C o w a l G o l d O p e r a t i o n

Transport of Hazardous Materials Study

January200 6 Cowal Gold Project – Transport of Hazardous Materials Study

COWAL GOLD PROJECT

TRANSPORT OF HAZARDOUS MATERIALS STUDY

JANUARY 2006 Project No. HAL-02-07/1/21 Document No. THMS-R01-K ID: 685139 Cowal Gold Project – Transport of Hazardous Materials Study

PREFACE

This Transport of Hazardous Materials Study has been prepared to meet the requirements of Consent Condition 5.4(b)(i) of the Cowal Gold Project Development Consent. Where there is any conflict between the provisions of this Transport of Hazardous Materials Study and the applicable statutory requirements (i.e. licences, permits, consents and relevant laws) the statutory requirements are to take precedence.

It is the responsibility of Barrick to refer to the latest versions of statutory instruments or guidelines that are referenced in this Transport of Hazardous Materials Study, but have not been appended.

HAL-02-07/1/21/00685139.DOC Cowal Gold Project – Transport of Hazardous Materials Study

TABLE OF CONTENTS

Section Page

1 INTRODUCTION 1 1.1 PURPOSE OF THE STUDY 1 1.2 STUDY OBJECTIVES AND SCOPE 1 1.3 STRUCTURE OF THE STUDY 4 2 ADDITIONAL DEVELOPMENT CONSENT CONDITIONS OF RELEVANCE TO THE STUDY 5

3 PROJECT MANAGEMENT SYSTEM, PLANS AND STUDIES 5 3.1 ENVIRONMENTAL MANAGEMENT SYSTEM 6 3.2 PLANS AND STUDIES 6 4 ARRANGEMENTS COVERING THE TRANSPORT OF HAZARDOUS MATERIALS 8 4.1 SODIUM CYANIDE 13 4.2 HYDROCHLORIC ACID AND SULPHURIC ACID 21 4.3 CAUSTIC SODA 25 4.4 LPG 30 4.5 HYDROGEN PEROXIDE 34 4.6 AMMONIUM NITRATE 42 4.7 AMMONIUM NITRATE EMULSION 48 5 INSPECTION AND MONITORING PROCEDURES PRIOR TO TRANSPORT 53

6 HAZARDOUS MATERIAL TEMPERATURE CONTROL MEASURES 54

7 EMERGENCY RESPONSE OUTSIDE OF ML 1535 55 7.1 RESPONSIBILITIES IN THE EVENT OF AN EMERGENCY 55 7.2 COMMUNICATION/NOTIFICATION OF EMERGENCY 58 7.3 LIAISON WITH ORGANISATIONS AND STATE EMERGENCY SERVICES 58 7.4 EMERGENCY INFORMATION 59 7.5 EMERGENCY PLAN 60 7.6 HAZARDOUS MATERIAL SPILL CLEAN UP PROCEDURES 61 7.7 TRAINING OF CLEAN UP TEAMS 61 8 EMERGENCY RESPONSE WITHIN ML 1535 62 8.1 COMMUNICATION/NOTIFICATION OF EMERGENCY 62 8.2 LIAISON WITH ORGANISATIONS AND EMERGENCY SERVICES 62 8.3 HAZARDOUS MATERIAL SPILL CLEAN UP PROCEDURES 63 8.4 TRAINING OF CLEAN UP TEAMS 63 9 HAZARD AUDIT 63

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TABLE OF CONTENTS (continued)

10 ONGOING STAKEHOLDER CONSULTATION 64 10.1 COMMUNITY ENVIRONMENTAL MONITORING AND CONSULTATIVE COMMITTEE 64 10.2 COMPLAINTS REGISTER AND RECORDS 65 10.2.1 Complaints Register 65 11 REPORTING 66 11.1 COMPLIANCE REPORTING 66 11.2 INCIDENT REPORTING 66 12 REFERENCES 68

LIST OF TABLES

Table 1 Hazardous Materials Subject to this Study Table 2 Overview of Relevant Project Environmental Management Plans and Studies Table 3 Sodium Cyanide – Segment 1 – Suitable Transport Routes Table 4 Sodium Cyanide – Segment 2 – Suitable Transport Routes Table 5 Sodium Cyanide – Segment 3 – Suitable Transport Routes Table 6 Sodium Cyanide – Segment 4 – Suitable Transport Route Table 7 Sodium Cyanide – Segment 5 – Suitable Transport Route Table 8 Hydrochloric Acid and Sulphuric Acid – Segment 1 – Suitable Transport Route Table 9 Hydrochloric Acid and Sulphuric Acid – Segment 2 – Suitable Transport Route Table 10 Caustic Soda – Segment 1 – Suitable Transport Routes Table 11 Caustic Soda – Segment 2 – Suitable Transport Route Table 12 Caustic Soda – Segment 3 – Suitable Transport Routes Table 13 Caustic Soda – Segment 4 – Suitable Transport Route Table 14 LPG – Segment 1 – Suitable Transport Route Table 15 LPG – Segment 2 – Suitable Transport Route Table 16 Hydrogen Peroxide – Segment 1 – Suitable Transport Routes Table 17 Hydrogen Peroxide – Segment 2 – Suitable Transport Routes Table 18 Hydrogen Peroxide – Segment 3 – Suitable Transport Routes Table 19 Hydrogen Peroxide – Segment 4 – Suitable Transport Route Table 20 Hydrogen Peroxide – Segment 5 – Suitable Transport Route Table 21 Ammonium Nitrate – Segment 1 – Suitable Transport Route Table 22 Ammonium Nitrate – Segment 2 – Suitable Transport Route Table 23 Ammonium Nitrate – Segment 3 – Suitable Transport Route Table 24 Ammonium Nitrate – Segment 4 – Suitable Transport Route Table 25 Ammonium Nitrate Emulsion – Segment 1 – Suitable Transport Routes Table 26 Ammonium Nitrate Emulsion – Segment 2 – Suitable Transport Route Table 27 Ammonium Nitrate Emulsion – Segment 3 – Suitable Transport Route Table 28 Ammonium Nitrate Emulsion – Segment 4 – Suitable Transport Route

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TABLE OF CONTENTS (continued)

LIST OF FIGURES

Figure 1 Project Location Figure 2 Route Selection Assessment Process Figure 3 Overall Sodium Cyanide Transport Route and Segment 4 Suitable Transport Route Figure 4 Sodium Cyanide – Segment 1 Suitable Transport Routes Figure 5 Sodium Cyanide – Segment 2 Suitable Transport Routes Figure 6 Sodium Cyanide – Segment 3 Suitable Transport Routes Figure 7 Sodium Cyanide – Segment 5 Suitable Transport Route Figure 8 Overall Hydrochloric Acid and Sulphuric Acid Transport Route and Segment 1 Suitable Transport Route Figure 9 Hydrochloric Acid and Sulphuric Acid – Segment 2 Suitable Transport Route Figure 10 Overall Caustic Soda Transport Route and Segments 2 and 3 Suitable Transport Routes Figure 11 Caustic Soda – Segment 1 Suitable Transport Routes Figure 12 Caustic Soda – Segment 4 Suitable Transport Route Figure 13 Overall LPG Transport Route and Segment 1 Suitable Transport Route Figure 14 LPG – Segment 2 Suitable Transport Route Figure 15 Overall Hydrogen Peroxide Transport Route and Segment 4 Suitable Transport Route Figure 16 Hydrogen Peroxide – Segment 1 Suitable Transport Routes Figure 17 Hydrogen Peroxide – Segment 2 Suitable Transport Routes Figure 18 Hydrogen Peroxide – Segment 3 Suitable Transport Routes Figure 19 Hydrogen Peroxide – Segment 5 Suitable Transport Route Figure 20 Overall Ammonium Nitrate Transport Route and Segments 2 and 3 Suitable Transport Routes Figure 21 Ammonium Nitrate – Segment 1 Suitable Transport Route Figure 22 Ammonium Nitrate – Segment 4 Suitable Transport Route Figure 23 Overall Ammonium Nitrate Emulsion Transport Route and Segments 2 and 3 Suitable Transport Routes Figure 24 Ammonium Nitrate Emulsion – Segment 1 Suitable Transport Routes Figure 25 Ammonium Nitrate Emulsion – Segment 4 Suitable Transport Route

LIST OF APPENDICES

Appendix A Legislative Regime Appendix B Codes of Practice, Australian Standards and Other Guidelines Appendix C Key Sections of the ADG Code and Road Regulations Relevant to Emergencies Appendix D Definitions

LIST OF ATTACHMENTS

Attachment 1 Sodium Cyanide Road Transport Route Evaluation Attachment 2 Hydrochloric Acid and Sulphuric Acid Road Transport Route Evaluation Attachment 3 Caustic Soda Road Transport Route Evaluation Attachment 4 LPG Road Transport Route Evaluation Attachment 5 Hydrogen Peroxide Road Transport Route Evaluation Attachment 6 Ammonium Nitrate Road Transport Route Evaluation Attachment 7 Ammonium Nitrate Emulsion Road Transport Route Evaluation

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1 INTRODUCTION

1.1 PURPOSE OF THE STUDY

The Cowal Gold Project (the Project) is located approximately 38 kilometres (km) north-east of West Wyalong, New South Wales (NSW) (Figure 1). The mine is situated within Mining Lease (ML) 1535. The Minister for Urban Affairs and Planning granted development consent for the Cowal Gold Project, subject to conditions, on 26 February 1999 (Consent). The Project is owned by Barrick Australia Ltd (Barrick).

Consent Condition 5.4(b)(i) for the mine requires the preparation of the enclosed Transport of Hazardous Materials Study (THMS). The consent condition and the corresponding sections of the THMS that address the condition are outlined below.

Consent Condition Section 5.4 Fuel, Oil and other Chemical Handling (b) Pre-Commissioning Studies The Applicant shall prepare and submit for the approval of the Director-General the studies set out Section 1.2 under subsections 5.4(b)(i) to 5.4(b)(iii) (the pre-commissioning studies), no later than two months prior to the commencement of commissioning of the proposed development, or within such period as the Director-General may agree. Commissioning shall not commence until approval has been given by the Director-General. (i) Transport of Hazardous Materials The study comprises arrangements covering the transport of hazardous materials Section 1.2, including details of routes to be used for the movement of vehicles carrying hazardous Section 4 and materials to or from the proposed development. The study shall be carried out in Attachments accordance with the Department of Urban Affairs and Planning’s draft “Route 1 to 7 Selection” guidelines. Suitable routes identified in the study shall be used except where departures are necessary for local deliveries or emergencies. The study should also address (1) the issues associated with spills, cleanup Sections 7 and 8 procedures, training of clean-up teams, communication, and liaison with organisations such as the fire brigades, District Emergency Management Coordinator (and Committee), Local Emergency Management Committee(s), and state emergency services; (2) inspection and monitoring procedures for chemicals such as explosives, Section 5 xanthates and cyanides prior to commencement of a trip, to verify the integrity of the packaging; and (3) measures to be taken to ensure that the temperature of the Section 6 materials does not rise above safe levels.

1.2 STUDY OBJECTIVES AND SCOPE

The objectives of the THMS are to fulfil the relevant consent conditions by:

• setting out the arrangements covering the transport of hazardous materials including details of routes to be used for the movement of vehicles carrying hazardous materials to or from the development; • carrying out the study in accordance with the Department of Urban Affairs and Planning’s (1995) Draft Route Selection: Guidelines for Land Use and Environmental Safety Planning for Hazardous Materials – Road Transport Considerations (herein referred to as the Draft Route Selection Guidelines); • addressing issues associated with spills, cleanup procedures, training of clean-up teams, communication, and liaison with organisations such as the fire brigades, District Emergency Management Coordinator (and Committee), Local Emergency Management Committee(s), and state emergency services for the materials subject to the study;

HAL-02-07/1/21/00685139.DOC 1 LEGEND QUEENSLAND

Proposed Borefield and Borefield Pipeline 540 000 E Proposed Site Access Road NEW SOUTH WALES Proposed Electricity Transmission Line Mining Lease Boundary PROJECT 6 300 000 N Relocated Travelling Stock Reserve AREA Parkes Orange 0 5 10 Forbes Kilometres West Wyalong Sydney

VICTORIA Nerang

Kurboo Lane Cowal Burcher

Bogeys Island

Buttenshaw Road Burcher Road Lane Wamboyne Mountain

Websters Road Dip

Road 6 280 000 N 6 280 000 N ML1535

Wamboyne Lane To Forbes COWAL GOLD Lake approx 46km McCaskies Lane PROJECT Cowal

Wamboyne

Wests Ridleys Lane Websters Lane

Creek

Blow Clear Lonergans Lane Billys Bland Lookout Railway Sandy Creek Lane Sullivans Lane

Lane Wilsons Lane

Bodels

Cunningtons

6 260 000 N 6 260 000 N Burcher

Highway Lane

Wyalong

West aeCargelligoLake Newell

Cootamundra West Wyalong Transport of Hazardous Materials Study Quandialla FIGURE 1 Road Project Location Railway To Temora approx 59km

540 000 E

520 000 E HAL-02-07-THMS MR_001C Cowal Gold Project – Transport of Hazardous Materials Study

• addressing inspection and monitoring procedures for chemicals such as explosives, xanthates and cyanides prior to the commencement of a trip to verify the integrity of the packaging; and • addressing measures to be taken to ensure that the temperature of the materials subject to the study does not rise above safe levels.

In accordance with Consent Condition 5.4(b)(i), this THMS has been carried out in accordance with the Draft Route Selection Guidelines (DUAP, 1995). The Draft Route Selection Guidelines set out an integrated approach to the selection of road transport routes suitable for hazardous materials. The Draft Route Selection Guidelines relate to road transportation in NSW only.

Section 2.6.1 of the Draft Route Selection Guidelines discusses the aspects that need to be considered in determining whether or not a route evaluation may be desirable for a hazardous material. Specifically, Section 2.6.1 states:

Whether or not a route evaluation may be desirable depends, in part, on the class of material being transported, the type of container, and the movement quantity and frequency. The SEPP 33 Application Guidelines give additional information.

In accordance with the Draft Route Selection Guidelines, 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 1998 [ADG Code]), the type of container and the movement quantity and frequency was undertaken for each hazardous material. Information presented in the SEPP 33 Application Guidelines was also reviewed to determine if a route evaluation would be desirable for the hazardous material. It was concluded that a route evaluation was desirable for eight hazardous materials that will be transported to the Project for the initial period of oxide ore treatment. The Department of Planning (DoP) concurred with this assessment (as outlined in DoP correspondence dated 14 October 2005) and the eight hazardous materials and their classification under the ADG Code are provided in Table 1.

Table 1 Hazardous Materials Subject to this Study

Hazardous Material Dangerous Goods Class1 Sodium Cyanide (NaCN) Class 6 – Toxic and infectious substances Class 6.1 – toxic substances Hydrochloric Acid (HCI) Class 8 – Corrosive substances Caustic Soda (NaOH) Class 8 – Corrosive substances Liquefied Petroleum Gas (LPG) Class 2 – Gases Class 2.1 – flammable gases

Hydrogen Peroxide (H2O2) Class 5 – Oxidizing substance; organic peroxides Class 5.1 – oxidizing substances

Sulphuric Acid (H2SO4) Class 8 – Corrosive substances Ammonium Nitrate Class 5 – Oxidizing substance; organic peroxides Class 5.1 – oxidizing substances Ammonium Nitrate Emulsion Class 5 – Oxidizing substance; organic peroxides Class 5.1 – oxidizing substances 1 Source: ADG Code.

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In accordance with Department of Infrastructure Planning and Natural Resources (DIPNR) (now DoP) correspondence dated 6 June 2005, Barrick was granted permission to defer the inclusion of flotation reagents (used in the processing of primary ore [e.g. xanthates]) in the THMS until the sources and suppliers of these goods are known. The THMS will be amended to include the assessment of materials required for flotation of primary ore prior to their use.

In accordance with DIPNR correspondence dated 6 June 2005, Barrick must submit this THMS for approval of the Director-General of Planning one month prior to the commencement of commissioning of the Process Plant. In accordance with DIPNR correspondence dated 6 June 2005, Barrick will submit the amended THMS (to include the assessment of materials required for flotation of primary ore) to the Director-General of Planning for approval at least one month prior to commissioning of the flotation circuit.

The THMS will be prepared to the satisfaction of the Director-General of Planning.

1.3 STRUCTURE OF THE STUDY

The THMS is structured as follows:

Section 1: Outlines the purpose, objectives, scope and structure of the study. Section 2: Identifies additional Development Consent conditions relevant to the study. Section 3: Outlines the Project management system, plans and studies relevant to the transport of hazardous materials to or from the Project. Section 4: Outlines the arrangements for the transport of hazardous materials including details of routes to be used to transport hazardous materials to and from the Project. Section 5: Describes the inspection and monitoring procedures that will be conducted prior to the commencement of transport. Section 6: Outlines hazardous material temperature control measures. Section 7: Describes off-site emergency response including spill clean up procedures, training of clean-up teams, communication, and liaison with organisations and emergency services. Section 8: Describes on-site emergency response including spill clean up procedures, training of clean-up teams, communication, and liaison with organisations and emergency services. Section 9: Outlines auditing requirements. Section 10: Summarises stakeholder consultation and complaints receipt. Section 11: Details reporting requirements.

Attachments 1 to 7 provide the route evaluations conducted for the hazardous materials listed in Table 1 in accordance with the Draft Route Selection Guidelines.

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2 ADDITIONAL DEVELOPMENT CONSENT CONDITIONS OF RELEVANCE TO THE STUDY

Development Consent conditions relevant to the THMS which are additional to Consent Condition 5.4(b)(i) are outlined below. A summary of relevant legislation is included as Appendix A. Hazardous materials subject to this study are required to be transported in accordance with the ADG Code, applicable legislation and applicable Australian Standards. A summary of relevant Codes of Practice, Australian Standards and other guidelines is included as Appendix B.

The additional consent conditions of relevance to the THMS include:

• Consent Condition 5.3(b) which requires the preparation of a Cyanide Management Plan. This is referred to in Section 3.2. • Consent Conditions 5.4(a) and 5.4(b) which require the preparation of a Fire Safety Study, Hazard and Operability Study, Final Hazard Analysis, Emergency Plan and Safety Management System. These conditions are discussed in Section 3.2. • Consent Condition 5.4(c) which requires Barrick to submit a report to the Director-General that details compliance with Conditions 5.4(a) and 5.4(b). This condition is addressed in Section 11.1. • Consent Condition 5.4(d) which requires Barrick to maintain a register of accidents, incidents and potential incidents (off site impacts). This condition is addressed in Section 11.2. • Consent Condition 5.4(e) which requires Barrick to carry out a comprehensive hazard audit. This condition is addressed in Section 9. • Consent Condition 5.7 which requires the preparation of a Hazardous Waste and Chemical Management Plan. This condition is discussed in Section 3.2. • Consent Condition 6.4(c) which requires the preparation of a Traffic Noise Management Plan. This condition is discussed in Section 3.2. • Consent Condition 8.7 which requires the establishment of a Community Environmental Monitoring and Consultative Committee (CEMCC). This condition is addressed in Section 10.1. • Consent Condition 10 which outlines requirements for the receipt, response and reporting of community comments and complaints. This condition is addressed in Section 10.2.

3 PROJECT MANAGEMENT SYSTEM, PLANS AND STUDIES

Environmental management of the Project encompasses a range of management plans and monitoring programmes overseen by statutory planning provisions and Barrick’s Environmental Management System (EMS).

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3.1 ENVIRONMENTAL MANAGEMENT SYSTEM

Barrick’s EMS is in the process of being developed. The core environmental elements of the EMS incorporate:

• environmental policy; • planning; • implementation and operation; • checking and corrective actions; and • management review.

The Project’s environmental policy complies with the principles of Barrick’s overall environmental policy which commits the Project to continual improvement in line with best practice environmental management and compliance with relevant legislation and statutory requirements.

The planning component reviews all environmental aspects of the Project, identifies and evaluates legal requirements, establishes environmental targets and objectives and formalises environmental monitoring programmes.

The implementation and operation phase comprises:

• establishment of structure and delegation of responsibility; • implementation of training and awareness programmes and improving competence; • establishment of communication channels; • establishment of a document control system; and • preparation of emergency contingencies and response plans.

The checking and corrective action phase involves the review of environmental records and subsequent assessment of the Project’s performance in relation to environmental objectives.

Monitoring records are maintained in the Project’s data management system, EQWin, and reported in the Annual Environmental Management Report (AEMR) to demonstrate compliance with the requirements of the system. The management review phase includes regular reviews of the EMS to ensure continual improvement in environmental performance of the Company.

3.2 PLANS AND STUDIES

A number of Project environmental management plans and studies are relevant to the transport of hazardous materials including those summarised in Table 2.

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Table 2 Overview of Relevant Project Environmental Management Plans and Studies

Plan/Study Description

Environmental Management Plans

Hazardous Waste and Chemical In accordance with Consent Condition 5.7, a Hazardous Waste and Management Plan (Barrick, 2003a) Chemical Management Plan has been prepared for the Project. The plan includes details of the management of Project chemicals and wastes, emergency spill response procedures and details of the Hazardous Substance and Dangerous Goods Register.

Cyanide Management Plan (Barrick, A Cyanide Management Plan has been prepared for the Project (and is 2005a) awaiting approval). The plan includes measures to contain cyanide contaminated waters entirely within the mine site.

Traffic Noise Management Plan The Traffic Noise Management Plan has been prepared for the Project (Barrick, 2003b) access road from the intersection with the Mid-Western Highway to the mine site in accordance with Consent Condition 6.4(c). The plan includes details of mitigation and management measures in the event of identified Project traffic noise exceedances.

Pre-Construction and Pre-Commissioning Studies

Hazard and Operability Study (Pinnacle A Hazard and Operability Study has been undertaken for the Project in Risk Management, 2004a), December accordance with Consent Condition 5.4(a)(ii). The study was chaired by an 2004 and Supplementary Hazard and independent qualified person approved by the Director-General prior to the Operability Study (Pinnacle Risk commencement of the study. The study included areas of the process Management, 2005a) which store and/or handle dangerous goods or hazardous materials and/or have the potential for off-site impact in consultation with DIPNR.

Final Hazard Analysis (Pinnacle Risk A Final Hazard Analysis has been undertaken for the Project in accordance Management, 2004b) with Consent Condition 5.4(a)(iii). The results of the Final Hazard Analysis indicate that the risk associated with the proposed development complies with the Hazardous Industry Planning Advisory Papers No. 4 and No. 6 Guidelines for tolerable fatality, injury, irritation and societal risk.

