appendix x: traffic impact assessment · it is understood that tng proposes to construct and...

APPENDIX X: TRAFFIC IMPACT ASSESSMENT

Proposed Magnetite Processing Facility

Traffic Impact Assessment

Animal Plant Mineral Pty Ltd

19 November 2019

Ref: 2019-0208

© Tonkin Consulting Pty Ltd

This document is, and shall remain, the property of Tonkin Consulting. The document may only be used for the purposes for which it

was commissioned and in accordance with the Terms of Engagement for the commission. Unauthorised use of this document in any

form whatsoever is prohibited.

Job No.2019-0208 Proposed Magnetite Processing Facility | Traffic Impact Assessment 2

Document History and Status

Rev Description Author Reviewed Approved Date

A Draft for client comment BAS PS PS 24-09-2019

B Final BAS PS PS 19-11-2019

2019-0208 Proposed Magnetite Processing Facility | Traffic Impact Assessment 3

Contents

Project: Proposed Magnetite Processing Facility | Traffic Impact Assessment

Client: Animal Plant Mineral Pty Ltd

Ref: 2019-0208

1 Introduction ...................................................................................................................... 4

2 Existing Conditions ............................................................................................................ 5

2.1 Subject Site..................................................................................................................... 5

2.2 External Road Network ..................................................................................................... 7

3 Development Proposal ....................................................................................................... 8

3.1 Layout ............................................................................................................................ 8

3.2 Site Usage....................................................................................................................... 9

3.3 Parking .......................................................................................................................... 11

3.4 Rail Movements .............................................................................................................. 11

4 Assessment ..................................................................................................................... 11

4.1 Traffic generation ............................................................................................................ 11

4.2 Site Access ..................................................................................................................... 12

4.3 Parking .......................................................................................................................... 12

4.4 Traffic Impact ................................................................................................................. 13

5 Conclusions and Recommendations ................................................................................. 14

Figures

Figure 1 Locality Plan ................................................................................................................................ 4

Figure 2 Proposed Site Arrangement ......................................................................................................... 6

Figure 2 Proposed Site Arrangement With Approximate Road Connection Location .................................. 8

Figure 2 Identified Daily Site Traffic – Adopting Buses For Worker Transport ......................................... 10

Figure 3 NTG Traffic Counts (2008-2017) ................................................................................................ 11


1 Introduction

Tonkin has been engaged by Animal Plant Mineral Pty Ltd to undertake a traffic impact assessment on

behalf of TNG Limited, for a proposed magnetite processing facility located on Channel Island Road,

Northern Territory.

It is understood that TNG proposes to construct and operate the Darwin Processing Facility on land

within Lot 1817, Hundred of Ayers, Middle Arm. The site is located adjacent to the Elizabeth River and is

approximately 507 ha. It is understood that the design life of the Processing Facility will be 40 years.

It is proposed that materials will be transported from Mount Peake Project, 1,400km south of Darwin

shown in Figure 1 below, to the facility by rail. The material will be processed at the facility and then

transported to Darwin’s East Arm Wharf by rail.

The Processing Facility would process magnetite concentrate to produce:

• Vanadium pentoxide - for use in steel, non-ferrous alloys, chemicals, catalysts and energy storage (vanadium redox batteries).

• Titanium dioxide pigment - for use in paint, and coatings.

• Iron Oxide fines - for use in steel making.

The three products will be exported through the Port of Darwin’s East Arm Wharf.

As part of the proposed facility, the following transport infrastructure will be required to be constructed:

• Road access to/from the existing Channel Island Road.

• A rail siding running parallel to the Adelaide-Darwin rail line.

This report presents a traffic impact assessment for the proposed development, detailing the likely

traffic impacts on the wider road network.

Figure 1 Locality Plan


2 Existing Conditions

2.1 Subject Site

The processing facility will be located on a site of approximately 507ha at Lot 1817, Hundreds of Ayers,

Middle Arm Peninsula of Darwin Harbour. Access to the site is via Channel Island Road and is

approximately 30 km by road from Darwin, 9 km from Palmerston and 22 km by road or rail from East

Arm Wharf.

The site is currently leased from the NT government by private companies under extractive resources

licence/s for quarrying activities. To facilitate these current uses, the site has the following access tracks

entering from Channel Island Road:

• Approximately 550m south of the Elizabeth River Bridge

• Approximately 130m south of the level crossing

• Approximately 250m west of Jenkins Road

• Approximately 600m west of Jenkins Road

It is understood that these informal access tracks will be closed and all access to the site would be

consolidated at a single site access junction.

The processing facility and associated access roads, supporting infrastructure and services comprise a

development footprint of approximately 264 ha. The site is zoned future development.

The site is bounded to the north and west by mangrove forest which is zoned conservation.

