Con
nsulting Civil and Traffic Engineers, R
Risk Managerrs
Figurre 10.
Catabby Road. Encro
oachment of veggetation B
4.3. Crash Histo
ory
Crash history
h
for thhe section off Brand Highhway in the vicinity of the
t proposedd mine site for
f the 5
year peeriod 1/01/066 to 31/12/10, shows two
t
vehicle crashes. One related tto a right tu
urn thru
movemeent and the other was a single vehiicle incidentt. Neither crrash resultedd in any fataalities or
medicall treatment innjuries, onlyy property daamage. The crash
c
historyy does not inndicate any abnormal
a
statistics.
5. Intersection Requirrements
5.1. Brrand High
hway and Mimegarrra Road In
ntersection
5.1.1. Location
The Braand Highwayy at Mimegarrra Road is a 7.0m wide sealed carriaageway with 2 x 3.5m wiide lanes
and 2.55m wide graavel shoulderrs. There is a crest on the highwayy approximaately 150m north of
Mimegaarra Road and
a
a slightt down graddient (Apprrox 1%) to the intersecction. South
h of the
intersecction, Brand Highway is essentially level
l
through
h to a bend in the road aapproximateely 750m
from thhe intersectioon. Sight diistance to thhe north is approximate
a
ly 350m annd to the sou
uth it is
13 | P a g e
Con
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approximately 750m
m. The graveel on the shoulders is faairly loose and
a the highw
way has som
me slight
v
of Mimegarra
M
Rooad.
deformaation in the vicinity
There iss a culvert crossing
c
Brannd Highwayy 25m north of the centrre line of Miimegarra Road (inlet
and outtlet very oveergrown) andd signs of water
w
pondin
ng within thee grass to thhe south/wesst of the
intersecction.
Figuree 11.
14 | P a g e
Brandd Highway, Norrth from Mimeggarra Road
Con
nsulting Civil and Traffic Engineers, R
Risk Managerrs
Figuree 12.
Figure 13.
15 | P a g e
Brandd Highway, Sou
uth from Mimeggarra Road
Brand Highw
way / Mimegarraa Road Intersection. Looking w
west
Con
nsulting Civil and Traffic Engineers, R
Risk Managerrs
Figure 14.
Brand Highw
way / Mimegarraa Road Intersecction. Looking eeast
ance – Mim
megarra Ro
oad
5.1.2. Approach Sight Dista
ASD) is the minimum
m
lev
vel of sight distance
d
whiich must be available
a
The Appproach Sightt Distance (A
on the minor
m
road appproach (ie. Mimegarra Rd)
R to ensurre that driverrs are aware oof the presen
nce of an
intersecction.
For truucks the Appproach Sighht Distance is equivaleent to the Stopping
S
Sigght Distancee (SSD)
(Austroads Guide too Road Desiggn Part 4A, Section 3.2.1.) Mimegarrra Road has a gradient of
o 0% on
Acceleration and decelerration of
the appproach to Brrand Highwaay. ASD is therefore as follows: (A
combinaation vehiclees – Roaduseer Systems Ptty Ltd Aug 2004.)
2
Veh
hicle Size / Weight
Road Grad
dient
Vehicle Sp
peed
(km/hrr)
ASD
(m)
B Double
D
/ 70 tonnnes
Levell
60
90
Doubble Dog / 110 toonnes
Levell
60
95
Table 3.
3
ASD Requirements
R
The exiisting approaach of Mimeegarra Road to Brand Highway
H
has a fairly shaarp bend closse to the
highwayy. The ASD is only approoximately 500m. This is acceptable
a
for current trafffic use as th
here are a
number of advancee warning siigns to slow
w the trafficc prior to reeaching the intersection and no
16 | P a g e
Con
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unaccepptable risk too road userss is likely, however
h
willl need to bee reviewed dduring the geeometric
design of
o the upgradding of the inntersection.
5.1.3. Stopping Sight
S
Dista
ance – Bran
nd Highway
y
ng at the
Stoppinng Sight Disttance (SSD) is the distannce required for a normaally alert driver, travellin
design speed
s
on a wet
w pavemennt, to perceivve, react and brake to a stop
s
before rreaching a haazard on
the roadd ahead. The gradient of the
t road has minimal imp
pact on SSD. (Especiallyy at -1%)
SSD is as follows: (Austroads Guide to Road
R
Design
n Part 3, Seection 5.3 annd Accelerattion and
ms Pty Ltd Auug 2004.))
deceleraation of combbination vehhicles – Roadduser System
Veehicle Type
Vehicle Speed
d
(km/hr)
Required SSD
(m)
Available SSD
(m)
Truck
100
250
Approx 350
3
Car
110
260
Approx 350
3
Table 4.