Fire Safety Study (Pinnacle Risk A Fire Safety Study has been prepared for the Project in accordance with Management, 2005b) Consent Condition 5.4(a)(i). The objective of the Fire Safety Study was to ensure the proposed fire prevention, detection, protection and fighting measures are appropriate for specific fire hazards and are adequate to meet the extent of potential fires at the processing facility.

Emergency Response Plan (Barrick, An Emergency Response Plan has been prepared for the Project. The plan 2005b) includes detailed procedures for the safety of all people outside of the development who may be at risk from the development. The plan also includes procedures for spillage, clean-up, control and protection, and rescue of wildlife during the emergency.

Safety Management System (Barrick, A Safety Management System has been prepared for the Project. The 2005c) document covers all operations on-site and associated transport activities involving hazardous materials. The document system specifies all safety related procedures, responsibilities and policies, along with details of mechanisms for ensuring adherence to procedures.

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4 ARRANGEMENTS COVERING THE TRANSPORT OF HAZARDOUS MATERIALS

In accordance with Development Consent Condition 5.4(b)(i), this study comprises arrangements covering the transport of hazardous materials by road, including details of routes to be used for the movement of vehicles carrying hazardous materials to or from the Project.

Attachments 1 to 7 set out the route evaluations undertaken in accordance with the Draft Route Selection Guidelines to identify and assess routes suitable for the road transport of hazardous materials to the Project. As detailed in Section 1.2, route evaluations have been prepared for eight hazardous materials (Table 1) to be transported to the Project during the initial period of oxide ore treatment. The outcomes of the route evaluations including details of routes suitable for the road transport of hazardous materials to the Project are provided in Sections 4.1 to 4.7.

In accordance with Development Consent Condition 5.4(b)(i), suitable routes identified by this study shall be used except where departures are necessary for local deliveries or emergencies. This requirement will be incorporated into supply contracts. Suitable routes identified by this study will also be subject to periodic review to monitor their ongoing acceptability. Any change in the material origin or type of container or an increase in the movement quantity or frequency from that outlined in this study may require a review of suitable transport routes to the Project.

Under Barrick's contracts for the supply of hazardous materials, the supplier will be required to comply with:

• all legislation relating to the transport of dangerous goods; • the ADG Code; • the Cowal Gold Project Development Consent (where applicable); and • the environmental management plans required under the Cowal Gold Project Development Consent, including this Transport of Hazardous Materials Study and the Hazardous Waste and Chemical Management Plan (where applicable).

The Draft Route Selection Guidelines describe a process for the identification and assessment of suitable routes for the transport of hazardous materials. This process is shown on Figure 2 and includes:

• definition of the transport area; • identification of hazardous material, source and destination; • preliminary screening; • determination of preliminary list of routes; • secondary screening; • selection of routes; and • identification of risk management measures.

HAL-02-07/1/21/00685139.DOC 8 Define Transport Area

Identify Hazardous Material, Source and Destination

Identify Available Roads for Heavy Vehicles

Mandatory Considerations Subjective Factors

Preliminary List of Routes

Emergency Response Risk Assessment Road and Traffic Factors Capability Operational Factors

Select Routes

Identify Risk Management Measures

Preliminary Screening Secondary Screening

Source: Adapted from DUAP, 1995 Transport of Hazardous Materials Study FIGURE 2 Route Selection Assessment Process

HAL-02-07-THMS MR_002B Cowal Gold Project – Transport of Hazardous Materials Study

Summary of the Route Evaluation Assessment Process

A summary description of the assessment process undertaken for each route evaluation is provided below.

1. Definition of the Transport Area

The transport area for each segment was defined in accordance with the Draft Route Selection 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.

2. Identification of Hazardous Material, Source and Destination

As described in Section 1.2, identification of hazardous materials (for which a route evaluation is required) was undertaken prior to the preparation of the route evaluations. This included an assessment of the class of material being transported (i.e. the classification of dangerous goods under the ADG Code), the type of container and the movement quantity and frequency.

As stated in Section 1.2, the Draft Route Selection Guidelines relate to road transportation only. Two materials will be transported by rail for part of their journey to the Project (i.e. sodium cyanide and hydrogen peroxide). For the purpose of route evaluation, the hazardous material source and destination was identified for road transport only.

In accordance with the Draft Route Selection Guidelines, the volume of traffic (i.e. maximum frequency of deliveries) for the hazardous material was identified. Additional transport details such as the type of delivery vehicle (i.e. single semi-trailer, B-Double, road train or other type of vehicle), maximum volume per delivery, transported state (i.e. solid, liquid or gas) and packaging were also identified to further enable specific risk analysis to be carried out and any physical considerations (in relation to the transport vehicle) to be taken into account.

3. Preliminary Screening

The preliminary screening process involved the following:

• Identification of available roads for heavy vehicles, including: - a review of the NSW road hierarchy (RTA, 2004a and 2004b) developed by the RTA which classifies roads within NSW as national highways, state roads, regional roads or local roads; and - the identification of truck routes which took into account the NSW road hierarchy (RTA, 2004a and 2004b), the NSW truck route network and routes used by heavy vehicles within and through the transport area (i.e. routes identified by the RTA as suitable for single semi trailers [RTA, 2003] and routes designated by the RTA as B-Double or road train routes [RTA, 2001]), heavy vehicle bypasses, and travel time. Routes identified as potential available routes for heavy vehicles were then assessed against mandatory and subjective factors.

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• Consideration of mandatory factors, including: - any physical considerations which may preclude a potential transport route from consideration; and - any laws or regulations which may prohibit the transport of hazardous materials on certain roads or structures. • Review of subjective factors, including: - the proximity of potential transport routes to sensitive landuses (such as hospitals, schools, aged care facilities, churches and items of heritage or cultural significance) and sensitive ecosystems and natural landscapes (such as park reservations and wetlands); - emergency and evacuation planning and infrastructure; and - RTA and transporter preferred routes for the transport of hazardous materials.

Consideration of the above factors enabled the identification of the potential available routes for heavy vehicles for their suitability to transport hazardous materials and a comparative assessment of potential routes (where applicable).

4. Determination of Preliminary List of Routes

The findings of the preliminary screening were presented as a preliminary list of routes. Routes identified in this list were:

• identified as potential available routes for heavy vehicles; • deemed to be suitable for the transport of hazardous materials; and • deemed worthy of further assessment.

5. Secondary Screening

Secondary screening involved the assessment of the preliminary list of routes against the following factors to confirm that potential routes were suitable for the transport of hazardous materials and to determine the preferred route:

• Road and traffic factors such as accident statistics, length of potential transport routes and availability of alternative emergency transport routes. • Emergency response capability. • Operational factors such as logistical considerations and operating costs. • Environmental and landuse factors. • Risk levels for each potential transport route determined in accordance with Hazardous Industry Planning and Advisory Paper No. 6, Guidelines for Hazard Analysis (HIPAP No. 6). Risk assessment took into account the preliminary screening findings as well as road and traffic factors, emergency response capability, operational factors and environmental and landuse factors. Each potential route was assessed for its suitability to transport hazardous materials from a risk perspective. A comparative risk assessment of potential transport routes was undertaken where applicable.

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6. Selection of Routes

In accordance with the Draft Route Selection Guidelines, the selection of preferred routes1 involved 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, 1995). To make a balanced judgement, preliminary and secondary screening factors were 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.

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 was 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 have been determined the alternative routes may not pose an unacceptable level of risk to surrounding people, property and the natural environment. Therefore, the route evaluations present all routes that are suitable for the transport of the hazardous material in question.

7. Identification of Risk Management Measures

The identification of risk management measures was the final step in the route evaluation process (Figure 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, 1995).

The level of risk associated with the transport of hazardous materials 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). No route evaluation identified undesirable levels of risk for any suitable transport routes. Therefore, no additional opportunities for risk reduction were recommended. Risk management measures required to be implemented by the material supplier and transport provider for the transport of hazardous materials to the Project are set out in each route evaluation.

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

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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 the Camellia Freight Terminal, 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). • 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.

Segment 1

Routes 1A to 1C (Table 3) 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 and 1C are all suitable for the transport of sodium cyanide for Segment 1. 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.

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-02-07/1/21/00685139.DOC 13 QUEENSLAND

MOREE

WALGETT BOURKE

NARRABRI COFFS HARBOUR ARMIDALE NEW SOUTH WALES

NYNGAN

DUNEDOO DUBBO MUSWELLBROOK For SEGMENTS 2 & 3 detail see Figures 5 SEGMENT 4 and 6 SINGLETON (Route 4A) South

For SEGMENT 5 NEWCASTLE MOLONG detail see Figure 7 PARKES For SEGMENT 1 COWAL BATHURST detail see Figure 4 GOLD

535 PROJECT ML1 Pacific GRENFELL COWRA SYDNEY WEST WYALONG

MIRROOL YOUNG TEMORA WOLLONGONG Ocean GOULBURN NARRANDERA YASS

WAGGA WAGGA A.C.T.

TOCUMWAL ALBURY

LEGEND VICTORIA Route A4(Segment 4) Rail Transport 0 50 100 105 Kilometres Transport of Hazardous Materials Study FIGURE 3 Overall Sodium Cyanide Transport Route and Segment 4 Suitable Transport Route HAL-02-07-THMS MR_003C Bondi

Port Junction

Jackson

Distributor Distributor Drive Drive

Eastern Eastern

Cross Cross Botany

or Southern Southern Nth Sydney

Western Distributor FIGURE 4 Sodium Cyanide - Segment 1 Routes Suitable Transport Transport of Hazardous Materials Study

Chatswood Link

Highway Link Botany Bay

Highway Highway Sydney Airport

Pacific West

River Princes Princes

City

M2 Motorway Road

River

M5 Motorway Motorway M5 M5 Ryde

Parramatta

Drive Drive Parramatta

Hurstville

Bay Bay

Georges Homebush Homebush King Georges Road Strathfield

Drive Centenary

Motorway Centre Railfast Chullora Road

Motorway Sutherland oehStreet Street Joseph Joseph

Rookwood Road Rookwood Western Road Rookwood Freight

Terminal Came lial

Western Western Parramatta Bankstown

South

Highway Parramatta

Hume

Highway Highway

Cumberland Cumberland Liverpool

5

Highway Blacktown Highway

Glenfield Hume

Prospect

Reservoir

ot etr Motorway Motorway Western Western South South

Kilometres

Highway Highway Route A1 Route B1 Route Route 1C LEGEND

Ingleburn Hume Park 0 Edmondson HAL-02-07-THMS MR_004B HAL-02-07-THMS

To Wellington To Dunedoo To

Boothenba Road

Dunedoo Road (Golden Highway) Highway) (Golden (Golden Road Road Dunedoo Dunedoo

FIGURE 5 Sodium Cyanide - Segment 2 Routes Suitable Transport Transport of Hazardous Materials Study

Creek

Yarrandale Road Road Yarrandale Yarrandale

roTr y

Cobborah Road (Golden Highway) Highway) (Golden (Golden Road Road Cobborah Cobborah Storage Facility Patrick Logistics Patrick

Purvis Lane

To Gilgandra To

Highway) Highway) (Newell (Newell

Gilgandra Road Road Gilgandra Gilgandra

Fitzroy Street Street Fitzroy Fitzroy

Erskine Street

Bourke Street (Newell Highway) Highway) (Newell (Newell Street Street Bourke Bourke Fitzroy Street Street Fitzroy Fitzroy River

Talbragar Street

Dubbo

Station Railway

Macquarie Macquarie Street Cobra Street (Mitchell Highway)

Peak Hill Road (Newell Highway) Highway) (Newell (Newell Road Road Hill Hill Peak Peak Airport Western Plains Zoo

Narromine Road (Mitchell Highway) To Parkes To

2

Minore Road Road Minore Minore 1 Kilometres Route A2 Route B2 Route LEGEND

To Narromine 0 HAL-02-07-THMS MR_005B HAL-02-07-THMS

To Wellington To Dunedoo To

Boothenba Road

Dunedoo Road (Golden Highway) Highway) (Golden (Golden Road Road Dunedoo Dunedoo

FIGURE 6 Sodium Cyanide - Segment 3 Routes Suitable Transport Transport of Hazardous Materials Study

Creek

Yarrandale Road Road Yarrandale Yarrandale

roTr y

Cobborah Road (Golden Highway) Highway) (Golden (Golden Road Road Cobborah Cobborah Storage Facility Patrick Logistics Patrick

Purvis Lane

To Gilgandra To

Highway) Highway) (Newell (Newell

Gilgandra Road Road Gilgandra Gilgandra

Fitzroy Street Street Fitzroy Fitzroy

Erskine Street

Bourke Street (Newell Highway) Highway) (Newell (Newell Street Street Bourke Bourke Fitzroy Street Street Fitzroy Fitzroy River

Talbragar Street

Dubbo

Station Railway

Macquarie Macquarie Street Cobra Street (Mitchell Highway)

Peak Hill Road (Newell Highway) Highway) (Newell (Newell Road Road Hill Hill Peak Peak Airport Western Plains Zoo

Narromine Road (Mitchell Highway) To Parkes To

2

Minore Road Road Minore Minore 1 Kilometres Route A3 Route B3 Route LEGEND

To Narromine 0 HAL-02-07-THMS MR_006B HAL-02-07-THMS Burcher Nerang

540 000 E

530 000 E 520 000 E Cowal

6 290 000 N 6 290 000 N

Bogeys Island

Wamboyne Mountain

6 280 000 N Road 6 280 000 N ML1535 Wamboyne Dip COWAL Gazetted GOLD Lake Rail Crossing PROJECT Cowal

Bonehams Wamboyne Road

Wests Lane Lane

Blow Clear Road Road Lake Cowal Blow Clear Bland 6 270 000 N Lonergans Lane 6 270 000 N

Billys Creek Lookout

Sandy Ridge Road

Wilsons Lane Creek

Clear

Bodels

Lane

Road To Forbes 6 260 000 N 6 260 000 N

Wamboyne

Railway

Road

Burcher

Ridge Highway

Newell West Wyalong Clear

6 250 000 N 6 260 000 N LEGEND Lake Cargelligo Route A5 Mid Western 0 2.5 5.0 Highway West Wyalong Kilometres Cootamundra Transport of Hazardous Materials Study oTemoraTo FIGURE 7 Sodium Cyanide - Highway Railway Segment 5 Suitable Transport Route

520 000 E

Newell 530 000 E HAL-02-07-THMS MR_007C Cowal Gold Project – Transport of Hazardous Materials Study

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.

Routes 1A, 1B and 1C are shown on Figure 4.

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.

HAL-02-07/1/21/00685139.DOC 19 Cowal Gold Project – Transport of Hazardous Materials Study

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.

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.

HAL-02-07/1/21/00685139.DOC 20 Cowal Gold Project – Transport of Hazardous Materials Study

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.

4.2 HYDROCHLORIC ACID AND SULPHURIC ACID

Road transport of hydrochloric acid and sulphuric acid within NSW begins at Tocumwal (at the border of NSW and Victoria) and terminates at the Project.

The Draft Route Selection Guidelines state that in considering the relative risks of transport incidents involving hazardous materials, simplifying assumptions can be made such as the use of representative loads. Hydrochloric acid and sulphuric acid are both corrosive substances (i.e. classified as Class 8 under the ADG Code) and have the same origin within NSW. Therefore, in accordance with the Draft Route Selection Guidelines, these materials have been grouped together for the purposes of route evaluation.

The road transport route for hydrochloric acid and sulphuric acid to the Project has been divided into two segments (Segments 1 and 2) for the purpose of route evaluation. Route evaluations for Segments 1 and 2 are attached to this THMS as Attachments 2A and 2B, respectively. Segments 1 and 2 are described below:

• Segment 1 (Attachment 2A): from Tocumwal to West Wyalong. • Segment 2 (Attachment 2B): 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 and 2, including the identification of suitable transport routes, is provided below. The overall hydrochloric acid and sulphuric acid transport route to the Project and suitable transport routes for Segments 1 and 2 are shown on Figures 8 and 9.

HAL-02-07/1/21/00685139.DOC 21 QUEENSLAND

MOREE

WALGETT BOURKE

NARRABRI COFFS HARBOUR ARMIDALE NEW SOUTH WALES

NYNGAN

DUNEDOO DUBBO MUSWELLBROOK

SINGLETON South

For SEGMENT 2 NEWCASTLE MOLONG detail see Figure 9 PARKES COWAL BATHURST GOLD

535 PROJECT ML1 Pacific GRENFELL COWRA SYDNEY WEST WYALONG

MIRROOL YOUNG TEMORA WOLLONGONG Ocean GOULBURN NARRANDERA YASS

WAGGA WAGGA SEGMENT 1 (Route 1A) A.C.T.

TOCUMWAL ALBURY

VICTORIA LEGEND Route A1(Segment 1)

0 50 100 105 Kilometres Transport of Hazardous Materials Study FIGURE 8 Overall Hydrochloric Acid and Sulphuric Acid Transport Route and Segment 1 Suitable Transport Route HAL-02-07-THMS MR_008C Burcher Nerang

540 000 E

530 000 E 520 000 E Cowal

6 290 000 N 6 290 000 N

Bogeys Island

Wamboyne Mountain

6 280 000 N Road 6 280 000 N ML1535 Wamboyne Dip COWAL Gazetted GOLD Lake Rail Crossing PROJECT Cowal

Bonehams Wamboyne Road

Wests Lane Lane

Blow Clear Road Road Lake Cowal Blow Clear Bland 6 270 000 N Lonergans Lane 6 270 000 N

Billys Creek Lookout

Sandy Ridge Road

Wilsons Lane Creek

Clear

Bodels

Lane

Road To Forbes 6 260 000 N 6 260 000 N

Wamboyne

Railway

Road

Burcher

Ridge Highway

Newell West Wyalong Clear

6 250 000 N 6 260 000 N LEGEND Lake Cargelligo Route A2 Mid Western 0 2.5 5.0 Highway West Wyalong Kilometres Cootamundra Transport of Hazardous Materials Study oTemoraTo FIGURE 9 Hydrochloric Acid and Highway Railway Sulphuric Acid - Segment 2 Suitable Transport Route

520 000 E

Newell 530 000 E HAL-02-07-THMS MR_009C Cowal Gold Project – Transport of Hazardous Materials Study

Segment 1

Route 1A (Table 8) has been identified as the only potential available route for heavy vehicles 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 1A 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 the transport provider for the transport of hazardous materials. Consultation with Councils regarding Route 1A was also undertaken and Council comments have been taken into consideration by the THMS. Therefore, Route 1A is suitable for the transport of hazardous materials and is the preferred route for the transport of hydrochloric acid and sulphuric acid from Tocumwal to West Wyalong.

Risk management measures required to be implemented by the material supplier and transport provider for the transport of hydrochloric acid and sulphuric acid to the Project are set out in Attachment 2A.

Table 8 Hydrochloric Acid and Sulphuric Acid – Segment 1 – Suitable Transport Route

Route Directions 1A From the Newell Highway (Tocumwal) (on the NSW-Victorian border) continue on the highway to the Newell Highway/Mid Western Highway (West Wyalong).

Route 1A is shown on Figure 8.

Segment 2

Route 2A (Table 9) has been identified as the only potential available route for heavy vehicles for Segment 2 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 2A 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 2A is suitable for the transport of hazardous materials and is the preferred route for the transport of hydrochloric acid and sulphuric acid 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 hydrochloric acid and sulphuric acid to the Project are set out in Attachment 2B.

Table 9 Hydrochloric Acid and Sulphuric Acid – Segment 2 – Suitable Transport Route

Route Directions 2A 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 2A is shown on Figure 9.

HAL-02-07/1/21/00685139.DOC 24 Cowal Gold Project – Transport of Hazardous Materials Study

4.3 CAUSTIC SODA

Road transport of caustic soda within NSW begins at Matraville, Sydney and terminates at the Project.

The road transport route for caustic soda to the Project has been divided into four segments (Segments 1 to 4) for the purpose of route evaluation. Route evaluations for Segments 1 to 4 are attached to this THMS as Attachments 3A to 3D, respectively. Segments 1 to 4 are described below:

• Segment 1 (Attachment 3A): from the Orica Chlor-Alkali Plant to the Hume Highway (Sydney). • Segment 2 (Attachment 3B): from the Hume Highway (Sydney) to Temora. • Segment 3 (Attachment 3C): from Temora to West Wyalong. • Segment 4 (Attachment 3D): 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 4, including the identification of suitable transport routes, is provided below. The overall caustic soda transport route to the Project and suitable transport routes for Segments 1 to 4 are shown on Figures 10 to 12.

Segment 1

Routes 1A and 1B (Table 10) 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). Both routes are assessed as posing a minimal to acceptable level of risk to surrounding people, property and the natural environment. Therefore, Routes 1A and 1B are both suitable for the transport of caustic soda for Segment 1. Following consideration of the preliminary and secondary screening factors and consultation with Councils, the RTA and the transport provider, Route 1A has been identified as the preferred route for the transport of caustic soda from the Orica Chlor-Alkali Plant to the Hume Highway (Sydney).

Risk management measures required to be implemented by the material supplier and transport provider for the transport of caustic soda to the Project are set out in Attachment 3A.

Table 10 Caustic Soda – Segment 1 – Suitable Transport Routes

Route Directions 1A From the Orica Chlor-Alkali Plant (Gate 3) turn left into Denison Street, left into Wentworth Avenue, left into Botany Road, right into Mill Pond Road and right into General Holmes Drive. Continue into Joyce Drive, Qantas Drive, Airport Drive and Marsh Street. Turn left into West Botany Street, right into Wickham Street and continue into Forest Road. Turn right into Stoney Creek Road, right into King Georges Road and left into the M5 Motorway/South Western Motorway. Continue on the South Western Motorway which becomes the Hume Highway. 1B From the Orica Chlor-Alkali Plant (Gate 3) turn left into Denison Street, left into Wentworth Avenue and right into Botany Road. Take the first street on the left and continue through the railway crossing to General Holmes Drive. Turn right into General Holmes Drive and continue into Joyce Drive, Qantas Drive, Airport Drive and Marsh Street. Turn left into West Botany Street, right into Wickham Street and continue into Forest Road. Turn right into Stoney Creek Road, right into King Georges Road and left into the M5 Motorway/South Western Motorway. Continue on the South Western Motorway which becomes the Hume Highway.