The development will front Channel Island Road, with a single access proposed at the southern extent of

the site. It is understood that an access junction has previously been designed for the proposed

Channel Island Road access location to facilitate subdivision of two smaller lots on Channel Island Road.

This proposed junction includes deceleration lanes for vehicles approaching from both directions on

Channel Island Road.

The existing rail line is located between Channel Island Road and the site. It is proposed to provide a

spur line within the site to provide connection to this rail line.


Figure 2 Proposed Site Arrangement


2.2 External Road Network

2.2.1 Adjoining Roads

2.2.1.1 Channel Island Road

Channel Island Road is a two lane sealed road under the care and control of the NT Government

(Department of Infrastructure, Planning and Logistics). It consists of a single carriageway with one lane

in each direction, the posted speed limit is 90km/h at the proposed location of the processing facility.

The road consists of sealed and unsealed shoulders with a total sealed width of approximately 8m, lane

widths are approximately 3.5m in each direction.

Channel Island Road extends from Palmerston to the north and Channel Island power Station to the

south-west. Given the primarily industrial area to south-west of Channel Island Road, it is understood

that most of the traffic utilising the road is generated by industry.

There is a level rail crossing on Channel Island Road, approximately 500m north-east of the intersection

with Jenkins Road. The intersection with Jenkins Road has dedicated turn lanes provided.

To the north of the proposed site is the Elizabeth River bridge which spans approximately 500m.

Based on 2017 traffic data, Channel Island Road has an annual average daily traffic (AADT) of 3,055

vehicles per day (vpd) with a commercial vehicle (CV) percentage of 33.9% (data from DIPL Annual

Traffic Report, 2017).

It is noted that Channel Island Road had significantly higher traffic volumes (approximately 50% higher

than existing) in the proceeding years when the construction of the Inpex project was underway.

2.2.1.2 Jenkins Road

Jenkins Road is a two-lane (1 lane in each direction) sealed road which connects Channel Island Road to

the Stuart Highway south of the Arnhem Highway.

Each lane provided on Jenkins Road has a width of approximately 3.5m with sealed shoulders of

approximately 1.5m provided.

2.2.2 Pedestrian and Cycling Infrastructure

There is no pedestrian or cycling infrastructure in the vicinity of the proposed site. Given the

rural/industrial location of the site, pedestrians and cyclists are not expected to utilise Channel Island

Road, and so the infrastructure is not considered to be required.

It is noted that the road reserves are typically large and if demand for pedestrian and cyclist facilities

increases, there is a potential to provide this infrastructure within the road reserve.


3 Development Proposal

3.1 Layout

The proposed site arrangement is shown in Figure 2 above and consists of a single access point on the

southern extent of the site. The proposed access is located approximately 1.3km west of the

intersection with Jenkins Road.

It is understood that this intersection has been designed to provide access to 2 lots fronting the Channel

Island Road with potential future connection to the Kittyhawk industrial development to the west (which

will have a primary access further west on Channel Island Road).

As part of the proposed development a rail siding will be constructed to allow for loading/unloading of

goods from the site. The rail siding will be approximately 4 km long to allow for the full length of the

train (1.8 km) on either side of the unloading station, which will be located midway along the siding.

This is required to ensure that the train will have sufficient space on the siding to unload without

interrupting the regular flow of traffic on the main rail.

The rail siding will be built on the Lot 1817 as close as possible to the Processing Facility, within the

southern node of the site.

Figure 3 Proposed Site Arrangement With Approximate Road Connection Location


3.2 Site Usage

The site usage is divided into two phases:

• Construction/commissioning, and

• Operations/maintenance.

It is understood that there will be a laydown area which will securely house machinery and equipment.

It is understood that this is still under consideration and the location is not yet finalised although it is

understood that this area is likely to be on the northern portion of the site.

3.2.1 Construction/Commissioning

The construction phase is estimated to take approximately 24 months and will be undertaken over both

the wet and dry season.

Daily vehicle movements external to the site (primarily between the port and the site) will include:

• 4 crane movements

• 8 flatbed truck movements

• 4 fuel/lubrication truck movements

• 4 light vehicle movements

In addition to the above, there are potentially light vehicle and/or bus movements associated with

transporting workers to and from the site. It is anticipated that this would include approximately 700-

1,000 workers which includes a mix of construction and administration staff.

If a worst case assumption that all personnel enter and leave the site in their own vehicles, at the same

time is taken (as specific information is not yet available), then it is likely that the traffic generated by

the construction could be up to 2,020 vehicle movements per day.

If a single roster per day is adopted, it is anticipated that buses would be used to get staff to and from

the site. Based on a large coach capacity of 57 seats, a total of 18 buses would be required in both the

morning and evening.

3.2.2 Operations/Maintenance

Upon completion of the construction phase, usage of the site will consist of operational and maintenance

related traffic. Vehicle movements within the site will be on purpose-built roads and have not been

discussed further within this section.

