%) (seconds) (m)
Olympic Way
10 L 5 0.0 0.007 13.8 LOS B 0 5 0.0 0.010 13.9 LOS B 0
12 R 1 100.0 0.007 23.8 LOS C 0 5 0.0 0.010 13.5 LOS B 0
Approach 6 16.7 0.007 15.4 LOS C 0 10 0.0 0.010 13.7 LOS B 0
All Vehicles 32 28.1 0.007 6.5 N/A 0 66 22.7 0.015 4.0 N/A 0
Table F6 - SIDRA RESULTS: 2015 Total Proposed (inc ODX) for Olympic Way/Heavy Vehicle Bypass Road (South) Intersection
AM Peak Hour PM Peak Hour
Approach Movement Heavy Average Queue Heavy Average Queue
Demand Degree of Level of Demand Degree of Level of
Vehicle Delay Length Vehicle Delay Length
(veh/hr) Saturation Service (veh/hr) Saturation Service
(%) (seconds) (m) (%) (seconds) (m)
Olympic Way
10 L 5 0.0 0.009 14.0 LOS A 0 5 0.0 0.029 14.9 LOS A 1
12 R 3 33.3 0.009 17.1 LOS A 0 16 12.5 0.029 15.9 LOS A 1
Approach 8 12.5 0.009 15.2 LOS A 0 21 9.5 0.029 15.7 LOS A 1
All Vehicles 72 22.2 0.017 4.3 N/A 0 162 21.0 0.037 3.8 N/A 1
Table F7 - SIDRA RESULTS: 2020 Baseline for Olympic Way/Heavy Vehicle Bypass Road (North) Intersection
AM Peak Hour PM Peak Hour
Approach Movement Heavy Average Queue Heavy Average Queue
Demand Degree of Level of Demand Degree of Level of
Vehicle Delay Length Vehicle Delay Length
(veh/hr) Saturation Service (veh/hr) Saturation Service
(%) (seconds) (m) (%) (seconds) (m)
All Vehicles 846 5.9 0.272 2.1 N/A 8 793 6.8 0.261 2.0 N/A
Table F8 - SIDRA RESULTS: 2020 Total Proposed (inc ODX) for Olympic Way/Heavy Vehicle Bypass Road (North) Intersection
AM Peak Hour PM Peak Hour
Approach Movement Heavy Average Heavy Average Queue
Demand Degree of Level of Queue Demand Degree of Level of
Vehicle Delay Vehicle Delay Length
(veh/hr) Saturation Service Length (m) (veh/hr) Saturation Service
(%) (seconds) (%) (seconds) (m)
All Vehicles 1380 9.8 0.500 7.1 LOS A 37 1291 10.9 0.433 9.1 LOS A 25
Table F9 - SIDRA RESULTS: 2020 Baseline for Heavy Vehicle Bypass Road/Andamooka Road Intersection
AM Peak Hour PM Peak Hour
Approach Movement Heavy Average Queue Heavy Average Queue
Demand Degree of Level of Demand Degree of Level of
Vehicle Delay Length Vehicle Delay Length
(veh/hr) Saturation Service (veh/hr) Saturation Service
(%) (seconds) (m) (%) (seconds) (m)
Andamooka Road
4 L 15 0.0 0.045 13.8 LOS B 2 21 0.0 0.026 13.8 LOS B 1
6 R 40 5.0 0.044 14.2 LOS B 2 15 6.7 0.026 14.3 LOS B 1
Approach 55 3.6 0.045 14.1 LOS B 2 36 2.8 0.026 14.0 LOS B 1
All Vehicles 121 9.1 0.045 7.7 N/A 2 125 9.6 0.026 8.0 N/A
Table F10 - SIDRA RESULTS: 2020 Total Proposed (inc ODX) for Heavy Vehicle Bypass Road/Andamooka Road Intersection
AM Peak Hour PM Peak Hour
Approach Movement Heavy Average Queue Heavy Average Queue
Demand Degree of Level of Demand Degree of Level of
Vehicle Delay Length Vehicle Delay Length
(veh/hr) Saturation Service (veh/hr) Saturation Service
(%) (seconds) (m) (%) (seconds) (m)
Andamooka Road
4 L 44 0.0 0.120 14.1 LOS B 5 63 0.0 0.093 14.3 LOS A 4
6 R 88 16.9 0.120 15.6 LOS C 5 41 36.6 0.093 17.7 LOS A 4
Approach 133 11.3 0.120 15.1 LOS C 5 104 14.4 0.093 15.6 LOS A 4
All Vehicles 244 16.0 0.120 11.1 N/A 5 276 15.2 0.093 11.7 N/A 4
Table F11 - SIDRA RESULTS: 2020 Baseline for Olympic Way/Heavy Vehicle Bypass Road (South) Intersection
AM Peak Hour PM Peak Hour