Routes 1A and 1B are shown on Figure 11.

HAL-02-07/1/21/00685139.DOC 25 QUEENSLAND

MOREE

WALGETT BOURKE

NARRABRI COFFS HARBOUR ARMIDALE NEW SOUTH WALES

NYNGAN

DUNEDOO DUBBO MUSWELLBROOK

SINGLETON South

For SEGMENT 4 NEWCASTLE MOLONG detail see Figure 12 PARKES For SEGMENT 1 COWAL BATHURST detail see Figure 11 GOLD

535 PROJECT ML1 Pacific GRENFELL COWRA SYDNEY WEST WYALONG SEGMENT 3 (Route 3B) MIRROOL YOUNG TEMORA WOLLONGONG Ocean GOULBURN SEGMENT 3 YASS NARRANDERA (Route 3A) WAGGA WAGGA SEGMENT 2 (Route(Route 2A) A.C.T.

TOCUMWAL ALBURY

LEGEND Route 2(Segment As 2) and VICTORIA 3A (Segment 3) Route B3(Segment 3) 0 50 100 15 0 Kilometres

Transport of Hazardous Materials Study FIGURE 10 Overall Caustic Soda Transport Route and Segments 2 and 3 Suitable Transport Routes HAL-02-07-THMS MR_010C Bondi Port Junction Jackson Orica Plant

Chlor-Alkali

Distributor Distributor Drive Drive

Eastern Eastern

Cross Cross Botany

or Southern Southern Nth Sydney

Western Distributor FIGURE 11 Caustic Soda - Segment 1 Routes Suitable Transport Transport of Hazardous Materials Study

Chatswood Link

Highway Link Botany Bay

Highway Highway Sydney Airport

Pacific West

River Princes Princes

City

M2 Motorway Road

River

M5 Motorway Motorway M5 M5 Ryde

Parramatta

Drive Drive Parramatta

Hurstville

Bay Bay

Georges Homebush Homebush King Georges Road Strathfield

Drive Centenary

Motorway Centre Railfast Chullora Road

Motorway Sutherland oehStreet Street Joseph Joseph

Rookwood Road Rookwood Western Road Rookwood Freight

Terminal Came lial

Western Western Parramatta Bankstown

South

Highway Parramatta

Hume

Highway Highway

Cumberland Cumberland Liverpool

5

Highway Blacktown Highway

Glenfield Hume

Prospect

Reservoir

ot etr Motorway Motorway Western Western South South

Kilometres

Highway Highway Route A1 Route B1 Route LEGEND

Ingleburn Hume Park 0 Edmondson HAL-02-07-THMS MR_011C HAL-02-07-THMS Burcher Nerang

540 000 E

530 000 E 520 000 E Cowal

6 290 000 N 6 290 000 N

Bogeys Island

Wamboyne Mountain

6 280 000 N Road 6 280 000 N ML1535 Wamboyne Dip COWAL Gazetted GOLD Lake Rail Crossing PROJECT Cowal

Bonehams Wamboyne Road

Wests Lane Lane

Blow Clear Road Road Lake Cowal Blow Clear Bland 6 270 000 N Lonergans Lane 6 270 000 N

Billys Creek Lookout

Sandy Ridge Road

Wilsons Lane Creek

Clear

Bodels

Lane

Road To Forbes 6 260 000 N 6 260 000 N

Wamboyne

Railway

Road

Burcher

Ridge Highway

Newell West Wyalong Clear

6 250 000 N 6 260 000 N LEGEND Lake Cargelligo Route A4 Mid Western 0 2.5 5.0 Highway West Wyalong Kilometres Cootamundra Transport of Hazardous Materials Study oTemoraTo FIGURE 12 Caustic Soda - Highway Railway Segment 4 Suitable Transport Route

520 000 E

Newell 530 000 E HAL-02-07-THMS MR_012C Cowal Gold Project – Transport of Hazardous Materials Study

Segment 2

Route 2A (Table 11) has been identified as the only potential available route for heavy vehicles for Segment 2 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 2A 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 2A was also undertaken and Council comments have been taken into consideration by the THMS. Therefore, Route 2A is suitable for the transport of hazardous materials and is the preferred route for the transport of caustic soda from the Hume Highway (Sydney) to Temora.

Risk management measures required to be implemented by the material supplier and transport provider for the transport of caustic soda to the Project are set out in Attachment 3B.

Table 11 Caustic Soda – Segment 2 – Suitable Transport Route

Route Directions 2A From the Hume Highway (Glenfield), continue on the Highway until Bowning (west of Yass). Turn off the Hume Highway into State Route 94 (Burley Griffin Way) and continue to Temora.

Route 2A is shown on Figure 10.

Segment 3

Routes 3A and 3B (Table 12) 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. Therefore, Routes 3A and 3B are both suitable for the transport of caustic soda for Segment 3. Following consideration of the preliminary and secondary screening factors and consultation with Councils, the RTA and the transport provider, Route 3A has been identified as the preferred route for the transport of caustic soda from Temora to West Wyalong.

Risk management measures required to be implemented by the material supplier and transport provider for the transport of caustic soda to the Project are set out in Attachment 3C.

Table 12 Caustic Soda – Segment 3 – Suitable Transport Routes

Route Directions 3A On entering Temora, continue along Burley Griffin Way (State Route 94) to the Newell Highway south of Mirrool. Turn right onto the Newell Highway and continue to the Newell Highway/Mid Western Highway (West Wyalong). 3B On entering Temora, turn right into Barmedman Road (State Route 85) and continue to Wyalong. At Wyalong turn left onto the Newell Highway and continue 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 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 into the Mid Western Highway until the junction with Ungarie Road.

Routes 3A and 3B are shown on Figure 10.

HAL-02-07/1/21/00685139.DOC 29 Cowal Gold Project – Transport of Hazardous Materials Study

Segment 4

Route 4A (Table 13) 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 is also the approved Project Access Road. Therefore, Route 4A is suitable for the transport of hazardous materials and is the preferred route for the transport of caustic soda 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 caustic soda to the Project are set out in Attachment 3D.

Table 13 Caustic Soda – Segment 4 – Suitable Transport Route

Route Directions 4A 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 4A is shown on Figure 12.

4.4 LPG

Road transport of LPG within NSW begins at Tocumwal (at the border of NSW and Victoria) and terminates at the Project.

The road transport route for LPG to the Project has been divided into two segments (Segments 1 and 2) for the purpose of route evaluation. Route evaluations for Segments 1 and 2 are attached to this THMS as Attachments 4A and 4B, respectively. Segments 1 and 2 are described below:

• Segment 1 (Attachment 4A): from Tocumwal to West Wyalong. • Segment 2 (Attachment 4B): 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 and 2, including identification of suitable transport routes, is provided below. The overall LPG transport route to the Project and suitable transport routes for Segments 1 and 2 are shown on Figures 13 and 14.

HAL-02-07/1/21/00685139.DOC 30 QUEENSLAND

MOREE

WALGETT BOURKE

NARRABRI COFFS HARBOUR ARMIDALE NEW SOUTH WALES

NYNGAN

DUNEDOO DUBBO MUSWELLBROOK

SINGLETON South

For SEGMENT 2 NEWCASTLE MOLONG detail see Figure 14 PARKES COWAL BATHURST GOLD

535 PROJECT ML1 Pacific GRENFELL COWRA SYDNEY WEST WYALONG

MIRROOL YOUNG TEMORA WOLLONGONG Ocean GOULBURN NARRANDERA YASS

WAGGA WAGGA

SEGMENT 1 (Route 1A) A.C.T.

TOCUMWAL ALBURY

VICTORIA LEGEND Route A1(Segment 1)

0 50 100 105 Kilometres Transport of Hazardous Materials Study FIGURE 13 Overall LPG Transport Route and Segment 1 Suitable Transport Route HAL-02-07-THMS MR_012C Burcher Nerang

540 000 E

530 000 E 520 000 E Cowal

6 290 000 N 6 290 000 N

Bogeys Island

Wamboyne Mountain

6 280 000 N Road 6 280 000 N ML1535 Wamboyne Dip COWAL Gazetted GOLD Lake Rail Crossing PROJECT Cowal

Bonehams Wamboyne Road

Wests Lane Lane

Blow Clear Road Road Lake Cowal Blow Clear Bland 6 270 000 N Lonergans Lane 6 270 000 N

Billys Creek Lookout

Sandy Ridge Road

Wilsons Lane Creek

Clear

Bodels

Lane

Road To Forbes 6 260 000 N 6 260 000 N

Wamboyne

Railway

Road

Burcher

Ridge Highway

Newell West Wyalong Clear

6 250 000 N 6 260 000 N LEGEND

Lake Cargelligo Route A2 Mid Western 0 2.5 5.0 Highway West Wyalong Kilometres Cootamundra Transport of Hazardous Materials Study oTemoraTo FIGURE 14 LPG - Highway Railway Segment 2 Suitable Transport Route

520 000 E

Newell 530 000 E HAL-02-07-THMS MR_014C Cowal Gold Project – Transport of Hazardous Materials Study

Segment 1

Route 1A (Table 14) has been identified as the only potential available route for heavy vehicles 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 1A 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 1A was also undertaken and Council comments have been taken into consideration by the THMS. Therefore, Route 1A is suitable for the transport of hazardous materials and is the preferred route for the transport of LPG from Tocumwal to West Wyalong.

Risk management measures required to be implemented by the material supplier and transport provider for the transport of LPG to the Project are set out in Attachment 4A.

Table 14 LPG – Segment 1 – Suitable Transport Route

Route Directions 1A From the Newell Highway (Tocumwal) (on the NSW-Victorian border) continue on the highway to the Newell Highway/Mid Western Highway (West Wyalong).

Route 1A is shown on Figure 13.

Segment 2

Route 2A (Table 15) has been identified as the only potential available route for heavy vehicles for Segment 2 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 2A 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 2A is suitable for the transport of hazardous materials and is the preferred route for the transport of LPG 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 LPG to the Project are set out in Attachment 4B.

Table 15 LPG – Segment 2 – Suitable Transport Route

Route Directions 2A 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 2A is shown in on Figure 14.

HAL-02-07/1/21/00685139.DOC 33 Cowal Gold Project – Transport of Hazardous Materials Study

4.5 HYDROGEN PEROXIDE

Road transport of hydrogen peroxide within NSW begins at Banksmeadow, Sydney. Following a short transfer by road from Banksmeadow to the Camellia Freight Terminal, hydrogen peroxide will be transported by rail to Dubbo where it will resume transport by road to the Project.

The road transport route for hydrogen peroxide 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 5A to 5E, respectively. Segments 1 to 5 are described below:

• Segment 1 (Attachment 5A): from the Solvay Interox Banksmeadow Facility to the Camellia Freight Terminal (Sydney). • Segment 2 (Attachment 5B): from the Dubbo Railway Station to the Patrick Logistics Storage Facility (Dubbo). • Segment 3 (Attachment 5C): from the Patrick Logistics Storage Facility to the Newell Highway (Dubbo). • Segment 4 (Attachment 5D): from the Newell Highway (Dubbo) to the Newell Highway/Mid Western Highway (West Wyalong). • Segment 5 (Attachment 5E): 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 hydrogen peroxide transport route to the Project and suitable transport routes for Segments 1 to 5 are shown on Figures 15 to 19.

Segment 1

Routes 1A, 1B and 1D (Table 16) 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). These 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 1D are all suitable for the transport of hydrogen peroxide for Segment 1. Following consideration of the preliminary and secondary screening factors and consultation with Councils, the RTA and the transport provider, Route 1D has been identified as the preferred route for the transport of hydrogen peroxide from the Solvay Interox Banksmeadow Facility to the Camellia Freight Terminal.

Risk management measures required to be implemented by the material supplier and transport provider for the transport of hydrogen peroxide to the Project are set out in Attachment 5A.

HAL-02-07/1/21/00685139.DOC 34 QUEENSLAND

MOREE

WALGETT BOURKE

NARRABRI COFFS HARBOUR ARMIDALE NEW SOUTH WALES

NYNGAN

DUNEDOO DUBBO MUSWELLBROOK For SEGMENTS 2 & 3 detail see Figures 17 SEGMENT 4 and 18 SINGLETON (R(Routeoute 4A) South

For SEGMENT 5 NEWCASTLE MOLONG detail see Figure 19 PARKES For SEGMENT 1 COWAL BATHURST detail see Figure 16 GOLD

535 PROJECT ML1 Pacific GRENFELL COWRA SYDNEY WEST WYALONG

MIRROOL YOUNG TEMORA WOLLONGONG Ocean GOULBURN NARRANDERA YASS

WAGGA WAGGA A.C.T.

TOCUMWAL ALBURY

LEGEND Route A4(Segment 4) VICTORIA Rail Transport 0 50 100 15 0 Kilometres

Transport of Hazardous Materials Study FIGURE 15 Overall Hydrogen Peroxide Transport Route and Segment 4 Suitable Transport Route HHAL-02-07-THMS MR_015C Bondi Port Junction Jackson Solvay Interox

Banksmeadow Facility

Distributor Distributor Drive Drive

Eastern Eastern

Cross Cross Botany

or Southern Southern Nth Sydney

Western Distributor FIGURE 16 - Peroxide Hydrogen Segment 1 Routes Suitable Transport Transport of Hazardous Materials Study

Chatswood Link

Highway Link Botany Bay

Highway Highway Sydney Airport

Pacific West

River Princes Princes

City

M2 Motorway Road

River

M5 Motorway Motorway M5 M5 Ryde

Parramatta

Drive Drive Parramatta

Hurstville

Bay Bay

Georges Homebush Homebush King Georges Road Strathfield Drive Centenary

Motorway Centre Railfast Chullora Road

Motorway Sutherland oehStreet Street Joseph Joseph

Rookwood Road Rookwood Western Road Rookwood Freight

Terminal Came lial

Western Western Parramatta Bankstown

South

Highway Parramatta

Hume

Highway Highway

Cumberland Cumberland Liverpool

Highway Blacktown Highway

Glenfield Hume

Prospect

Reservoir

ot etr Motorway Motorway Western Western South South

Kilometres

Highway Highway Route A1 Route B1 Route 1D Route LEGEND

Ingleburn Hume Park 05 Edmondson HAL-02-07-THMS MR_016C HAL-02-07-THMS

To Wellington To Dunedoo To

Boothenba Road

Dunedoo Road (Golden Highway) Highway) (Golden (Golden Road Road Dunedoo Dunedoo

FIGURE 17 - Peroxide Hydrogen Segment 2 Routes Suitable Transport Transport of Hazardous Materials Study

Creek

Yarrandale Road Road Yarrandale Yarrandale

roTr y

Cobborah Road (Golden Highway) Highway) (Golden (Golden Road Road Cobborah Cobborah Storage Facility Patrick Logistics Patrick

Purvis Lane

To Gilgandra To

Highway) Highway) (Newell (Newell

Gilgandra Road Road Gilgandra Gilgandra

Fitzroy Street Street Fitzroy Fitzroy

Erskine Street

Bourke Street (Newell Highway) Highway) (Newell (Newell Street Street Bourke Bourke Fitzroy Street Street Fitzroy Fitzroy River

Talbragar Street

Dubbo

Station Railway

Macquarie Macquarie Street Cobra Street (Mitchell Highway)

Peak Hill Road (Newell Highway) Highway) (Newell (Newell Road Road Hill Hill Peak Peak Airport Western Plains Zoo

Narromine Road (Mitchell Highway) To Parkes To

2

Minore Road Road Minore Minore 1 Kilometres Route A2 Route B2 Route LEGEND

To Narromine 0 HAL-02-07-THMS MR_017B HAL-02-07-THMS

To Wellington To Dunedoo To

Boothenba Road

Dunedoo Road (Golden Highway) Highway) (Golden (Golden Road Road Dunedoo Dunedoo

FIGURE 18 - Peroxide Hydrogen Segment 3 Routes Suitable Transport Transport of Hazardous Materials Study

Creek

Yarrandale Road Road Yarrandale Yarrandale

roTr y

Cobborah Road (Golden Highway) Highway) (Golden (Golden Road Road Cobborah Cobborah Storage Facility Patrick Logistics Patrick

Purvis Lane

To Gilgandra To

Highway) Highway) (Newell (Newell

Gilgandra Road Road Gilgandra Gilgandra

Fitzroy Street Street Fitzroy Fitzroy

Erskine Street

Bourke Street (Newell Highway) Highway) (Newell (Newell Street Street Bourke Bourke Fitzroy Street Street Fitzroy Fitzroy River

Talbragar Street

Dubbo

Station Railway

Macquarie Macquarie Street Cobra Street (Mitchell Highway)

Peak Hill Road (Newell Highway) Highway) (Newell (Newell Road Road Hill Hill Peak Peak Airport Western Plains Zoo

Narromine Road (Mitchell Highway) To Parkes To

2

Minore Road Road Minore Minore 1 Kilometres Route A3 Route B3 Route LEGEND

To Narromine 0 HAL-02-07-THMS MR_018B HAL-02-07-THMS Burcher Nerang

540 000 E

530 000 E 520 000 E Cowal

6 290 000 N 6 290 000 N

Bogeys Island

Wamboyne Mountain

6 280 000 N Road 6 280 000 N ML1535 Wamboyne Dip COWAL Gazetted GOLD Lake Rail Crossing PROJECT Cowal

Bonehams Wamboyne Road

Wests Lane Lane

Blow Clear Road Road Lake Cowal Blow Clear Bland 6 270 000 N Lonergans Lane 6 270 000 N

Billys Creek Lookout

Sandy Ridge Road

Wilsons Lane Creek

Clear

Bodels

Lane

Road To Forbes 6 260 000 N 6 260 000 N

Wamboyne

Railway

Road

Burcher

Ridge Highway

Newell West Wyalong Clear

6 250 000 N 6 260 000 N LEGEND Lake Cargelligo Route A5 Mid Western 0 2.5 5.0 Highway West Wyalong Kilometres Cootamundra Transport of Hazardous Materials Study oTemoraTo FIGURE 19 Hydrogen Peroxide - Highway Railway Segment 5 Suitable Transport Route

520 000 E

Newell 530 000 E HAL-02-07-THMS MR_019C Cowal Gold Project – Transport of Hazardous Materials Study

Table 16 Hydrogen Peroxide – Segment 1 – Suitable Transport Routes

Route Directions 1A From the Solvay Interox Banksmeadow Facility, enter McPherson Street, then turn right into Exell Street, left into Botany Road, right into Foreshore Road and right into General Holmes Drive. Follow General Holmes Drive into Joyce Drive, Qantas Drive, Airport Drive and Marsh Street. Turn left into West Botany Street and right into Wickham Street which becomes Forest Road. Follow Forest Road, then turn right into Stoney Creek Road, right into King Georges Road, left into Parramatta Road (Great Western Highway), right into James Ruse Drive, right into Grand Avenue and continue to Camellia Freight Terminal. 1B From the Solvay Interox Banksmeadow Facility, enter McPherson Street, then turn right into Exell Street, left into Botany Road, right into Foreshore Road, right into General Holmes Drive, right into Mill Pond Road, left into Botany Road, left into Gardeners Road, left into Kent Road, right into Ricketty Street which becomes Canal Road, left into Princes Highway, right into Railway Road, right into Gleeson Avenue, left into Railway Parade, right into Marrickville Road, right into Buckley Street, left into Sydenham Road and right into Livingstone Road which becomes Gordon Street and Railway Terrace. Follow Railway Terrace into Longport Street and Carlton Crescent and then turn left into Liverpool Road (Hume Highway), right into Centenary Drive and 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. 1D From the Solvay Interox Banksmeadow Facility, enter McPherson Street, then turn right into Exell Street, left into Botany Road, right into Foreshore Road and right into General Holmes Drive. Follow General Holmes Drive into Joyce Drive, Qantas Drive, Airport Drive and Marsh Street. Turn left into West Botany Street and right into Wickham Street which becomes Forest Road. Follow Forest Road, then turn right into Stoney Creek Road, right into King Georges Road, 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.

Routes 1A, 1B and 1D are shown on Figure 16.

Segment 2

Routes 2A and 2B (Table 17) 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 hydrogen peroxide 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 hydrogen peroxide to the Project are set out in Attachment 5B.

Table 17 Hydrogen Peroxide – 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 17.

HAL-02-07/1/21/00685139.DOC 40 Cowal Gold Project – Transport of Hazardous Materials Study

Segment 3

Routes 3A and 3B (Table 18) 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 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 hydrogen peroxide 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 hydrogen peroxide to the Project are set out in Attachment 5C.

Table 18 Hydrogen Peroxide – 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 18.

Segment 4

Route 4A (Table 19) 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 hydrogen peroxide 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 hydrogen peroxide to the Project are set out in Attachment 5D.

Table 19 Hydrogen Peroxide – 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 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 15.

HAL-02-07/1/21/00685139.DOC 41 Cowal Gold Project – Transport of Hazardous Materials Study

Segment 5

Route 5A (Table 20) 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 hydrogen peroxide 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 hydrogen peroxide to the Project are set out in Attachment 5E.

Table 20 Hydrogen Peroxide – 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 19.

4.6 AMMONIUM NITRATE

Road transport of ammonium nitrate within NSW begins at Kooragang Island, Newcastle and terminates at the Project.

The road transport route for ammonium nitrate to the Project has been divided into four segments (Segments 1 to 4) for the purpose of route evaluation. Route evaluations for Segments 1 to 4 are attached to this THMS as Attachments 6A to 6D, respectively. Segments 1 to 4 are described below:

• Segment 1 (Attachment 6A): from the Orica Explosives Kooragang Island Manufacturing Facility to the New England Highway (Hexham). • Segment 2 (Attachment 6B): from the New England Highway (Hexham) to the Newell Highway (Dubbo). • Segment 3 (Attachment 6C): from the Newell Highway (Dubbo) to the Newell Highway/Mid Western Highway (West Wyalong). • Segment 4 (Attachment 6D): 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 4, including the identification of suitable transport routes, is provided below. The overall ammonium nitrate transport route to the Project and suitable transport routes for Segments 1 to 4 are shown on Figures 20 to 22.

