Sodium Cyanide

Cowal Gold Project – Addendum to the Transport of Hazardous Materials Study

The approved road transport of sodium cyanide (within NSW) for the Cowal Gold Project begins at the Chullora Railfast Centre (Sydney), where it is then transferred by road to the Camellia Freight Terminal (Sydney) and transported by rail to Dubbo. From Dubbo, it then resumes transport by road to the Project.

Barrick (Cowal) Limited (Barrick) has identified an alternative transport route that involves road transport of sodium cyanide to the Maritime Container Services (Sydney), where it will then be transferred by rail to Dubbo.

An Addendum to the Transport of Hazardous Materials Study has been prepared to reflect the proposed route for the transport of sodium cyanide from the Chullora Railfast Centre to Maritime Container Services (Sydney).

HAL-02-07\00685142.doc

COWAL GOLD PROJECT

ADDENDUM TO THE TRANSPORT OF HAZARDOUS MATERIALS STUDY

JUNE 2010 Project No. HAL-02-07 Document No. 00345061.doc ID: 685142

Cowal Gold Project – Transport of Hazardous Materials Study

ADDENDUM Transport of Hazardous Materials Study

1. Replace Section 4.1 with the attached. 2. Replace Attachment 1 with the attached. 3. Replace Attachment 1A with the attached.

HAL-02-07\00685142.doc Cowal Gold Project – Transport of Hazardous Materials Study

SECTION 4.1

HAL-02-07\00685142.doc Cowal Gold Project – Transport of Hazardous Materials Study

4.1 SODIUM CYANIDE

Road transport of sodium cyanide within NSW begins at the Chullora Railfast Centre, Sydney. Following a short transfer by road from the Chullora Railfast Centre to either the Camellia Freight Terminal or Maritime Container Services, sodium cyanide will be transported by rail to Dubbo where it will resume transport by road to the Project.

The road transport route for sodium cyanide to the Project has been divided into five segments (Segments 1 to 5) for the purpose of route evaluation. Route evaluations for Segments 1 to 5 are attached to this THMS as Attachments 1A to 1E, respectively. Segments 1 to 5 are described below:

• Segment 1 (Attachment 1A): from the Chullora Railfast Centre to the Camellia Freight Terminal (Sydney) or Maritime Container Services (Sydney). • Segment 2 (Attachment 1B): from the Dubbo Railway Station to the Patrick Logistics Storage Facility (Dubbo). • Segment 3 (Attachment 1C): from the Patrick Logistics Storage Facility to the Newell Highway (Dubbo). • Segment 4 (Attachment 1D): from the Newell Highway (Dubbo) to Newell Highway/Mid Western Highway (West Wyalong). • Segment 5 (Attachment 1E): from the Newell Highway/Mid Western Highway (West Wyalong) to the Cowal Gold Project.

A summary of the outcomes of the route evaluations for Segments 1 to 5, including the identification of suitable transport routes, is provided below. The overall sodium cyanide transport route to the Project and suitable transport routes for Segments 1 to 5 are shown on Figures 3 to 7.

Barrick (Cowal) Limited (Barrick) has recently been informed of changes in rail supply arrangements which have made the Camellia Freight Terminal (Sydney) temporarily unavailable and triggered the requirement for the road transport of sodium cyanide from the Chullora Railfast Centre (Sydney) to the Maritime Container Services (Sydney).

As such, this THMS has been revised to incorporate an alternative route for the road transport of sodium cyanide from the Chullora Railfast Centre to the Maritime Container Services for Segment 1.

Routes 1A, 1B and 1C have been previously approved as routes suitable for the transport of sodium cyanide from the Chullora Railfast Centre to the Camellia Freight Terminal for Segment 1. Route 1D has been identified as an alternative route for the road transport of sodium cyanide from the Chullora Railfast Centre to the Maritime Container Services for Segment 1. The option to use Routes 1A, 1B and 1C has been retained, given that these routes may be required to be used in the future should the rail supply arrangements revert back to the Camellia Freight Terminal.

HAL-02-07\00685142.doc 1 HAL-02-07-THMS SC-Add June10_001A HAL-02-07-THMS SC-Add June10_002A HAL-02-07-THMS SC-Add June10_003A HAL-02-07-THMS SC-Add June10_004A HAL-02-07-THMS SC-Add June10_005A Cowal Gold Project – Transport of Hazardous Materials Study

Segment 1

Routes 1A to 1C (Table 3) have been identified as potential available routes for heavy vehicles for the transport of sodium cyanide from the Chullora Railfast Centre to the Camellia Freight Terminal for Segment 1 and are suitable for the transport of hazardous materials when tested against mandatory considerations, subjective factors, road and traffic factors, emergency response capability, operational factors and risk (including environmental and landuse factors). All routes are assessed as posing a minimal to acceptable level of risk to surrounding people, property and the natural environment. Therefore, Routes 1A, 1B and 1C are all suitable for the transport of sodium cyanide from the Chullora Railfast Centre to the Camellia Freight Terminal for Segment 1. Routes 1A, 1B and 1C are shown on Figure 4. Following consideration of the preliminary and secondary screening factors and consultation with Councils, the RTA and the transport provider, Route 1B has been identified as the preferred route for the transport of sodium cyanide from the Chullora Railfast Centre to the Camellia Freight Terminal.

Route 1D (Table 3) has been identified as a potential available route for heavy vehicles for the transport of sodium cyanide from the Chullora Railfast Centre to the Maritime Container Services for Segment 1 and is suitable for the transport of hazardous materials when tested against mandatory considerations, subjective factors, road and traffic factors, emergency response capability, operational factors and risk (including environmental and landuse factors). Route 1D is assessed as posing a minimal level of risk to surrounding people, property and the natural environment. This route has also been recommended by the transport provider for the transport of hazardous materials. Consultation with Councils regarding Route 1D was also undertaken and Council comments have been taken into consideration by the THMS. Previous consultation with the RTA was also taken into consideration by the THMS. Therefore, Route 1D is suitable for the transport of hazardous materials and is the preferred route for the transport of sodium cyanide from the Chullora Railfast Centre to the Maritime Container Services. Route 1D is shown on Figure 4.

Table 3 Sodium Cyanide – Segment 1 – Suitable Transport Routes

Route Directions 1A On exiting the Chullora Railfast Centre, take the private road into Dasea Street, then turn right into Muir Road and right into Rookwood Road which becomes Joseph Street, Olympic Drive, Boorea Street and St. Hilliers Road. From St. Hilliers Road, turn left into Parramatta Road (Great Western Highway), right into James Ruse Drive, right into Grand Avenue and continue to Camellia Freight Terminal. 1B On exiting the Chullora Railfast Centre, take the private road into Dasea Street, then turn right into Muir Road and right into Rookwood Road which becomes Joseph Street, Olympic Drive, Boorea Street, St. Hilliers Road and Silverwater Road. From Silverwater Road, turn left into the Western Motorway. Exit the Western Motorway at James Ruse Drive turning right into James Ruse Drive, right into Grand Avenue and continue to Camellia Freight Terminal. 1C On exiting the Chullora Railfast Centre take the private road into Dasea Street, turn left into Muir Road, left into Worth Street, left into the Hume Highway, left into Centenary Drive, left onto the Western Motorway. Exit the Western Motorway at James Ruse Drive turning right into James Ruse Drive, right into Grand Avenue and continue to Camellia Freight Terminal. 1D On exiting the Chullora Railfast Centre take the private road into Dasea Street, turn left into Muir Road, left into Worth Street, left into the Hume Highway. Exit the Hume Highway at Roberts Road turning right into Roberts Road, continue onto Wiley Avenue, continue onto King Georges Road, left into Stony Creek Road, left onto Forest Road, left onto the Princes Highway. Exit the Princes Highway turning right into Canal Road and continue to Maritime Container Services.

Risk management measures required to be implemented by the material supplier and transport provider for the transport of sodium cyanide to the Project are set out in Attachment 1A.

HAL-02-07\00685142.doc 7 Cowal Gold Project – Transport of Hazardous Materials Study

Segment 2

Routes 2A and 2B (Table 4) have been identified as potential available routes for heavy vehicles for Segment 2 and are suitable for the transport of hazardous materials when tested against mandatory considerations, subjective factors, road and traffic factors, emergency response capability, operational factors and risk (including environmental and landuse factors). Both routes are assessed as posing a minimal to acceptable level of risk to surrounding people, property and the natural environment. Route 2A has been recommended by the RTA, while Route 2B has been recommended by the Dubbo City Council for the transport of hazardous materials. Therefore, Routes 2A and 2B are both suitable for the transport of hazardous materials and are the preferred routes for the transport of sodium cyanide from the Dubbo Railway Station to the Patrick Logistics Storage Facility.

Risk management measures required to be implemented by the material supplier and transport provider for the transport of sodium cyanide to the Project are set out in Attachment 1B.

Table 4 Sodium Cyanide – Segment 2 – Suitable Transport Routes

Route Directions 2A On exiting Dubbo Railway Station turn left into Talbragar Street, left into Fitzroy Street, left into Erskine Street, right into Bourke Street (Newell Highway), right into Purvis Lane, left into Yarrandale Road, left into Boothenba Road and right into the Patrick Logistics Storage Facility. 2B On exiting Dubbo Railway Station turn left into Talbragar Street, left into Fitzroy Street, left into Erskine Street, right into Bourke Street (Newell Highway), right into Boothenba Road and left into the Patrick Logistics Storage Facility.

Routes 2A and 2B are shown on Figure 5.

Segment 3

Routes 3A and 3B (Table 5) have been identified as potential available routes for heavy vehicles for Segment 3 and are suitable for the transport of hazardous materials when tested against mandatory considerations, subjective factors, road and traffic factors, emergency response capability, operational factors and risk (including environmental and landuse factors). Both routes are assessed as posing a minimal to acceptable level of risk to surrounding people, property and the natural environment. Route 3A has been recommended by the RTA, while Route 3B has been recommended by the Dubbo City Council and the transport provider for the transport of hazardous materials. Therefore, Routes 3A and 3B are suitable for the transport of hazardous materials and are the preferred routes for the transport of sodium cyanide from the Patrick Logistics Storage Facility to the Newell Highway (Dubbo).