Daily vehicle movements external to the site (primarily between the site and the Darwin Port) will

include:

• 4 isotainer truck movements

• 10 quad road train movements

• 2 flatbed truck movements

• 4 fuel/lubrication truck movements

• 16 light vehicle movements

It is identified that the above (36) movements would occur outside of the peak hours for staff

movements.

In addition to the above, there will be light vehicle and/or bus movements associated with employees

travelling to and from the site. It is anticipated that this would include approximately 473 roles across

the following areas:


• Administration staff (8am to 4pm, 5 days per week) – 41 roles

• Operations staff (8am to 4pm, 5 days per week) – 50 roles

• Operations staff (8am to 6pm, 7 days a week) – 4 roles

• Operations staff (8am to 6pm and 7pm to 7am, shift) – 378 roles

It is noted that the anticipated employment would be higher to ensure full coverage, with an

expectation that approximately 600 personnel will be employed for the Project during operations.

The total daily traffic movements for the operations/maintenance phase is therefore approximately 985

vehicles per day if all staff drive independently to and from the site.

If it is assumed (worst case) that each staff member drives, the following hourly movements are

anticipated:

• 7am – 189 movements away from the site

• 8am – 284 movements to the site

• 4pm – 91 movements away from the site

• 6pm – 193 movements away from the site

• 7pm – 189 movements towards the site

It is assumed that the majority of staff movements will be to and from the north along Channel Island

Road (as this provides access to Palmerston and Darwin).

Based on a large coach capacity of 57 seats, a total of 9 buses would be required in the morning and

evening, noting that the morning would be spread over a 2 hour window and the evening over a 3 hour

window. That is, the actual number of buses per hour is likely to be at the most 5 buses. The total

anticipated site traffic per hour is identified in the graph below (this graph assumes all buses travel to

and from the site rather than remaining on the site for the day).

Figure 4 Identified Daily Site Traffic – Adopting Buses For Worker Transport

0

1

2

3

4

5

6

7

8

9

10

Vehic

les P

er

Hour

Traffic to site Traffic from site


3.3 Parking

Parking will be provided on site for construction and ongoing operations/maintenance. The site has

sufficient space to provide adequate parking for the identified uses.

Based on the above staffing predictions, it is anticipated that a total provision of up to 450 car parking

spaces should be provided for the construction and 285 parking spaces for the ongoing

operations/maintenance. It is noted that these estimates are conservative and assume that all staff will

drive their own vehicle to and from site.

However, if buses are provided to transport workers to and from the site, this could be reduced to 9 bus

parking bays.

In addition to the above, the site is located within 10km of Palmerston. Although there is no bicycle

infrastructure provided currently, there is the potential to provide a cycle path as well as end of trip

facilities (showers, lockers, secure cycle parking). This has the potential to link with the current path

infrastructure on Elrundie Avenue, Chung Wah Terrace and Roystonea Avenue.

3.4 Rail Movements

The site is proposed to be serviced with a rail spur that facilitates movement of materials to and from

the Processing Facility. It is understood that there are proposed to be 3 cycles per week to and from

the south and 7 cycles to and from East Arm per week. The proposed maximum train length is

approximately 1,200m.

There are two level crossings nearby (Channel Island Road and Jenkins Road). Both level crossings

currently have advance warning signage on the approaches to the level crossings. The operation of

these level crossings will be impacted by the trains travelling to and from the south (ie total 6

movements per week).

4 Assessment

This section assesses the traffic impacts of the proposed development.

4.1 Traffic generation

4.1.1 Background Growth

It is understood that there are significant areas of land within Middle Arm that NTG are seeking to

develop for large scale industrial uses. It is noted that based on past traffic on the Channel Island Road

with the construction of the Inpex Icthys, an increase in excess of 1,500vpd on current traffic volumes

could be accommodated on the road.

2008 2009 2010 2011 2012 2013 2014 2015 2016 2017

Inbound (veh/day) 339 371 454 502 872 1,514 2,199 1,548 1,358 1,520

Outbound (veh/day) 339 372 439 496 674 1,442 2,388 1,812 1,566 1,535

Two-Way (veh/day) 678 743 893 998 1,546 2,956 4,587 3,360 2,924 3,055

Figure 5 NTG Traffic Counts (2008-2017)


4.1.2 Construction Phase

It is understood that there would be up to 1,000 personnel (total) working at the site during

construction across different shifts. Based on the identified staffing and proposed roster, it is

anticipated that a total maximum daily traffic generation of up to 2,020vpd could be expected (worst

case).