HAL-02-07/1/21/00685139.DOC 42 QUEENSLAND

MOREE

WALGETT BOURKE

NARRABRI COFFS HARBOUR ARMIDALE NEW SOUTH WALES

NYNGAN

DUNEDOO DUBBO MUSWELLBROOK

SEGMENT 2 SEGMENT 3 (Route 2A) SINGLETON (Route 3A) South

For SEGMENT 4 For SEGMENT 1 NEWCASTLE MOLONG detail see Figure 22 PARKES detail see Figure 21 COWAL BATHURST GOLD

535 PROJECT ML1 Pacific GRENFELL COWRA SYDNEY WEST WYALONG

MIRROOL YOUNG TEMORA WOLLONGONG Ocean GOULBURN NARRANDERA YASS

WAGGA WAGGA A.C.T.

TOCUMWAL ALBURY

LEGEND Route 2(Segment As 2) and VICTORIA 3A (Segment 3)

0 50 100 15 0 Kilometres

Transport of Hazardous Materials Study FIGURE 20 Overall Ammonium Nitrate Transport Route and Segments 2 and 3 Suitable Transport Routes HAL-02-07-THMS MR_020C

Bight

Newcastle Nelson Bay Road Nelson Bay FIGURE 21 Ammonium Nitrate - Segment 1 Route Suitable Transport

Transport of Hazardous Materials Study

Cove Fullerton Orica Explosives Kooragang Island

Manufacturing Facility

Road Road

Stockton Greenleaf Greenleaf

Street Heron Road

Teal Teal Kooragang (South Arm Road)

River

Cormorant Road Mayfield

Hunter

Tourle Street Street Tourle Tourle

Drive

River Industrial Waratah Kooragang Island Kooragang

Hunter

Highway) (Pacific

Road Callaghan

Maitland

Lambton

Highway Highway

Pacific Pacific Jesmond Shortland New England Highway Hexham Gardens Birmingham Maryland Wallsend Kilometres Route A1 Route LEGEND Lenaghan 02 Fletcher HAL-02-07-THMS MR_021B HAL-02-07-THMS Burcher Nerang

540 000 E

530 000 E 520 000 E Cowal

6 290 000 N 6 290 000 N

Bogeys Island

Wamboyne Mountain

6 280 000 N Road 6 280 000 N ML1535 Wamboyne Dip COWAL Gazetted GOLD Lake Rail Crossing PROJECT Cowal

Bonehams Wamboyne Road

Wests Lane Lane

Blow Clear Road Road Lake Cowal Blow Clear Bland 6 270 000 N Lonergans Lane 6 270 000 N

Billys Creek Lookout

Sandy Ridge Road

Wilsons Lane Creek

Clear

Bodels

Lane

Road To Forbes 6 260 000 N 6 260 000 N

Wamboyne

Railway

Road

Burcher

Ridge Highway

Newell West Wyalong Clear

6 250 000 N 6 260 000 N LEGEND

Lake Cargelligo Route A4 Mid Western 0 2.5 5.0 Highway West Wyalong Kilometres Cootamundra Transport of Hazardous Materials Study oTemoraTo FIGURE 22 Ammonium Nitrate - Highway Railway Segment 4 Suitable Transport Route

520 000 E

Newell 530 000 E HAL-02-07-THMS MR_022C Cowal Gold Project – Transport of Hazardous Materials Study

Segment 1

Route 1A (Table 21) has been identified as the only potential available route for heavy vehicles 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 1A 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 the Newcastle City Council regarding Route 1A was also undertaken and Council’s comments have been taken into consideration by the THMS. Therefore, Route 1A is suitable for the transport of hazardous materials and is the preferred route for the transport of ammonium nitrate from the Orica Explosives Kooragang Island Manufacturing Facility to the New England Highway (Hexham).

Risk management measures required to be implemented by the material supplier and transport provider for the transport of ammonium nitrate to the Project are set out in Attachment 6A.

Table 21 Ammonium Nitrate – Segment 1 – Suitable Transport Route

Route Directions 1A From the Orica Explosives Kooragang Island Manufacturing Facility, turn left into Greenleaf Road and left into Teal Street. Continue until the roundabout and turn right into Cormorant Road, left into Tourle Street, right into Industrial Drive and right into the Pacific Highway, continuing until Hexham. At Hexham turn left into the New England Highway.

Route 1A is shown on Figure 21.

Segment 2

Route 2A (Table 22) has been identified as the only potential available route for heavy vehicles for Segment 2 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 2A 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 2A was also undertaken and Council comments have been taken into consideration by the THMS. Therefore, Route 2A is suitable for the transport of hazardous materials and is the preferred route for the transport of ammonium nitrate from the New England Highway (Hexham) to the Newell Highway (Dubbo).

Risk management measures required to be implemented by the material supplier and transport provider for the transport of ammonium nitrate to the Project are set out in Attachment 6B.

Table 22 Ammonium Nitrate – Segment 2 – Suitable Transport Route

Route Directions 2A From the New England Highway (Hexham) continue through Branxton and turn left onto the Golden Highway. Continue along the Golden Highway which intersects the Newell Highway at Dubbo.

Route 2A is shown on Figure 20.

HAL-02-07/1/21/00685139.DOC 46 Cowal Gold Project – Transport of Hazardous Materials Study

Segment 3

Route 3A (Table 23) has been identified as the only potential available route for heavy vehicles for Segment 3 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 3A 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 3A was also undertaken and Council comments have been taken into consideration by the THMS. Therefore, Route 3A is suitable for the transport of hazardous materials and is the preferred route for the transport of ammonium nitrate 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 ammonium nitrate to the Project are set out in Attachment 6C.

Table 23 Ammonium Nitrate – Segment 3 – Suitable Transport Route

Route Directions 3A 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 3A is shown on Figure 20.

Segment 4

Route 4A (Table 24) 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 is also the approved Project Access Road. Therefore, Route 4A is suitable for the transport of hazardous materials and is the preferred route for the transport of ammonium nitrate 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 ammonium nitrate to the Project are set out in Attachment 6D.

Table 24 Ammonium Nitrate – Segment 4 – Suitable Transport Route

Route Directions 4A 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 4A is shown on Figure 22.

HAL-02-07/1/21/00685139.DOC 47 Cowal Gold Project – Transport of Hazardous Materials Study

4.7 AMMONIUM NITRATE EMULSION

Road transport of ammonium nitrate emulsion within NSW begins at Liddell (approximately 20 km south-east of Muswellbrook) and terminates at the Project.

The road transport route for ammonium nitrate emulsion to the Project has been divided into four segments (Segments 1 to 4) for the purpose of route evaluation. Route evaluations for Segments 1 to 4 are attached to this THMS as Attachments 7A to 7D, respectively. Segments 1 to 4 are described below:

• Segment 1 (Attachment 7A): from the Orica Liddell Manufacturing Facility to the Golden Highway (Denman). • Segment 2 (Attachment 7B): from the Golden Highway (Denman) to the Newell Highway (Dubbo). • Segment 3 (Attachment 7C): from the Newell Highway (Dubbo) to the Newell Highway/Mid Western Highway (West Wyalong). • Segment 4 (Attachment 7D): 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 4, including the identification of suitable transport routes, is provided below. The overall ammonium nitrate emulsion transport route to the Project and suitable transport routes for Segments 1 to 4 are shown on Figures 23 to 25.

Segment 1

Routes 1A and 1B (Table 25) 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). Both routes are assessed as posing a minimal to acceptable level of risk to surrounding people, property and the natural environment. Therefore, Routes 1A and 1B are both suitable for the transport of ammonium nitrate emulsion for Segment 1. However, following risk assessment, there is a minor preference for Route 1B. This route has also been recommended by the Muswellbrook Shire Council and the transport provider for the transport of hazardous materials. The Singleton Shire Council was also consulted and Council’s comments taken into consideration by the THMS. Therefore, Route 1B has been identified as the preferred route for the transport of ammonium nitrate emulsion from the Orica Liddell Manufacturing Facility to the Golden Highway (Denman).

Risk management measures required to be implemented by the material supplier and transport provider for the transport of ammonium nitrate emulsion to the Project are set out in Attachment 7A.

Table 25 Ammonium Nitrate Emulsion – Segment 1 – Suitable Transport Routes

Route Directions 1A From the Orica Liddell Manufacturing Facility on Pikes Gully Road, turn right into the New England Highway and continue until Muswellbrook. On entering Muswellbrook turn left into Sydney Street. Continue along Sydney Street (which becomes Denman Road) and turn right into the Golden Highway approximately 3 km north-east of Denman. 1B From the Orica Liddell Manufacturing Facility on Pikes Gully Road, turn right into the New England Highway and left into Thomas Mitchell Drive before entering Muswellbrook. Continue along Thomas Mitchell Drive and turn left onto Denman Road and right into the Golden Highway approximately 3 km north-east of Denman.

Route 1A and 1B are shown on Figure 24.

HAL-02-07/1/21/00685139.DOC 48 QUEENSLAND

MOREE

WALGETT BOURKE

NARRABRI COFFS HARBOUR ARMIDALE NEW SOUTH WALES

NYNGAN

DUNEDOO DUBBO MUSWELLBROOK

SEGMENT 2 SEGMENT 3 (Route 2A) SINGLETON (Route 3A) South For SEGMENT 1 For SEGMENT 4 detail see Figure 24 NEWCASTLE MOLONG detail see Figure 25 PARKES COWAL BATHURST GOLD

535 PROJECT ML1 Pacific GRENFELL COWRA SYDNEY WEST WYALONG

MIRROOL YOUNG TEMORA WOLLONGONG Ocean GOULBURN NARRANDERA YASS

WAGGA WAGGA A.C.T.

TOCUMWAL ALBURY

LEGEND VICTORIA Route 2(Segment As 2) and 3A (Segment 3)

0 50 100 15 0 Kilometres

Transport of Hazardous Materials Study FIGURE 23 Overall Ammonium Nitrate Emulsion Transport Route and Segments 2 and 3 Suitable Transport Routes HAL-02-07-THMS MR_023C

Road Road

Liddell

Gully Gully

To SingletonTo

Pikes Pikes Antiene Muscle Creek Lake Liddell Grasstree Orica Liddell

Main Northern Railway Manufacturing Facility FIGURE 24 Ammonium Nitrate Emulsion - Segment 1 Routes Suitable Transport Transport of Hazardous Materials Study

New England Highway Plashett Reservoir Muswellbrook

Drive

Thomas Mitchell

Edenglassie River

Edderton Road

Balmoral Corner

Railway Railway

Merriwa Merriwa

Road Road

- -

Roxburgh Roxburgh

Denman Road Road Denman Denman

Muswellbrook Muswellbrook

Golden Highway

Hunter

Mangoola Road Road Mangoola Mangoola 4

Castle Rock

Highway Highway

Golden Golden 2 Kilometres Route A1 Route B1 Route LEGEND Denman

Highway To Dubbo

Golden 0 HAL-02-07-THMS MR_024B HAL-02-07-THMS Burcher Nerang

540 000 E

530 000 E 520 000 E Cowal

6 290 000 N 6 290 000 N

Bogeys Island

Wamboyne Mountain

6 280 000 N Road 6 280 000 N ML1535 Wamboyne Dip COWAL Gazetted GOLD Lake Rail Crossing PROJECT Cowal

Bonehams Wamboyne Road

Wests Lane Lane

Blow Clear Road Road Lake Cowal Blow Clear Bland 6 270 000 N Lonergans Lane 6 270 000 N

Billys Creek Lookout

Sandy Ridge Road

Wilsons Lane Creek

Clear

Bodels

Lane

Road To Forbes 6 260 000 N 6 260 000 N

Wamboyne

Railway

Road

Burcher

Ridge Highway

Newell West Wyalong Clear

6 250 000 N 6 260 000 N LEGEND Lake Cargelligo Route A4 Mid Western 0 2.5 5.0 Highway West Wyalong Kilometres Cootamundra Transport of Hazardous Materials Study oTemoraTo FIGURE 25 Ammonium Nitrate Emulsion - Highway Railway Segment 4 Suitable Transport Route

520 000 E

Newell 530 000 E HAL-02-07-Tk21MR_025C Cowal Gold Project – Transport of Hazardous Materials Study

Segment 2

Route 2A (Table 26) has been identified as the only potential available route for heavy vehicles for Segment 2 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 2A 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 2A was also undertaken and Council comments have been taken into consideration by the THMS. Therefore, Route 2A is suitable for the transport of hazardous materials and is the preferred route for the transport of ammonium nitrate emulsion from the Golden Highway (Denman) to the Newell Highway (Dubbo).

Risk management measures required to be implemented by the material supplier and transport provider for the transport of ammonium nitrate emulsion to the Project are set out in Attachment 7B.

Table 26 Ammonium Nitrate Emulsion – Segment 2 – Suitable Transport Route

Route Directions 2A From the Golden Highway (approximately 3 km north-east of Denman) continue on the highway which intersects the Newell Highway at Dubbo.

Route 2A is shown on Figure 23.

Segment 3

Route 3A (Table 27) has been identified as the only potential available route for heavy vehicles for Segment 3 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 3A 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 3A was also undertaken and Council comments have been taken into consideration by the THMS. Therefore, Route 3A is suitable for the transport of hazardous materials and is the preferred route for the transport of ammonium nitrate emulsion 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 ammonium nitrate emulsion to the Project are set out in Attachment 7C.

Table 27 Ammonium Nitrate Emulsion – Segment 3 – Suitable Transport Route

Route Directions 3A 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 3A is shown on Figure 23.

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Segment 4

Route 4A (Table 28) 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 is also the approved Project Access Road. Therefore, Route 4A is suitable for the transport of hazardous materials and is the preferred route for the transport of ammonium nitrate emulsion 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 ammonium nitrate emulsion to the Project are set out in Attachment 7D.

Table 28 Ammonium Nitrate Emulsion – Segment 4 – Suitable Transport Route

Route Directions 4A 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 4A is shown on Figure 25.

5 INSPECTION AND MONITORING PROCEDURES PRIOR TO TRANSPORT

Barrick is not transporting the hazardous materials subject to this study to the Project. Transport of the materials will be arranged by the contracted supplier of materials. Accordingly, Barrick will not be verifying the integrity of the packaging of the materials prior to transport to the Project.

Barrick, in its supply contracts, requires the relevant suppliers to comply with applicable laws and standards regarding the transport of hazardous materials to the Project.

Relevantly, Part 4 of the Road Transport Reform (Dangerous Goods) Regulations 1997 (Cth) (Road Regulations) sets out duties in respect of packaging, for example:

Consignor's duties

A person must not consign dangerous goods in bulk for transport by road in a bulk container provided by the person if:

(i) the material of which the container is constructed is incompatible with the dangerous goods; or (ii) the container is damaged or defective to the extent that it is not safe to use to transport the goods by road.

A person must not consign dangerous goods in bulk for transport by road in a bulk container provided by someone else if the person knows, or reasonably ought to know, that:

(i) the material of which the container is constructed is incompatible with the dangerous goods; or (ii) the container is damaged or defective to the extent that it is not safe to use to transport the goods by road.

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Loader's duties

A person must not load dangerous goods in bulk for transport by road in a tank if the person knows, or reasonably ought to know, that the tank:

(i) is not an approved tank; or (ii) is used other than in accordance with Chapter 4 of the ADG Code.

Prime contractor's duty

A prime contractor must not transport dangerous goods in bulk by road in a bulk container provided by the prime contractor if:

(i) the material of which the container is constructed is incompatible with the dangerous goods; or (ii) the container is damaged or defective to the extent that it is not safe to use to transport the goods by road.

A prime contractor must not transport dangerous goods in bulk by road in a bulk container provided by someone else if the prime contractor knows, or reasonably ought to know, that:

(i) the material of which the container is constructed is incompatible with the dangerous goods; or (ii) the container is damaged or defective to the extent that it is not safe to use to transport the goods by road.

Driver's duty

A person must not drive a vehicle transporting dangerous goods in bulk by road in a bulk container if the person knows, or reasonably ought to know, that the container is damaged or defective to the extent that it is not safe to use to transport the goods by road.

Refer to Appendix D for definitions of consignor, loader, prime contractor, and other relevant terms.

6 HAZARDOUS MATERIAL TEMPERATURE CONTROL MEASURES

Consent Condition 5.4(b)(i) requires the THMS to outline the measures that will be taken to ensure that the temperature of the materials does not rise above safe levels. There are no known temperature-related hazards of concern that are applicable to sodium cyanide, hydrochloric acid, sulphuric acid, caustic soda, LPG, hydrogen peroxide, ammonium nitrate and ammonium nitrate emulsion as the ambient temperatures anticipated during transport represent safe levels for these materials. Accordingly, no specific measures are required to ensure that the temperature of the hazardous materials subject to this study do not rise above safe levels. Any temperature control requirements of hazardous materials required for the flotation of primary ore will be included in an amended THMS.

As with most Dangerous Goods, there is a greater risk of release if the transport vehicle is involved in an accident with a subsequent fire. In such cases, the risk of propagation is mitigated by the following:

• driver emergency response training and procedures (refer Sections 7 and 8); • fire fighting equipment included on the transport vehicle, as required by the ADG Code; and • coordinated emergency response to control the emergency, including evacuation of non-essential personnel to a safe distance away from the accident scene (refer Sections 7 and 8).

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7 EMERGENCY RESPONSE OUTSIDE OF ML 1535

In the event of a road vehicle transporting dangerous goods being involved in an incident, outside of Mining Lease (ML) 1535, that results in a dangerous situation, emergency response measures will be required to be carried out in accordance with the ADG Code and Cth Road Transport Reform (Dangerous Goods) Regulations 1997. A dangerous situation means a situation involving the transport of dangerous goods by road that is causing or likely to cause imminent risk of death or injury to a person, or harm to the environment or to property.

Key sections of the ADG Code (Chapter 11.2 and Chapter 14) and Road Regulations (Part 14) that relate to emergencies are provided in Appendix C.

Section 7.1 provides an overview of the issues and responsibilities of the driver of a road vehicle, the prime contractor and the consignor in the event of an emergency. Section 7.2 summarises emergency communication/notification, while Section 7.3 outlines liaison with organisations and state emergency services during an emergency. Sections 7.4 and 7.5 describe the terms ‘emergency information’ and ‘emergency plan’, respectively. Section 7.6 describes hazardous material spill clean up procedures and Section 7.7 outlines the training of clean up teams.

7.1 RESPONSIBILITIES IN THE EVENT OF AN EMERGENCY

Chapter 14 (Section 14.1.1) of the ADG Code and Part 14 of the Road Regulations set out the responsibilities of a driver, a prime contractor and consignor in respect of a road vehicle transporting dangerous goods in an emergency, as follows:

General responsibilities of the driver of a road vehicle in an emergency

Clause 14.1 to the Regulation sets out the duties of a driver in the event that a vehicle is involved in a dangerous situation. … (2) The driver of the vehicle must: (a) notify the police or fire service of the incident as soon as practicable; and (b) notify the prime contractor of the incident as soon as practicable; and (c) provide the reasonable assistance required by an authorised officer, or an officer of an emergency service, to deal with the situation.

In addition, the ADG Code places the following duties on a driver in an emergency (Clause14.1.1):

The driver of such a vehicle should also take all safe and practicable steps: (a) to carry out any emergency procedures recommended in the emergency information; and (b) carry out the procedures set out in any emergency plan; and (c) if there has been an escape of flammable dangerous goods – to prevent other vehicles, other dangerous goods and any source of ignition from coming within 15 metres of the driver’s vehicle, or, if a greater distance is specified in emergency information relating to the flammable dangerous goods, that distance; and (d) to warn or cause to be warned any person in the vicinity who may be at risk; and (e) to prevent or minimise the escape of the dangerous goods and their entry into drains, sewers or natural watercourses.

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Drivers are also required to inform the Competent Authority. Clause 14.3 requires drivers (and prime contractors) to inform a Competent Authority in the event that a vehicle transporting dangerous goods by road is involved in an incident resulting in a dangerous situation: …

(3) As soon as practicable after the incident, the person must tell the Competent Authority about the incident, and provide details of: (a) where the incident happened; and (b) the time and date of the incident; and (c) the nature of the incident; and (d) the dangerous goods being transported when the incident happened. (4) Not later than 21 days after the day when the incident happens, the person must give the Competent Authority a written report about the incident. (5) The report must provide details of: (a) where the incident happened; and (b) the time and date of the incident; and (c) the nature of the incident; and (d) what the person believes to be the likely cause of the incident; and (e) the dangerous goods being transported when the incident happened; and (f) the measures taken to control any leak, spill or accidental escape of dangerous goods, and any fire or explosion, arising out of the incident; and (g) the measures taken after the incident in relation to the dangerous goods involved in the incident.

General responsibilities on the Consignor

Part 14 (Division 2, Section 14.6) of the Road Regulations sets out the consignor’s duties in the event that a vehicle transporting a placard load of dangerous goods by road is involved in an incident resulting in a dangerous situation:

(2) As soon as practicable after being asked by an authorised officer or an officer of an emergency service, the consignor of the goods must: (a) give the officer the information that the officer requires about: (i) the properties of the dangerous goods being transported; and (ii) safe methods of handling the goods; and (iii) safe methods of containing and controlling the goods in a dangerous situation; and (b) provide the equipment and other resources necessary: (i) to control the dangerous situation; and (ii) to contain, control, recover and dispose of dangerous goods that have leaked, spilled or accidentally escaped.

(3) If the prime contractor and the consignor of the goods are asked to give the same information or provide the same resources for the incident, it is sufficient if the prime contractor gives the information or provides the resources.

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General responsibilities on the Prime Contractor

Part 14 of the Road Regulations sets out the prime contractor’s duties.

Clause 14.3 requires prime contractors (and drivers) to inform a Competent Authority in the event that a vehicle transporting dangerous goods by road is involved in an incident resulting in a dangerous situation: … (3) As soon as practicable after the incident, the person must tell the Competent Authority about the incident, and provide details of: (a) where the incident happened; and (b) the time and date of the incident; and (c) the nature of the incident; and (d) the dangerous goods being transported when the incident happened. (4) Not later than 21 days after the day when the incident happens, the person must give the Competent Authority a written report about the incident. (5) The report must provide details of: (a) where the incident happened; and (b) the time and date of the incident; and (c) the nature of the incident; and (d) what the person believes to be the likely cause of the incident; and (e) the dangerous goods being transported when the incident happened; and (f) the measures taken to control any leak, spill or accidental escape of dangerous goods, and any fire or explosion, arising out of the incident; and (g) the measures taken after the incident in relation to the dangerous goods involved in the incident.