4
SSD Requirements
R
The Stoopping Sight Distance forr the current location of th
he intersectioon is acceptaable.
5.1.4. Safe Inters
section Sight Distanc
ce
mum distancce that shouldd be provideed on the
The Saffe Intersectioon Sight Disttance (SISD)) is the minim
major rooad at any inntersection. (A
Austroads Guide
G
to Road
d Design Parrt 4A, Sectionn 3.2.2.)
The folllowing criteeria were ussed for the assessment of the interrsection of B
Brand Highw
way and
Mimegaarra Road wiith regard to trucks:
•
Rate of deceeleration of trucks
t
(at nigght): d = 0.29
9,
•
Height of veehicle driverrs eyeline: h1 = 2.4m,
•
Height of obbstacle beingg sighted: h2 = 1.25m,
•
Decision tim
me (= Observvation Time + Reaction time)
t
= 5.5 seec
•
The calculattion is independent of thee size and weeight of the truck
t
Based on
o the above,, the followinng requiremeents were dettermined.
17 | P a g e
Con
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Vehiclee
Speeed km/hr
Required SIS
SD
(m)
Level
Requireed SISD
(m
m)
-1%
%
Avaailable SISD
(m)
Truck
100
290
2995
Appprox 350m
Car
110
285
2885
Appprox 350m
Table 5.
5
SISD Requirements
R
The Saffe Intersectioon Sight Distance for the current locattion of the inntersection iss acceptable.
5.1.5. Minimum Gap Sight Distance
Minimum
m Gap Sighht Distance (MGSD)
(
is the critical acceptance gap
g that drivvers are prepared to
accept when
w
underrtaking a crrossing or turning
t
man
noeuvre at intersections. This measure is
independdent of road gradient buut varies accoording to thee size and weight
w
of thee vehicle maaking the
turning movement.
m
D
Different
sizeed vehicles will
w be used for the haulage of the H
HMC north an
nd south
which reesults in a diffferent MGSD in either direction.
d
MGSD looking soutth for trucks heading norrth:
North bound
b
haulagge will utilisse a Double Dog truck configuration
c
n, turning froom Mimegarrra Road
into Braand Highwaay. Mass of a Double Dog
D configu
uration is appprox. 110 tonnes. The distance
throughh which the vehicle
v
has to travel in order to gett into the lanne is approxximately 50 to
t 55 m.
(This is the length of
o the truck plus
p the lenggth of the turrning path innto the lane on Brand Hiighway.)
Estimated time to manoeuvre
m
innto the lane on
o Brand Highway is appproximately 16 seconds.. (Report
to MRW
WA; “Accelleration and decelerationn testing off combinatioon vehicles.”” 13/8/04. Roaduser
R
Systemss Pty Ltd.)
MGSD looking nortth for trucks heading south:
b
haulagge will utilisee a B-Double truck conffiguration. Mass
M
of a B-D
Double confiiguration
South bound
is approox. 70 tonness. The distance through which
w
the veh
hicle has to travel
t
in ordeer to get into
o the lane
is approoximately 400 to 45 m. (T
This is the leength of the truck
t
plus thhe length of the turning path
p
into
the lanee on Brand Highway.) Estimated tiime to mano
oeuvre into the lane onn Brand Hig
ghway is
approximately 12 seeconds. (Repport to MRW
WA; “Acceleration and deceleration teesting of com
mbination
vehicless.” 13/8/04. Roaduser
R
Syystems Pty Lttd.)
MGSD:: (Austroads Guide to Rooad Design, Part
P 4A, Table 3.5)
The MG
GSD requirem
ments are shoown below:
18 | P a g e
Con
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n on
MGSD Direction
B
Brand
Hwy froom
Mimegarra Rd
R
Turniing vehicle
size
Approaching
g vehicle
speed
d
(km/hr)
Required
MGSD
(m)
Availab
ble
MGSD
D
(m)
South
Douuble Dog
(norrth bound)
110
485
Approx 750
7
North
B--Double
(souuth bound)
110
365
Approx 350
3
Table 6.
