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Cherry Tree Wind Farm FOR SUBMISSION / Rev 1

Cherry Tree Wind Farm Traffic and Transport Assessment Report

Revision 1: FOR SUBMISSION

March 2012


TABLE OF CONTENTS

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

1.1 Methodology ..................................................................................................................................... 4

1.2 Planning Context ............................................................................................................................... 5

1.3 Approval and Permit Requirements .................................................................................................. 7

2. Proposed Development ...................................................................................................................... 9

2.1 Phase 1: Construction ....................................................................................................................... 9

2.2 Phase 2: Operation ........................................................................................................................... 9

3. Existing Conditions ........................................................................................................................... 11

3.1 Description of Surrounding Roads .................................................................................................. 11

3.2 Traffic Volumes ............................................................................................................................... 12

4. Wind Farm Traffic Generation .......................................................................................................... 14

4.1 Construction Traffic ........................................................................................................................ 14

4.2 Operation Traffic Generation .......................................................................................................... 19

5. Proposed Access Routes ................................................................................................................... 20

5.1 Points of Origin ............................................................................................................................... 20

5.2 Proposed Construction Traffic Route .............................................................................................. 21

5.3 Unrestricted Vehicular Access to Site .............................................................................................. 27

6. Road Network Impacts ..................................................................................................................... 28

6.1 Traffic Volumes ............................................................................................................................... 28

6.2 Strength .......................................................................................................................................... 28

6.3 Geometry ........................................................................................................................................ 28

6.4 Bicycle paths ................................................................................................................................... 29

7. On-site vehicle access tracks ............................................................................................................ 30

7.1 Layout Considerations..................................................................................................................... 30

7.2 Construction Phase Works .............................................................................................................. 31

7.3 Operation Phase Works .................................................................................................................. 31

8. Mitigation Measures ........................................................................................................................ 32

8.1 Traffic Control ................................................................................................................................. 32

8.2 Notifications .................................................................................................................................... 32

8.3 On-site Mitigation Measures .......................................................................................................... 33

9. Summary and Conclusions ............................................................................................................... 34

10. References ................................................................................................................................... 35


Attachment A ........................................................................................................................................... 36

Appendix 1: Swept Path at Hume Freeway, Tallarook Exit

Appendix 2: Proposed On-site Track Options


1. Introduction This Traffic and Transport Assessment Report has been prepared by Infigen Energy Pty Ltd in support of the proposed Cherry Tree Wind Farm project. Infigen Energy is a specialist renewable energy company that develops, owns and operates renewable energy projects across Australia and the United States of America. Infigen Energy has interests in 24 operational wind farms in Australia and the US, plus six proposed wind farm projects in Australia - including the proposed Cherry Tree Wind Farm.

This Traffic and Transport Assessment Report examines the traffic and transport implications of the construction and operation of the proposed Cherry Tree Wind Farm including:

a) a description of the type and volume of vehicular traffic that will be generated from both the construction and operation phases of the Project;

b) the proposed access routes to the site; c) assessment the potential impact on the existing road network and road users; and d) proposed mitigation and management measures to be utilised.

The objective of this report is to identify the traffic and transportation constraints and optimise the development of access routes and onsite tracks within these constraints to minimise the impacts of the project.

The proposed Cherry Tree Wind Farm project site is situated on an elevated plateau of the Cherry Tree Range within the highlands of central Victoria and is on private farmland approximately 80 km north of Melbourne and 15 km south-east of Seymour, Victoria, within the Mitchell Shire Council Local Government Area (LGA), referred to as the “Project Site”.

The Cherry Tree Wind Farm project, the “Project”, involves the development of 16 wind turbine generators (WTG) and associated infrastructure including vehicular access tracks to WTGs, crane hardstands, site electrical reticulation (underground and overhead), construction compound, an operation and maintenance facility and a substation for connection to the grid.

1.1 Methodology

The methodology for preparation of this Traffic and Transport Assessment Report was conducted in three stages:

• Stage 1: Desktop assessment; • Stage 2: Site inspections and consultations with agencies; and • Stage 3: Development impact assessment and identification of mitigation and

management measures.

1.1.1 Stage 1

A desktop study was undertaken to identify and review the applicable transportation guidelines and permitting requirements, attributes and limitations of the existing road network surrounding the Project Site including:


• Mitchell Planning Scheme (Ref 1); • CFA’s Guidelines for Wind Energy Facilities (Ref 2); • Oversize Load Carrying Vehicles – Information Bulletin (Ref 3); • VicRoads Supplement to the Austroads Guide to Road Design (Ref 4); and • Mapping and aerial photography provided by BingMaps and Geoscience Australia

1.1.2 Stage 2

Site visits were then carried out to inspect, document and photograph the type and surface conditions of the existing road network.

An initial meeting was held with Ian Pearson the Development Coordinator, Engineering & Infrastructure at the Mitchell Shire Council in Broadford on 17 November to discuss the proposal and possible access routes.

Further a draft copy of this report was issued to the Mitchell Shire Council for comment on 13 December 2011 via email. The Mitchell Shire Council responded with comments on 14 December 2011. These comments are included in Attachment A. Comments received have been incorporated in this report.

The same draft report was issued the Gaurav Verma, Senior Road Safety & Traffic Engineer VicRoads, North Eastern Region on 7 December 2011. This was internally passed on to Mr Lloyd Rowe (Senior Statutory Planning Officer) in VicRoads Bendigo Office and we are currently awaiting comment.

1.1.3 Stage 3

An evaluation of the types and volumes of potential vehicular traffic generation is based on the infrastructure and workforce requirements of this Project, Infigen Energy’s prior wind farm construction experience and relevant industry standards.