Risk management measures required to be implemented by the material supplier and transport provider for the transport of sodium cyanide to the Project are set out in Attachment 1C.

Table 5 Sodium Cyanide – Segment 3 – Suitable Transport Routes

Route Directions 3A On exiting the Patrick Logistics Storage Facility turn left into Boothenba Road, right into Yarrandale Road, right into Purvis Lane and left into the Newell Highway. 3B On exiting the Patrick Logistics Storage Facility turn right into Boothenba Road and left into the Newell Highway.

Routes 3A and 3B are shown on Figure 6.

HAL-02-07\00685142.doc 8 Cowal Gold Project – Transport of Hazardous Materials Study

Segment 4

Route 4A (Table 6) has been identified as the only potential available route for heavy vehicles for Segment 4 and is suitable for the transport of hazardous materials when tested against mandatory considerations, subjective factors, road and traffic factors, emergency response capability, operational factors and risk (including environmental and landuse factors). Route 4A is assessed as posing a minimal level of risk to surrounding people, property and the natural environment. This route has also been recommended by the RTA and transport provider for the transport of hazardous materials. Consultation with Councils regarding Route 4A was also undertaken and Council comments have been taken into consideration by the THMS. Therefore, Route 4A is suitable for the transport of hazardous materials and is the preferred route for the transport of sodium cyanide from the Newell Highway (Dubbo) to the Newell Highway/Mid Western Highway (West Wyalong).

Risk management measures required to be implemented by the material supplier and transport provider for the transport of sodium cyanide to the Project are set out in Attachment 1D.

Table 6 Sodium Cyanide – Segment 4 – Suitable Transport Route

Route Directions 4A From the Newell Highway (Dubbo) continue on the highway to West Wyalong. On entering West Wyalong, take the town heavy vehicle bypass route (Turn left into Copeland Street which becomes Railway Road. Take the first left off Railway Road (i.e. Compton Street) and cross over the Temora-Lake Cargelligo Railway line. After crossing the railway line, turn immediately right and follow the railway line to the Newell Highway). Turn right onto the Newell Highway and continue to West Wyalong. Turn left onto the Mid Western Highway until the junction with Ungarie Road.

Route 4A is shown on Figure 3.

Segment 5

Route 5A (Table 7) has been identified as the only potential available route for heavy vehicles for Segment 5 and is suitable for the transport of hazardous materials when tested against mandatory considerations, subjective factors, road and traffic factors, emergency response capability, operational factors and risk (including environmental and landuse factors). Route 5A is assessed as posing a minimal level of risk to surrounding people, property and the natural environment. This route is also the approved Project Access Road. Therefore, Route 5A is suitable for the transport of hazardous materials and is the preferred route for the transport of sodium cyanide from the Newell Highway/Mid Western Highway (West Wyalong) to the Cowal Gold Project.

Risk management measures required to be implemented by the material supplier and transport provider for the transport of sodium cyanide to the Project are set out in Attachment 1E.

Table 7 Sodium Cyanide – Segment 5 – Suitable Transport Route

Route Directions 5A Turn off the Mid Western Highway into Ungarie Road, turn right into Wamboyne Road and right into Blow Clear Road which becomes Lake Cowal Road. Turn left into Bonehams Lane and continue to the Cowal Gold Project.

Route 5A is shown on Figure 7.

HAL-02-07\00685142.doc 9 Cowal Gold Project – Transport of Hazardous Materials Study

ATTACHMENT 1

HAL-02-07\00685142.doc Sodium Cyanide Road Transport Route Evaluation

SODIUM CYANIDE ROAD TRANSPORT ROUTE EVALUATION

OVERVIEW

The Cowal Gold Project (the Project) is located approximately 38 kilometres north-east of West Wyalong, New South Wales (NSW). The Project is owned by Barrick (Cowal) Limited.

As described in Section 1.2 of the Transport of Hazardous Materials Study (THMS), route evaluation is required for the road transport of sodium cyanide to the Project. Road transport of sodium cyanide within NSW begins at the Chullora Railfast Centre, Sydney. Following a short transfer by road from the Chullora Railfast Centre to either the Camellia Freight Terminal or the Maritime Container Services, sodium cyanide will be transported by rail to Dubbo where it will resume transport by road to the Project.

The road transport route for sodium cyanide to the Project has been divided into five segments (Segments 1 to 5) for the purpose of route evaluation. Route evaluations for Segments 1 to 5 are attached to the THMS as Attachments 1A, 1B, 1C, 1D and 1E, respectively. An overview of Segments 1 to 5 is provided below.

Segment 1 Attachment 1A Transport of sodium cyanide from the Chullora Railfast Centre (Sydney) to the Camellia Freight Terminal (Sydney) or the Maritime Container Services (Sydney)

Segment 2 Attachment 1B Transport of sodium cyanide from the Dubbo Railway Station to the Patrick Logistics Storage Facility (Dubbo)

Segment 3 Attachment 1C Transport of sodium cyanide from the Patrick Logistics Storage Facility to the Newell Highway (Dubbo)

Segment 4 Attachment 1D Transport of sodium cyanide from the Newell Highway (Dubbo) to the Newell Highway/Mid Western Highway (West Wyalong)

Segment 5 Attachment 1E Transport of sodium cyanide from the Newell Highway/Mid Western Highway (West Wyalong) to the Cowal Gold Project

The following figures are referred to in Attachments 1A to 1E and are appended to this overview:

Figure 1-1 Project Location, Overall Sodium Cyanide Transport Route and Segment 4 Potential Available Route Figure 1-2 Route Selection Assessment Process Figure 1-3 Sodium Cyanide – Segment 1 Potential Available Routes Figure 1-4 Sodium Cyanide – Segment 2 Potential Available Routes Figure 1-5 Sodium Cyanide – Segment 3 Potential Available Routes Figure 1-6 Sodium Cyanide – Segment 5 Potential Available Routes

HAL-02-07\00685142.doc Sodium Cyanide Road Transport Route Evaluation

FIGURES 1-1 to 1-6

HAL-02-07\00685142.doc HAL-02-07-THMS HP-Add Aug10_006C

HAL-02-07-THMS SC-Add June10_008A HAL-02-07-THMS SC-Add June10_009A HAL-02-07-THMS SC-Add June10_010A HAL-02-07-THMS SC-Add June10_011A Sodium Cyanide Road Transport Route Evaluation – Segment 1

ATTACHMENT 1A

HAL-02-07\00685142.doc

COWAL GOLD PROJECT TRANSPORT OF HAZARDOUS MATERIALS STUDY

ATTACHMENT 1A

SODIUM CYANIDE ROAD TRANSPORT ROUTE EVALUATION

SEGMENT 1 CHULLORA RAILFAST CENTRE (SYDNEY) TO CAMELLIA FREIGHT TERMINAL (SYDNEY) OR MARITIME CONTAINER SERVICES (SYDNEY)

JUNE 2010 Project No. HAL-02-07\1\21 Document No. ATTACHMENT 1A-Q

Sodium Cyanide Road Transport Route Evaluation – Segment 1

TABLE OF CONTENTS

Section Page

1A1 INTRODUCTION 1A-1 1A2 DEFINITION OF THE TRANSPORT AREA 1A-1 1A3 IDENTIFICATION OF HAZARDOUS MATERIAL, SOURCE AND DESTINATION 1A-2 1A3.1 IDENTIFICATION OF HAZARDOUS MATERIAL 1A-2 1A3.2 SOURCE AND DESTINATION 1A-2 1A4 PRELIMINARY SCREENING 1A-3 1A4.1 IDENTIFICATION OF AVAILABLE ROADS FOR HEAVY VEHICLES 1A-3 1A4.1.1 Road Hierarchy 1A-3 1A4.1.2 Identification of Truck Routes 1A-4 1A4.1.3 Potential Available Routes for Heavy Vehicles and Selection of Potential Routes 1A-4 1A4.2 MANDATORY CONSIDERATIONS 1A-5 1A4.2.1 Physical Considerations 1A-5 1A4.2.2 Laws and Regulations 1A-6 1A4.3 SUBJECTIVE FACTORS 1A-7 1A4.3.1 Landuse 1A-7 1A4.3.2 Proximity of Sensitive Ecosystems and Natural Landscapes 1A-8 1A4.3.3 Emergency and Evacuation Planning and Infrastructure 1A-9 1A4.3.4 RTA and Transporter Preferred Transport Routes 1A-10 1A4.4 PRELIMINARY SCREENING FINDINGS 1A-10 1A5 PRELIMINARY LIST OF ROUTES 1A-12 1A6 SECONDARY SCREENING 1A-13 1A6.1 ROAD AND TRAFFIC FACTORS 1A-13 1A6.1.1 Accident Statistics 1A-13 1A6.1.2 Availability of Alternative Emergency Routes 1A-14 1A6.2 EMERGENCY RESPONSE CAPABILITY 1A-14 1A6.3 OPERATIONAL FACTORS 1A-14 1A6.4 RISK ASSESSMENT 1A-15 1A6.4.1 Hazard Identification 1A-15 1A6.4.2 Consequence Analysis 1A-17 1A6.4.3 Estimation of the Likelihood of a Hazardous Incident 1A-18 1A6.4.4 Risk Analysis and Assessment of Risk Results 1A-18 1A7 SELECTION OF ROUTES 1A-21 1A8 RISK MANAGEMENT MEASURES 1A-22 1A9 REFERENCES 1A-24

HAL-02-07\00685142.doc 1A-i Sodium Cyanide Road Transport Route Evaluation – Segment 1

TABLE OF CONTENTS (continued)

LIST OF TABLES

Table 1 Hazardous Material Source and Destination Table 2 Transport Details Table 3 Truck Routes Table 4 Sensitive Landuses Table 5 Sensitive Ecosystems and Natural Landscapes Table 6 Summary of Subjective Factors Table 7 Preliminary Screening Findings Table 8 Preliminary List of Routes Table 9 Summary of Accident Statistics Table 10 Heavy Vehicle Incidents – Initiating and Contributing Causes Table 11 Summary of Risk Analysis Assessment Factors Table 12 Risk Analysis Findings

HAL-02-07\00685142.doc 1A-ii Sodium Cyanide Road Transport Route Evaluation – Segment 1

1A1 INTRODUCTION

The Cowal Gold Mine (the Project) is located approximately 38 kilometres (km) north-east of West Wyalong, New South Wales (NSW) (Figure 1-1). The Project is owned by Barrick (Cowal) Limited (Barrick).