MGSD Requirements
R
MGSD southwards for the currrent locatioon of the in
ntersection iss acceptablee. In the norrthwards
direction the availabble MGSD iss borderline. As Austroad
ds is a designn guide as oppposed to maandatory
requirem
ments, the diistance of 350m could bee deemed suittable, howevver if any impprovements could be
made it would be addvisable. Hennce an alternnative locatio
on for the inttersection is rrecommendeed which
his is at the top of the sllight crest referred to
is approoximately 1550m north off the existingg location. Th
in Sectiion 5.1.1 whhich would provide
p
sighht distance in
n excess of 500m in botth directionss. It also
results in
i a slight doown gradiennt in both dirrections awaay from the intersection
i
w
which will assist
a
the
truck movements
m
e
entering
Braand Highwaay. (See Seection 5.1.9.) The creattion of a staggered
intersecction would also separatee the traffic on Mimegaarra Road, eaast of Brandd Highway, from
f
the
mine rellated traffic using
u
Mimeggarra Road too the west.
5.1.6. Auxiliary Lanes
L
Auxiliarry lanes incclude turningg lanes, accceleration an
nd decelerattion lanes. T
The requirem
ment for
auxiliarry lanes is baased on three assessmentss:
1. The operatioonal level off service of thhe intersectio
on,
2. Traffic flow
w, and
3. Safety
a
are adddressed in Sections
S
5.1.33, 5.1.4 and 5.1.5.
5
These aspects
5.1.7. Operational Level off Service
As stateed in Sectionn 4.1.1, the trraffic flow distribution
d
for
fo Brand higghway indicaates that the morning
and afteernoon peakk hours occuur towards the
t middle of the day. Whereas thhe peak trafffic flow
associatted with the mine operation will be 5am
5
to 6am and 6pm to 7pm; the maajority of thee vehicle
movemeents being reelated to staff
ff transport too and from th
he accommoddation camps.
The eveening traffic flow on Brrand Highwaay is higher than the eaarly morningg traffic flow
w, so the
intersecctions were analysed
a
for the
t 6pm to 7pm
7
time perriod. Existingg traffic voluumes during this
t time
slot are about 5% off the AADT. (Approximaately = 50 veehicles in eacch direction iin 2020.)
Traffic associated with
w the minee: 25 vehicles entering from the northh to pick up staff and retu
urn back
19 | P a g e
Con
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to accoommodation camps, 10 dayshift staaff that com
mmute leavinng site, 10 nightshift staff that
commutte arriving foor work and 3 service relaated trips arrriving and leaaving site.
The oveerall traffic flows
fl
predicteed at the inteersection are shown in Figure 15.
PM PEAK
B
Brand
Hwy N
75
80
32
47
1
Mimegarraa Rd
41
32
1
8
3
1
1
1
41
Mimegarra Rd
8
42
3
1
51
56
B
Brand
hwy S
Figure 15.
Traffic flow
ws at Brand Hw
wy / Mimegarraa Rd intersectionn
The inteersection wass analysed ussing the interrsection capaacity modelliing tool, SID
DRA.
SIDRA is an interrsection-moddelling tool commonly used by traaffic engineeers for all types
t
of
RA outputs are
a presentedd in the form
m of Degree of Saturatioon, Level of Service,
intersecctions. SIDR
Averagee Delay and 95% Queue.. These charaacteristics aree defined as follows:
•
Degree of Saturation: This is thee ratio of thee arrival traaffic flow to the capacitty of the
approach duuring the sam
me period. The Degree of Saturatioon ranges froom close to zero for
varied traffiic flow up to one for satuurated flow or capacity.
•
Level of Seervice: This is the qualitative measurre describingg operationall conditions within a
traffic streaam and the perception by
b motoristss. In generaal there are 6 levels off service,
20 | P a g e
Con
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designated from
f
A to F,
F with Level of Service A representting the bestt operating condition
c
(i.e. free floow) and Leveel of Service F the worst (i.e. forced or
o breakdownn flow).
•
Average Delay:
D
This is the averaage of all trravel time delays
d
for vvehicles thro
ough the
intersection.
•
95% Queuee: This is thee queue lengtth below whiich 95% of all
a observed qqueue length
hs fall.
hout turning lanes as show
wn in Figuree 16. The
The inteersection wass analysed ass 4-way interrsection with
results of
o the analyssis indicated that the inteersection wou
uld operate at
a a Level off Service A on
o Brand
Highwaay and Level of Service B on Mimegaarra Road. Seee Figure 17.