An assessment of the potential vehicular traffic impact, based on the infrastructure and workforce requirements of this Project upon the proposed construction traffic route was carried out, including an assessment of road capacities and suitability of geometry, intersection capacities and geometry. Upgrade works were then identified and appropriate mitigation and management measures were developed.

1.2 Planning Context

The following clause of the State Planning Policy Framework (SPPF) found in the Mitchell Planning Scheme is relevant to this assessment.

18.02-4 Management of the road system Objective To manage the road system to achieve integration, choice and balance by developing an efficient and safe network and making the most of existing infrastructure. Strategies Plan and regulate the design of transport routes and nearby areas to achieve visual standards appropriate to the importance of the route with particular reference to


landscaping, the control of outdoor advertising and, where appropriate, the provision of buffer zones and resting places. Provide for grade separation at railway crossings except with the approval of the Minister for Transport. Make better use of roads for all road uses through such techniques as the provision of wider footpaths, bicycle lanes, transit lanes (for buses and taxis) and specific freight routes. Selectively expand and upgrade the road network to provide for: • High-quality connections between Metropolitan Melbourne and regional cities, and between regional cities. • Upgrading of key freight routes. • Ongoing development in outer suburban areas. • Higher standards of on-road public transport. • Improved key cross-town arterial links in the outer suburbs including circumferential and radial movement. Improve road networks where public transport is not viable, and where the road development is compatible with the Neighbourhood Principles and urban design objectives. Improve roads in developing outer-suburban areas to cater for car, bicycle, public transport, and freight, commercial and service users. Improve the management of key freight routes to make freight operations more efficient while reducing their external impacts. Ensure that road space complements land use and is managed to meet community and business needs.

The clause of the Local Planning Policy Framework (LPPF) found in the Mitchell Planning Scheme relevant to this assessment is:

22.06-2 ROAD CONSTRUCTION AND ACCESS This policy applies to the creation of new roads and access to service land in Rural Zones, Low Density Residential Zone and the Township Zone. Policy Basis The local and main road network across the Shire is vital to the ongoing development and prosperity of the municipality. The standard and maintenance of existing and new roads is an important strategy. This policy establishes the criteria and performance for future road and vehicular access standards within the Shire. Objectives To ensure that the improvement and upgrading of roads and infrastructure is commensurate with the expected impacts of proposed uses and developments.


To ensure that proposed uses and developments do not restrict existing road access. To ensure that all new uses and developments are provided with two way access and that access is safe and efficient. Implementation It is policy that: • The assessment of new uses and developments and the proposed impacts in terms of road construction and access takes into account: • The need for all-weather road access and egress to the site. • Road alignment and safety of road users. • The condition of all infrastructure, including road surface and the likely impacts that the use and development of land will have on such infrastructure. • The impacts that may occur due to the proposed use and development of land. • The design and alignment of the road, its surface and the likely affects that new uses and developments of land may have on the future surface and condition of the road. • All new roads should be constructed to the following minimum standards unless otherwise agreed by the responsible authority: • Formation width - 6 metres or passing bays every 200 metres. • Pavement width - 4 metres. • Pavement depth - 150mm of compacted road making gravel. • Minimum grade - 1 in 8 unless sealed.

This Traffic and Transport Assessment Report is also being prepared with reference to the:

• The Draft EPHC National Wind Farm Development Guidelines, July 2010 (Ref 5); and

• Policy and Planning Guidelines for Development of Wind Energy Facilities in Victoria. Department of Planning and Community Development, 2011 (Ref 6).

1.3 Approval and Permit Requirements

Details of the vehicle mass and dimension limits and the operating conditions are described in Schedule 1 of the Road Safety (Vehicles) Regulations 1999 (Ref 7).

The dimension limits for load carrying vehicles are defined in the VicRoads Oversize Load Carrying Vehicles - Information Bulletin (Ref 3). This document states that vehicles in excess of 3.5 m in width, 4.6 m in height and 25 m in length are considered ‘oversize’ and will require special permits. Pilot and escort vehicles will also be required. Details of these requirements are included in the Pilot and Escort Vehicle Graph contained in VicRoads Publication - Additional Permit Conditions (Ref 8). Oversize vehicle operators must obtain permission from the appropriate municipal council before the permit vehicle travels on undeclared (local) roads.

The transportation of the heavier loads will be subject to the Victorian Statutory Load Limits set out in Part 4 of the Road Safety (Vehicles) Regulations 1999 (Ref 7). The Oversize Load Carrying Vehicles - Information Bulletin (Ref 3) also outlines the axle mass

http://www.legislation.vic.gov.au/


limits for axle groups and gross mass limits. Special permits will be required for vehicles exceeding these limits.

A ‘road’ in the Mitchell Planning Scheme (Ref 1) has its ordinary meaning as it is not a defined term in clause 70 Definitions. Within the Farming Zone (FZ) a road is a ‘Section 1 – Permit not Required’ use. Local access to the Project site is via Kobyboyn Road and Homewood Road, which are both zoned FZ, see clause 35.07. Within the Road Zone (RDZ1 for a Category 1 road and RDZ2 for a Category 2 road), a road is a ‘Section 1 – Permit not Required’ use, see clause 36.04. Regional access to the Project site is via the Hume Freeway, Upper Goulburn Road, Goulburn Valley Highway, which are all zoned RDZ1.

It is also noted that a section of Kobyboyn Road that is nearest to Seymour - between Goulburn Valley Highway and Telegraph Road - passes through land that is part zoned:

• Low Density Residential Zone (LDRZ), • Rural Living Zone (RLZ) and • Public Park Recreation Zone (PPRZ).