Sodium cyanide will be transported by rail from Gladstone, Queensland, via Brisbane, to the Chullora Railfast Centre in Sydney. As described in Section 1.2 of the Transport of Hazardous Materials Study (THMS), route evaluation is required for the road transport of sodium cyanide to the Project. Road transport of sodium cyanide within NSW begins at the Chullora Railfast Centre, Sydney. Following a short transfer by road from the Chullora Railfast Centre to either the Camellia Freight Terminal or the Maritime Container Services (Sydney), sodium cyanide will be transported by rail to Dubbo where it will resume transport by road to the Project.

The road transport route for sodium cyanide to the Project has been divided into five segments (Segments 1 to 5) for the purpose of route evaluation. This attachment sets out the route evaluation for the road transport of sodium cyanide from the Chullora Railfast Centre to either the Camellia Freight Terminal or the Maritime Container Services. This part of the overall sodium cyanide road transport route is referred to as Segment 1. Route evaluations for Segments 2, 3, 4 and 5 are attached to the THMS as Attachments 1B, 1C, 1D and 1E, respectively.

Barrick has recently been informed of changes in rail supply arrangements which have made the Camellia Freight Terminal temporarily unavailable and triggered the requirement for the road transport of sodium cyanide from the Chullora Railfast Centre to the Maritime Container Services.

As such, this THMS has been revised to incorporate an alternative route for the road transport of sodium cyanide from the Chullora Railfast Centre to the Maritime Container Services for Segment 1.

This route evaluation has been carried out in accordance with the Department of Urban Affairs and Planning’s draft “Route Selection” guidelines (DUAP, 1995a) (the Guidelines), as required by Development Consent Condition 5.4(b)(i).

Figure 1-2 shows the assessment process flowsheet for this route evaluation.

1A2 DEFINITION OF THE TRANSPORT AREA

The transport area is defined by the Guidelines as follows:

Definition of the transport area is carried out from a traffic perspective. It should include the area over which traffic to or from the development is likely to have a significant effect.

The transport area for Segment 1 is defined as the area between the Chullora Railfast Centre (Dasea Street, Chullora) and the Camellia Freight Terminal (Grand Avenue, Camellia) and the area between the Chullora Railfast Centre (Dasea Street, Chullora) and the Maritime Container Services (Canal Road, St Peters) (Figure 1-3).

HAL-02-07\00685142.doc 1A-1 Sodium Cyanide Road Transport Route Evaluation – Segment 1

The transport area is wholly situated within the Local Government Areas (LGAs) of Bankstown, Auburn, Parramatta, Strathfield, Canterbury, Hurstville, Rockdale and Marrickville, all of which are located in the Sydney Statistical Division.

1A3 IDENTIFICATION OF HAZARDOUS MATERIAL, SOURCE AND DESTINATION

1A3.1 IDENTIFICATION OF HAZARDOUS MATERIAL

As described in Section 1.2 of the THMS, identification of hazardous materials for which a route evaluation is required was undertaken prior to the preparation of this route evaluation. This included an assessment of the class of material being transported (i.e. the classification of dangerous goods under the Australian Code for the Transport of Dangerous Goods by Road and Rail [ADG Code] [National Transport Commission, 2007]), the type of container and the movement quantity and frequency. The assessment identified sodium cyanide as a hazardous material for which a route evaluation is required. The Department of Planning (DoP) concurred with this assessment (as outlined in DoP correspondence dated 14 October 2005).

Sodium cyanide is classified as Class 6.1 under the ADG Code. Details of the type of container (i.e. packaging) and the movement quantity and frequency are provided in the following section.

1A3.2 SOURCE AND DESTINATION

The source and destinations of sodium cyanide for Segment 1 are outlined in Table 1 and shown on Figure 1-3.

Table 1 Hazardous Material Source and Destinations

Source: Destination: Destination: Chullora Railfast Centre Camellia Freight Terminal Maritime Container Services Location Town/City LGA Location Town/City LGA Location Town/City LGA Dasea Sydney Bankstown Grand Avenue, Sydney Parramatta Canal Road, Sydney Marrickville Street, Camellia St Peters Chullora

Details of the transport of sodium cyanide from the Chullora Railfast Centre to the Camellia Freight Terminal or the Maritime Container Services are provided in Table 2.

Table 2 Transport Details

Hazardous Delivery Vehicle Maximum Volume Maximum Frequency Transported State Packaging Material per Delivery of Deliveries Sodium Cyanide Single semi-trailer 22 t 8 per week Solid Bulk solids container (i.e. Isotainer)

HAL-02-07\00685142.doc 1A-2 Sodium Cyanide Road Transport Route Evaluation – Segment 1

1A4 PRELIMINARY SCREENING

The following subsections identify available roads for heavy vehicles in the transport area and examine mandatory and subjective factors for potential transport routes. Section 1A5 provides the results of this analysis as a preliminary list of routes. Further screening of this preliminary list is provided in Section 1A6.

1A4.1 IDENTIFICATION OF AVAILABLE ROADS FOR HEAVY VEHICLES

The Guidelines require the identification of potential available roads for heavy vehicles to be based on:

• a review of the road hierarchy (Section 1A4.1.1); and • the identification of routes suitable in general for the movement of trucks (Section 1A4.1.2).

Results of the review of the road hierarchy and the identification of routes suitable in general for the movement of trucks are provided in Section 1A4.1.3.

1A4.1.1 Road Hierarchy

The RTA has developed a road hierarchy for NSW that classifies roads as national highways, state roads, regional roads or local roads. The NSW road hierarchy is described below.

National Highways

National highways are classified as arterial roads and comprise the principal connections between Sydney, Canberra, Melbourne, Adelaide and Brisbane (RTA, pers. comm., 4 May 2005; RTA, 2004a).

The RTA prefers heavy vehicles to utilise national highways and state roads wherever possible (RTA, pers. comm., 4 May 2005). There are no national highways in the transport area.

State Roads

State roads are classified as arterial roads and are the principal traffic carrying and linking routes for the movement of people and goods within the urban centres of Sydney, Newcastle, Wollongong and the Central Coast, and throughout NSW (RTA, 2004a). State roads are characterised by high flows of general traffic over long distances and have a higher capacity relative to surrounding roads (ibid.).

There are numerous state roads within the transport area including: Rookwood Road, Parramatta Road, the Western Motorway, Princes Highway and the Hume Highway. The RTA prefers heavy vehicles to utilise national highways and state roads (over regional and local roads) wherever possible (RTA, pers. comm., 4 May 2005). Accordingly, these roads would be used by heavy vehicles within the transport area where possible.

Regional Roads

Regional roads comprise the secondary road network which, in combination with state roads, provide for travel between smaller towns and districts and perform a sub-arterial function within major urban centres (RTA, 2004a). The RTA considers regional roads to be suitable for heavy vehicles (RTA, pers. comm., 4 May 2005).

HAL-02-07\00685142.doc 1A-3 Sodium Cyanide Road Transport Route Evaluation – Segment 1

Local Roads

Local roads are generally all other roads other than national highways, state roads and regional roads. The RTA prefers heavy vehicles to avoid local roads where possible (RTA, pers. comm., 4 May 2005).

1A4.1.2 Identification of Truck Routes

In accordance with the Guidelines, truck routes within the transport area were identified following a review of: the NSW road hierarchy; the NSW truck route network; routes used by heavy vehicles within and through the transport area; heavy vehicle bypasses; and travel time.

The NSW road hierarchy is described in Section 1A4.1.1. Arterial and sub-arterial roads (i.e. national highways, state roads and regional roads) should be evaluated for their appropriateness to cater for heavy vehicles (DUAP, 1995a). The RTA prefers heavy vehicles to utilise national highways and state roads wherever possible (RTA, pers. comm., 4 May 2005), therefore these roads were used wherever possible when identifying truck routes within the transport area.

The RTA was consulted to determine the NSW truck route network and identify routes used by heavy vehicles within and through the transport area. The use of 14.6 m semi-trailers (prime mover and trailer combined length of 19 m) is legal on all roads in NSW (except where a sign shows a load limit for a particular road, bridge, causeway or ferry) (RTA, 2003a). Therefore, for heavy vehicles less than 19 m in length, all roads within NSW (except those signed otherwise) form part of the NSW truck route network.

The RTA has published a map showing B-Double and road train routes throughout Sydney (RTA, 2001). These roads are approved restricted access vehicle routes and are specifically designed to accommodate these heavy vehicles and would therefore accommodate the single semi-trailers proposed to be used to transport sodium cyanide. Designated B-Double and road train routes were used wherever possible when identifying truck routes within the transport area.

Designated heavy vehicle bypasses within the transport area were taken into consideration when identifying truck routes. There were no heavy vehicle bypasses identified within the transport area (RTA, pers. comm., 22 July 2005).

In accordance with the Guidelines, travel time was also taken into consideration when identifying truck routes. Generally, an increase in travel distance increases the travel time. This subsequently increases the cost of transport. Therefore, the shortest and most direct route is the most preferable in terms of cost.

1A4.1.3 Potential Available Routes for Heavy Vehicles and Selection of Potential Routes

Following a review of the road hierarchy and the identification of truck routes in the transport area, Routes 1A to 1C have been identified as potential available routes for heavy vehicles for the transport of sodium cyanide from the Chullora Railfast Centre to the Maritime Container Services for Segment 1.