Based on the yearly traffic counts undertaken on Channel Island Road by DIPL, the current daily traffic

volume is approximately 3,055vpd. Adding the maximum traffic anticipated to be generated by the site,

a total daily traffic of 5,075vpd could be expected. This would be approximately 500vpd higher than the

observed traffic volume in 2014 and therefore could reasonably be accommodated by the road network.

However, this traffic could be significantly reduced if buses were adopted to transport workers to and

from the site. If all workers travel on buses to and from the site, the total daily traffic is anticipated to

be approximately 95 movements per day (assuming buses do not stay on site during the day but rather

make a trip to and from the site in both the morning and evening). This reduces the anticipated traffic

on Channel Island Road to approximately 3,150vpd which is lower than the volume experienced in 2015

and 2016.

It is anticipated that even assuming a worst case traffic generation, the available capacity within the

road network would allow the identified development to operate without issue. However, a small fleet

of buses could greatly reduce the potential impact on Channel Island Road and the wider road network.

4.1.3 Operational Phase

There is a potential (worst case) for up to 985 vehicle trips per day if all staff drive independently to and

from the site.

This could be reduced to approximately 75 trips per day if buses are adopted.

It is anticipated that even assuming a worst case traffic generation, the available capacity within the

road network would allow the identified development to operate without issue. However, as with the

construction phase, a small number of buses could greatly reduce the potential impact on Channel

Island Road and the wider road network.

4.2 Site Access

It is understood that site access is proposed to be at a new junction to the west of Jenkins Road. The

design for this junction makes allowance for road train vehicles and includes sheltered left and right turn

lanes.

Based on previous design assessment, this junction has the capacity to cater for future traffic on

Channel Island Road at higher than 2014 observed traffic volumes.

As the site is located within 10km of Palmerston, there is a potential to provide a cycle path to facilitate

access for staff by bicycle. This has the potential to link with the current path infrastructure on Elrundie

Avenue and Chung Wah Terrace.

4.3 Parking

The site is of a sufficient size to allow parking to be provided for all vehicles and to allow large vehicles

to enter and leave the site in a forward gear.

It is recommended that the following considerations are taken into account within the design stages of

the project:

• Separation of heavy vehicles and light vehicles.

• Provision of all weather access to parking.


• Potential bus parking to reduce the overall parking requirement on the site.

• Any on-site parking that may be required to keep vehicles on site (if buses are the primary method of access to and from the site).

• Parking provision for cyclists.

4.4 Traffic Impact

The site has the potential to generate a significant amount of traffic across the day with the main impact

likely to be on the morning commuter peak (assuming shifts coincide with this time). The impact can be

minimised by altered working hours or through the provision of buses to allow a proportion of (or all)

staff accessing the site to travel to and from the site by bus. To cater for all staff, it is anticipated that

approximately 18 buses would be required through the construction phase and 5 buses would be

required within the operational phase of the Project.

Based on past traffic volumes on Channel Island Road, it is clear that the projected traffic from the

development can be accommodated by the existing infrastructure.

There is also the potential impact from trains slowing to enter the proposed rail siding or slow moving

trains exiting the proposed rail siding. The two level crossings at Channel Island Road and Jenkins Road

have the potential to be impacted by slow moving trains.

It is understood that 30 seconds clearance plus advance warning time of 10 seconds is required in

addition to the clearance time for a train. The total clearance time would be approximately 7 minutes if

the train was travelling at 10km/h.

This represents a significant delay to traffic along Channel Island Road and Jenkins Road. It is

recommended that the design considers the length of the trains operating and identifies realistic

acceleration/deceleration estimates for each of the two crossing points. The rail siding should be sized

appropriately to maximise the potential braking/acceleration distance for trains entering and exiting the

siding. Further to this, the trains should, wherever possible, be scheduled to outside of peak times

(preferably outside of 6am-6pm) to minimise the likely impact on road traffic.


5 Conclusions and Recommendations

The proposed development has the potential to have a significant impact on traffic. However, there are

opportunities to minimise these impacts through careful design and planning of both the construction

and operational phases of the project.

Key recommendations are:

• Provide a bus service to and from the site for staff, this has the potential to significantly reduce traffic generation in both stages with the construction phase being able to be reduced from approximately 2,020vpd to 95vpd and the operational phase being able to be reduced from 985vpd to 75vpd.

• Review the potential for cyclist infrastructure to provide a safe link for staff travelling to and from the site by bicycle.

• Develop safe and efficient parking on the site, the total number of parking spaces will be significantly impacted by the adoption of bus transport.

• The design will need to maximise the length of the proposed rail spur line to minimise the potential for delay at the level crossings.

• Timing of rail movements will need to be carefully controlled to ensure minimal impact on road traffic noting that there are two level crossings in the immediate vicinity of the site.

2019-0208 Proposed Magnetite Processing Facility | Traffic Impact Assessment

appendix x: traffic impact assessment · it is understood that tng proposes to construct and...

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