In these areas Kobyboyn Road carries the same land use zone as the adjoining land, before it becomes FZ for its remainder.

Within the LDRZ, the RLZ and the PPRZ of the Mitchell Planning Scheme, a road is a ‘Section 1 – Permit not Required’ use, see clauses 32.03, 35.03 and 36.02 respectively.


2. Proposed Development The proposed Cherry Tree Wind Farm site is located on the Cherry Tree Range, approximately 80 km north-east of Melbourne and 15 km south-east of Seymour. The Project Site is accessed via Homewood Road. The 16 turbine wind farm project comprises two phases:

• Phase 1: Construction, Installation and Commissioning of the wind farm; and • Phase 2: Operation of the wind farm.

As the traffic impacts from these two phases have different regimes a brief summary of the activities involved in each stage is provided below. This section outlines the activities which will generate traffic on the existing road network.

2.1 Phase 1: Construction

Following pre-construction activities such as surveying, geotechnical investigations and the erection of additional temporary and permanent meteorological masts, if required, construction will commence with the opening of the primary vehicular site access tracks, establishment of temporary site offices and facilities for the construction phase.

Further construction activities will include:

• Transportation of personnel, materials, equipment and plant to site • Civil works including:

o laydown areas o access tracks to each turbine location o crane hardstands at each turbine location o excavation, construction and backfilling of turbine foundations o civil readying works for the substation o cable trenching o erosion and sediment control structures

• Laying underground cable • Overhead line pole erection and stringing • Erection and installation of wind turbines and kiosk transformers

The construction of the wind farm will be undertaken in accordance with a Construction Environmental Management Plan (CEMP) and Traffic Management sub plan (TMP) to be developed in consultation with the Mitchell Shire Council and VicRoads.

2.2 Phase 2: Operation

Following commissioning and final testing, the wind farm will enter the operational phase which is expected to reach an economic life of 25 years. Routine scheduled maintenance would be undertaken by site personnel based at Project Site on a full time basis. Routine scheduled maintenance is typically undertaken at each turbine every 3 to 6 months. Any unscheduled maintenance can usually be undertaken without the requirement for a crane; however the replacement of any large component may require cranes and low loaders to access the Project Site.


The operation of the wind farm will be undertaken in accordance with an Operational Environmental Management Plan (OEMP) and the operational Traffic Management sub plan (TMP) to be developed in consultation with the Mitchell Shire Council and VicRoads.


3. Existing Conditions Based on the desktop study and site visits, this Section summarises the existing conditions of the potential vehicular access route options to and from the Project site as background to the route selection process. These roads are shown below in Figure 1. Figure 1: Surrounding Road Network

3.1 Description of Surrounding Roads

The Hume Freeway/Highway (M31) is the primary road link connecting Melbourne and Sydney. This road provides a high standard of driving conditions, with divided carriageways, four traffic lanes, sealed shoulders and centre and edge line marking that is


easily visible in all weather conditions. The speed limit is 110 km/h for the majority of its length. This road is under the responsibility of VicRoads. Under the provisions of the Mitchell Planning Scheme, the road is categorised as Road Zone Category 1 (RDZ1).

The Goulburn Valley Highway (B340) roughly follows the Goulburn River from Eildon to the Hume Freeway at Seymour. It is a sealed road, with a two lane single carriageway with sealed shoulders, good centre line and edge line marking and a high standard of guidepost delineation. The speed limit is generally 100 km/h. This road is under the responsibility of VicRoads. Under the provisions of the Mitchell Planning Scheme, the road is categorised as RDZ1.

The Melba Highway (B300) links the outer eastern suburb of Coldstream, near Lilydale, to the town of Yea and has a length of 65km. It is a sealed road, with a two lane single carriageway with sealed shoulders, good centre line and edge line marking and a high standard of guidepost delineation. The speed limit is generally 100km/h. This road is under the responsibility of VicRoads. The road zone is categorised as RDZ1.

Upper Goulburn Road is 13.7km long and connects the Goulburn Valley Highway near Trawool and the Hume Highway near Tallarook. It is a sealed two lane single carriageway road with a marked centreline and a maximum grade of 4%. This road is under the responsibility of VicRoads. Under the provisions of the Mitchell Planning Scheme, the road is categorised as RDZ1.

Kobyboyn Road runs from the Goulburn Valley Highway south of Seymour to Highlands Road, 13km to the East. It is a sealed two lane single carriageway road with a marked centreline without edge lines or sealed shoulders. Under the provisions of the Mitchell Planning Scheme, the road is categorised as Farming Zone (FZ).

Homewood Road travels south from Kobyboyn Road. It is an unsealed road with an average width of around 3.5m. Under the provisions of the Mitchell Planning Scheme, the road is categorised as FZ.

3.2 Traffic Volumes

Existing two-way 24 hour traffic volume data for Upper Goulburn Road and the Goulburn Valley Highway are detailed in the Table 1 below. This data was sourced from VicRoads (provided by email dated 13 December 2011_Gaurav Verma) and represents the median midweek non-holiday 24 hour traffic. Median midweek refers to the median volume of all the non-holiday Tuesday, Wednesday and Thursday counts recorded for the sites over a calendar year. The median midweek is used because these days are less likely to be influenced by outside factors.