HAL-02-07\00685142.doc 1A-4 Sodium Cyanide Road Transport Route Evaluation – Segment 1

As described in Section 1A1, Route 1D has been identified as an alternative route for Segment 1 following changes in rail supply arrangements which have made the Camellia Freight Terminal temporarily unavailable and triggered the requirement for the road transport of sodium cyanide from the Chullora Railfast Centre to the Maritime Container Services (Sydney). Route 1D has been selected on the basis that the majority of the route follows the preferred route identified for the transport of hydrogen peroxide (refer to Attachment 5A of the THMS) and includes a short section of the suitable sodium cyanide transport Route 1C. Route 1D also includes a short section (approximately 3.5 km) of the Princes Highway which is a state road. As described in Section 1A4.1.1, the RTA prefers state roads to be used for heavy vehicles wherever possible (RTA, pers. comm., 4 May 2005).

Routes 1A to 1D are set out in Table 3 and shown on Figure 1-3. Routes 1A to 1D were then tested against mandatory and subjective factors. The assessment is set out below in Sections 1A4.2 and 1A4.3.

Table 3 Truck Routes

Route Directions 1A On exiting the Chullora Railfast Centre, take the private road into Dasea Street, then turn right into Muir Road and right into Rookwood Road which becomes Joseph Street, Olympic Drive, Boorea Street and St. Hilliers Road. From St. Hilliers Road, turn left into Parramatta Road (Great Western Highway), right into James Ruse Drive, right into Grand Avenue and continue to Camellia Freight Terminal. 1B On exiting the Chullora Railfast Centre, take the private road into Dasea Street, then turn right into Muir Road and right into Rookwood Road which becomes Joseph Street, Olympic Drive, Boorea Street, St. Hilliers Road and Silverwater Road. From Silverwater Road, turn left into the Western Motorway. Exit the Western Motorway at James Ruse Drive turning right into James Ruse Drive, right into Grand Avenue and continue to Camellia Freight Terminal. 1C On exiting the Chullora Railfast Centre take the private road into Dasea Street, turn left into Muir Road, left into Worth Street, left into the Hume Highway, left into Centenary Drive, left onto the Western Motorway. Exit the Western Motorway at James Ruse Drive turning right into James Ruse Drive, right into Grand Avenue and continue to Camellia Freight Terminal. 1D On exiting the Chullora Railfast Centre take the private road into Dasea Street, turn left into Muir Road, left into Worth Street, left into the Hume Highway. Exit the Hume Highway at Roberts Road turning right into Roberts Road, continue onto Wiley Avenue, continue onto King Georges Road, left into Stoney Creek Road, left onto Forest Road, left onto the Princes Highway. Exit the Princes Highway turning right into Canal Road and continue to Maritime Container Services.

1A4.2 MANDATORY CONSIDERATIONS

1A4.2.1 Physical Considerations

Physical considerations may preclude a potential transport route from consideration because of weight limitations on bridges, height restrictions on underpasses, inadequate shoulders for breakdowns, extensive construction activities or inadequate parking and turning spaces (DUAP, 1995a). Roads designated by the RTA as B-Double or road train routes are considered to be physically capable of accommodating the single semi-trailers that are proposed to be used to transport sodium cyanide. No further assessment of physical capability has been undertaken for these roads.

Routes 1A, 1B and 1C utilise two roads not designated as B-Double or road train routes to provide local access to the Chullora Railfast Centre. These roads are physically capable of accommodating single semi-trailers (Bankstown City Council, pers. comm., 26 August 2005). Therefore, physical considerations do not preclude any of the potential transport routes. Route 1D utilises all roads designated as B-Double routes.

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1A4.2.2 Laws and Regulations

Laws and regulations may prohibit the transport of hazardous materials on certain roads or structures (DUAP, 1995a). The Guidelines state that local, state and national transport authorities should be consulted and prohibited roadways eliminated from consideration unless there are no suitable alternative routes (DUAP 1995a).

National Transport Authority

The Australian Government Department of Transport and Regional Services (DOTARS) was consulted to determine if the transport of hazardous materials was prohibited on any roads or structures in NSW. DOTARS advised that the Competent Authority for road transport in each State and Territory should be contacted for information relating to the road transport of dangerous goods (DOTARS, 2005a). The NSW Competent Authority is the Manager, Dangerous Goods, Department of Environment and Conservation (DEC) (now the Department of Environment, Climate Change and Water [DECCW] (DOTARS, 2005b).

The Manager, Dangerous Goods, DEC was consulted to determine if the transport of hazardous materials was prohibited on any roads or structures in NSW. The DEC advised that the RTA is the determining authority for dangerous goods routes in NSW and has prohibited the carriage of hazardous materials on a number of routes under the Road Transport (Safety and Traffic Management) (Road Rules) Regulation 1999 (DEC, pers. comm., 26 July 2005).

State Transport Authority

The RTA has prohibited the carriage of hazardous materials on a number of routes under the Road Transport (Safety and Traffic Management) (Road Rules) Regulation, 1999. Clause 59 of the Regulation prohibits the carriage of dangerous goods (within the meaning of the Road and Rail Transport (Dangerous Goods) Act, 1997) on several roads in Sydney. Segment 1 does not involve the road transport of sodium cyanide through any prohibited areas prescribed in Clause 59 and Schedule 2 of the Road Transport (Safety and Traffic Management) (Road Rules) Regulation, 1999.

The transport of hazardous materials within NSW is not prohibited by law on any roads other than those set out in Clause 59 and Schedule 2 of the Road Transport (Safety and Traffic Management) (Road Rules) Regulation, 1999.

Local Transport Authority

For the purposes of this study, the local transport authority has been defined as the authority accountable for a specified road according to its classification. In NSW, the State Government, through the RTA, manages national highways and state roads and is accountable for the outcomes on these roads (RTA, 2004a). Therefore, the RTA is the local transport authority for national highways and state roads. Councils are accountable for regional and local roads (RTA, 2004a) and are therefore the local transport authorities for these roads.

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Potential transport routes utilise local and state roads (RTA, 2004b), therefore the local transport authorities are the RTA, Bankstown City Council, Strathfield Municipal Council, Parramatta City Council, Marrickville Council, Hurstville City Council and Rockdale City Council. As stated above, the RTA has prohibited the carriage of hazardous materials on a number of routes under the Road Transport (Safety and Traffic Management) (Road Rules) Regulation 1999. Bankstown, Parramatta, Rockdale and Marrickville City Councils do not prohibit the transport of hazardous materials on any roads for which they are accountable (Bankstown City Council, pers. comm., 23 September 2005; Parramatta City Council, pers. comm., 19 September 2005; Rockdale City Council pers. comm., 20 September 2005; Marrickville Council pers. comm. 21 September 2005). A small section of Worth Street is the only local road in the potential available routes for Segment 1 which is located in the Strathfield LGA. Strathfield Municipal Council has indicated that they do not prohibit the transport of hazardous materials on Worth Street.

Laws and regulations do not preclude any of the potential transport routes.

1A4.3 SUBJECTIVE FACTORS

Subjective factors usually include the proximity of the potential transport route to sensitive landuses (such as hospitals, schools, aged care facilities, churches and items of heritage or cultural significance) (Section 1A4.3.1) and sensitive ecosystems and natural landscapes (such as park reservations and wetlands) (Section 1A4.3.2) (DUAP, 1995a). Emergency and evacuation planning and infrastructure are also usually included in the assessment of subjective factors (Section 1A4.3.3) (DUAP, 1995a).

1A4.3.1 Landuse

Sensitive Landuses

Sensitive landuses include schools (pre-schools and primary and secondary schools), hospitals, aged care facilities, churches and items of heritage or cultural significance.

Table 4 and the following sections detail sensitive landuses along Routes 1A to 1D.

Table 4 Sensitive Landuses

Schools Hospitals Items of Aged Care Heritage or Route Churches Number of Number of Number of Number of Facilities Cultural Schools Students Hospitals Beds Significance 1A 2 1,065 0 0 0 3 76 1B 2 1,065 0 0 0 2 77 1C 4 1,958 0 0 0 1 41 1D 14 7,721 0 0 2 11 85

Schools

Vehicles travelling along Routes 1A to 1C would pass Auburn North Primary School and Rosehill Primary School.

Vehicles travelling along Route 1C would also pass Strathfield South High and Homebush West Primary.

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Vehicles travelling along Route 1D would pass numerous schools including Regina Coeli Primary School, Beverly Hills Girls High School, Beverly Hills North Primary, Wiley Park Primary and Lakemba Primary, Bexley Public School, Sydney Technical High School, Arncliffe Public School, Kingsgrove Infants, Kingsgrove Primary, Kingsgrove High, Arkana College, Beverly Hills Primary and St. Gabriels School.

Hospitals/Aged Care Facilities

There are no hospitals located along Routes 1A, 1B,1C and 1D. There are two aged care facilities located along Route 1D.

Churches

The number of churches located along Routes 1A, 1B, 1C and 1D is three, two, one and eleven, respectively.

Items of Heritage or Cultural Significance

The NSW State Heritage Inventory was searched for items of heritage or cultural significance located along potential transport routes. The number of items of heritage or cultural significance located along Routes 1A, 1B, 1C and 1D is 76, 77, 41 and 85 respectively (NSW Heritage Office, 2005 and 2010). Items of heritage or cultural significance include the Chullora Workshops (NSW Heritage Office, 2005). This is located at the origin of Segment 1 and would be passed by heavy vehicles using all potential routes.

Other Landuses

Other landuses may include residential, commercial or industrial areas and areas of open space. Routes 1A to 1D predominantly pass through residential and commercial areas.

Adjacent landuses are similar along all potential routes and do not provide a strong basis for comparison. Therefore, further detailed consideration of other adjacent landuses was not undertaken for this route evaluation.