Clause 14.7 requires prime contractors to provide information and resources in the event that a vehicle transporting a placard load of dangerous goods by road is involved in an incident resulting in a dangerous situation: …

(2) As soon as practicable after being asked by an authorised officer or an officer of an emergency service, the prime contractor must: (a) give the officer the information that the officer requires about: (i) the vehicle’s construction and properties; and (ii) the vehicle’s equipment, except any bulk container for which the prime contractor is not responsible; and (b) provide the equipment and other resources necessary: (i) to control the dangerous situation; and (ii) to recover a vehicle involved in the situation or its equipment.

(3) If the prime contractor and the consignor of the goods are asked to give the same information or provide the same resources for the incident, it is sufficient if the consignor gives the information or provides the resources.

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7.2 COMMUNICATION/NOTIFICATION OF EMERGENCY

As set out in Section 7.1 above, the driver of a road vehicle transporting dangerous goods must notify the police or fire brigade of an incident that occurs outside of ML 1535 and which results in a dangerous situation as soon as practicable. The driver must also notify the prime contractor as soon as practicable and warn people in the area who may be at risk. The Competent Authority must also be advised of the incident as soon as practicable (refer Section 11.2 of the THMS).

In accordance with Chapter 11 of the ADG Code, an Emergency Information Holder on the road vehicle is required to provide the public with emergency response information (including relevant contact details) should the driver be unable to respond to the emergency.

A telephone advisory service is required to be made available for the transport of dangerous goods in bulk by road in accordance with Section 14.4 of the Road Regulations, which states:

(1) In this regulation: journey means the transport by road of dangerous goods from where the goods are consigned to where the goods are delivered to the consignee. telephone advisory service, for the transport of dangerous goods, means a service providing access by telephone to persons competent to give advice about: (a) the construction and properties of the containers in which the dangerous goods are being transported; and (b) the use of equipment on vehicles on which the dangerous goods are being transported; and (c) the properties of the dangerous goods; and (d) methods of safely handling the dangerous goods; and (e) methods of safely containing and controlling the dangerous goods in a dangerous situation. (2) A prime contractor must not transport dangerous goods in bulk by road unless a telephone advisory service is available during the journey. (3) A person must not consign dangerous goods in bulk for transport by road unless a telephone advisory service is available during the journey. (4) A telephone advisory service may be provided by the prime contractor or consignor, or someone else for the prime contractor or consignor.

The service is to be provided by the prime contractor or consignor (or someone else for the prime contractor or consignor).

7.3 LIAISON WITH ORGANISATIONS AND STATE EMERGENCY SERVICES

As set out in Section 7.1 above, in the event of an emergency outside of ML 1535:

• the driver is required to provide assistance and information to the attending emergency services in accordance with Section 14.1.1 of the ADG Code and Part 14 of the Road Regulations; and

• the prime contractor or consignor is required to provide information, equipment and resources requested by the emergency services in accordance with Part 14 of the Road Regulations.

The attending emergency services will liaise with other organisations/authorities as appropriate (e.g. the District Emergency Management Coordinator [and Committee], Local Emergency Management Committee[s] and other emergency services).

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7.4 EMERGENCY INFORMATION

As described in Section 7.1 of this study, the driver of a road vehicle in an emergency is required to take all safe and practicable steps to carry out any Emergency Procedures recommended in the emergency information.

Emergency Information Requirements are set out in Division 2 of Part II of the Road Regulations. The Consignor, Prime Contractor and the Driver each have duties in respect of emergency information.

Consignor’s duty A person must not consign a placard load of dangerous goods for transport by road on a vehicle if the person knows, or reasonably ought to know, that the required emergency information is not on the vehicle.

Prime contractor’s duties A prime contractor must not use a vehicle to transport a placard load of dangerous goods by road unless: (a) the vehicle is equipped with an emergency information holder complying with Chapter 11 of the ADG Code; and (b) the required emergency information is in the holder.

Driver’s duties A person must not drive a vehicle transporting a placard load of dangerous goods by road unless: (a) the vehicle is equipped with an emergency information holder complying with Chapter 11 of the ADG Code; and (b) the required emergency information provided by the consignor of the goods, or by the prime contractor for the transport of the goods, is in the holder.

The driver of a vehicle transporting a placard load of dangerous goods by road must ensure that the vehicle’s emergency information holder contains only: (a) the required emergency information; and (b) the shipping documentation for the goods.

The driver of a vehicle transporting a placard load of dangerous goods by road must produce the required emergency information for inspection by an authorised officer, or an officer of an emergency service, if the officer asks the driver to produce the information for inspection. Penalty: $1,000

Required Emergency Information is defined as emergency information complying with Chapter 11 of the ADG Code or emergency information that is approved by a Competent Authority.

Chapter 11 (Division 11.2) of the ADG Code states that emergency information, in relation to dangerous goods transported on a vehicle, means:

(a) the Dangerous Goods – Initial Emergency Response Guide; or (b) an emergency procedure guide for the dangerous goods transported on the vehicle and the emergency procedure guide in relation to vehicle fire.

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Dangerous Goods – Initial Emergency Response Guide

The HB 76-2004 Dangerous Goods – Initial Emergency Response Guide produced by Standards Australia provides emergency response information for dealing with accidents, spills, leaks or fires involving dangerous goods (including the materials relevant to this study), as well as information on hazards, protective clothing and emergency procedures.

Emergency Procedure Guide

In accordance with the ADG Code, an emergency procedure guide, in relation to particular dangerous goods, is a guide outlining procedures to be taken in the event of an emergency involving the goods which is either:

• in the form, or substantially in the form, of an emergency procedure guide for the goods published by Standards Australia; or • in a form approved by a Competent Authority in relation to goods of that kind.

In accordance with the ADG Code, an emergency procedure guide, in relation to vehicle fire, is a guide outlining procedures to be taken in the event of a fire on a road vehicle which is either:

• in the form, or substantially in the form, of the emergency procedure guide for vehicle fire published by Standards Australia; or • in a form approved by a Competent Authority.

The following emergency procedure guides produced by Standards Australia are of relevance to this study:

• AS 1678.0.0.001-2004 – Emergency Procedure Guide – Transport - Vehicle Fire; • AS 1678.8A1-2004 - Emergency Procedure Guide – Transport - Group Text EPGs for Class 8 Substances – Corrosive Substances; • AS 1678.2.1.001-2003 - Emergency Procedure Guide – Transport - Liquefied Petroleum Gas (LP Gas); • AS 1678.5.1.002-1998 - Emergency Procedure Guide – Transport - Ammonium Nitrate; • AS 1678.5.1.005-2003 - Emergency Procedure Guide – Transport - Hydrogen Peroxide, Aqueous Solution; • AS 1678.6.0.002-1998 - Emergency Procedure Guide – Transport - Sodium Cyanide Potassium Cyanide; and • AS 1678.8.0.001-2003 - Emergency Procedure Guide – Transport - Hydrochloric Acid.

7.5 EMERGENCY PLAN

As described in Section 7.1 of this study, the driver of a road vehicle in an emergency (if not incapacitated) is required to take all safe and practicable steps to carry out the procedures set out in any emergency plan.

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Section 14.5 of the Road Regulations defines emergency plans as follows:

“emergency plan”, for the transport of a placard load of dangerous goods by road, means a written plan, for dealing with any dangerous situation arising from the transport of the goods, that is prepared having regard to any guidelines approved by the Ministerial Council. and states: … (2) A prime contractor must not transport a placard load of dangerous goods by road unless the prime contractor has an emergency plan for the transport of the goods. (3) A person must not consign a placard load of dangerous goods for transport by road unless the person has an emergency plan for the transport of the goods.

In accordance with Clause 14.5 of the Road Regulations, a placard load of dangerous goods by road must not be consigned or transported unless the person has an emergency plan for the transport of the goods. A Transport Emergency Response Plan prepares for the unexpected by identifying response mechanisms to a variety of potential crises arising from the transport of dangerous goods (Commonwealth of Australia, 2003). It outlines the necessary resources, personnel, and logistics which allow for a prompt, coordinated, and rational approach to a transport incident (Commonwealth of Australia, 2003).

As described in the Guidelines for the Preparation of a Transport Emergency Response Plan (Commonwealth of Australia, 2003), the objectives of a Transport Emergency Response Plan are to:

• minimise any adverse effects on people, damage to property or harm to the environment in a transport emergency; • facilitate a rapid and effective emergency response and recovery; • provide assistance to emergency and security services; and • communicate vital information to all relevant persons involved in the transport emergency (both internal personnel and external agencies) with a minimum of delay.

7.6 HAZARDOUS MATERIAL SPILL CLEAN UP PROCEDURES

In the event of a hazardous material spill, the driver, prime contractor and consignor are required to respond to the emergency and liaise with organisations/emergency services in accordance with the ADG Code and Road Regulations (as described in Sections 7.1 to 7.5 above). Clean up procedures would be under the control of the attending emergency services (e.g. the NSW Fire Brigade or NSW Police).

7.7 TRAINING OF CLEAN UP TEAMS

Emergency services train their own personnel in hazardous material spill clean up procedures. As described in Section 7.1, the prime contractor and consignor of each hazardous material are required to be available to provide assistance to the emergency service clean up teams.

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8 EMERGENCY RESPONSE WITHIN ML 1535

8.1 COMMUNICATION/NOTIFICATION OF EMERGENCY

In accordance with the Cowal Gold Mine Emergency Response Plan, in the event a road vehicle transporting dangerous goods is involved in an emergency within ML 1535, the driver (or the person who discovered the incident) must notify the Emergency Response Officer (e.g. via radio or telephone). The Emergency Response Officer will advise the Emergency Services Coordinator of the situation. In accordance with the Cowal Gold Mine Emergency Response Plan, the Emergency Services Coordinator will confirm the emergency, ascertain the scale of the emergency and determine the appropriate actions to take. The Emergency Response Team, under the command of the Emergency Controller2, will immediately assume defined roles for handling the emergency.

The Cowal Gold Mine Emergency Response Plan requires that emergency services be called to the site immediately once the emergency is declared as a Level A3 emergency.

In the event of an emergency, where the consequential impact endangers the lives and/or property of neighbours, neighbours must be advised about the nature of the emergency and what actions to take in accordance with the Cowal Gold Mine Emergency Response Plan.

Further incident notification and reporting requirements are described in Section 11.2 of this study.

8.2 LIAISON WITH ORGANISATIONS AND EMERGENCY SERVICES

In accordance with the Cowal Gold Mine Emergency Response Plan, emergency services will be called to the site immediately once the emergency is declared as a Level A emergency. When the emergency services (e.g. Fire Brigade, Police, Ambulance, Rural Fire Service or State Emergency Service) arrive on site, the Emergency Controller should hand over responsibility for directing emergency operations to the emergency services. Accordingly, the external Emergency Services Controller should become the overriding authority. When hand over is made, the Emergency Controller will liaise closely with the external Emergency Services Controller, providing advice and directing company personnel as required. In the event of a Level A emergency, the attending emergency services would liaise with other organisations/authorities as appropriate (e.g. the District Emergency Management Coordinator [and Committee], Local Emergency Management Committee[s] and other emergency services).

If emergency response includes actions for nearby residential areas, the Emergency Controller will liaise with the Police attending the emergency and provide information to allow the Police to decide upon the appropriate actions.

Incident notification and reporting requirements are described in Section 11.2 of this study.

2 In accordance with the Cowal Gold Mine Emergency Response Plan, the Emergency Controller for the site is the Emergency Services Coordinator. 3 In accordance with the Cowal Gold Mine Emergency Response Plan, a Level A emergency is classified as follows: Level A – External Alert where effects may spread and impact on the people, property or the environment outside the site or cannot be contained by site resources.

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8.3 HAZARDOUS MATERIAL SPILL CLEAN UP PROCEDURES

In accordance with the Cowal Gold Mine Hazardous Waste and Chemical Management Plan, any spills of hazardous materials within ML 1535 will be classified as minor, major or emergency. The requirement for notification of Departmental Managers, Environmental Manager or Safety Coordinator will be determined by the spill classification. Spill clean up procedures would either be under the control of Barrick or in the event of a Level A emergency, under the control of Barrick or the attending emergency services. Barrick will clean up hazardous material spills in accordance with the procedures contained in the Hazardous Waste and Chemical Management Plan (refer Section 7.2 of the Hazardous Waste and Chemical Management Plan).

8.4 TRAINING OF CLEAN UP TEAMS

All Barrick employees and contractors will be trained in general emergency spill response.

Barrick will also train personnel in hazardous material clean up procedures. The Barrick Emergency Response Team will be trained in a number of aspects including:

• response to hazardous materials; • gases and gas detection; • clean up and disposal of hazardous materials; • decontamination procedures; • Self Contained Breathing Apparatus; • use and maintenance of splash suits; and • use and maintenance of gas tight, fully encapsulated suits.

Regular simulated exercises will be performed to check the efficacy of site emergency response.

Emergency services train their own personnel in hazardous material spill clean up procedures.

9 HAZARD AUDIT

In accordance with Consent Condition 5.4(e), 12 months after the commencement of operations of the development or within such further period as the Director-General may agree, Barrick will carry out a comprehensive hazard audit of the development and submit a report of the audit to the Director- General.

The audit will be carried out at Barrick’s expense by a duly qualified independent person or team approved by the Director-General prior to commencement of the audit. Further audits shall be carried out every three years or as determined by the Director-General and a report of each audit will be submitted to the Director-General within a month of the audit. Hazard audits will be carried out in accordance with the Department’s Hazardous Industry Planning Advisory Paper No. 5, “Hazard Audit Guidelines”.

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10 ONGOING STAKEHOLDER CONSULTATION

10.1 COMMUNITY ENVIRONMENTAL MONITORING AND CONSULTATIVE COMMITTEE

A CEMCC has been set up for the Project in accordance with Consent Condition 8.7. The condition is reproduced below:

8.7 Community Consultative Committee

Community Environmental Monitoring and Consultative Committee (CEMCC)

The Applicant shall:

(i) establish a Community Environmental Monitoring and Consultative Committee and ensure that the first meeting is held before the commencement of construction works. Selection of representatives shall be agreed by the Director-General and the appointment of an independent Chairperson shall be to the satisfaction of the Director-General in consultation with the Applicant and BSC. The Committee shall comprise two (2) representatives of the Applicant (including the Environmental Officer), one (1) representative of BSC, one (1) representative of the Lake Cowal Environmental Trust (but not a Trust representative of the Applicant), four community representatives (including one member of the Lake Cowal Landholders Association), to monitor compliance with conditions of this consent and other matters relevant to the operation of the mine during the term of the consent.

Representatives from relevant government agencies (including DUAP) may be invited to attend meetings as required by the Chairperson. The Committee may make comments and recommendations about the implementation of the development and environmental management plans. The Applicant shall ensure that the Committee has access to the necessary plans for such purposes. The Applicant shall consider the recommendations and comments of the Committee and provide a response to the Committee and Director-General.

(ii) The Applicant shall, at its own expense: a) nominate two (2) representatives to attend all meetings of the Committee; b) provide to the Committee regular information on the progress of work and monitoring results; c) promptly provide to the Committee such other information as the Chair of the Committee may reasonably request concerning the environmental performance of the development; d) provide access for site inspections by the Committee; e) provide meeting facilities for the Committee, and take minutes of Committee meetings. These minutes shall be available for public inspection at BSC within 14 days of the meeting.

(iii) The Applicant shall establish a trust fund to be managed by the Chair of the Committee to facilitate the functioning of the Committee, and pay $2000 per annum to the fund for the duration of gold processing operations. The annual payment shall be indexed according to the Consumer Price Index (CPI) at the time of payment. The first payment shall be made by the date of the first Committee meeting. The Applicant shall also contribute to the Trust Fund reasonable funds for payment of the independent Chairperson, to the satisfaction of the Director-General.

(ix) By year 5 of mining operations the Applicant shall, in consultation with CEMCC, identify and discuss post mining issues, particularly in relation to reduced employment and consequent impacts on West Wyalong, and develop a plan for the phase out of the mine workforce. The plan will be reviewed during the year of mining operations following the scale down of the year 8 mining operation workforce. The impacts of the year 8 scale down shall be monitored by the Applicant and results used in planning for full mine closure.

(x) The Applicant shall, in consultation with the CEMCC, develop appropriate strategies to support activities which promote special interest tourism related to the co-existence of mining and the Lake Cowal environment.

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The CEMCC comprises representatives of Bland Shire Council, Lake Cowal Environmental Foundation, two Barrick representatives and four community representatives including one from the Lake Cowal Landholders Association.

The CEMCC provides an opportunity for members of the community to attend CEMCC meetings to discuss specific issues relevant to them, including any concerns relating to the transport of hazardous materials. A landholder can make a request to the CEMCC regarding a particular issue, or the landowner can register a complaint in the complaints register. Landowners who register complaints will be invited to join in discussion of the issue at the next CEMCC meeting.

10.2 COMPLAINTS REGISTER AND RECORDS

10.2.1 Complaints Register

A process for the handling of complaints is provided below in accordance with the requirements of Project consent conditions and to facilitate prompt and comprehensive responses to any community concerns.

A complaints register will be maintained by the Environmental Manager in accordance with Consent Condition 10.1(a). The condition is reproduced below:

10.1 Community Consultation (including Aboriginal community)

(a) Complaints

The Environmental Officer (refer condition 3.1) shall be responsible: (i) for receiving complaints with respect to construction works and mine operations on a dedicated and publicly advertised telephone line, 24 hours per day 7 days per week, entering complaints or comments in an up to date log book, and ensuring that a response is provided to the complainant within 24 hours; and (ii) providing a report of complaints received every six months throughout the life of the project to the Director-General, BSC, EPA, DMR, and CEMCC, or as otherwise agreed by the Director-General. A summary of this report shall be included in the AEMR (condition 9.2(a)).

Information recorded in the complaints register with respect to each complaint will include:

• date of complaint; • name, address and telephone number of complainant; • nature of complaint; and • response action taken to date.

A community complaints line was established on 9 December 2003 and operates 24 hours per day. On 12 and 16 December 2003, Barrick notified the public of the complaints line telephone number and how to make a complaint. Complaints and/or concerns can be made by dialling (02) 6975 3454 where an operator advises the caller that they have reached the Project Complaints Line. The operator requests the caller’s name, the nature of their complaint/concern, and a phone number where the caller can be reached. The information is logged along with the date and time that the call was made. A record of each call is immediately forwarded to the Project Environmental Department. Upon receiving a complaint and/or concern the Environmental Officer prepares a response. The caller is contacted within 24 hours of the complaint being made, and notified of any action taken or proposed by Barrick.

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11 REPORTING

11.1 COMPLIANCE REPORTING

In accordance with Consent Condition 5.4(c), one month prior to commencement of operation of the plant, Barrick must submit to the Director-General, a compliance report detailing compliance with conditions 5.4(a) and 5.4(b) including:

(i) dates of study submission, approval, commencement of construction and commissioning; (ii) actions taken or proposed, to implement recommendations made in studies; and (iii) responses to each requirement imposed by the Director-General under condition 5.4(f).

In accordance with Consent Condition 5.4(f), Barrick will comply with all reasonable requirements of the Director-General in respect of the implementation of any measures arising from the approvals given in respect of conditions 5.4(a) – 5.4(e), within such time as the Director-General may agree.

11.2 INCIDENT REPORTING

In accordance with Consent Condition 5.4(d), ‘within 24 hours or the next working day of any incident or potential incident with actual or potential significant off-site impacts on people, or the biophysical environment (including wildlife), a report shall be supplied to the Director-General outlining the basic facts and mitigation measures undertaken at the time. A further detailed report shall be prepared and submitted following investigations of the causes and identification of necessary additional preventative measures. The report must be submitted to the Director-General no later than 14 days after the incident or potential accident’ and include the following information:

• location of the incident; • person’s name and contact number who discovered the incident; • the best estimate of the time the incident occurred; • the time the person reporting the incident and/or the organisation/company they represent became aware of the incident; • a description of the incident; • the suspected cause of the incident; • the environmental harm or environmental nuisance caused, threatened or suspected to be caused by the incident; and • actions taken to prevent further similar incidents and mitigate any environmental harm or environmental nuisance caused by the incident.

In accordance with Consent Condition 5.4(d), Barrick ‘will maintain a register of such accidents, incidents, and potential incidents. The register shall be made available for inspection at any time by the independent hazard auditor and the Director-General’.

In accordance with EPL 11912, Barrick will notify the EPA of incidents causing or threatening material harm to the environment as soon as practicable. Barrick will provide written details of the notification to the EPA within seven days of the date on which the incident occurred.

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In the event a vehicle transporting dangerous goods by road is involved in an incident resulting in a dangerous situation, the incident will be reported to the Competent Authority in accordance with Section 14.3 of the Road Regulations. Section 14.3 of the Road Regulations states:

Prime contractors and drivers to inform Competent Authority

14.3 (1) This regulation applies if a vehicle transporting dangerous goods by road is involved in an incident resulting in a dangerous situation.

(2) The prime contractor and the driver of the vehicle must each comply with subregulations (3) to (5).

(3) As soon as practicable after the incident, the person must tell the Competent Authority about the incident, and provide details of: (a) where the incident happened; and (b) the time and date of the incident; and (c) the nature of the incident; and (d) the dangerous goods being transported when the incident happened.

(4) Not later than 21 days after the day when the incident happens, the person must give the Competent Authority a written report about the incident.

(5) The report must provide details of (a) where the incident happened; and (b) the time and date of the incident; and (c) the nature of the incident; and (d) what the person believes to be the likely cause of the incident; and (e) the dangerous goods being transported when the incident happened; and (f) the measures taken to control any leak, spill or accidental escape of dangerous goods, and any fire or explosion, arising out of the incident; and (g) the measures taken after the incident in relation to the dangerous goods involved in the incident.

In accordance with Section 14.3 of the Road Regulations, the Competent Authority will be notified and provided with a written report if a vehicle transporting dangerous goods by road is involved in an incident resulting in a dangerous situation.

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12 REFERENCES

Barrick Australia Ltd (2003a) Cowal Gold Project Hazardous Waste and Chemical Management Plan.

Barrick Australia Limited (2003b) Cowal Gold Project Traffic Noise Management Plan.

Barrick Australia Ltd (2005a) Cowal Gold Project Cyanide Management Plan.

Barrick Australia Ltd (2005b) Cowal Gold Project Emergency Response Plan.

Barrick Australia Ltd (2005c) Cowal Gold Project Safety Management System.

Commonwealth of Australia (2003) Guidelines for the Preparation of a Transport Emergency Response Plan.