Table 1: Existing Traffic Volumes

Location Direction 24 hour total traffic volume

24 hour commercial vehicle volume

Upper Goulburn Road 2.8 km West of Goulburn Valley Highway @ 2.8 km post

Eastbound 250 70

http://en.wikipedia.org/wiki/Suburb

http://en.wikipedia.org/wiki/Coldstream,_Victoria

http://en.wikipedia.org/wiki/Lilydale,_Victoria

http://en.wikipedia.org/wiki/Town


Upper Goulburn Road 2.8 km West of Goulburn Valley Highway @ 2.8 km post

Westbound 250 90

Goulburn Valley Highway 300 m West of Upper Goulburn Road @ 10.8 km from Seymour

Westbound 960 200

Goulburn Valley Highway 300 m West of Upper Goulburn Road @ 10.8 km from Seymour

Eastbound 990 150


4. Wind Farm Traffic Generation In order to select the preferred vehicular access route and subsequently determine the potential traffic impact of the wind farm development on the existing road network, the volumes and sizes of traffic generation need to be estimated. The following section outlines the size and mass of the on-road vehicles and provides an estimation of the number of movements of these vehicles for the two phases outlined above.

4.1 Construction Traffic

4.1.1 Loads

Estimates of the dimensions and loads for the major components are given in Table 2 below. Table 2: Load Dimensions and Masses

Component Component

Height

(m)

Component Width

(m)

Component Length

(m)

Component Mass

(t) Hubs/Nose Cone 3.8 3.8 5.4 30

Blades 4.0 4.0 55 15

Tower Sections 4.2 4.2 30 65

Nacelles 3.5 4.0 13 70

Main Transformer 4.5 4.5 8 100

Transmission line poles (Depending on number of poles per vehicle)

- - 20 -

Mobile Crane (550t) 4.0 3.0 18.0 96

It should be noted that whilst exact dimensions, weights of loads and vehicles, etc. cannot be finalised until a particular turbine model and supplier has been selected, the above dimensions represent those of currently available turbine models that are considered suitable for the Project site.

4.1.2 Typical Delivery Vehicles

The following vehicle combinations are considered to include the worst case scenario for the ‘oversize’ and ‘overmass’ vehicle movements. The oversize vehicle for blade delivery typically has rear wheel steering. Delivery vehicle dimensions will be confirmed in the CEMP along with an assessment of the vertical and horizontal alignment suitability of the regional and local access routes for the proposed vehicle configurations.


Figure 2: Example vehicle for blade delivery (Oversize)

Figure 3: Example vehicle for transformer delivery (Overmass)


It is noted that the size of transformer required for the Cherry Tree Wind Farm project will be smaller than the above pictured transformer (Note: the pictured transformer is sized for a project which is approximately four times the size of Cherry Tree Wind Farm project).

With reference to the component weights provided above, the following table outlines the on-road weights and configurations for the vehicles proposed. It should be noted that dimensions and weights of loads and vehicles cannot be finalised until a turbine supplier and haulage contractor are selected.

Table 3: Vehicle Configurations and On Road Masses

Component Vehicle Type Estimated On-Road Weight (t)

Anticipated Restriction

Hubs/Nose Cone Single trailer 45 Oversize

Blades Custom built rear steer trailer 25 Oversize

Tower Sections Either flat bed trailer or wheel clamp on tower

80 Oversize and Overmass

Nacelles Flat bed trailer 90 Oversize and Overmass

Main Transformer Flat bed trailer 120 Overmass

4.1.3 Construction Traffic Generation

Table 4 below details the total estimated construction traffic generation for the construction phase of the Project - based on the description of works provide in Section 2 above, and the following assumptions:

• Off-site concrete batching;


• Wind turbine foundations will be gravity type; • Crushed rock being imported to the Project Site for capping of tracks; and • One blade transported per trailer.

The above assumptions constitute the estimated worst probable case scenario for traffic generation, i.e. would generate a larger volume of traffic than other alternatives arrangements which may be available.

Table 4: Estimated construction traffic volumes

Activity Purpose Vehicle / Trailer type

No. of one way vehicle

movements

Site Set-Up and De-mobilisation

Portacabin delivery and removal Low loader 8

Skip delivery and removal Low loader 4

Generator delivery and removal Semi-trailer 2

Water tank delivery and removal Truck 2

Roads and hardstands

Delivery of imported capping for roads, laydowns and crane hardstands

Truck and dog 1140

Delivery of sediment fences, surveying, culverts, riprap and other materials

Truck 12

Plant delivery and removal: excavators, compactors, bulldozers

Low loader 16

Foundations Concrete delivery Concrete agitator 1550

Reinforcing steel and formwork delivery Semi-trailer 24

Foundation bolts or steel insert delivery Semi-trailer 6

Plant delivery and removal: 30 t to 50 t crane and excavator

Low loader 16

Wind Turbine Generators

Tool container delivery and removal Low loader 4

Tower section delivery See table 3 128

Blades delivery See table 3 96

Nacelle delivery See table 3 32

Hub delivery See table 3 32

Delivery of other WTG materials, i.e. ducting, entry stairs, platforms

Semi-trailer 4

Main crane (1,000t) mobilisation and de-mobilsation

Low loader 60

Trailing crane (200t) mobilisation and de-mobilisation

Low loader 4


Cable Installation Cable delivery Semi-trailer 10

Backfill material delivery Dump Truck 90

Plant delivery and removal: Telescopic handler and excavator

Low loader 8

Overhead Line Conductor delivery Semi-trailer 14

Pole delivery See table 3 4

Pole dressing delivery Semi-trailer 2

Plant delivery and removal: Telescopic handler and excavator

Low loader 8

Sub Station Concrete delivery Concrete agitator 20

Switchroom delivery Low loader 4

O&M and workshop delivery Low loader 8

Transformer delivery See table 3 2

Electrical equipment delivery Semi-trailer 16

Other Employee vehicles Light vehicle 5600

Meteorological masts Truck 8

Waste Collection Truck 104

Consumables (fuel, water, etc.) Truck 14

Miscellaneous delivery Light vehicle/vans 64

Total 9,116

It should also be noted that the delivery of turbine blades are designated ‘oversize’ on their way to the Project Site, and that custom trailers used for turbine blade transports can be retracted in length for their return trip to be within Class 1 limits, i.e. these return trips may not be designated ‘oversize’.