Figuree 16.
21 | P a g e
Brandd Hwy / Mimegaarra Rd intersecction layout
Con
nsulting Civil and Traffic Engineers, R
Risk Managerrs
Movement Performan
nce - Vehicles
s
Mov ID Turn
T
Demand
d
Flow
w
veh/h
h
South: Bra
and Hwy S
1
L
8
2
T
44
4
3
R
1
Approach
54
4
East: Mime
egarra Rd E
4
L
1
5
T
1
6
R
1
Approach
3
North: Bra
and Hwy N
7
L
1
8
T
49
9
9
R
34
4
Approach
84
4
West: Mim
megarra Rd W
10
L
34
4
11
T
1
12
R
8
Approach
43
3
All Vehicle
es
184
4
HV Deg. Satn
%
v/c
Avera
age
Dellay
s
sec
0.0
0.0
0.0
0.0
0.028
0.028
0.028
0.028
8.4
8
0
0.2
8
8.6
1
1.6
LOS A
LOS A
LOS A
NA
0.2
0.2
0.2
0.2
1.1
1.1
1.1
1.1
0
0.16
0
0.16
0
0.16
0
0.16
0.82
2
0.00
0
0.95
5
0.15
5
48.9
56.8
48.7
55.2
0.0
0.0
0.0
0.0
0.004
0.004
0.004
0.004
11
1.5
11
1.1
11
1.3
11
1.3
LOS B
LOS B
LOS B
LOS B
0.0
0.0
0.0
0.0
0.1
0.1
0.1
0.1
0
0.20
0
0.20
0
0.20
0
0.20
0.84
4
0.87
7
0.92
2
0.87
7
45.9
46.3
46.1
46.1
0.0
0.0
0.0
0.0
0.050
0.050
0.050
0.050
8.4
8
0
0.2
8
8.6
3
3.7
LOS A
LOS A
LOS A
NA
0.2
0.2
0.2
0.2
1.7
1.7
1.7
1.7
0
0.15
0
0.15
0
0.15
0
0.15
0.72
2
0.00
0
0.83
3
0.34
4
48.7
56.8
48.5
53.1
0.0
0.0
0.0
0.0
0.0
0.042
0.042
0.042
0.042
0.050
11
1.1
10
0.6
10
0.9
11
1.0
4
4.9
LOS B
LOS B
LOS B
LOS B
NA
0.2
0.2
0.2
0.2
0.2
1.1
1.1
1.1
1.1
1.7
0
0.14
0
0.14
0
0.14
0
0.14
0
0.15
0.90
0
0.93
3
0.97
7
0.91
0.43
3
46.2
46.6
46.4
46.3
51.7
Figure 17.
Level of
Service
95% Back of Queue
Q
Vehicles Distance
D
veh
m
Prrop.
Effective
e
Queu
ued Stop Rate
e
per veh
Average
Speed
km/h
Brand Hwy / Mimegarra
M
Rd intersection. Leevel of Service. PM
5.1.8. Traffic Flow
y, will have on through ttraffic is asssessed in
The imppact that traffic, enteringg and exitingg a roadway
accordaance with thee warrants foor turn lanes as per Austrroads Guide to Road Dessign Part 4A,, Section
4.8. The estimated traffic voluume on Brannd Highway in 2014 (baased on a 3% growth factor)
f
is
d 7pm in
1,575vppd. The peakk period for tuurning moveements as staated in Sectioon 5.1.1 is beetween 6 and
the evenning, duringg which timee approximattely 32 rightt turn movem
ments into M
Mimegarra Road
R
are
forecastt. During thhis period thhe traffic floow on Brand
d Highway would be aabout 50vph in each
direction in 2020.
wn in Figure 18, these traaffic volumess fall to the left
l of the reed line, indiccating that no
o turning
As show
lanes aree required froom a traffic flow
f
perspecctive.
22 | P a g e
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F
Figure
18.