Approach Movement Heavy Average Queue Heavy Average Queue
Demand Degree of Level of Demand Degree of Level of
Vehicle Delay Length Vehicle Delay Length
(veh/hr) Saturation Service (veh/hr) Saturation Service
(%) (seconds) (m) (%) (seconds) (m)
Olympic Way
10 L 5 0.0 0.010 13.7 LOS B 0 5 0.0 0.011 14.0 LOS B 0
12 R 5 0.0 0.010 13.3 LOS B 0 5 20.0 0.011 15.6 LOS C 0
Approach 10 0.0 0.010 13.5 LOS B 0 10 10.0 0.011 14.8 LOS B 0
All Vehicles 38 26.3 0.010 6.6 N/A 0 64 20.3 0.013 4.3 N/A 0
Table F12 - SIDRA RESULTS: 2020 Total Proposed (inc ODX) for Olympic Way/Heavy Vehicle Bypass Road (South) Intersection
AM Peak Hour PM Peak Hour
Approach Movement Heavy Average Queue Heavy Average Queue
Demand Degree of Level of Demand Degree of Level of
Vehicle Delay Length Vehicle Delay Length
(veh/hr) Saturation Service (veh/hr) Saturation Service
(%) (seconds) (m) (%) (seconds) (m)
Olympic Way
10 L 5 0.0 0.009 13.9 LOS A 0 5 0.0 0.024 14.7 LOS A 1
12 R 3 33.3 0.009 17.0 LOS A 0 13 15.4 0.024 16.0 LOS A 1
Approach 8 12.5 0.009 15.1 LOS A 0 18 11.1 0.024 15.6 LOS A 1
All Vehicles 62 22.6 0.014 4.7 N/A 0 135 19.3 0.030 3.8 N/A 1
Appendix G
Trip Generation and
Distribution
Assumptions
G1 Trip Generation and Distribution Assumptions
The following assumptions have been made in the calculations of trip generation and
distribution related to the proposed Olympic Dam Expansion as well as changes to the
background traffic and existing OD operations.
Federal Government estimated background growth rates have been applied to the
Princes Highway and Stuart Highway;
Seasonal factors have been applied to Princes Highway and Stuart Highway based on
seasonal factors indicated in traffic survey data provided by DTEI.
No background growth rates or seasonal factors have been applied to Olympic Way as
Olympic Dam operations are the main traffic generator; and
When rail operations to Pimba and Olympic Dam become available, some existing OD
loads will be transferred to rail as indicated by BHP Billiton.
All loads are assumed to return to their point of origin with some vehicles back loaded with
export material.
Trip generation is based on the numbers supplied by BHP Billiton in the spreadsheet
ODX_Trip Planning_Case 14_v1.0_01Jul08.xls which is summararised in Appendix D;
Where the likely origin of the load is not yet known, the loads will originate in Port
Adelaide;
All over-dimensional loads transported to Port Augusta by sea will land at the proposed
landing site adjacent to Shack Road, Port Augusta;
All loads are expected to travel via Port Augusta along the Stuart Highway, Roxby Downs
Road, Olympic Way and the Heavy Vehicle Bypass;
All loads originating in Victoria and Adelaide are expected to use the Princes Highway to
Port Augusta;
All loads from Queensland and New South Wales are expected to approach Port Augusta
via the Main North Road and the Princes Highway; and
All loads will be diverted from Olympic Way, south of Olympic Dam, to the proposed
Western Access Road.
Conservatively, ancillary traffic on Olympic Way south of Roxby Downs will change in
proportion to the workforce population with the exception of heavy vehicles which will
increase at half that rate;