4.1.4 Timing

The above volumes will be spread over a 12 month construction phase. The morning peak (6am to 7am) would include approximately 20 light vehicles, 3 permitted vehicles and 5 heavy vehicles one way in the hour.

The maximum traffic per day to the Project Site is estimated to be in the order of 90 vehicles per day (on the day of a turbine foundation concrete pour) in each direction with an average of around 40 per day in each direction on other days during full construction activity. The distribution of traffic in terms of percentage per month is shown in the graph below. The peaks coincide with the pouring of concrete foundations.


Figure 4: Distribution of traffic volumes of construction period

It is noted that oversize vehicles and loads are not permitted in some urban areas during designated peak hour times. This applies to the metropolitan zone of Melbourne and Geelong and as such additional permitting conditions may dictate hours for delivery to site. Restrictions exist during sunset to sunrise in rural areas for vehicles in excess of 3.5m wide and 25m long.

4.2 Operation Traffic Generation

Once the Cherry Tree Wind Farm is operational there will be a low level of traffic accessing the site. This traffic will generally comprise of to and from work trips by 6 to 10 site staff in light vehicles but may also include periodic visits by specialist maintenance teams, and mobile plant and equipment deliveries, as required. Overall, the traffic impact during the operational phase will be minor. Local transportation routes will be as per those approved in the OEMP and expected to be the same as those identified in the CEMP and used during construction.

Any ‘oversize’ or ‘overmass’ required for major maintenance activities will be subject to the same approval and permitting processes as the construction traffic noted above.

0.0%

5.0%

10.0%

15.0%

20.0%

25.0%


5. Proposed Access Routes

5.1 Points of Origin

5.1.1 WTG Components

The components of the wind turbines; nacelle, blades and hubs will be imported from overseas. The review of the options for transport of components to the Project Site by road has considered delivery from the Ports of Melbourne, Geelong and Portland.

5.1.2 Tower Sections

Tower sections for wind turbines may be manufactured in Australia at a number of different locations including Queensland (Dalby), Victoria (Portland) or South Australia (Adelaide). Alternatively, if these are imported from overseas they will be arriving at the same port with the WTG components.

5.1.3 Electrical Equipment

Depending on location of the suitable suppliers, electrical equipment may be sourced from various locations around Australia however it is expected that the main transformer will arrive at one of the ports noted above and commence road transport from there following the route identified for delivery of the WTG Components.

5.1.4 Concrete and Aggregate

It is anticipated that ready mix concrete will be imported from a local supplier provided that the distance to site and production rates of the concrete plant can met the requirements for the turbine foundation concrete pours.

Examples of supply sources for ready mix concrete include:

• Nagambie (Boral plant); and • Kilmore (Hansen plant).

Aggregate and sand will be sourced from the excavation of turbine foundations and road scrapings in the first instance. Alternatively, if this material is not appropriate or the volume excavated is insufficient aggregate will be sourced from sand and gravel quarries in the area.

Examples of supply sources for sand and aggregate include:

• Holcim, Chiltern; • Seymour Quarries, Seymour; • Goulburn Valley Resources, Seymour; • Goulburn Sand and Gravel, Seymour; and • Yea Sand and gravel in Yea.

5.1.5 Employees and van deliveries

Seymour is the main commercial centre nearest the Project Site. As such, employee services and small delivery trips are most likely to originate primarily from Seymour.


Additional employee trips may also originate from the townships of Yea, Trawool and Tallarook, where additional accommodation options may be utilised by any itinerant workforce during the construction phase or during any periods of scheduled / unscheduled maintenance.

5.2 Proposed Construction Traffic Route

The proposed construction traffic route to the Project Site has been developed based on the most suitable roads to transport the materials, plant and WTG components during the construction phase of the project cognisant of the volumes, sizes and masses noted above.

The selection was based on the following criteria:

• The likely points of origin of the loads; • Local road use, i.e school zones and bus routes; • Designated truck routes; • Road formation widths and conditions; • Sight distances and available turning radii at intersections; and • Height restrictions.

5.2.1 Preferred Transport Route for Oversize Vehicles

The proposed construction traffic route for imported WTG components arriving via either Port of Geelong or Port of Melbourne transport is as follows:

1. Western Ring Road; 2. Metropolitan Ring Road; 3. Hume Freeway; 4. Upper Goulburn Road 5. Goulburn Valley Highway; 6. Kobyboyn Road; and 7. Homewood Road.

The proposed route is approximately 120km and is shown in Figure 5 below. If Portland is used for overseas deliveries, the Princes Highway to the Western Ring Road and follow the above route to the Project Site.


Figure 5: Preferred Access Route for Oversize Vehicles to Site


The table below outlines the exits and turns required for the above route within the local area.

Point 1: Exit from the Hume Freeway at Tallarook onto the C383

Plan View Photograph: Looking west under Hume Freeway

Note: Not to scale. This is not a vehicle swept path and is to show direction of travel to the Project Site only. (Aerial photography provided by nearmap.com)

The embankment to the west of the exit lane could potentially present a constraint to the transportation of turbine blades to the site. As such, a swept path analysis was undertaken. The results of this analysis are provided in Appendix 1 which demonstrates that no road widening is required for the exit lane.