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

Pinnacle Risk Management Pty Ltd (2004a) HAZOP Study Report Cowal Gold Project, NSW. Report prepared for Barrick Australia Limited.

Pinnacle Risk Management Pty Ltd (2004b) Final Hazard Analysis Cowal Gold Project, NSW. Report prepared for Barrick Australia Limited.

Pinnacle Risk Management Pty Ltd (2005a) Supplementary HAZOP Study Report Cowal Gold Project, NSW. Report prepared for Barrick Australia Limited.

Pinnacle Risk Management Pty Ltd (2005b) Fire Safety Study Cowal Gold Project, NSW. Report prepared for Barrick Australia Limited.

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

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

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.

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APPENDIX A

LEGISLATIVE REGIME

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The following sections identify major requirements in the areas of dangerous goods, pollution and mining which may be of relevance to the transport of hazardous materials to and from the Project.

Transport of Dangerous Goods Laws

Road Transport Reform (Dangerous Goods) Act 1995 (Commonwealth)

The purpose of the Commonwealth Road Transport Reform (Dangerous Goods) Act 1995 is to regulate the transport of dangerous goods by road in the Australian Capital Territory and the Jervis Bay Territory in order to promote public safety and protect property and the environment. It was intended that:

• the States and the Northern Territory adopt section 6 and Parts 3, 4, 5 and 6 of this Act and the regulations in accordance with the agreements scheduled to the National Road Transport Commission Act 1991 as part of the uniform national road transport legislation envisaged by that Act; and • when so adopted, those provisions of this Act and the regulations constitute the primary law of the States and the Northern Territory in relation to the transport of dangerous goods by road.

Road Transport Reform (Dangerous Goods) Regulations 1997 (Commonwealth)

The main objects of these Regulations are:

• to reduce as far as practicable the risks of personal injury, property damage and environmental harm arising from the transport of dangerous goods by road; • to give effect to the standards, requirements and procedures of the Australian Code for the Transport of Dangerous Goods by Road and Rail 1999 so far as they apply to the transport of dangerous goods by road; and • to promote consistency between the standards, requirements and procedures applying to the transport of dangerous goods by road and by other modes of transport.

Australian Code for the Transport of Dangerous Goods by Road and Rail (Sixth Edition) 1998 (Commonwealth)

Volume 1 of the Australian Code for the Transport of Dangerous Goods by Road and Rail 1998 (ADG Code) classifies dangerous goods into Classes based on their various properties. Volume 2 lists the goods that are specified as “dangerous goods”. Packaging requirements and standards, design and maintenance of bulk containers for transport and marking and placarding of transport vessels and vehicles are all provided in detail in Volume 1.

Carriers of dangerous or hazardous loads are required to be appropriately licensed and to conduct all transport procedures in accordance with the provisions of the ADG Code. Documentation requirements, safety equipment and emergency responses and guidelines are also covered in detail.

Road and Rail Transport (Dangerous Goods) Act 1997 (NSW)

This Act regulates the transport of dangerous goods (other than explosives) by road and rail as part of a national scheme for road transport. It enables the making of regulations in relation to all aspects of the transportation of dangerous goods, including importing, loading, consigning, marking and placarding of goods and driving of vehicles. It creates a number of offences, including the offence of failing to ensure, as far as practicable, that dangerous goods are transported in a safe manner.

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Road and Rail Transport (Dangerous Goods) (Road) Regulation 1998 (NSW)

This Regulation applies the Commonwealth Road Transport Reform (Dangerous Goods) Regulations as law in NSW, subject to minor modifications. The Regulations establish a system of licences and standards for the transport of dangerous goods by road and also apply the ADG Code to such transport.

Road Transport (Safety and Traffic Management) Act 1999 (NSW)

Part 5, Division 2 of the Road Transport (Safety and Traffic Management) Act 1999 requires:

• vehicles to be fitted with a monitoring device in working order; • the preservation of a vehicle movement record for each journey; • the vehicle movement record to be carried by the driver; and • the monitoring device and relevant records be available for inspection.

Road Transport (Safety and Traffic Management) (Road Rules) Regulation 1999 (NSW)

Clause 59 of the Road Transport (Safety and Traffic Management) (Road Rules) Regulation 1999 states:

(2) A person must not use, or cause, permit or allow the use of, a dangerous goods transporter on or in any prohibited area: (a) on any day or during any period specified in Schedule 2, or (b) at any time where no such day or period is specified.

A "prohibited area" means: (a) any road, or part of a road, specified or described in Schedule 2, or (b) any tunnel or part of a tunnel, specified or described in Schedule 2.

Schedule 2 of the Road Transport (Safety and Traffic Management) (Road Rules) Regulation 1999 specifies the following roads and tunnels:

• The tunnel on the Cahill Expressway beneath the Royal Botanic Gardens. • The tunnel connecting the Cahill Expressway with Bradfield Highway. • Bradfield Highway between the hours of 7 am and 9.30 am Monday to Saturday both days inclusive and between the hours of 4 pm and 6.30 pm Monday to Friday both days inclusive. • The tunnel on General Holmes Drive beneath the extension of the north-south runway of Kingsford Smith Airport. • The tunnel on Main Road Number 173 between Victoria Street and the extension of Kellett Avenue, Kings Cross. • The Sydney Harbour Tunnel. • The tunnel on the M2 Motorway beneath Norfolk Road at North Epping. • The Eastern Distributor from the Art Gallery Road bridge, Woolloomooloo to Link Road, Zetland including the Anzac Parade and Moore Park Road branches. • The tunnels on the M5 Motorway between Bexley Road, Bexley North, and General Holmes Drive, Kyeemagh.

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• The Cross City Tunnels between Harbour Street, Darling Harbour and Ward Avenue, Kings Cross, and between Ward Avenue, Kings Cross and Sir John Young Crescent, Woolloomooloo.

Explosives Act 2003 (NSW)

On 1 September 2005 the NSW Dangerous Goods Act 1975 and Dangerous Goods (General) Regulation 1999 was repealed and the Explosives Act 2003 and the supporting Explosives Regulation 2005 commenced. The changes mean that explosives and security sensitive dangerous substances are regulated by the Explosives Act 2003 and the Explosives Regulation 2005. The new regulatory framework requires stricter security for explosives and concentrated ammonium nitrate.

The Explosives Act 2003 regulates the handling and conveyance of explosives and explosive precursors. Under this Act:

• a licence may be required to handle explosives and explosive precursors; • a person conveying an explosive must at all times take all precautions that are necessary to prevent access to the explosive by persons not lawfully entitled to have access to the explosive; and • a person must not negligently handle any explosives in such a manner to endanger life, cause injury to any person or damage property.

Explosives Regulation 2005 (NSW)

The Explosives Regulation 2005 is made under the Explosives Act 2003 and deals with the following:

(a) a register of authorised and prohibited explosives (Part 2); (b) the classification of explosives (Part 3); (c) matters relating to licences under the Explosives Act 2003 including the types of licences, requirements for obtaining licences, certain prescribed licence conditions and certain exemptions from the requirement to have a licence (Part 4); (d) specific control measures relating to the handling of explosives (Part 5); and (e) matters of a savings, transitional or administrative nature (Parts 1 and 6).

Pollution Laws

Protection of the Environment Operations Act 1997 (NSW)

This Act creates a number of offences relevant to the transport of hazardous materials, including:

• the wilful or negligent disposal of waste in a manner that harms or is likely to harm the environment; • the wilful or negligent causing of a substance to leak, spill or otherwise escape in a manner that harms or is likely to harm the environment; • the unlawful transporting of waste; • the pollution of waters; and • the new offence of land pollution (not commenced).

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Mining Laws

Mines Inspection General Rule 2000 (NSW)

This Rule requires the general manager of a mine to keep records and have systems to manage document use.

General duties and obligations relevant to this THMS include the following:

• A person who uses, handles, stores, produces, transports or disposes of a hazardous substance at a mine must do so in a manner that does not tend to injure, or threaten the safety and health of, any person. (Clause 53(1)).

• The general manager of a mine must ensure that the mine personnel have: (a) adequate information and training in dealing with hazardous substances, including instruction in the safe handling of hazardous substances, training to understand material safety data sheets; and (b) sufficient conveniently stored equipment to respond to a spillage, poisoning or other emergency involving hazardous substances (Clause 53(2)).

• The general manager of a mine must ensure: (a) that risk assessments are carried out for all hazardous substances used in the mine; and (b) that adequate controls are put in place to minimise exposure of persons to hazardous substances used in the mine (Clause 53(4)).

• A person must not: (a) manufacture a hazardous chemical at a mine; or (b) use a hazardous chemical at a mine; or (c) supply a hazardous chemical to any other person for use at a mine, unless the proposed manufacture, use or supply of that particular chemical is consistent with any procedures that are set out in relation to that chemical in a code of practice approved by the Minister from time to time (Clause 58(1)). • … the general manager of a mine must ensure that: (a) hazardous chemicals are handled and transported safely at the mine; and (b) persons working at the mine who are exposed to hazardous chemicals and the working environment of such persons, are monitored and that records are kept of such exposure and monitoring; and (c) the number of persons working at the mine exposed to hazardous chemicals and the degree of exposure is reduced to the minimum compatible with safety (Clause 58(2)).

Specifically Clause 55(2) of the Mines Inspection General Rule, 2000 requires that:

“The general manager of a mine must keep or cause to be kept an accessible and up-to-date register of all hazardous substances at the mine that is consistent with any procedures that are set out in codes of practice approved by the Minister from time to time.

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APPENDIX B

CODES OF PRACTICE, AUSTRALIAN STANDARDS AND OTHER GUIDELINES

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CODES OF PRACTICE

Codes of practices relevant to the transport of hazardous materials to and from the Project include those summarised below.

National Model Regulations for the Control of Workplace Hazardous Substances (NOHSC:1005 [1994])

The National Model Regulations apply to all workplaces in which hazardous substances are used or produced, and to all persons with potential exposure to hazardous substances in those workplaces. The two principal components of the regulations are:

• information provisions - which address the delivery of specific information, for example, labels and MSDSs, that the supplier of a workplace hazardous substance has to provide through the employer to employees. These provisions ensure that employee representatives, relevant public authorities and emergency services are also provided with access to relevant information; and • assessment and control provisions - which require employers to identify hazardous substances in the workplace, make an assessment of those hazards, which arise out of the work activity and then take appropriate control action.

The National Model Regulations require employers to obtain MSDSs for all substances from suppliers and ensure these are readily accessible to employees. Employers must also ensure all substances are labelled properly and must keep and maintain a register for all hazardous substances used or produced in the workplace. The register must contain a list of all hazardous substances used or produced at the workplace and the MSDSs for all hazardous substances for which MSDSs are required by these national model regulations. The model regulations also require employers to provide induction and on-going training to all employees with the potential for exposure to hazardous substances in the workplace. It also provides for health surveillance, record keeping and employees duties to comply with the model regulations.

National Code of Practice for the Control of Workplace Hazardous Substances (NOHSC:2007 [1994])

The National Code of Practice for the Control of Workplace Hazardous Substances provides a practical guide on how to comply with the National Model Regulations.

Approved Criteria for Classifying Hazardous Substances (NOHSC:1008 [2004]) 3rd Edition

Approved Criteria for Classifying Hazardous Substances is a national standard for determining whether a substance is a hazardous substance, and to assist in preparing labels and MSDSs. It is based on the classification system used in the European Community.

National Code of Practice for the Preparation of Material Safety Data Sheets, 2nd Edition, (NOHSC: 2011 [2003])

The code of practice provides advice on the preparation of MSDSs, where required by legislation. The code aims to provide consistent health and safety advice to persons who may be exposed to hazardous substances and dangerous goods.

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WorkCover NSW, Code of Practice for the Preparation of Material Safety Data Sheets, 1996

The code provides practical guidance on meeting the requirements for MSDSs under the Occupational Health and Safety (Hazardous Substances) Regulation, 1995. The code is based on the National Code and has been developed following consultation with industry groups and the Occupational Health, Safety and Rehabilitation Council of NSW.

WorkCover NSW, Storage and Handling of Dangerous Goods Code of Practice, 2005

This code of practice provides comprehensive practical guidance on the safe storage and handling of those substances and articles classified as dangerous goods, apart from explosives, infectious substances and radioactive substances. This code of practice outlines control measures focused on physically containing the hazards and risks posed by dangerous goods.

Hazardous Substance Information System, Version 1.2.2

The Hazardous Substance Information System supersedes the List of Designated Hazardous Substances (NOHSC:1005 [1999]), but reflects the information contained within the 1999 edition of that list.

The Hazardous Substance Information System contains information on hazardous substances that have been classified in accordance with the Approved Criteria for Classifying Hazardous Substances (NOHSC:1008[2004]) 3rd Edition and/or have National Exposure Standards declared under the NOHSC Adopted National Exposure Standards for Atmospheric Contaminants in the Occupational Environment (NOHSC:1003 [1995]) or subsequent updates.

The database provides hazardous substance information and exposure standards.

AUSTRALIAN STANDARDS

Australian Standards that may be relevant to the transport of hazardous materials to and from the Project include those summarised below.

HB 76-2004: Dangerous Goods – Initial Emergency Response Guide

This Standard provides emergency response information for dealing with accidents, spills, leaks or fires involving dangerous goods, as well as information on hazards, protective clothing and emergency procedures. This Handbook can be used with the transport or storage of dangerous goods as listed in the sixth edition of the ADG Code, as well as the 13th edition of the UN ‘Orange book’.

AS 1216-1995: Class Labels for Dangerous Goods

This Standard sets out details of the design and selection of labels appropriate to the classes, categories and subsidiary risks of dangerous goods designated in the ADG Code.

AS/NZS 1596 – 2002: The Storage and Handling of LP Gas

This Standard specifies requirements for the location, design, construction, commissioning and operation of installations for the storage and handling of LP Gas, and includes the management of emergencies.

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AS 1678: Emergency Procedure Guides - Transport

The following emergency procedure guides produced by Standards Australia are of relevance to this study:

• AS 1678.0.0.001 - 2004 – Emergency Procedure Guide – Transport - Vehicle Fire; • AS 1678.8A1 - 2004 - Emergency Procedure Guide – Transport - Group Text EPGs for Class 8 Substances – Corrosive Substances; • AS 1678.2.1.001 - 2003 - Emergency Procedure Guide – Transport - Liquefied Petroleum Gas (LP Gas); • AS 1678.5.1.002 -1998 - Emergency Procedure Guide – Transport - Ammonium Nitrate; • AS 1678.5.1.005 - 2003 - Emergency Procedure Guide – Transport - Hydrogen Peroxide, Aqueous Solution; • AS 1678.6.0.002 - 1998 - Emergency Procedure Guide – Transport - Sodium Cyanide Potassium Cyanide; and • AS 1678.8.0.001 - 2003 - Emergency Procedure Guide – Transport - Hydrochloric Acid.

AS 2809.1-1999: Road Tank Vehicles for Dangerous Goods – Part 1: General Requirements

This Standard specifies requirements for the design, construction, testing, maintenance and inspection of road tank vehicles that are intended for the road transportation of dangerous goods.

AS 2931-1999: Selection and Use of Emergency Procedure Guides for the Transport of Dangerous Goods

This Standard was prepared to align with the sixth edition of the ADG Code and provides a guide to the AS 1678 series, Emergency procedure guides, devised for the safe land transport of dangerous goods within Australia. The purpose of this Standard is to enable prospective users of emergency procedure guides to select and use the correct guide for the type of dangerous goods cargo.

AS 3780-1994: The Storage and Handling of Corrosive Substances

This Standard sets out requirements for the safe storage and handling of corrosive substances (i.e. substances that meet the Class 8 classification criteria of the AGD Code).

AS 4326-1995: The Storage and Handling of Oxidising Agents

The storage and handling of oxidising agents (Class 5.1 classification, ADG Code) is addressed by AS 4326:1995 The Storage and Handling of Oxidising Agents. The standard sets out requirements and precautions for aspects such as storage, handling, safety and emergency procedures.

AS/NZS 4452:1997: The Storage and Handling of Toxic Substances

AS/NZS 4452:1997 The Storage and Handling of Toxic Substances sets out requirements and recommendations for the safe storage and handling of toxic substances that are classified as Class 6.1 in the ADG Code and also applies to other dangerous goods that are assigned a Class 6.1 subsidiary risk by the ADG Code, except where they are of Class 2, or where more stringent requirements apply under another relevant Standard or applicable regulation.

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OTHER GUIDELINES

Draft Route Selection: Guidelines for Land Use and Environmental Safety Planning for Hazardous Materials - Road Transport Considerations (DUAP, 1995)

The Draft Route Selection Guidelines have been prepared to provide a framework for the assessment of road transport routes for the transportation of hazardous materials. The guidelines outline principles and basic tools for assessing routes on an area/regional particular development basis. The guidelines cover each step of the study process including:

• examination of the road hierarchy and identification of routes suitable for heavy vehicle transportation; • elimination of those routes where there are legal or physical constraints, special/sensitive land uses or where there is inadequate emergency access; • rating of the potential routes on the basis of environmental and land use risk factors, traffic factors and economic factors; and • a comparison of each of the route alternatives on the basis of their rating against each of the factors.

Guidelines for the Preparation of a Transport Emergency Response Plan (Australian Transport Council, 2003)

The guidelines have been developed to assist in the preparation of a Transport Emergency Response Plan. A Transport Emergency Response Plan is required to be prepared to meet the requirements of the Road Transport Reform (Dangerous Goods) Regulations 1997 and the Rail (Dangerous Goods) Rules. The objectives of a Transport Emergency Response Plan are to:

• minimise any adverse effects on people, damage to property or harm to the environment in a transport emergency; • facilitate a rapid and effective emergency response and recovery; • provide assistance to emergency and security services; and • communicate vital information to all relevant persons involved in the transport emergency with a minimum of delay.

Secure and Safe Handling of Explosives and Security Sensitive Dangerous Substances Guide (WorkCover, 2005)

The Explosives Act 2003 and the Explosives Regulation 2005 commenced on 1 September 2005. This legislation has replaced the explosives component of the Dangerous Goods Act 1975 and the Dangerous Goods (General) Regulation 1999. This guide explains the changes to this legislation.

To ensure public safety and security, the Council of Australian Governments (COAG) is examining all substances of security concern to determine what security controls are warranted regarding their handling and use. A national approach has been agreed, and each State is establishing a licensing regime to regulate the manufacture, import, export, transport, supply, storage and use of explosives, security sensitive ammonium nitrate (SSAN) and other security sensitive dangerous substances (SSDS). ‘Security sensitive ammonium nitrate’ is defined as ammonium nitrate, ammonium nitrate emulsions, suspensions, gels and ammonium nitrate mixtures containing greater than 45 percent ammonium nitrate. Accordingly, NSW has reflected this national approach regarding security measures for explosives and other security sensitive dangerous substances.

HAL-02-07/1/21/00685139.DOC Cowal Gold Project – Transport of Hazardous Materials Study

General Licensing Conditions for the Safe Handling and Security of Explosives and Security Sensitive Dangerous Goods (WorkCover, 2005)

The Explosives Act 2003 and the Explosives Regulation 2005 set out safety and security requirements for handling explosives and security sensitive dangerous substances (SSDS). A person must not handle an explosive or a security sensitive dangerous good unless authorised to do so by a WorkCover licence. Licences issued by WorkCover may be subject to licence conditions.

International Cyanide Management Code for the Manufacture, Transport and Use of Cyanide in the Production of Gold (International Cyanide Management Institute, 2002)

The International Cyanide Management Code for the Manufacture, Transport and Use of Cyanide in the Production of Gold (the Code) has been developed as a voluntary industry code to encourage improvement on an industry-wide basis. The principles of the Code include those related to production, transportation, handling and storage.

HAL-02-07/1/21/00685139.DOC Cowal Gold Project – Transport of Hazardous Materials Study

APPENDIX C

KEY SECTIONS OF THE ADG CODE AND ROAD REGULATIONS RELEVANT TO EMERGENCIES

HAL-02-07/1/21/00685139.DOC

Cowal Gold Project – Transport of Hazardous Materials Study

APPENDIX D

DEFINITIONS

HAL-02-07/1/21/00685139.DOC Cowal Gold Project – Transport of Hazardous Materials Study

DEFINITIONS Aggregate quantity Clause 2.10 of the Road Transport Reform (Dangerous Goods) Regulations 1997 (Cth) (Road Regulation) defines aggregate quantity as follows:

The aggregate quantity of dangerous goods in a load is the total of:

(a) the number of kilograms of solid dangerous goods and aerosols in the load; and

(b) the number of litres or kilograms, whichever is used in the shipping documentation for the load to describe the goods, of liquid dangerous goods in the load (except dangerous goods of Class 2); and (c) the total capacity in litres of containers in the load containing dangerous goods of Class 2 (except aerosols). Competent authority The Road and Rail Transport (Dangerous Goods) Act 1997 (NSW) provides for the appointment of a 'Competent Authority' for its administration. The EPA (now part of the DEC) and WorkCover have been appointed as 'Competent Authorities' (see Government Gazette No 67 of 9.4.1998, p 2751 and Government Gazette No 69 of 17.4.1998, p 2831, respectively). Consignor Clause 2.19 of the Road Regulation defines consigner as follows: (1) A person consigns dangerous or other goods for transport by road, and is the consignor of the goods if: (a) subregulation (2) applies to the person; or (b) subregulation (2) does not apply to the person or anyone else, but subregulation (3) applies to the person; or (c) subregulations (2) and (3) do not apply to the person or anyone else, but subregulation (4) applies to the person. (2) This subregulation applies to a person who, with the person's authority, is named or otherwise identified as the consignor of the goods in shipping documentation for the transport of the goods by road. (3) This subregulation applies to a person who: (a) engages a prime contractor, either directly or through an agent or other intermediary, to transport the goods by road; or (b) has possession of, or control over, the goods immediately before the goods are transported by road; or (c) loads a vehicle with goods, for transport by road, at a place: (i) where dangerous goods in bulk are stored; and (ii) that is unattended (except by the driver of the vehicle) during loading. (4) This subregulation applies to a person if: (a) the goods are imported into Australia; and (b) the person is the importer of the goods.

Dangerous goods in bulk

Clause 2.21 of the Road Regulation defines dangerous goods in bulk as follows:

Dangerous goods in bulk are dangerous goods that are not packaged dangerous goods.