1A4.3.2 Proximity of Sensitive Ecosystems and Natural Landscapes

Sensitive ecosystems and natural landscapes include park reservations (i.e. national parks, state forests, recreational parks and conservation areas) and waterways (i.e. wetlands, lakes, dams, rivers, creeks and other drainage lines). Sensitive ecosystems and natural landscapes traversed by or occurring along or within approximately 100 m of Routes 1A to 1D are identified in Table 5 and described in the following sections.

Table 5 Sensitive Ecosystems and Natural Landscapes

Park Reservations Route Approximate Total Road Waterways Number Frontage (m) 1A 4 1,825 4 1B 5 2,125 5 1C 6 1,400 8 1D 12 2,388 1

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Park Reservations

Vehicles travelling on Routes 1A to 1D would pass within approximately 100 m of several park reservations including Coleman Park, Cahill Park, an unnamed reserve on Olympic Drive, Chadwick Reserve and Wyatt Park.

To determine the preferred transport route, a measure of the quality and size of potentially affected park reservations is required. It was conservatively assumed that all park reservations are of a similar high quality. The road frontage of park reservations was measured to compare the size of the parks traversed by or occurring along or within approximately 100 m of potential routes. The approximate total length of road frontage of park reservations for Routes 1A, 1B, 1C and 1D is 1,825 m, 2,125 m, 1,400 m and 2,388 m, respectively.

Waterways

Vehicles travelling on Routes 1A to 1D would cross or come within approximately 100 m of several waterways including Haslams Creek, Duck River, Duck Creek, Cook’s River and A’Becketts Creek.

1A4.3.3 Emergency and Evacuation Planning and Infrastructure

Emergency and evacuation planning and infrastructure includes: the availability of formalised emergency and evacuation procedures and plans; the location of emergency response teams and their ability to respond to hazardous material release; access; and ease of emergency evacuation (DUAP, 1995a).

In NSW the management of state emergencies and rescues is controlled under the State Emergency and Rescue Management Act 1989. The Act sets out strategies for the integration of emergency management at local, district and state levels. The NSW State Emergency Management Committee (SEMC) was established by the Act and is responsible for emergency planning at the state level. The SEMC has prepared a NSW State Disaster Plan (DISPLAN), the objective of which is to ensure the co-ordinated response to emergencies by all agencies having responsibilities and functions in emergencies (SEMC, 2005).

A Hazardous Materials Emergency Sub-Plan (HAZMATPLAN) has been prepared as a sub-plan to the DISPLAN. The aim of the HAZMATPLAN is to detail special arrangements for the control and co- ordination of a response to, and initial recovery from, hazardous materials emergencies in NSW (SEMC, 1999).

The District Emergency Management Committee (DEMC) is responsible to the SEMC. Each DEMC is responsible for preparing plans which detail the prevention of, preparation for, response to and recovery from emergencies in its District (District DISPLAN) (SEMC, 2005). The Local Emergency Management Committee (LEMC) is responsible to the DEMC for each LGA (SEMC, 2005). Each LEMC is responsible for preparing plans in relation to the prevention of, preparation for, response to, and recovery from emergencies in its LGA (Local DISPLAN) (SEMC, 2005).

The above approach to emergency management in NSW ensures: the availability of formalised emergency and evacuation procedures and plans (i.e. DISPLAN, HAZMATPLAN, District DISPLAN, local DISPLAN); the location of emergency response teams throughout NSW; and the ability of emergency response teams to respond to hazardous material release.

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Access and ease of emergency evacuation would be affected by several factors including proximity to emergency services, nature of the hazardous material, availability of alternative routes and road surface (i.e. sealed or unsealed) (RTA, pers. comm., 18 August, 2005). As detailed above, the approach to emergency management in NSW is comprehensive and would ensure that emergency services could access and respond promptly to an incident involving a hazardous material.

In addition, the NSW state and regional road network is extensive and the availability of alternative routes is considered to be adequate. All roads used for the transport of hazardous materials to the Project are sealed, ensuring accessibility and ease of emergency evacuation in the event of an incident.

Following a review of emergency management in NSW, emergency and evacuation planning and infrastructure are considered to be adequate for all potential routes. These routes are therefore equally suitable for the transport of hazardous materials with respect to emergency and evacuation planning and infrastructure.

1A4.3.4 RTA and Transporter Preferred Transport Routes

The RTA, an authority which maintains the majority of the road system (i.e. national highways and state roads) and which acts as an advisory body to Councils, was contacted to determine the RTA’s preferred route for the transport of hazardous materials from the Chullora Railfast Centre to the Camellia Freight Terminal. Route 1A is the route preferred by the RTA for the transport of hazardous materials from the Chullora Railfast Centre to the Camellia Freight Terminal (RTA, pers. comm., 27 June 2005). The transport provider was contacted to determine their preferred route for the transport of hazardous materials from the Chullora Railfast Centre to the Camellia Freight Terminal. Route 1B is the route preferred by the transporter for the transport of hazardous materials from the Chullora Railfast Centre to the Camellia Freight Terminal.

Previous correspondence received from the RTA indicating preference for heavy vehicles to use national highways and state roads wherever possible (RTA, pers. comm.., 4 May 2005) has been taken into consideration in the identification of the Route 1D. The transport provider was also contacted to determine their preferred route for the transport of hazardous materials from the Chullora Railfast Centre to the Maritime Container Services. Route 1D is the route preferred by the transporter for the transport of hazardous materials from the Chullora Railfast Centre to the Maritime Container Services.

1A4.4 PRELIMINARY SCREENING FINDINGS

Preliminary screening took into account available roads for heavy vehicles and mandatory and subjective factors (Sections 1A4.1, 1A4.2 and 1A4.3). Following a review of the road hierarchy and the identification of truck routes within the transport area, Routes 1A to 1D have been identified as potential available routes for heavy vehicles for Segment 1. Mandatory factors did not preclude these routes from the route evaluation.

Table 6 provides a summary of subjective factors outlined in Section 1A4.3 for Routes 1A to 1D.

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Table 6 Summary of Subjective Factors

Table 6 indicates that Routes 1A to 1D would have minimal impact on subjective factors and are suitable for the transport of hazardous materials.

In accordance with the Guidelines, Table 7 presents the results of the preliminary screening on a comparative basis. Table 7 details the most preferred, acceptable, least preferred and excluded routes for each of the subjective factors detailed in Section 1A4.3. For the purposes of this study:

• a preferred route is one which is deemed to have a minimal amount, if any, of the factor of interest; • an acceptable route has a typical amount of the factor of interest; • a least preferred route has a significant increase in the amount of the factor of interest when compared to alternative routes; and • an excluded route is deemed to have an unacceptable amount of the factor of interest.

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Table 7 Preliminary Screening Findings

Most Preferred Least Preferred Subjective Factor Acceptable Route Excluded Route Route Route Schools - 1A, 1B 1C, 1D - Hospitals 1A, 1B, 1C, 1D - - - Aged Care Facilities 1A, 1B, 1C 1D - - Churches 1C 1A, 1B 1D - Items of Heritage or Cultural 1C - 1A, 1B, 1D - Significance Other Landuse # # # # Park Reservations (based on 1C 1A, 1B, 1D - - park frontage) Waterways 1D 1A, 1B 1C - Emergency Infrastructure 1A, 1B, 1C, 1D - - - RTA and Transporter Preferred 1A, 1D 1B 1C - Route Comparative Assessment of all 1C 1A, 1B, 1D - - Factors # As each potential route has some advantages over the others but there is a range in the type of landuse along each potential route, therefore landuse alone was not used to compare Routes 1A to 1D. Further information is provided in Section 1A4.3.1. RTA Roads and Traffic Authority

Tables 6 and 7 indicate that Route 1C is the initial preferred route for Segment 1 following preliminary screening. This route is the preferred route for six of the subjective factors presented in Table 7 and therefore would have the least potential adverse effect in the unlikely event of a release of sodium cyanide. The preliminary screening has identified Routes 1A, 1B and 1D as acceptable routes and worthy of further assessment.

1A5 PRELIMINARY LIST OF ROUTES

On the basis of the preliminary screening analysis in Section 1A4, the following preliminary list of routes from either the Chullora Railfast Centre to the Camellia Freight Terminal or the Maritime Container Services has been determined (Table 8).

Table 8 Preliminary List of Routes

Route Directions 1A On exiting the Chullora Railfast Centre, take the private road into Dasea Street, then turn right into Muir Road and right into Rookwood Road which becomes Joseph Street, Olympic Drive, Boorea Street and St. Hilliers Road. From St. Hilliers Road, turn left into Parramatta Road (Great Western Highway), right into James Ruse Drive, right into Grand Avenue and continue to Camellia Freight Terminal. 1B On exiting the Chullora Railfast Centre, take the private road into Dasea Street, then turn right into Muir Road and right into Rookwood Road which becomes Joseph Street, Olympic Drive, Boorea Street, St. Hilliers Road and Silverwater Road. From Silverwater Road, turn left into the Western Motorway. Exit the Western Motorway at James Ruse Drive turning right into James Ruse Drive, right into Grand Avenue and continue to Camellia Freight Terminal. 1C On exiting the Chullora Railfast Centre take the private road into Dasea Street, turn left into Muir Road, left into Worth Street, left into the Hume Highway, left into Centenary Drive, left onto the Western Motorway. Exit the Western Motorway at James Ruse Drive turning right into James Ruse Drive, right into Grand Avenue and continue to Camellia Freight Terminal. 1D On exiting the Chullora Railfast Centre take the private road into Dasea Street, turn left into Muir Road, left into Worth Street, left into the Hume Highway. Exit the Hume Highway at Roberts Road turning right into Roberts Road, continue onto Wiley Avenue, continue onto King Georges Road, left into Stoney Creek Road, left onto Forest Road, left onto the Princes Highway. Exit the Princes Highway turning right into Canal Road and continue to the Maritime Container Services.