Point 2: Right turn along Upper Goulburn Road at Schoolhouse Lane

Plan View Photograph: Looking south west


It is not anticipated that the delivery of any WTG components would be constrained by the current alignment of this intersection.

Point 3: Left turn onto Goulburn Valley Highway

Plan View Photograph: Looking East from Upper Goulburn Road

Note: Not to scale. This is not a vehicle


swept path and is to show direction of travel to the Project site only. (Aerial photography provided by nearmap.com)


Point 4: Right turn onto Kobyboyn Road

Plan View



Point 5: Right turn onto Homewood Road

Plan View


Note: Not to scale. This is not a vehicle swept path and is to show direction of travel to the Project site only. (Aerial photography provided by nearmap.com)

An upgrade of this intersection will be required to facilitate turning movements. These upgrade works would include widening on the western side of the intersection to allow turning movements as shown. This will also include extension of the existing culvert and movement of the traffic control sign. The sight distance along this straight stretch of Kobyboyn Road appears to be sufficient though traffic control measures would be in place for permitted vehicle access. It is anticipated that the widening can be accommodated without the requirement for tree removal.

5.2.2 Alternatives Considered

The alternatives considered to the preferred transport route for oversize vehicles included continuing along the Hume Highway to Seymour. However the preferred route above avoids passing through town centre of Seymour where there are restricted rail crossing options and a number of schools. Negotiation of large vehicles through the centre of Seymour was considered to impose a greater impact than the preferred route.

Further, the use of Telegraph Road was considered to connect from the Goulburn Valley Highway to Kobyboyn Road however the formation width of Telegraph Road is limited and the intersection geometry onto Kobyboyn Road is more favourable than onto Telegraph Road. Kobyboyn Road is separated at the intersection with the Goulburn Valley Highway and has a reduced speed limit as traffic approaches the town of Seymour.

Access to the Site from the south was also investigated however due to the steep terrain on the southern side of the Site; a safe access alignment could not be identified.


5.3 Unrestricted Vehicular Access to Site

Unrestricted vehicles are those which are not designated ‘oversize’ or ‘overmass’ and can use any public road without restriction or prior approval. Unrestricted vehicles such as delivery vans and the workforce personnel driving to and from the Project Site are likely to use Kobyboyn Road from either the east or the west depending on origin. It is anticipated that the majority of workforce would either be local residents of Seymour and surrounding districts or specialist itinerant workers temporarily based in Seymour, Yea, Tallarook and Trawool during the 12 month construction phase.


6. Road Network Impacts

6.1 Traffic Volumes

With reference to the existing traffic volumes provided in Section 3 above and the construction stage traffic generation estimation for the Project it can be seen that there may be a temporary and minor increase in the daily volume of traffic on highways traversed by the construction traffic. It is noted that peak or sensitive times can be avoided and timing will be further detailed in the CEMP.

6.2 Strength

The delivery of the heaviest equipment will require special trailer combinations, as shown above, to disperse the axle loading.

Intersections are likely to be highly loaded by turning movements of the heavier loads during construction. Determination of the intersection upgrade requirements would require further detailed assessments after the Planning Permit stage, should consent be granted for the Project. These intersections include:

• Upper Goulburn Road/Goulburn Valley Highway; • Goulburn Valley Highway/Kobyboyn Road; and • Kobyboyn Road/Homewood Road.

Site investigations have revealed that the existing roads are in relatively good condition. Kobyboyn Road is suffering some rutting on the recently widened sections. A condition survey and structural investigation of the culvert crossing on Kobyboyn Road will need to be undertaken to confirm that it is adequate for the heavier loads. Should it be deemed to be inadequate, upgrade works will need to be undertaken prior to ‘overmass’ deliveries being undertaken.

6.3 Geometry

The adequacy of sight lines along the preferred route road have been reviewed and are considered to be adequate for safe travel to and from Project Site during both the construction and operation phases noting the requirements for pilot and police escort vehicles.

After the detailed design stage and selection of suppliers and contractors, and as part of the development of the Traffic Management Plan (TMP), the requirement for any upgrading of the horizontal geometry for safe access will be further investigated by the haulage company. This may consist of further swept path analysis, a haulage ‘dry-run’ and/or an overhead lines route surveys.

The horizontal and vertical alignment of the preferred transport route is considered to be sufficient for the safe delivery of WTG components to the Project Site with the exception of Homewood Road. The proposed Project Site entry at Homewood Road was chosen to maximise the use of existing vehicular access tracks within the Site. It is considered that Homewood Road would require some widening at bends to transport the larger item. This will also result in some trees needing to be removed for safe access. Temporary


overtaking bays would need to be constructed to ensure access is maintained for residence of Homewood Road, these would be located based on sight distances and in cleared areas to minimise tree loss.

Alternatives to the existing alignment of Homewood Road have been reviewed however the widening of sections of this road rather than construction of an entirely new route is considered to have fewer disturbances on the local area.

It is recommended that a survey of Homewood Road be undertaken of the road with Mitchell Shire Council representatives prior to construction to agree the scope of works required. This scope would also be developed in consultation with residents of Homewood Road.

6.4 Bicycle paths

Works are currently underway on a bicycle trail along the disused 134 km Tallarook to Mansfield rail alignment. The ‘rail trail’ parallels the Upper Goulburn Road and then continues south along the Goulburn Valley Highway. The transportation of WTG equipment to the Project Site is not expected to impact on the ‘rail trail’ given no changes to the road network are proposed in its vicinity. However, adequate safety precautions such as signage and community consultations would be considered for inclusion in the TMP.