Loader

Clause 2.21 of the Road Regulation defines loader as follows: A person loads dangerous or other goods for transport by road, and is a loader of the goods, if the person: (a) loads a vehicle with the goods for transportation by road; or (b) loads a bulk container, freight container, or tank that is part of a vehicle, with the goods for transport by road; or (c) loads a vehicle with a freight container containing the goods for transport by road; or (d) supervises an activity mentioned in paragraph (a), (b) or (c); or (e) manages or controls an activity mentioned in paragraph (a), (b), (c) or (d).

HAL-02-07/1/21/00685139.DOC Cowal Gold Project – Transport of Hazardous Materials Study

DEFINITIONS (Continued) Package and packaging Clause 2.7 of the Road Regulation defines package and packaging dangerous goods as follows:

(1) A package of dangerous goods or other goods is the complete product of the packing of the goods for transport by road, and consists of the goods and their packaging. (2) The packaging of the goods is the container in which the goods are received or held for transport by road, and includes anything that enables the container to receive or hold the goods or to be closed. Packaged dangerous goods Clause 2.11 of the Road Regulation defines packaged dangerous goods as follows:

Dangerous goods are packaged dangerous goods if: (a) they are dangerous goods of Class 2 in a container with a capacity of not more than 500 litres; or (b) they are dangerous goods of another Class in: (i) a container with a capacity of not more than 450 litres; and (ii) a container with a net mass of not more than 400 kilograms. Placard loads Clause 2.13 of the Road Regulation defines placard loads as follows:

(1) A load of dangerous goods is a placard load if the load contains dangerous goods in bulk. (2) A load of dangerous goods is also a placard load if the load does not contain dangerous goods in bulk, or is not a consumer commodity load, but: (a) the load contains dangerous goods of Class 6.2; or (b) for another load containing dangerous goods of Class 2.1 (except aerosols) or 2.3 or dangerous goods of Packing Group I — the aggregate quantity of dangerous goods in the load is at least 250; or (c) for any other load — the aggregate quantity of dangerous goods in the load is at least 1,000. Prime contractor Clause 2.22 of the Road Regulation defines prime contractor as follows: A person is the prime contractor for the transport of dangerous or other goods by road if the person, in conducting a business for or involving the transport of dangerous goods by road, undertakes to be responsible, or is responsible, for the transport of the goods by road.

HAL-02-07/1/21/00685139.DOC Sodium Cyanide Road Transport Route Evaluation – Overview

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 Australia Ltd.

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 the Camellia Freight Terminal, 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 to the Camellia Freight Terminal (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\1\21\00073762.DOC Sodium Cyanide Road Transport Route Evaluation – Overview

FIGURES 1-1 to 1-6

HAL-02-07\1\21\00073762.DOC QUEENSLAND

MOREE

WALGETT BOURKE

NARRABRI COFFS HARBOUR ARMIDALE NEW SOUTH WALES

NYNGAN

DUNEDOO DUBBO MUSWELLBROOK For SEGMENTS 2 & 3 detail see Figures 1-4 SEGMENT 4 and 1-5 SINGLETON (Route 4A) South

For SEGMENT 5 NEWCASTLE MOLONG detail see Figure 1-6 PARKES For SEGMENT 1 COWAL BATHURST detail see Figure 1-3 GOLD

535 PROJECT ML1 Pacific GRENFELL COWRA SYDNEY WEST WYALONG

MIRROOL YOUNG TEMORA WOLLONGONG Ocean GOULBURN NARRANDERA YASS

WAGGA WAGGA A.C.T.

TOCUMWAL ALBURY

LEGEND Route A4(Segment 4) VICTORIA Rail Transport 0 50 100 105 Kilometres Sodium Cyanide Road Transport Route Evaluation FIGURE 1-1 Project Location, Overall Sodium Cyanide Transport Route and Segment 4 Potential Available Route HAL-02-07-THMS SC_001C Define Transport Area

Identify Hazardous Material, Source and Destination

Identify Available Roads for Heavy Vehicles

Mandatory Considerations Subjective Factors

Preliminary List of Routes

Emergency Response Risk Assessment Road and Traffic Factors Capability Operational Factors

Select Routes

Identify Risk Management Measures

Preliminary Screening Secondary Screening

Source: Adapted from DUAP, 1995 Sodium Cyanide Road Transport Route Evaluation FIGURE 1-2 Route Selection Assessment Process

HAL-02-07-THMS SC_002B Bondi

Port Junction

Jackson

Distributor Distributor Drive Drive

Eastern Eastern

Cross Cross Sodium Cyanide Sodium Botany

or Southern Southern Nth Sydney Road Transport Route Evaluation Route Transport Road

Western Distributor FIGURE 1-3 Sodium Cyanide - Segment 1 Available Routes Potential

Chatswood Link

Highway Link Botany Bay

Highway Highway Sydney Airport

Pacific West

River Princes Princes

City

M2 Motorway Road

River

M5 Motorway Motorway M5 M5 Ryde

Parramatta

Drive Drive Parramatta

Hurstville

Bay Bay

Georges Homebush Homebush King Georges Road Strathfield

Drive Centenary

Motorway Centre Railfast Chullora Road

Motorway Sutherland oehStreet Street Joseph Joseph

Rookwood Road Rookwood Western Road Rookwood Freight

Terminal Came lial

Western Western Parramatta Bankstown

South

Highway Parramatta

Hume

Highway Highway

Cumberland Cumberland Liverpool

5

Highway Blacktown Highway

Glenfield Hume

Prospect

Reservoir

ot etr Motorway Motorway Western Western South South

Kilometres

Highway Highway Route A1 Route B1 Route Route 1C LEGEND

Ingleburn Hume Park 0 Edmondson HAL-02-07-THMS SC_003B HAL-02-07-THMS

To Wellington To Dunedoo To

Boothenba Road

Sodium Cyanide Sodium

Dunedoo Road (Golden Highway) Highway) (Golden (Golden Road Road Dunedoo Dunedoo Road Transport Route Evaluation Route Transport Road

FIGURE 1-4 Sodium Cyanide - Segment 2 Available Routes Potential

Creek

Yarrandale Road Road Yarrandale Yarrandale

roTr y

Cobborah Road (Golden Highway) Highway) (Golden (Golden Road Road Cobborah Cobborah Storage Facility Patrick Logistics Patrick

Purvis Lane

To Gilgandra To

Highway) Highway) (Newell (Newell

Gilgandra Road Road Gilgandra Gilgandra

Fitzroy Street Street Fitzroy Fitzroy

Erskine Street

Bourke Street (Newell Highway) Highway) (Newell (Newell Street Street Bourke Bourke Fitzroy Street Street Fitzroy Fitzroy River

Talbragar Street

Dubbo

Station Railway

Macquarie Macquarie Street Cobra Street (Mitchell Highway)

Peak Hill Road (Newell Highway) Highway) (Newell (Newell Road Road Hill Hill Peak Peak Airport Western Plains Zoo

Narromine Road (Mitchell Highway) To Parkes To

2

Minore Road Road Minore Minore 1 Kilometres Route A2 Route B2 Route Route 2C LEGEND

To Narromine 0 HAL-02-07-THMS SC_004B HAL-02-07-THMS

To Wellington To Dunedoo To

Boothenba Road

Sodium Cyanide Sodium

Dunedoo Road (Golden Highway) Highway) (Golden (Golden Road Road Dunedoo Dunedoo Road Transport Route Evaluation Route Transport Road

FIGURE 1-5 Sodium Cyanide - Segment 3 Available Routes Potential

Creek

Yarrandale Road Road Yarrandale Yarrandale

roTr y

Cobborah Road (Golden Highway) Highway) (Golden (Golden Road Road Cobborah Cobborah Storage Facility Patrick Logistics Patrick

Purvis Lane

To Gilgandra To

Highway) Highway) (Newell (Newell

Gilgandra Road Road Gilgandra Gilgandra

Fitzroy Street Street Fitzroy Fitzroy

Erskine Street

Bourke Street (Newell Highway) Highway) (Newell (Newell Street Street Bourke Bourke Fitzroy Street Street Fitzroy Fitzroy River

Talbragar Street

Dubbo

Station Railway

Macquarie Macquarie Street Cobra Street (Mitchell Highway)

Peak Hill Road (Newell Highway) Highway) (Newell (Newell Road Road Hill Hill Peak Peak Airport Western Plains Zoo

Narromine Road (Mitchell Highway) To Parkes To

2

Minore Road Road Minore Minore 1 Kilometres Route A3 Route B3 Route LEGEND

To Narromine 0 HAL-02-07-THMS SC_005B HAL-02-07-THMS Burcher Nerang

540 000 E

530 000 E 520 000 E Cowal

6 290 000 N 6 290 000 N

Bogeys Island

Wamboyne Mountain

6 280 000 N Road 6 280 000 N ML1535 Wamboyne Dip COWAL Gazetted GOLD Lake Rail Crossing PROJECT Cowal

Bonehams Wamboyne Road

Wests Lane Lane

Blow Clear Road Road Lake Cowal Blow Clear Bland 6 270 000 N Lonergans Lane 6 270 000 N

Billys Creek Lookout

Sandy Ridge Road

Wilsons Lane Creek

Clear

Bodels

Lane

Road To Forbes 6 260 000 N 6 260 000 N

Wamboyne

Railway

Road

Burcher

Ridge Highway

Newell West Wyalong Clear

LEGEND Route A5 6 250 000 N 6 260 000 N Route B5

Lake Cargelligo Route 5C Mid 0 2.5 5.0 Western Kilometres Highway West Wyalong Sodium Cyanide Cootamundra Road Transport Route Evaluation

Slee Street oTemoraTo FIGURE 1-6 Sodium Cyanide - Highway Railway Segment 5 Potential Available Routes

520 000 E

Newell 530 000 E HAL-02-07-THMS SC_006E Sodium Cyanide Road Transport Route Evaluation – Segment 1

COWAL GOLD PROJECT TRANSPORT OF HAZARDOUS MATERIALS STUDY

ATTACHMENT 1A

SODIUM CYANIDE ROAD TRANSPORT ROUTE EVALUATION

SEGMENT 1 CHULLORA RAILFAST CENTRE TO CAMELLIA FREIGHT TERMINAL (SYDNEY)

JANUARY 2006 Project No. HAL-02-07\1\21 Document No. ATTACHMENT 1A-P ID: 685413 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-1 1A3.1 IDENTIFICATION OF HAZARDOUS MATERIAL 1A-1 1A3.2 SOURCE AND DESTINATION 1A-2 1A4 PRELIMINARY SCREENING 1A-2 1A4.1 IDENTIFICATION OF AVAILABLE ROADS FOR HEAVY VEHICLES 1A-2 1A4.1.1 Road Hierarchy 1A-2 1A4.1.2 Identification of Truck Routes 1A-3 1A4.1.3 Potential Available Routes for Heavy Vehicles and Selection of Potential Routes 1A-4 1A4.2 MANDATORY CONSIDERATIONS 1A-4 1A4.2.1 Physical Considerations 1A-4 1A4.2.2 Laws and Regulations 1A-5 1A4.3 SUBJECTIVE FACTORS 1A-6 1A4.3.1 Landuse 1A-6 1A4.3.2 Proximity of Sensitive Ecosystems and Natural Landscapes 1A-7 1A4.3.3 Emergency and Evacuation Planning and Infrastructure 1A-8 1A4.3.4 RTA and Transporter Preferred Transport Routes 1A-9 1A4.4 PRELIMINARY SCREENING FINDINGS 1A-9 1A5 PRELIMINARY LIST OF ROUTES 1A-10

1A6 SECONDARY SCREENING 1A-11 1A6.1 ROAD AND TRAFFIC FACTORS 1A-11 1A6.1.1 Accident Statistics 1A-12 1A6.1.2 Availability of Alternative Emergency Routes 1A-12 1A6.2 EMERGENCY RESPONSE CAPABILITY 1A-12 1A6.3 OPERATIONAL FACTORS 1A-12 1A6.4 RISK ASSESSMENT 1A-13 1A6.4.1 Hazard Identification 1A-13 1A6.4.2 Consequence Analysis 1A-15 1A6.4.3 Estimation of the Likelihood of a Hazardous Incident 1A-15 1A6.4.4 Risk Analysis and Assessment of Risk Results 1A-16 1A7 SELECTION OF ROUTES 1A-18

1A8 RISK MANAGEMENT MEASURES 1A-20

1A9 REFERENCES 1A-22

HAL-02-07\1\21\00685413.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\1\21\00685413.DOC 1A-ii Sodium Cyanide Road Transport Route Evaluation – Segment 1

1A1 INTRODUCTION

The Cowal Gold Project (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 Australia Ltd (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 the Camellia Freight Terminal, 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 the Camellia Freight Terminal (Sydney). 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.

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) (Figure 1-3).

The transport area is wholly situated within the Local Government Areas (LGAs) of Bankstown, Auburn, Parramatta and Strathfield 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 1998 [ADG Code] [National Road Transport Commission, 1998]), 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).

HAL-02-07\1\21\00685413.DOC 1A-1 Sodium Cyanide Road Transport Route Evaluation – Segment 1

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

Table 1 Hazardous Material Source and Destination

Source: Destination: Chullora Railfast Centre Camellia Freight Terminal Location Town/City LGA Location Town/City LGA Dasea Street, Chullora Sydney Bankstown Grand Avenue, Camellia Sydney Parramatta

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

Table 2 Transport Details

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

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.

HAL-02-07\1\21\00685413.DOC 1A-2 Sodium Cyanide Road Transport Route Evaluation – Segment 1

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 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).

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.

HAL-02-07\1\21\00685413.DOC 1A-3 Sodium Cyanide Road Transport Route Evaluation – Segment 1

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 Segment 1. Routes 1A to 1C are set out in Table 3 and shown on Figure 1-3. Routes 1A to 1C 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.

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.

HAL-02-07\1\21\00685413.DOC 1A-4 Sodium Cyanide Road Transport Route Evaluation – Segment 1

All potential routes 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.

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) (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.

Potential transport routes utilise local and state roads (RTA, 2004b), therefore the local transport authorities are the RTA, Bankstown City Council, Strathfield Municipal Council and Parramatta 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.

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Bankstown and Parramatta 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). A small section of Worth Street is the only local road in the potential available routes for Segment 1 which was 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 1C.

Table 4 Sensitive Landuses

Route Schools Hospitals Aged Care Churches Items of Facilities Heritage or Number of Number of Number of Number of 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

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.

Hospitals/Aged Care Facilities

There are no hospitals or aged care facilities located along Routes 1A, 1B or 1C.

Churches

The number of churches located along Routes 1A, 1B and 1C is three, two and one, respectively. Items of Heritage or Cultural Significance

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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 and 1C is 76, 77 and 41, respectively (NSW Heritage Office, 2005). 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 1C 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 1C are identified in Table 5 and described in the following sections.

Table 5 Sensitive Ecosystems and Natural Landscapes

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

Park Reservations

Vehicles travelling on Routes 1A to 1C would pass within approximately 100 m of several park reservations including Coleman 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 and 1C is 1,825 m, 2,125 m and 1,400 m, respectively.

Waterways

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

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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.

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.

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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 Rainforest Centre to the Camellia Freight Terminal. Route 1B is the route preferred by the transporter for the transport of hazardous materials for Segment 1.

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 1C 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 1C.

Table 6 Summary of Subjective Factors

Assessment Factor Route 1A Route 1B Route 1C Schools 2 2 4 Number of School Students 1,065 1,065 1,958 Hospitals 0 0 0 Number of Hospital Beds 0 0 0 Aged Care Facilities 0 0 0 Churches 3 2 1 Items of Heritage or Cultural Significance 76 77 41 Other Landuse # # # Number of Park Reservations 4 5 6 Park Reservations – Approximate Total Road Frontage (m) 1,825 2,125 1,400 Waterways 4 5 8 Emergency Infrastructure Adequate Adequate Adequate RTA and Transporter Preferred Route RTA preferred Transporter - route preferred route # There is little difference in the type of landuse along each potential route, therefore this factor was not used to compare Routes 1A to 1C. Further information is provided in Section 1A4.3.1. RTA Roads and Traffic Authority

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

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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.

Table 7 Preliminary Screening Findings

Subjective Factor Most Preferred Acceptable Route Least Preferred Excluded Route Route Route Schools - 1A, 1B 1C - Hospitals 1A, 1B, 1C - - - Aged Care Facilities 1A, 1B, 1C - - - Churches 1C 1A, 1B - - Items of Heritage or Cultural 1C - 1A, 1B - Significance Other Landuse # # # # Park Reservations 1C 1A, 1B - - Waterways - 1A, 1B 1C - Emergency Infrastructure 1A, 1B, 1C - - - RTA and Transporter 1A 1B 1C - Preferred Route Comparative Assessment 1C 1A, 1B - - of all Factors # There is little difference in the type of landuse along each potential route, therefore this factor was not used to compare Routes 1A to 1C. 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 and 1B 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 the Chullora Railfast Centre to the Camellia Freight Terminal has been determined (Table 8).

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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.

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.

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1A6.1.1 Accident Statistics

Available accident statistics for Routes 1A to 1C 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 Vehicle Annual Million Heavy Vehicle (km) Vehicles Heavy Vehicles Accidents km of Heavy Accidents/Annual (per day)1 due to Project2 (per year)3 Vehicle Travel Million 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 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.

Accident statistics for Routes 1A to 1C 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 1C are therefore suitable for the transport of hazardous materials with respect to accident statistics. Accident statistics for Routes 1A to 1C 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 1C.

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 1C. 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 1C are all suitable on the basis of logistical considerations.

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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. Therefore all routes are cost effective and equally suitable on the basis of operating costs.

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

Human Error Equipment Failures System or Procedural External Events Failures • driver impairment, e.g. • rail road crossing guard • driver incentives to • vandalism/sabotage alcohol or drugs failure work 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 • soft shoulder training • earthquake • • overfilling • overpressure speed enforcement • existing accident • • other vehicle’s driver • material defect driver rest periods • animals on road • • taking tight turns/ramps • steering failure maintenance too quickly (overturns) • • high centre of gravity inspection • unsecured loads • • corrosion time of the day restrictions • 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.

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

Accident data for heavy vehicles utilising Routes 1A to 1C 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 and 16.4 accidents per year involving heavy vehicles occur for Route 1C.

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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 1C is estimated to be approximately 3x10-4/year (i.e. such an accident is estimated to occur on Routes 1A to 1C once every 3,300 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 1C.

Table 11 Summary of Risk Analysis Assessment Factors

Assessment Factor Route 1A Route 1B Route 1C Schools 2 2 4 Number of School Students 1,065 1,065 1,958 Hospitals 0 0 0 Number of Hospital Beds 0 0 0 Aged Care Facilities 0 0 0 Churches 3 2 1 Items of Heritage or Cultural Significance 76 77 41 Other Landuse # # # Number of Park Reservations 4 5 6 Park Reservations – Approximate Total Road Frontage (m) 1,825 2,125 1,400 Waterways 4 5 8 Emergency Infrastructure Adequate Adequate Adequate RTA and Transporter Preferred Route RTA preferred Transporter - route preferred route

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Table 11 (Continued) Summary of Risk Analysis Assessment Factors

Assessment Factor Route 1A Route 1B Route 1C Length (km) 11.5 11.3 14.7 No. of Heavy Vehicles (per day)1 3,667 – 6,299 1,420 – 6,299 1,420 – 8,551 % Increase of Heavy Vehicles due to Project2 0.02% – 0.03% 0.02% – 0.08% 0.01% – 0.08% Heavy Vehicle Accidents (per year)3 11.8 10.4 16.4 Annual Million km of Heavy Vehicle Travel 0.97 – 5.70 0.43 – 3.52 2.14 – 10.46 Heavy Vehicle Accidents/Annual Million km of Heavy Vehicle 0.17 – 1.72 0.40 – 2.49 0.09 – 2.38 Travel Availability of Alternative Emergency Routes Available Available Available Emergency Response Capability Adequate Adequate Adequate Operational Factors 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. # There is little difference in the type of landuse along each potential route, therefore this factor was not used to compare Routes 1A to 1C. 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; • 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.

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Table 12 Risk Analysis Findings

Assessment Factor Most Preferred Acceptable Least Preferred Excluded Route Route Route Route Schools - 1A, 1B 1C - Hospitals 1A, 1B, 1C - - - Aged Care Facilities 1A, 1B, 1C - - - Churches 1C 1B 1A - Items of Heritage or Cultural 1C - 1A, 1B - Significance Other Landuse # # # # Park Reservations 1C 1A 1B - Waterways - 1A, 1B 1C - Emergency Infrastructure 1A, 1B, 1C - - - RTA and Transporter Preferred Route 1A 1B 1C - Heavy Vehicle Accidents (per year)1 1B 1A, 1C - - Heavy Vehicle Accidents/Annual Million 1B 1A, 1C - - km of Heavy Vehicle Travel Availability of Alternative Emergency 1A, 1B, 1C - - - Routes Emergency Response Capability 1A, 1B, 1C - - - Operational Factors 1A, 1B 1C - - Comparative Assessment of all 1B, 1C 1A - - Factors 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. # There is little difference in the type of landuse along each potential route, therefore this factor was not used to compare Routes 1A to 1C. 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 1C. 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 1C are therefore equally suitable for the transport of hazardous materials from a comparative risk perspective.

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).

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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 and Strathfield 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 1C 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 and 1C are all suitable for the transport of sodium cyanide for Segment 1. 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.

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

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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); - 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;

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- 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 12.1 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 Road Transport Commission (1998) Australian Code for the Transport of Dangerous Goods by Road and Rail (ADG Code), Sixth Edition. Prepared by the National Road Transport Commission in conjunction with the Advisory Committee on the Transport of Dangerous Goods and the Federal Office of Road Safety.