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1A6 SECONDARY SCREENING

Secondary screening involves the assessment of the preliminary list of routes (Section 1A5) against road and traffic factors (Section 1A6.1), emergency response capability (Section 1A6.2), operational factors (Section 1A6.3) and risk (including environmental and landuse factors) (Section 1A6.4) (Figure 1-2). The potential routes have been assessed against each secondary screening factor to confirm that the routes are suitable for the transport of hazardous materials and to determine the preferred route. The final selection of routes is detailed in Section 1A7.

1A6.1 ROAD AND TRAFFIC FACTORS

The Guidelines state that the assessment of potential transport routes for suitability on road and traffic grounds will require the collection of particular information (for example road structural condition) to establish the capability and level of service of the road system (DUAP, 1995a). The Guidelines offer the following road and traffic factors that consider the ability of a route to effectively and safely handle traffic using it: structural and geometric adequacy; level of service of carriageway and critical intersections; travel speed; accident rates; and the availability of alternative emergency routes.

The capability of a route to safely and effectively handle the traffic using it is reflected in the accident statistics for that route (Pinnacle Risk Management, pers. comm., 20 July 2005). Accident statistics are influenced by the route’s structural and geometric adequacy, level of service (of carriageway and intersections), and travel speed. It follows then that the structural and geometric adequacy, level of service (of carriageway and intersections), and travel speed are effectively embodied within the accident statistics of the transport route (Pinnacle Risk Management, pers. comm., 20 July 2005). Therefore, it is appropriate to compare accident statistics for potential transport routes and infer from them the capability and level of service of the road system.

Accident statistics for potential routes are provided in Section 1A6.1.1. An assessment of remaining road and traffic factors (i.e. the availability of alternative emergency routes) is provided in Section 1A6.1.2.

1A6.1.1 Accident Statistics

Available accident statistics for Routes 1A to 1D were obtained from the RTA and are summarised in Table 9.

Table 9 Summary of Accident Statistics

Route Length No. of Heavy % Increase of Heavy Heavy Vehicle Annual Million km of Heavy Vehicle (km) Vehicles Vehicles due to Accidents Heavy Vehicle Travel Accidents/Annual Million (per day)1 Project2 (per year)3 km of Heavy Vehicle Travel 1A 11.5 3,667 – 6,299 0.02% – 0.03% 11.8 0.97 – 5.70 0.17 – 1.72 1B 11.3 1,420 – 6,299 0.02% – 0.08% 10.4 0.43 – 3.52 0.40 – 2.49 1C 14.7 1,420 – 8,551 0.01% – 0.08% 16.4 2.14 – 10.46 0.09 – 2.38 1D 22.0 1,573 - 7,792 0.01% - 0.07% 30.4 0.13 - 12.51 0.07 - 10.9 1 RTA (2003b) Traffic Volume Data for the Sydney Region 2002. Prepared by the RTA Traffic and Transport Directorate. Assumes 10% of all vehicles are heavy vehicles. 2 Assumes 8 truck movements per week. 3 RTA (2005) Excel database of traffic crash data for the Sydney Region 2000-2004. Provided by Robert Chadwick on 1 and 2 August 2005.

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Accident statistics for Routes 1A to 1D are considered to be within normal operating levels for the road types and use. The increase of heavy vehicles due to the Project would be very small (up to approximately 0.1%) and would be unlikely to affect traffic flows or accident statistics. Routes 1A to 1D are therefore suitable for the transport of hazardous materials with respect to accident statistics. Accident statistics for Routes 1A to 1D are compared in Table 12, Section 1A6.4.4.

1A6.1.2 Availability of Alternative Emergency Routes

The NSW state and regional road network is extensive. As a result, there are alternative emergency transport routes that could be used in the event of a temporary closure of Routes 1A to 1D.

1A6.2 EMERGENCY RESPONSE CAPABILITY

The emergency response capability available for potential routes may include considerations such as the speed of response of emergency services, ease of access to the potential accident site and the availability of emergency combat equipment (DUAP, 1995a).

The formalised approach to emergency management in NSW ensures: the availability of emergency combat equipment at a local, district and state level; the location of emergency response teams throughout NSW; and the ability of emergency response teams to respond to hazardous material release (Section 1A4.3.3). Further information on the management of emergencies in NSW and an evaluation of the ease of access to a potential accident for Segment 1 are provided in Section 1A4.3.3.

Following a review of emergency management in NSW, emergency response capability is considered to be adequate for Routes 1A to 1D. These routes are therefore equally suitable for the transport of hazardous materials with respect to emergency response capability.

1A6.3 OPERATIONAL FACTORS

Operating costs and distribution logistics have been considered in the selection of the preferred transport route for Segment 1. Routes 1A to 1D are all suitable on the basis of logistical considerations.

The Guidelines state that the main cost criterion when comparing alternative routes is the expected increase or decrease in distance and travel time if another route is used. Generally, an increase in travel distance increases the travel time and subsequently the cost of transport. Therefore, from an operating cost perspective, the shortest route is the most preferable. Route 1B is the shortest available route for Segment 1 and is therefore cost effective. However, Routes 1A to 1C are similar to Route 1B in length and operating costs would not differ considerably between the three routes. Routes 1A to 1C are therefore cost effective and equally suitable on the basis of operating costs.

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1A6.4 RISK ASSESSMENT

The Guidelines outline an intermediate risk assessment method that should be undertaken for each potential transport route found to be satisfactory on road and traffic grounds. If the intermediate method does not enable the analyst to identify a clear-cut low risk alternative and differences between potential routes are small then a detailed risk assessment may need to be carried out in accordance with Hazardous Industry Planning and Advisory Paper No. 6, Guidelines for Hazard Analysis (HIPAP No. 6) (DUAP, 1995b).

The risk assessment for Segment 1 has been undertaken in accordance with HIPAP No. 6. HIPAP No. 6 sets out methodology for risk assessment as follows:

1. Hazard identification: the identification of all possible conditions that could lead to a hazardous incident is achieved by evaluating the hazards of the material of interest, the land use adjacent to each potential transport route, the type of transport vehicle to be used, the conditions of the material when being transported and the causes of potential incidents involving heavy vehicles. 2. Consequence Analysis: determined on either a qualitative or quantitative basis depending on the potential hazardous incident outcomes. 3. Estimation of likelihood of a hazardous incident: estimated using available historical traffic data or generic traffic data. 4. Risk analysis. 5. Assessment of risk results.

1A6.4.1 Hazard Identification

1A6.4.1.1 Type of Hazardous Material

Sodium cyanide is classified under the ADG Code as Class 6.1 (toxic substance) and Packing Group I. It is a white solid with a bitter almond-like odour and will absorb moisture from the air.

Cyanide is toxic to humans and to animal species because it binds to key iron-containing enzymes required for cells to use oxygen. As a result, the tissues are unable to take up oxygen from the blood. The body then rapidly exhibits symptoms of oxygen starvation and suffocation, even if oxygen is available.

The Threshold Limit Value (TLV) for sodium cyanide dust is 5 mg/m3. Aqueous solutions are strongly alkaline and in a fire, nitrogen oxides may be produced.

On contact with acid, acid fumes, water, combined carbon dioxide/water vapours or steam, sodium cyanide will produce hydrogen cyanide which is a highly toxic, flammable gas. Although hydrogen cyanide is not being transported to the Project the hazardous nature of this material has been included below as it is a decomposition product from releases of sodium cyanide.

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Hydrogen cyanide liquid is pale blue or colourless below 26°C and a colourless gas at higher temperatures. It is highly volatile. Hydrogen cyanide is highly soluble in water and exhibits a very low vapour pressure. Health effects and symptoms of hydrogen cyanide poisoning do not depend on the route of exposure (i.e. they are similar whether it is breathed in, ingested or absorbed through the skin). Exposure to high levels of hydrogen cyanide in the air for a short time harms the brain and heart and may cause coma and death. Exposure to lower levels of hydrogen cyanide for a long time may result in breathing difficulties, heart pains, vomiting, blood changes, headaches, and enlargement of the thyroid gland. Depending on the dose, the patient may make a full recovery with no residual disability. Near-lethal doses can cause irreversible effects. Skin contact with cyanide can produce irritation and sores (i.e. it can be corrosive). Hydrogen cyanide is not classifiable as a human carcinogen. Rapid damage to the central nervous system and to the heart results from breathing high levels of hydrogen cyanide over a short time.

The response of humans to various concentrations of hydrogen cyanide in the air is as follows:

Concentration (ppm) Response 270 Immediately fatal 181 Fatal after 10 minutes 135 Fatal after 30 minutes 110 – 135 Fatal after 30 to 60 minutes 45 – 55 Tolerated for 30 to 60 minutes without immediate or subsequent effects 18 – 36 Slight symptoms after several hours

1A6.4.1.2 Adjacent Landuse

Refer to Section 1A4.3.1 for a description of adjacent landuse for potential transport routes.

1A6.4.1.3 Transport Vehicle and Conditions of Transport

Sodium cyanide will be transported to the Project by single semi-trailer. It will be transported as a solid and contained within a Bulk Solids Container (i.e. Isotainer). Regulation of temperature and pressure are not required during the transport of this solid material.

Solid sodium cyanide is mixed with approximately 0.2 to 0.3% solid caustic soda for transport. The reason for the caustic addition is that the sodium cyanide does not readily decompose to hydrogen cyanide at high pH values (i.e. pH 10.5 or higher). When the pH is lowered (e.g. by mixing with water or an acid), hydrogen cyanide is formed. Typically, at pH 8, 93% of sodium cyanide exists as hydrogen cyanide and at pH 7, 99% is hydrogen cyanide.

1A6.4.1.4 Causes of Hazardous Incidents

Initiating and contributory causes for incidents involving heavy vehicles has been detailed in Guidelines for Chemical Transportation Risk Analysis (CCPS, 1995). The identified causes, with additional causes included, are reproduced in Table 10.