7. On-site vehicle access tracks A number of on-site vehicle access track alignments have been identified for further investigation. Micro-siting and rationalisation of the routes will be undertaken during the detailed design phase once site geotechnical investigations have been undertaken and any environmentally sensitive areas have been demarcated. The layout presented in Appendix 2 identifies a number of different options: not all of which will be required to be constructed.

7.1 Layout Considerations

The locations of the proposed vehicular access track routes have been determined in consultation with the respective landowners, and are based on the recommendations of the geological, hydrology, ecological and heritage consultants’ assessments whilst considering the access parameters (speed, grade and alignment restrictions) for the ‘oversize’ and ‘overmass’ vehicles.

As noted above, an alternative access to the plateau from the south was investigated though not preferred due to the steeper terrain and greater amount of vegetation. The layout in Appendix B shows two options for access to the foot of the range and three options for access up to the plateau. The preferred arrangement is Main Access Option A > Option 1.

Main Access Option A follows an existing farm entry track and as such the use of this existing track would minimise the required land disturbance.

Options 1 is the preferred access route up to the ridge due to the gradients of the roads. The use of Option 3 would minimise the need for new alignments however there are a number of bends in the existing alignment which would require considerable upgrade work. However, for safety of site safe during construction, the existing track (Option 3) may be used by smaller vehicles reducing the need for overtaking bays along the alternative alignment.

Additional recommendations with regard to minimising any potential impacts on soils and watercourses, flora and fauna, and indigenous heritage with the proposed vehicular access track routes will be addressed by the CEMP.

It should also be noted that the CFA have published guidelines for access tracks (Ref 2). These requirements are outlined below along with the proposed project response.

Table 5: CFA Access Guidelines

CFA Guideline Provision for Consideration Design Response

3.1. Constructed roads should be a minimum of 3.5 metres in trafficable width (with 0.5m each side) with a four (4) metre vertical clearance for the width of the formed road surface.

Typically tracks will be 5m wide on straights and wider at bends.

3.2. Roads should be constructed to a standard so that they are accessible in all weather

Will be addressed in the detailed design


conditions and capable of accommodating a vehicle of 15 tonnes for the trafficable road width. 3.3. The average grade should be no more than 1 in 7 (14.4%) (8.1º) with a maximum of no more than 1 in 5 (20%) (11.3º) for no more than 50 metres.

The preferred option represents the lowest grade. This requirement aligns with typical delivery requirements for ‘oversize’ and ‘overmass’ vehicles as recommended by the WTG manufacturers.

3.4. Dips in the road should have no more than a 1 in 8 (12.5%) (7.1º) entry and exit angle.

This aligns with requirements for component deliveries and would be a minimum requirement for detailed design

3.5. Passing bays should be located every 200m on access tracks.

The provision of crane hardstands and widening at bends will also acting as overtaking areas (i.e. areas with a width greater than 3.5m trafficable width). Further overtaking bays to be incorporated.

7.2 Construction Phase Works

On-site works for the construction of access tracks would include:

• surveying of the location of new access track and crane hardstands and ground truing of any avoidance areas identified in the environmental assessments;

• assessment of subgrade suitability and pavement requirements for strength and safe all weather access;

• upgrade of existing tracks for geometry and strength considerations; • drainage, erosion and sediment control measures identified in the geology and

hydrology assessment; and • ongoing watering and grading of access tracks during the construction period; and • restoration of any temporary tracks on completion of the works.

7.3 Operation Phase Works

The on-site vehicular access tracks will require ongoing maintenance grades throughout the life of the Project, which will be carried out by the facility operator. These tracks will remain private roads that are available for the use and benefit of the individual landowners and the enhancement of the Country Fire Authority’s access and fire fighting capabilities in the area.


8. Mitigation Measures As a requirement of the Policy and planning guidelines for development of wind energy facilities in Victoria (Ref 6), before the development starts, a traffic management plan (TMP) must be prepared in consultation with VicRoads and Mitchell Shire Council in its capacity as road authority under the Road Management Act 2004 for local public roads in the vicinity of the Project Site. The TMP must be to the satisfaction of the responsible authority. When approved, the TMP will be endorsed by the responsible authority.

8.1 Traffic Control

The traffic control measures to be specified in the TMP include:

• provision of traffic control personnel, pilots and police escorts with specific control arrangements where ‘oversize’ vehicles are required to execute difficult or potentially unsafe manoeuvres on public roads in accordance with permit conditions;

• restrictions on the timing of some ‘oversize’ vehicle deliveries to the Project Site to mitigate specific local impacts. In particular the following measures may need to be adopted:

o restriction of traffic movements to avoid ‘oversize’ vehicle movements conflicting with drop off and pick up school bus operations; and

o deliveries to the Project Site restricted to daylight hours to mitigate safety problems on local roads and to reduce disturbance for residences near to the access roads;

• establishment of an inspection and maintenance program for the local road access network to ensure conditions of roads are maintained in safe state; and

• road access/occupation permits used if upgrade works are required to the public road network.

8.2 Notifications

The implementation of a community information and awareness program will assist in managing the traffic impacts. Prior to the commencement of construction and during the 12 month construction phase, a program of consultation shall be initiated to ensure that local residents are appropriately informed in advance of the construction activities. This program may include elements of the following as appropriate to the phase of works:

• press releases and advertisements in the local newspapers; • specific newsletters and individual letterbox drops to local neighbouring residents

along the access route to the Project Site; • provision of a website providing details of the status of works; and • provision of contact details for any complaints or enquiries.