A
Austroads
Warrrants for Turn Lanes
L
5.1.9. Safety
The opeerational level of servicee of the interrsection and the warrantss for turn lannes, indicatee that the
intersecction could operate
o
in itss existing connfiguration. However coonsideration needs to be given to
the speeed of the trafffic on Brandd Highway and
a the high percentage of
o truck movvements currrently on
the highhway. Brandd Highway is known ass a high speeed “aggresssive environnment.” The existing
configuration of thee highway (m
minimal side roads and acccess points,, good visibiility, etc) is such
s
that
motoristts using the highway havve an expecttation to trav
vel close to thhe speed lim
mit and exhib
bit a high
level off frustration when
w
faced with
w impedim
ments to the traffic
t
flow.
m
of the speed att which 85%
% of the trafffic is travellling. As
The 85tht percentile speed is a measure
shown in Figure199, the 85th percentile
p
sppeed for Braand Highwaay in the viicinity of Cataby
C
is
approximately 110kkph. ie. Thee same as thhe posted speed and inndicates thatt it is a hig
gh speed
environment, even though
t
there is a high vollume of truck
k traffic on thhe road.
23 | P a g e
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Figure 19.
B
Brand
Highway 85th Percentile Speed
There arre two aspeccts to consideer for the safe
fety of motorists at the inttersection.
The firsst safety issue is the highh number of turning
t
moveements in annd out of Mim
megarra Roaad during
the morrning and eveening peak hours.
h
Sectionn 4.1 estimattes approxim
mately 40 vehhicles turning
g in, and
a similaar number tuurning out, of
o Mimegarrra Road duriing the peakk hours. Thiss will result in slow
moving, and in som
me instances stationary,
s
v
vehicles
turniing right intoo the mine siite, creating a hazard
mended thatt a right turn
n lane be
for soutth bound vehhicles on Brrand Highwaay. It is thereefore recomm
provided for vehiclees turning intto Mimegarra Road.
The seccond safety isssue is createed by the haaul trucks enttering Brandd Highway annd the time they
t
will
take to reach their travelling sppeed. Sectionn 5.1.5 conffirmed that there
t
is suffiicient sight distance,
d
both norrth and southh on Brand Highway,
H
forr the trucks to
t pick a gapp in the oncom
ming traffic which is
sufficiennt for them to safely make the turnn movement onto the higghway. How
wever the tru
ucks will
need ann accelerationn lane in botth directionss to enable th
hem to reachh a speed thaat will not cause
c
too
much diisruption to the
t through traffic.
t
The lenngth of acceeleration lanee required is covered in
n Austroads Guide to R
Road Design
n Part 3,
Section 9. Figure 9.5 applies too the pocket road train (6
67.5t) while the Truck w
with 2 x Dog
g trailers
24 | P a g e
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configuration (107.55t) falls betw
ween Figures 9.5 and 9.6. There is a slight dow
wn gradient from
f
the
( 1%) The graphs indiccate that for flat or minim
mal down gradients,
g
intersecction in both directions (<
these laarge size truccks will onlyy reach a speeed of around
d 80km/h oveer a distancee in excess of 1.5km.
The graaphs also shoow that the trrucks will reaach a speed of
o between 65km/h
6
and 770km/h over a length
of 700m
m and the inccrease of speeed beyond 700m
7
is extrremely graduual. Based onn the low nu
umber of
daily truuck movemeents to be geenerated by the
t mine operation (9 noorth and 16 south) and the
t good
visibilitty along thiss stretch of the
t highway, it is recom
mmended thaat a lane lenggth of 700m
m will be
sufficiennt.
A diagrammatic layyout of the inntersection is included in Figure 20. A more detailed concept layout is
includedd in Annexurre B.
Figure 20.
Proposed Brand Highw
way / Mimegarrra Road Interseection – Diagram
matic layout
Street lighting:
l
Too improve driver awarreness of th
he intersectiion and saffety at nigh
ht, it is
recomm
mended that street
s
lightinng be provideed approxim
mately 200m either side oof the interseection in
accordaance with MR
RWA Lightinng Design Guideline.
G
Some further
f
notess regarding safety of thhe intersectio
on – which should be iinclude in operating
o
proceduures:
•
Trucks must not track diirt or gravel onto the high
hway on theiir tyres.
•
Loads to be secured to ensure
e
no heaavy mineral concentrate
c
i dropped onn the road.
is
•
Intersectionn to be inspeccted regularlyy to ensure surface,
s
roadd markings, ssigns, etc aree in good
and clean coondition.