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Table 10 Heavy Vehicle Incidents – Initiating and Contributing Causes

System or Procedural Human Error Equipment Failures External Events Failures • driver impairment, e.g. • rail road crossing guard • driver incentives to work • vandalism/sabotage alcohol or drugs failure longer hours • rain • speeding • leaking valve • driver training • fog/visibility • driver overtired • leaking fitting • carrier selection • wind • driver exceeding safe • brake failure • container specification • flood/washout working hours • relief device failure • route selection • fire at rest area/parking • en-route inspection • tyre failure • emergency response areas • contamination training • soft shoulder • earthquake • overfilling • speed enforcement • overpressure • existing accident • other vehicle’s driver • driver rest periods • material defect • animals on road • taking tight turns/ramps too • maintenance • steering failure quickly (overturns) • inspection • high centre of gravity • unsecured loads • time of the day restrictions • corrosion • bad weld • excessive grade • poor intersection design • road chamber/width • suspension system • tyre fire caused by friction, brakes overheating or exploding tyres give sparks due to metal in the rubber) • fuel tank fire (diesel)

1A6.4.2 Consequence Analysis

An accident involving a heavy vehicle transporting sodium cyanide resulting in a release of the material is the hazardous incident relevant to the transport of sodium cyanide. The following consequences of this hazardous incident are relevant:

• slow evolution of hydrogen cyanide gas from a quiescent solution, especially if ambient temperatures are below 26oC, resulting in exposure for those at or near to an accident scene; • inhalation of sodium cyanide dust resulting in exposure for those at or near to an accident scene; and • contamination of waterways and resultant toxicity effects on organisms.

Sodium cyanide has low persistence in the environment and is not accumulated or stored in any mammals that have been studied.

A review of previous spills of sodium cyanide confirms the above consequences.

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1A6.4.3 Estimation of the Likelihood of a Hazardous Incident

Accident data for heavy vehicles utilising Routes 1A to 1D are detailed in Section 1A6.1.1 and Table 9. Approximately 11.8 accidents per year involving heavy vehicles occur for Route 1A, approximately 10.4 accidents per year involving heavy vehicles occur for Route 1B, approximately 16.4 accidents per year involving heavy vehicles occur for Route 1C and approximately 30.4 accidents per year involving heavy vehicles occur for Route 1D.

In the event of an accident involving a heavy vehicle, the carried goods may or may not be released. The probability of release is dependent on factors such as speed, shipping conditions (i.e. pressurised compared to non-pressurised), inadequate load securing, and strength and integrity of the container.

Various studies of release probabilities from heavy vehicles involved in an accident have been undertaken. The Guidelines for Chemical Transportation Risk Analysis (CCPS, 1995) indicates that the release probability for various road types is between 5 and 10% (i.e. approximately one heavy vehicle accident in every 10 to 20 will result in a release of the material).

An estimation of the likelihood of an accident involving a vehicle transporting sodium cyanide to the Project resulting in a release of the material must take into account the following:

• the number of vehicles transporting sodium cyanide to the Project relative to the total number of heavy vehicles already using the same transport route; • the number of accidents that have involved heavy vehicles; and • the probability of a release of the material (which is assumed to be 10% of all accidents involving heavy vehicles results in a release of material) (CCPS, 1995).

The likelihood of an accident (based on averaged accident data) involving a vehicle transporting sodium cyanide to the Project resulting in a release of the material for Routes 1A to 1D is estimated to be approximately 7x10-4/year (i.e. such an accident is estimated to occur on Routes 1A to 1D once every 1,430 years).

These values indicate a low level of risk associated with the transport of hazardous materials.

1A6.4.4 Risk Analysis and Assessment of Risk Results

Risk analysis took into account the preliminary screening findings as well as road and traffic factors (Section 1A6.1), emergency response capability (Section 1A6.2) and operational factors (Section 1A6.3). Table 11 provides a summary of all assessment factors utilised in the risk analysis for Routes 1A to 1D.

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Table 11 Summary of Risk Analysis Assessment Factors

Assessment Factor Route 1A Route 1B Route 1C Route 1D Schools 2 2 4 14 Number of School Students 1,065 1,065 1,958 7,721 Hospitals 0 0 0 0 Number of Hospital Beds 0 0 0 0 Aged Care Facilities 0 0 0 2 Churches 3 2 1 11 Items of Heritage or Cultural Significance 76 77 41 85 Other Landuse # # # # Number of Park Reservations 4 5 6 12 Park Reservations – Approximate Total Road 1,825 2,125 1,400 2,388 Frontage (m) Waterways 4 5 8 1 Emergency Infrastructure Adequate Adequate Adequate Adequate RTA and Transporter Preferred Route RTA preferred Transporter - Transporter route preferred route preferred route Length (km) 11.5 11.3 14.7 22 No. of Heavy Vehicles (per day)1 3,667 – 6,299 1,420 – 6,299 1,420 – 8,551 1,573 - 7,792 % Increase of Heavy Vehicles due to Project2 0.02% – 0.08% 0.01% – 0.01% - 0.07% 0.02% – 0.03% 0.08% Heavy Vehicle Accidents (per year)3 11.8 10.4 16.4 30.4 Annual Million km of Heavy Vehicle Travel 0.97 – 5.70 0.43 – 3.52 2.14 – 10.46 0.13 - 12.51 Heavy Vehicle Accidents/Annual Million km of 0.07 - 2.86 0.17 – 1.72 0.40 – 2.49 0.09 – 2.38 Heavy Vehicle Travel Availability of Alternative Emergency Routes Available Available Available Available Emergency Response Capability Adequate Adequate Adequate Adequate Operational Factors Cost effective Cost effective Cost effective Cost effective 1 RTA (2003b) Traffic Volume Data for the Sydney Region 2002. Prepared by the RTA Traffic and Transport Directorate. Assumes 10% of all vehicles are heavy vehicles. 2 Assumes 8 truck movements per week. 3 RTA (2005) Excel database of traffic crash data for the Sydney Region 2000-2004. Provided by Robert Chadwick on 1 and 2 August 2005. # As each potential route has some advantages over the others but there is a range in the type of landuse along each potential route, therefore landuse alone was not used to compare Routes 1A to 1D. Further information is provided in Section 1A4.3.1. RTA Roads and Traffic Authority

In accordance with the Guidelines, Table 12 presents the results of the risk analysis on a comparative basis. In each case the consequences and likelihood of potential hazardous events were considered. This risk assessment approach effectively combines the estimated accident frequency with the potential for harm (i.e. risk), making it consistent with the principles and methodologies embodied within Australian Standard (AS) 4360 Risk Management and HIPAP No. 6.

Table 12 details the most preferred, acceptable, least preferred and excluded routes for the risk analysis assessment factors. For the purposes of this risk assessment:

• a preferred route is one which is deemed to have a minimal amount, if any, of the factor of interest and poses a minimal amount of risk to the factor of interest; • an acceptable route has a typical amount of the factor of interest and poses an acceptable amount of risk to the factor of interest;

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• a least preferred route has a significant increase in the amount of the factor of interest and poses a significant increase of risk to the factor of interest; and • an excluded route is deemed to have an unacceptable amount of the factor of interest and poses an unacceptable level of risk to the factor of interest.

Table 12 Risk Analysis Findings

Assessment Factor Most Preferred Acceptable Least Preferred Excluded Route Route Route Route Schools - 1A, 1B 1C, 1D - Hospitals 1A, 1B, 1C, 1D - - - Aged Care Facilities 1A, 1B, 1C 1D - - Churches 1C 1B 1A, 1D - Items of Heritage or Cultural 1C - 1A, 1B - Significance Other Landuse # # # # Park Reservations (based on park 1C 1A, 1B, 1D - - frontage) Waterways 1D 1A, 1B 1C - Emergency Infrastructure 1A, 1B, 1C, 1D - - - RTA and Transporter Preferred Route 1A, 1D 1B 1C - Heavy Vehicle Accidents (per year)1 1B 1A, 1C 1D - Heavy Vehicle Accidents/Annual Million 1B 1A, 1C, 1D - - km of Heavy Vehicle Travel Availability of Alternative Emergency 1A, 1B, 1C, 1D - - - Routes Emergency Response Capability 1A, 1B, 1C, 1D - - - Operational Factors 1A, 1B 1C 1D - Comparative Assessment of all Factors 1B, 1C 1A 1D - 1 RTA (2005) Excel database of traffic crash data for the Sydney Region 2000-2004. Provided by Robert Chadwick on 1 and 2 August 2005. # As each potential route has some advantages over the others but there is a range in the type of landuse along each potential route, therefore landuse alone was not used to compare Routes 1A to 1D. Further information is provided in Section 1A4.3.1. RTA Roads and Traffic Authority

There are no defined absolute risk criteria for the transport of hazardous materials throughout NSW, therefore the assessment of risk results is a balanced judgement based on experience in accordance with HIPAP No. 6. Overall, the net increase in the number of heavy vehicles due to the transport of this material would be less than approximately 0.1% (i.e. a minor impact on existing traffic volume). Therefore, there would be only a minor increase in transport risk when compared to existing risk levels.

From a risk perspective, the results detailed in Tables 11 and 12 show little difference in the level of risk associated with Routes 1A to 1D. In addition, these results deem all potential routes to pose a minimal to acceptable level of risk to surrounding people, property and the natural environment. Therefore, there is insufficient difference in the results of the risk analysis to recommend a preferred route. Routes 1A to 1D are therefore equally suitable for the transport of hazardous materials from a comparative risk perspective.

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1A7 SELECTION OF ROUTES

The purpose of the Guidelines is to provide guidance on the identification and assessment of transport routes suitable for hazardous materials, based on an integrated approach that accounts for traffic, environmental and landuse safety and economic and other operational factors (DUAP, 1995a).

In accordance with the Guidelines, the selection of preferred routes1 is a balanced judgement considering each of the factors, since it is not possible to integrate them into a single indicator of acceptability because of their diversity (DUAP, 1995a). To make a balanced judgement, preliminary and secondary screening factors have been assessed with respect to the consequences and likelihood of a potential hazardous event occurring (e.g. a heavy vehicle carrying the material of interest being involved in an accident resulting in a release of material).