General signposting of the vehicular access roads with appropriate heavy vehicle and construction warning signs shall also be undertaken in consultation with the Mitchell Shire Council. Specific warning signs may be located adjacent to the entrances to the Site to warn existing road users of entering and exiting traffic and this will be supported by the


use of escort vehicles for ‘oversize’ vehicles where necessary, as previously described. The use of specific activity notices to warn local road users of construction activities may be used.

8.3 On-site Mitigation Measures

On-site mitigation measures targeted at safety and reducing the impact of on-site transport shall include:

• on-site speed restrictions; • construction of any vehicular access track routes in proximity to any

environmentally sensitive areas shall be guided by input from relevant specialists; • regular water spraying to suppress potential dust emissions; • on-site radio communications for safe on-site transportation during times when

large plant and delivery vehicles are using the on-site tracks; • maintenance program for on-site access tracks to ensure safe access is

maintained; and • implementation of a proactive erosion and sediment control plan for on-site

roads, hardstands and laydown areas as per the recommendations of the geology and hydrology assessment.


9. Summary and Conclusions The main issues for traffic management are associated with the construction phase of the proposed Cherry Tree Wind Farm project. This is due to the additional volumes of traffic on local roads and the need to use permitted vehicles to transport the wind turbine components and associated materials to the Project Site. The major highways to access the Project Site such as the Hume Freeway, the Upper Goulburn Road and the Goulburn Valley Highway, are in good condition and of sufficient capacity to allow for the construction traffic associated with the Project.

The operation phase of the Project will require low levels of vehicular access to the site via local roads and accordingly will only have minor impacts on local traffic.

Minor intersection modifications/upgrades will be required at the entrance to Homewood Road. Homewood Road will require widening in parts and a straightening of the alignment in one section. This upgrade may result in a loss of trees. Offset provisions for any such loss will be developed in the CEMP.

Based on this assessment, it is concluded that the potential traffic and transport impacts associated with the construction of the proposed Cherry Tree Wind Farm can be appropriately controlled to minimise adverse impacts on the local community. In addition, such impacts will be limited to the relatively limited period of the 12 month construction phase.

The TMP will be developed in consultation with the relevant local Councils and VicRoads. The location of local access roads will be dependent upon the final approved turbine layout, sub-surface geological investigations, micro-siting and detailed design. The TMP will provide for management and mitigation techniques to reduce the impact of traffic movement to and from the Project Site. Furthermore, an Operation Traffic Management Plan will be developed for the ongoing operation phase of the Project.


10. References

1. Mitchell Planning Scheme (9 August 2011). 2. Country Fire Association (February 2011). Emergency Management Guidelines for

Wind Energy Facilities, Version 4. 3. Vic Roads (October 2007). Oversize Load Carrying Vehicles – Information Bulletin. 4. VicRoads (September 2010). Supplement to the Austroads Guide to Road Design. 5. Road Management Act 2004 No. 12 of 2004. 6. Victorian Government (2002). Policy and planning guidelines for development of

wind energy facilities in Victoria. 7. Road Safety (Vehicles) Regulations 1999. 8. Vic Roads. Publication Number 0083 - Additional Permit Conditions.

http://www.legislation.vic.gov.au/


11. Attachment A Comments on Draft Report from Mitchell Shire Council

From: Ian Pearson Sent: Wednesday, 14 December 2011 4:09 PM To: Wendy Moloney Subject: RE: Cherry Tree Wind Farm

Thanks for the draft, looks good

Please amend the report to reflect

Upper Goulburn Road: responsibility of VicRoads

General Comments

Council expresses concerns about the ability of the culvert within Kobyboyn Road to withstand the intended wheel loadings. Council will advise following the review of the asset data base

Concur with you findings on Homewood Road

The intersection of Kobyboyn Road Homewood Road will require localised widening

Cheers

Ian Pearson | Development Coordinator | Engineering & Infrastructure | Mitchell Shire Council | 113 High Street Broadford Office Hours | Monday to Friday 8.15am - 5pm

NOTES:

1. DESIGN VEHICLE = VOLVO FH16 8 x4BROSHUIS.

2. DESIGN VEHICLE SPEED = 15km/h.3. TURNING PATH IS APPROXIMATE AND ROAD

OUTLINE HAS BEEN CREATED USING ANAERIAL PHOTO.

4. EXISTING TOPOGRAPHY HAS NOT BEENCONSIDERED.

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SCALE 1:250

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CHERRY TREE WF

DATE

TITLE

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220186PROJECT No.

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A1Aurecon Australia Pty Ltd

Facsimile:

Telephone:ABN 54 005 139 873

Callaghan NSW 2308 Australia

PO Box 19 The University of Newcastle Union

Email: [email protected]

+61 2 4941 5489

+61 2 4941 5415

TURNING PATH PLANHUME FREEWAY EXIT TO MAIN ROAD

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APPENDIX 1: Swept Path at Hume Freeway, Tallarook Exit

wendy.moloney

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Cherry Tree Wind Farm

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Proposed On-Site Track Options1:30,000Projection: GDA 1994 MGA Zone 55 Satellite Imagery: Bing Maps @ A30 0.5 1 1.5 20.25km

Source: Bing Maps

APPENDIX 2:

L e g e n dL e g e n d!. Proposed Turbine Locations

Property BoundariesOnsite TracksHomewood RoadMain Access Option AMain Access Option BOption 11aOption 2Option 33a

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Location Plan

cherry tree wind farm traffic and transport assessment report · 3.2 traffic volumes ... this...

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