25 | P a g e
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5.2. Brrand High
hway / Cataby Road
d
5.2.1. Operational Level off Service
p
traffic flow
f
associatted with the mine operatiion is expectted to be
As stateed in Sectionn 5.1.1, the peak
betweenn 6pm and 7ppm. The trafffic flow on Brand
B
Highw
way during thhis time period is estimatted to be
approximately 50vpph in each direction (22020.) The traffic
t
on Cataby
C
Roadd will be th
he traffic
modation cam
mps (150vph
h) plus the exxisting trafficc (=10% of 165vpd =
associatted with bothh the accomm
17vph.). Predicted tuurning moveements are shhown in Figu
ure 21.
AM PEAK
Brand hwy
60
16
44
55
60
16
44
55
Brand Hwy
39
39
78
888
Cataby Rd
PM PEAK
K
Brand hwy
h
75
366
399
80
80
36
39
Brand Hwyy
4
44
44
88
78
Catabyy Rd
Figure 21.
26 | P a g e
Predicted Tu
urning Movemeents
75
Con
nsulting Civil and Traffic Engineers, R
Risk Managerrs
The inteersection waas analysed, using SIDR
RA, as a T-in
ntersection with
w the existting turning lanes as
shown in Figure 22. The anallysis was foor the period
d 6pm to 7ppm. The ressults of the analysis
w
operatee at a Level of
o Service A on Brand H
Highway and Level of
indicateed that the inntersection would
Service B on Catabyy Road. See Figure
F
23.
Figuure 22.
Brannd Hwy / Catab
by Rd intersection layout
Movement Performan
nce - Vehicles
s
Mov ID Turn
T
Demand
d
Flow
w
veh/h
h
South: Bra
and Hwy S
2
T
38
8
3
R
41
Approach
79
9
East: Cata
aby Rd
4
L
46
6
6
R
46
6
Approach
93
3
North: Bra
and Hwy N
7
L
41
8
T
38
8
Approach
79
9
All Vehicle
es
251
HV Deg. Satn
%
v/c
Avera
age
Dellay
s
sec
0.0
0.0
0.0
0.019
0.031
0.031
0.0
0
8
8.7
4
4.5
LOS A
LOS A
NA
0.0
0.1
0.1
0.0
0.8
0.8
0
0.00
0
0.17
0
0.09
0.00
0
0.64
4
0.33
3
60.0
47.9
53.1
0.0
0.0
0.0
0.104
0.104
0.104
11
1.5
11
1.4
11
1.4
LOS B
LOS B
LOS B
0.4
0.4
0.4
2.9
2.9
2.9
0
0.20
0
0.20
0
0.20
0.87
7
0.93
3
0.90
0
46.0
46.0
46.0
0.0
0.0
0.0
0.0
0.022
0.019
0.022
0.104
8.2
8
0
0.0
4
4.3
7
7.0
LOS A
LOS A
NA
NA
0.0
0.0
0.0
0.4
0.0
0.0
0.0
2.9
0
0.00
0
0.00
0
0.00
0
0.10
0.67
7
0.00
0
0.35
5
0.55
5
49.0
60.0
53.7
50.4
Figure 23.
27 | P a g e
Level of
Service
95% Back of Queue
Q
Vehicles Distance
D
veh
m
Prrop.
Effective
e
Queu
ued Stop Rate
e
per veh
Brand Hwy / Cataby Rd inttersection. Leveel of Service. P
PM
Average
Speed
km/h
Con
nsulting Civil and Traffic Engineers, R
Risk Managerrs
The Caataby Roadhoouse is on thhe west sidee of Brand Highway,
H
appproximatelyy 250m nortth of the
Cataby Road interseection and will
w not impacct on the opeeration of thee Cataby Roaad intersectio
on at all.
modation cam
mps will walk to the
It is also not anticippated that peeople stayingg at either off the accomm
Roadhoouse resultingg in a safety hazard to thhem or moto
orists on Brannd Highway. The distancce to the
Roadhoouse is considered sufficiient to discoourage peoplle from walkking. Howevver it is posssible that
some peeople may cyycle to the Roadhouse
R
deepending on what facilitiies are availaable at the Camps.
C
If
this is the case, coonsideration should be given to co
onstructing a cycle pathh adjacent to Brand
Highwaay from Catabby Road to the
t Roadhouse. The vehicle speed, cooncentration of trucks and
d lack of
surfacedd pavement width
w
for cycclists would make cycling
g on Brand Highway
H
pottentially hazaardous.