In order to make a balanced judgement, consultation with Councils was also undertaken. The transport area for Segment 1 is situated within the Bankstown, Auburn, Parramatta, Strathfield, Canterbury, Hurstville, Rockdale and Marrickville LGAs. These Councils were consulted during the preparation of the THMS.

To identify a route which presents the lowest overall risk to surrounding people, property and the natural environment, a holistic review of the preliminary and secondary screening factors and consultation undertaken with the RTA, Councils and transport provider has been performed.

There are a number of possible outcomes of any route evaluation, including:

1. One route is preferable because the potential for harmful effects resulting from the accidental loss of containment are significantly lower than the alternative routes considered. 2. Two or more routes are considered preferable because there is little difference in the overall potential impact resulting from the accidental loss of containment. 3. Two or more routes are considered suitable because there is little difference in the overall potential impact resulting from the accidental loss of containment. Consideration of operational factors (e.g. cost) or consultation with the RTA or Councils may, however, determine the preferred route.

Whilst a preferred route may be determined, the alternative routes may not pose unacceptable risk to surrounding people, property and the natural environment. Therefore, this route evaluation presents all routes that are suitable for the transport of the hazardous material in question. In accordance with Development Consent Condition 5.4(b)(i), suitable routes identified in this route evaluation for the transport of hazardous materials shall be used except where departures are necessary for local deliveries or emergencies.

Following preliminary and secondary assessment, Routes 1A to 1D have been identified as potential available routes for heavy vehicles for Segment 1 and are suitable for the transport of hazardous materials when tested against mandatory considerations, subjective factors, road and traffic factors, emergency response capability, operational factors and risk (including environmental and landuse factors). All routes are assessed as posing a minimal to acceptable level of risk to surrounding people, property and the natural environment. Therefore, Routes 1A, 1B, 1C and 1D are all suitable for the transport of sodium cyanide for Segment 1.

1 In all cases, preferred routes have been assessed as being suitable for the transport of hazardous materials.

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Following consideration of the preliminary and secondary screening factors and consultation with Councils, the RTA and the transport provider, Route 1B has been identified as the preferred route for the transport of sodium cyanide from the Chullora Railfast Centre to the Camellia Freight Terminal. Following consideration of the preliminary and secondary screening factors and consultation with Councils and the transport provider, as well as previous consultation with the RTA, Route 1D has been identified as the preferred route for the transport of sodium cyanide from the Chullora Railfast Centre to the Maritime Container Services.

1A8 RISK MANAGEMENT MEASURES

The identification of risk management measures is the final step in the route evaluation process (Figure 1-2). The Guidelines state that the identification of risk management measures should include opportunities for risk reduction where the evaluation shows undesirable levels of risk along the preferred routes, together with consideration of an appropriate safety management system (DUAP, 1995a).

The level of risk associated with the transport of sodium cyanide to the Project has been minimised by the selection of suitable transport routes based on an assessment of mandatory considerations, subjective factors, road and traffic factors, emergency response capability, operational factors and risk (including environmental and landuse factors). Suitable routes identified in this route evaluation for the transport of hazardous materials shall be used in accordance with Consent Condition 5.4(b)(i).

This route evaluation did not identify undesirable levels of risk for any suitable transport routes as risk management measures required to be implemented by the material supplier and transport provider are suitable for the hazardous material being transported. Therefore, no additional opportunities for risk reduction are recommended. The risk management measures required to be implemented by the material supplier and transport provider for the transport of sodium cyanide to the Project include:

• Sodium cyanide will be mixed with caustic soda for transport to the Project to minimise the potential for the formation of hydrogen cyanide in the event of a spill. • As sodium cyanide is classified as a dangerous good under the ADG Code, it must be transported in accordance with the requirements set out in the Road Transport Reform (Dangerous Goods) Regulations 1997 (Cth) and the ADG Code. Examples of the requirements set out in the ADG Code include: - dangerous goods must not be transported in a bulk container if the container is: constructed of material which is incompatible with the goods; or leaking, defective or damaged so that it is not safe to transport the goods (Clause 4.2.1); - a bulk container (other than a pressure vessel that is referred to in Clause 4.8.1) that forms part of, or is attached to, a road vehicle must be hydraulically tested and visually inspected in accordance with Clause 4.8.2; - a bulk container which is transported on a vehicle must be: securely fastened to the vehicle or contained within the periphery of the vehicle so as to prevent movement during transport, and so as to provide adequate external support (Clause 4.9.1); - a bulk container, other than multi-compartment tank, that contains dangerous goods in bulk must be placarded with Emergency Information Panels (Clause 7.5.1); - a road vehicle transporting dangerous goods in bulk having the same UN Number but no packaged dangerous goods must be placarded with: a class label for the goods; and any subsidiary risk label that is applicable to the goods; and Emergency Information Panels (Clause 7.6.2);

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- a vehicle used to transport dangerous goods: must be suitable for transporting the goods; and must be free of any defect that is likely to create a risk in transporting the goods (Clause 8.1.1); - a road vehicle that is transporting a placard load of dangerous goods must be covered by a policy of insurance or other form of indemnity in accordance with Clause 8.1.2; - dangerous goods must not be transported on the same vehicle with incompatible goods unless the dangerous goods and the incompatible goods: are segregated in accordance with the ADG Code; or are otherwise allowed under the ADG Code to be transported together, in accordance with Clause 9.1.1; - an emergency information holder must be securely placed on a road vehicle in accordance with Clause 11.2.4; - Table 12.2 sets out guidance on the minimum requirements for: the types of personal protective equipment (including self-contained breathing apparatus, SCBA) with which a driver of a road vehicle transporting a placard load of dangerous goods should be provided; and the safety equipment with which a road vehicle used in the transport of a placard load of dangerous goods should be equipped (Clause 12.1.1); - a road vehicle transporting a placard load of dangerous goods must be equipped with a fire extinguisher or fire extinguishers in accordance with Table 12.2; - if a road vehicle transporting dangerous goods is involved in an incident that results in a dangerous situation, the driver of the vehicle must notify the police or fire brigade and prime contractor as soon as possible in accordance with Clause 14.1.1; and - the driver of a vehicle transporting dangerous goods involved in an incident that results in a dangerous situation should also take all safe and practicable steps to carry out any emergency procedures recommended in the emergency information in accordance with Clause 14.1.1. • Drivers transporting dangerous goods by road in bulk are required to be appropriately licensed to drive the vehicle under Part 18 of the Road Transport Reform (Dangerous Goods) Regulations 19972. • Vehicles transporting dangerous goods by road in bulk are required to be licensed to transport the goods under Part 18 of the Road Transport Reform (Dangerous Goods) Regulations 19972. • Those undertaking any task involved in the transport of dangerous goods by road (e.g. driving a vehicle transporting dangerous goods; loading dangerous goods into or onto a vehicle, or into a container to be put in or on a vehicle; unloading dangerous goods) are required to be appropriately instructed and trained under Part 20 of the Road Transport Reform (Dangerous Goods) Regulations 19972. • The prime contractor and driver of a vehicle transporting dangerous goods by road that is involved in an incident resulting in a dangerous situation are required to tell the Competent Authority about the incident and give the Competent Authority a written report about the incident in accordance with Part 14 of the Road Transport Reform (Dangerous Goods) Regulations 19972. • Vehicles transporting hazardous materials to the Project are required to carry appropriate communication devices (such as a radio or telephone).

2 The NSW Road and Rail Transport (Dangerous Goods) (Road) Regulation 1998 applies the Commonwealth Road Transport Reform (Dangerous Goods) Regulations 1997 as law in NSW, subject to minor modifications. No modifications have been made to Parts 14, 18 or 20 by the NSW Road and Rail Transport (Dangerous Goods) (Road) Regulation 1998.

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1A9 REFERENCES

Centre for Chemical Process Safety (CCPS) (1995) Guidelines for Chemical Transportation Risk Analysis.

Department of Transport and Regional Services (DOTARS) (2005a) Road Transport – Dangerous Goods – The Land Transport of Dangerous Goods in Australia. Available at http://dotars.gov.au. Date retrieved: 17 August 2005.

Department of Transport and Regional Services (DOTARS) (2005b) Road Transport – Dangerous Goods – Competent Authorities for Road and Rail Transport. Available at http://dotars.gov.au. Date retrieved: 17 August 2005.

Department of Urban Affairs and Planning (DUAP) (1995a) Route Selection - Guidelines for Land Use and Environmental Safety Planning for Hazardous Materials - Road Transport Considerations. Final draft.

Department of Urban Affairs and Planning (DUAP) (1995b) Hazardous Industry Planning and Advisory Paper No. 6, Guidelines for Hazard Analysis (HIPAP No. 6).

National Transport Commission (2007) Australian Code for the Transport of Dangerous Goods by Road and Rail (ADG Code), 7th Edition.

NSW Heritage Office (2005) State Heritage Inventory. Available at www.heritage.nsw.gov.au. Data retrieved 15th July 2005.

Roads and Traffic Authority (RTA) (2001) B-Double Routes in Sydney, Newcastle and Wollongong. Map dated May 2001.

Roads and Traffic Authority (RTA) (2003a) 14.6 Metre Semi-Trailers. June 2003. Cat. No. 45070811B.

Roads and Traffic Authority (RTA) (2003b) Traffic Volume Data for the Sydney Region 2002. Prepared by the RTA Traffic and Transport Directorate.

Roads and Traffic Authority (RTA) (2004a) Information Paper and Invitation for Submissions – NSW Road Classification Review. May 2004.

Roads and Traffic Authority (RTA) (2004b) NSW State and Regional Road Network. Map prepared by P Gibbons RNIM.

Roads and Traffic Authority (RTA) (2005) Excel database of traffic crash data for the Sydney Region 2000-2004. Provided by Robert Chadwick on 1 and 2 August 2005.

State Emergency Management Committee (SEMC) (1999) Hazardous Materials Emergency Sub-Plan (HAZMATPLAN).

State Emergency Management Committee (SEMC) (2005) NSW State Disaster Plan (DISPLAN).

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