There iss also a farm
m operation, Carpenters,, east of Braand Highwayy with a crooss over opposite the
Roadhoouse. Existinng vehicle movements
m
a
appear
to bee minimal annd will alsoo not impactt on the
operatioon of the Cattaby Road inntersection. However
H
Carrpenters havee plans to esttablish an ab
battoir on
the site with access to
t Brand Higghway via a cross over on
n Cataby Rooad, 500m froom Brand Hiighway.
Informaation provideed by Carpeenters indicaates the follo
owing estimaate of vehicle movemen
nts to be
generateed by the esttablishment of
o the abattoiir:
Truck movements:
m
O
Only
two truucks in and tw
wo out during the day.
Light veehicles: The operation wiill have 40 em
mployees. Assume
A
30 veehicles in andd out each daay.
Other seervices / deliiveries: Assuume 2 trucks in and out eaach day.
The houurs of operation for the employees
e
will be 7am to
o 3pm. The vehicle
v
moveements will therefore
t
occur outside
o
of thhe peak timees for traffiic movemen
nts associatedd with the ttwo accomm
modation
camps. The establishhment of thee abattoir willl therefore not
n add to thhe traffic flow
ws during peeak times
and willl have no adverse impaact on the opperation of Cataby
C
Roadd or the inteersection witth Brand
Highwaay.
5.2.2. Acceleratio
on and Deceleration Lanes
a the interseection of Cataaby Road. There
T
is a
Turningg lanes are allready providded on Brandd Highway at
left turnn lane for soouth bound traffic and there
t
are two
o lanes northh bound, thee left lane being
b
for
traffic too pass vehicles turning right into Cattaby Road. The
T left lane then becomees a left turn
n lane for
Caro Rooad to the noorth of Catabby Road. Althhough the ad
dditional lanees are not reqquired in acccordance
with Auustroads Guuide to Roadd Design Paart 4A, baseed on trafficc volumes, they are co
onsidered
warranted from a saafety aspect due
d to the prooximity of th
he Cataby Rooad House annd Caro Road
d.
28 | P a g e
Con
nsulting Civil and Traffic Engineers, R
Risk Managerrs
Figure 24.
Brand Higghway northbound approach to Cataby Road
Figuure 25.
29 | P a g e
Brannd Highway / Cataby
C
Road inttersection
Con
nsulting Civil and Traffic Engineers, R
Risk Managerrs
Figure 26.
2
Brand Highway
H
lookin
ng north towardds Caro Road
5.2.3. Sight Dista
ance
The new
w mine operaation will only result in heavy
h
haulag
ge vehicle moovements onn Cataby Roaad during
construcction of the accommodat
a
tion camps, which
w
will be
b the transpoort of the porrtable buildin
ng units.
These will
w be underr escort and associated
a
traaffic manageement. No heeavy truck m
movements will
w occur
on Cataaby Road duee to the mininng operationns.
The existing intersecction has turrning lanes annd is well deefined.
p Sections 5.1.5, 5.1.6 and 5.1.7)
Sight diistance requirements (as per
•
SSD Minim
mum 260m
•
SISD Minim
mum 290m
•
MGSD (forr light vehiclles / small buusses) 305m
m (Austroads Guide to Road Design Part 4A,
Table 3.5)
The actuual sight disttance at the intersection
i
i 300m nortthwards and 450m southw
is
wards, and as
a such is
adequatte.
The existing intersecction is show
wn in Figuress 24 to 27.
30 | P a g e
Con
nsulting Civil and Traffic Engineers, R
Risk Managerrs
Figure 27.
Cataby Road - Approach to intersection with Brand Highw
way
5.3. Cataby Roa
ad / Tiwes
st Camp
5.3.1. Location
west camp from
f
Caro Road
R
to a siite on Catab
by Road
It is proposed to relocate the existing Tiw
m east of Braand Highwayy as shown in
n Figure 28.
approximately 2.7km
l
andd has a crest in the vicinity of the
Cataby Road is a 6.3m wide seaaled carriageeway at this location
westernn boundary off the proposeed site.
31 | P a g e
Con
nsulting Civil and Traffic Engineers, R
Risk Managerrs
Figure 28.
Figure 29.
32 | P a g e
Propossed site for Tiw
west Accommoddation camp
C
Cataby
Road – Looking
L
west frrom proposed access
a
to Tiwestt camp
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