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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COWAL GOLD PROJECT TRANSPORT OF HAZARDOUS MATERIALS STUDY

ATTACHMENT 1B

SODIUM CYANIDE ROAD TRANSPORT ROUTE EVALUATION

SEGMENT 2 DUBBO RAILWAY STATION TO PATRICK LOGISTICS STORAGE FACILITY (DUBBO)

JANUARY 2006 Project No. HAL-02-07\1\21 Document No. ATTACHMENT 1B-Q ID: 685414 Sodium Cyanide Road Transport Route Evaluation – Segment 2

TABLE OF CONTENTS

Section Page

1B1 INTRODUCTION 1B-1

1B2 DEFINITION OF THE TRANSPORT AREA 1B-1

1B3 IDENTIFICATION OF HAZARDOUS MATERIAL, SOURCE AND DESTINATION 1B-1 1B3.1 IDENTIFICATION OF HAZARDOUS MATERIAL 1B-1 1B3.2 SOURCE AND DESTINATION 1B-2 1B4 PRELIMINARY SCREENING 1B-2 1B4.1 IDENTIFICATION OF AVAILABLE ROADS FOR HEAVY VEHICLES 1B-2 1B4.1.1 Road Hierarchy 1B-2 1B4.1.2 Identification of Truck Routes 1B-4 1B4.1.3 Potential Available Routes for Heavy Vehicles and Selection of Potential Routes 1B-5 1B4.2 MANDATORY CONSIDERATIONS 1B-5 1B4.2.1 Physical Considerations 1B-5 1B4.2.2 Laws and Regulations 1B-6 1B4.3 SUBJECTIVE FACTORS 1B-7 1B4.3.1 Landuse 1B-7 1B4.3.2 Proximity of Sensitive Ecosystems and Natural Landscapes 1B-8 1B4.3.3 Emergency and Evacuation Planning and Infrastructure 1B-9 1B4.3.4 RTA and Transporter Preferred Transport Routes 1B-10 1B4.4 PRELIMINARY SCREENING FINDINGS 1B-10 1B5 PRELIMINARY LIST OF ROUTES 1B-12

1B6 SECONDARY SCREENING 1B-12 1B6.1 ROAD AND TRAFFIC FACTORS 1B-12 1B6.1.1 Accident Statistics 1B-13 1B6.1.2 Availability of Alternative Emergency Routes 1B-13 1B6.2 EMERGENCY RESPONSE CAPABILITY 1B-13 1B6.3 OPERATIONAL FACTORS 1B-13 1B6.4 RISK ASSESSMENT 1B-14 1B6.4.1 Hazard Identification 1B-14 1B6.4.2 Consequence Analysis 1B-16 1B6.4.3 Estimation of the Likelihood of a Hazardous Incident 1B-16 1B6.4.4 Risk Analysis and Assessment of Risk Results 1B-17 1B7 SELECTION OF ROUTES 1B-19

1B8 RISK MANAGEMENT MEASURES 1B-21

1B9 REFERENCES 1B-23

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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

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1B1 INTRODUCTION

The Cowal Gold Project (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 Australia Ltd (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 the Camellia Freight Terminal, 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 Dubbo Railway Station to the Patrick Logistics Storage Facility (Dubbo). This part of the overall sodium cyanide road transport route is referred to as Segment 2. Route evaluations for Segments 1, 3, 4 and 5 are attached to the THMS as Attachments 1A, 1C, 1D and 1E, respectively.

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.

1B2 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 2 is defined as the area between the Dubbo Railway Station (Talbragar Street, Dubbo) and the Patrick Logistics Storage Facility (Lot 5, Boothenba Road, Dubbo) (Figure 1-4).

The transport area is wholly situated within Dubbo, located in the Dubbo Local Government Area (LGA). Dubbo LGA is part of the North Western Statistical Division.

1B3 IDENTIFICATION OF HAZARDOUS MATERIAL, SOURCE AND DESTINATION

1B3.1 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 1998 [ADG Code] [National Road Transport Commission, 1998]), the type of container and the movement quantity and frequency. The assessment identified sodium cyanide as a hazardous material for which a route

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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.

1B3.2 SOURCE AND DESTINATION

The source and destination of sodium cyanide for Segment 2 are outlined in Table 1 and shown on Figure 1-4.

Table 1 Hazardous Material Source and Destination

Source: Destination: Dubbo Railway Station Patrick Logistics Storage Facility Location Town/City LGA Location Town/City LGA Talbragar Street Dubbo Dubbo Lot 5, Boothenba Dubbo Dubbo Road

Details of the transport of sodium cyanide from the Dubbo Railway Station to the Patrick Logistics Storage Facility are provided in Table 2.

Table 2 Transport Details

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

1B4 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 1B5 provides the results of this analysis as a preliminary list of routes. Further screening of this preliminary list is provided in Section 1B6.

1B4.1 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 1B4.1.1); and • the identification of routes suitable in general for the movement of trucks (Section 1B4.1.2).

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 1B4.1.3.

1B4.1.1 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.

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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 Newell Highway is the only national highway that passes through Dubbo and the transport area. The RTA prefers heavy vehicles to utilise national highways and state roads wherever possible (RTA, pers. comm., 4 May 2005). Therefore, the Newell Highway would be used by heavy vehicles within the transport area where possible.

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.).

State roads within Dubbo include the Mitchell Highway and the Golden Highway. The Mitchell Highway does not pass through the transport area. 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, the Golden Highway would also 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).

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).

1B4.1.2 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 within the transport area used by heavy vehicles within and through the transport area; heavy vehicle bypasses; and travel time.

The NSW road hierarchy is described in Section 1B4.1.1. 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 and Dubbo City Council were 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

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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 NSW (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. Dubbo City Council has also determined a truck route network and identified roads within Dubbo suitable for use by B- Doubles and road trains (Dubbo City Council, 2004). These roads were also used where 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., 25 July 2005; Dubbo City Council, pers. comm., 29 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.

1B4.1.3 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 2A to 2C have been identified as potential available routes for heavy vehicles for Segment 2. Routes 2A to 2C are set out in Table 3 and shown on Figure 1-4. Routes 2A to 2C were then tested against mandatory and subjective factors. The assessment is set out below in Sections 1B4.2 and 1B4.3.

Table 3 Truck 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. 2C On exiting Dubbo Railway Station turn left into Talbragar Street, left into Fitzroy Street, right into Cobborah Road (Golden Highway), left into Yarrandale Road, left into Boothenba Road and right into the Patrick Logistics Storage Facility.

1B4.2 MANDATORY CONSIDERATIONS

1B4.2.1 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 and Dubbo City Council 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.

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All potential routes utilise two roads not designated as B-Double or road train routes (i.e. Talbragar and Fitzroy Streets). These roads are physically capable of accommodating single semi-trailers (Dubbo City Council, pers. comm., 19 September 2005).

Route 2B utilises a segment of Boothenba Road not designated as a B-Double or road train route. This section of Boothenba Road is physically capable of accommodating single semi-trailers (RTA, pers. comm., 23 August, 2005; Dubbo City Council, pers. comm., 19 September 2005).

Therefore, physical considerations do not preclude any of the potential transport routes.

1B4.2.2 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) (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 2 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 as well as a national highway (RTA, 2004b), therefore the local transport authorities are the RTA and Dubbo 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. Dubbo City Council does not prohibit the transport of hazardous materials on any roads for which it is accountable (Dubbo City Council, pers. comm., 1 September 2005).

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

1B4.3 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 1B4.3.1) and sensitive ecosystems and natural landscapes (such as park reservations and wetlands) (Section 1B4.3.2) (DUAP, 1995a). Emergency and evacuation planning and infrastructure are also usually included in the assessment of subjective factors (Section 1B4.3.3) (DUAP, 1995a).

1B4.3.1 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 2A to 2C.

Table 4 Sensitive Landuses

Route Schools Hospitals Aged Care Churches Items of Facilities Heritage or Number of Number of Number of Number of Cultural Schools Students Hospitals Beds Significance 2A 0 0 0 0 0 1 2 2B 0 0 0 0 0 1 2 2C 1 768 2 256 1 0 1

Schools

Vehicles travelling along Route 2C would pass Dubbo College Senior Campus (located on Yarrandale Road).

Hospitals/Aged Care Facilities

There are no hospitals or aged care facilities along Routes 2A and 2B. The following hospitals and aged care facilities are located on Cobborah Road (Golden Highway) and would be passed by heavy vehicles using Route 2C:

• Lourdes Hospital; • The Dubbo Base Hospital; and • Lourdes Aged Care Assessment Service.

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The Lourdes and Dubbo Base Hospitals have a combined total of 256 beds.

Churches

One church is located along Routes 2A and 2B (Bourke Street).

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 Dubbo Railway Station is listed on the State Heritage Inventory (NSW Heritage Office, 2005). This is the origin of Segment 2 and would be passed by heavy vehicles using Routes 2A to 2C. Tantallon house is also listed on the State Heritage Inventory and is located on Routes 2A and 2B.

Other Landuses

Other landuses may include residential, commercial or industrial areas and areas of open space. Routes 2A to 2C pass through residential, commercial and industrial areas and areas of open space.

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.

1B4.3.2 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 2A to 2C are identified in Table 5 and described in the following sections. Table 5 Sensitive Ecosystems and Natural Landscapes

Route Park Reservations Waterways Number Approximate Total Road Frontage (m) 2A 2 275 4 2B 2 275 3 2C 3 900 1

Park Reservations

Vehicles travelling on all potential routes would pass within approximately 100 m of Victoria Park and an unnamed reserve at the corner of Fitzroy and Erskine Streets. Vehicles travelling on Route 2C would also pass Theresa Maliphant 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 2A, 2B and 2C is, 275 m, 275 m and 900 m, respectively.

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Waterways

Vehicles travelling on Routes 2A and 2B would cross or come within approximately 100 m of the Macquarie River, a tributary of the Macquarie River and Troy Creek. Route 2A would also pass an unnamed perennial lake or water course on Purvis Lane. Route 2C would only cross Troy Creek.

1B4.3.3 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.

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.

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1B4.3.4 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 Dubbo Railway Station to the Patrick Logistics Storage Facility. Route 2A is the route preferred by the RTA for the transport of hazardous materials from the Dubbo Railway Station to the Patrick Logistics Storage Facility (RTA, pers. comm., 15 June 2005).

The transport provider was contacted to determine their preferred route for the transport of hazardous materials from the Dubbo Railway Station to the Patrick Logistics Storage Facility. Route 2C is the route preferred by the transporter for the transport of hazardous materials for Segment 2 (Patrick Logistics, pers. comm., 9 June 2005).

1B4.4 PRELIMINARY SCREENING FINDINGS

Preliminary screening took into account available roads for heavy vehicles and mandatory and subjective factors (Sections 1B4.1, 1B4.2 and 1B4.3). Following a review of the road hierarchy and the identification of truck routes within the transport area, Routes 2A to 2C have been identified as potential available routes for heavy vehicles for Segment 2. Mandatory factors did not preclude these routes from the route evaluation.

Table 6 provides a summary of subjective factors outlined in Section 1B4.3 for Routes 2A to 2C.

Table 6 Summary of Subjective Factors

Assessment Factor Route 2A Route 2B Route 2C Schools 0 0 1 Number of School Students 0 0 768 Hospitals 0 0 2 Number of Hospital Beds 0 0 256 Aged Care Facilities 0 0 1 Churches 1 1 0 Items of Heritage or Cultural Significance 2 2 1 Other Landuse # # # Number of Park Reservations 2 2 3 Park Reservations – Approximate Total Road Frontage (m) 275 275 900 Waterways 4 3 1 Emergency Infrastructure Adequate Adequate Adequate RTA and Transporter Preferred Route RTA preferred - Transporter route preferred route # There is little difference in the type of land use along each potential route, therefore this factor was not used to compare Routes 2A to 2C. Further information is provided in Section 1B4.3.1. RTA Roads and Traffic Authority

Table 6 indicates that Routes 2A to 2C would have minimal impact on subjective factors and are suitable for the transport of hazardous materials.

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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 1B4.3. 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.

Table 7 Preliminary Screening Findings

Assessment Factor Most Preferred Acceptable Route Least Preferred Excluded Route Route Route Schools 2A, 2B - 2C - Hospitals 2A, 2B - 2C - Aged Care Facilities 2A, 2B 2C - - Churches 2C 2A, 2B - - Items of Heritage or Cultural 2C 2A, 2B - - Significance Other Landuse # # # # Park Reservations - 2A, 2B 2C - Waterways 2C 2A, 2B - - Emergency Infrastructure 2A, 2B, 2C - - - RTA and Transporter 2A 2C 2B Preferred Route Comparative Assessment 2A 2B 2C - of all Factors # There is little difference in the type of landuse along each potential route, therefore this factor was not used to compare Routes 2A to 2C. Further information is provided in Section 1B4.3.1. RTA Roads and Traffic Authority

Tables 6 and 7 indicate that Route 2A is the initial preferred route for Segment 2 following preliminary screening. This route is the preferred route for five of the subjective factors presented in Table 7 and therefore would have the least potential adverse effects in the event of a release of sodium cyanide. The preliminary screening has identified Route 2B as an acceptable route and worthy of further assessment.

Route 2C is the least preferred route for Segment 2 following preliminary screening (Table 7). This route is the least preferred route for three of the subjective factors presented in Table 7 and therefore would have the greatest potential adverse effects on subjective factors. Based on the above, Route 2C has been excluded for the remainder of the Segment 2 route evaluation.

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1B5 PRELIMINARY LIST OF ROUTES

On the basis of the preliminary screening analysis in Section 1B4, the following preliminary list of routes from the Dubbo Railway Station to the Patrick Logistics Storage Facility has been determined (Table 8).

Table 8 Preliminary List of 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.

1B6 SECONDARY SCREENING

Secondary screening involves the assessment of the preliminary list of routes (Section 1B5) against road and traffic factors (Section 1B6.1), emergency response capability (Section 1B6.2), operational factors (Section 1B6.3) and risk (including environmental and landuse factors) (Section 1B6.4) (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 1B7.

1B6.1 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 1B6.1.1. An assessment of remaining road and traffic factors (i.e. the availability of alternative emergency routes) is provided in Section 1B6.1.2.

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1B6.1.1 Accident Statistics

Available accident statistics for Routes 2A and 2B 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 Vehicle Annual Million Heavy Vehicle (km) Vehicles Heavy Vehicles Accidents km of Heavy Accidents/Annual (per day)1 due to Project2 (per year)3 Vehicle Travel Million km of Heavy Vehicle Travel 2A 7.2 1,167 – 2,265 0.05% – 0.10% 3.0 0.37 – 1.14 0.00 – 1.75 2B 5.5 2,334 – 3,311 0.03% – 0.05% 2.8 0.54 – 2.29 0.00 – 0.87 1 RTA (2003b) Traffic Volume Data for the Western Region 2002. Prepared by the RTA Traffic and Transport Directorate. 2 Assumes 8 truck movements per week. 3 RTA (2005) Excel database of traffic crash data for the Western Region 2000-2004. Provided by Neil Peden on 25 July 2005.

Accident statistics for Routes 2A and 2B 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 2A and 2B are therefore suitable for the transport of hazardous materials with respect to accident statistics. Accident statistics for Routes 2A and 2B are compared in Table 12, Section 1B6.4.4.

1B6.1.2 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 2A and 2B.

1B6.2 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 1B4.3.3). Further information on the management of emergencies in NSW and an evaluation of the ease of access to a potential accident for Segment 2 are provided in Section 1B4.3.3.

Following a review of emergency management in NSW, emergency response capability is considered to be adequate for Routes 2A and 2B. These routes are therefore equally suitable for the transport of hazardous materials with respect to emergency response capability.

1B6.3 OPERATIONAL FACTORS

Operating costs and distribution logistics have been considered in the selection of the preferred transport route for Segment 2. Routes 2A and 2B are both suitable on the basis of logistical considerations.

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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, the shortest route is the most preferable in respect of operating costs. Route 2B is the shortest available route for Segment 2 and is therefore cost effective. However, both routes are relatively short (less than 10 km) and operating costs would not differ considerably between the two routes. Therefore both routes are cost effective and equally suitable on the basis of operating costs.

1B6.4 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 2 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.

1B6.4.1 Hazard Identification

1B6.4.1.1 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

1B6.4.1.2 Adjacent Landuse

Refer to Section 1B4.3.1 for a description of adjacent landuse for potential transport routes.

1B6.4.1.3 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.

1B6.4.1.4 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

Human Error Equipment Failures System or Procedural External Events Failures • driver impairment, e.g. • rail road crossing guard • driver incentives to • vandalism/sabotage alcohol or drugs failure work 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 • soft shoulder training • earthquake • • overfilling • overpressure speed enforcement • existing accident • • other vehicle’s driver • material defect driver rest periods • animals on road • • taking tight turns/ramps • steering failure maintenance too quickly (overturns) • • high centre of gravity inspection • unsecured loads • • corrosion time of the day restrictions • 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)

1B6.4.2 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 26°C 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.

1B6.4.3 Estimation of the Likelihood of a Hazardous Incident

Accident data for heavy vehicles utilising Routes 2A and 2B are detailed in Section 1B6.1.1 and Table 9. Approximately 3 accidents per year involving heavy vehicles occur for Route 2A and 2.8 accidents per year involving heavy vehicles occur for Route 2B.

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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 2A and 2B is estimated to be 2x10-4/year and 1x10-4/year, respectively (i.e. such an incident is estimated to occur for Route 2A once every 5,000 years and on Route 2B once every 10,000 years).

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

1B6.4.4 Risk Analysis and Assessment of Risk Results

Risk analysis took into account the preliminary screening findings as well as road and traffic factors (Section 1B6.1), emergency response capability (Section 1B6.2) and operational factors (Section 1B6.3). Table 11 provides a summary of all assessment factors utilised in the risk analysis for Routes 2A and 2B.

Table 11 Summary of Risk Analysis Assessment Factors

Assessment Factor Route 2A Route 2B Schools 0 0 Number of School Students 0 0 Hospitals 0 0 Number of Hospital Beds 0 0 Aged Care Facilities 0 0 Churches 1 1 Items of Heritage or Cultural Significance 2 2 Other Landuse # # Number of Park Reservations 2 2 Park Reservations – Approximate Total Road Frontage (m) 275 275 Waterways 4 3 Emergency Infrastructure Adequate Adequate RTA and Transporter Preferred Route RTA preferred route - Length (km) 7.2 5.5 No. of Heavy Vehicles (per day)1 1,167 – 2,265 2,334 – 3,311

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Table 11 (Continued) Summary of Risk Analysis Assessment Factors

Assessment Factor Route 2A Route 2B % Increase of Heavy Vehicles due to Project2 0.05% – 0.10% 0.03% – 0.05% Heavy Vehicle Accidents (per year)3 3.0 2.8 Annual Million km of Heavy Vehicle Travel 0.37 – 1.14 0.54 – 2.29 Heavy Vehicle Accidents/Annual Million km of Heavy Vehicle Travel 0.00 – 1.75 0.00 – 0.87 Availability of Alternative Emergency Routes Available Available Emergency Response Capability Adequate Adequate Operational Factors Cost effective Cost effective 1 RTA (2003b) Traffic Volume Data for the Western Region 2002. Prepared by the RTA Traffic and Transport Directorate. 2 Assumes 8 truck movements per week. 3 RTA (2005) Excel database of traffic crash data for the Western Region 2000-2004. Provided by Neil Peden on 25 July 2005. # There is little difference in the type of land use along each potential route, therefore this factor was not used to compare Routes 2A and 2B. Further information is provided in Section 1B4.3.1. 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; • 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.

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Table 12 Risk Analysis Findings

Assessment Factor Most Preferred Acceptable Least Preferred Excluded Route Route Route Route Schools 2A, 2B - - - Hospitals 2A, 2B - - - Aged Care Facilities 2A, 2B - - - Churches - 2A, 2B - - Items of Heritage or Cultural - 2A, 2B - - Significance Other Landuse # # # # Park Reservations - 2A, 2B - - Waterways - 2A, 2B - - Emergency Infrastructure 2A, 2B - - - RTA and Transporter Preferred Route 2A - 2B Heavy Vehicle Accidents (per year)1 - 2A, 2B - - Heavy Vehicle Accidents/Annual Million - 2A, 2B - - km of Heavy Vehicle Travel Availability of Alternative Emergency 2A, 2B - - - Routes Emergency Response Capability 2A, 2B - - - Operational Factors 2A, 2B - - - Comparative Assessment of all 2A 2B - - Factors 1 RTA (2005) Excel database of traffic crash data for the Western Region 2000-2004. Provided by Neil Peden on 25 July 2005. # There is little difference in the type of landuse along each potential route, therefore this factor was not used to compare Routes 2A and 2B. Further information is provided in Section 1B4.3.1. 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 up to 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 2A and 2B. In addition, these results deem both 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. These routes are therefore equally suitable for the transport of hazardous materials from a comparative risk perspective.

1B7 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).

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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 2 is wholly situated within the Dubbo LGA and the Dubbo City Council was 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, Council 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 Council 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 2A and 2B 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 (Dubbo City Council, pers. comm., 6 June 2005) 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.

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

HAL-02-07\1\21\00685414.DOC 1B-20 Sodium Cyanide Road Transport Route Evaluation – Segment 2

1B8 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); - 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;

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- 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 12.1 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.

HAL-02-07\1\21\00685414.DOC 1B-22 Sodium Cyanide Road Transport Route Evaluation – Segment 2

1B9 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).

Dubbo City Council (2004) Approved Road Train and B-Double Routes in Dubbo City Council. Dubbo City Council Technical Services Division.

National Road Transport Commission (1998) Australian Code for the Transport of Dangerous Goods by Road and Rail (ADG Code), Sixth Edition. Prepared by the National Road Transport Commission in conjunction with the Advisory Committee on the Transport of Dangerous Goods and the Federal Office of Road Safety.

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) Road Train and B-Double Routes in NSW and ACT. 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 Western 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 Transport 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 Western Region 2000-2004. Provided by Neil Peden on 25 July 2005.

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

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

HAL-02-07\1\21\00685414.DOC 1B-23 Sodium Cyanide Road Transport Route Evaluation – Segment 3

COWAL GOLD PROJECT TRANSPORT OF HAZARDOUS MATERIALS STUDY

ATTACHMENT 1C

SODIUM CYANIDE ROAD TRANSPORT ROUTE EVALUATION

SEGMENT 3 PATRICK LOGISTICS STORAGE FACILITY TO NEWELL HIGHWAY (DUBBO)

JANUARY 2006 Project No. HAL-02-07\1\21 Document No. ATTACHMENT 1C-L ID: 685416 Sodium Cyanide Road Transport Route Evaluation – Segment 3

TABLE OF CONTENTS

Section Page

1C1 INTRODUCTION 1C-1

1C2 DEFINITION OF THE TRANSPORT AREA 1C-1

1C3 IDENTIFICATION OF HAZARDOUS MATERIAL, SOURCE AND DESTINATION 1C-1 1C3.1 IDENTIFICATION OF HAZARDOUS MATERIAL 1C-1 1C3.2 SOURCE AND DESTINATION 1C-2 1C4 PRELIMINARY SCREENING 1C-2 1C4.1 IDENTIFICATION OF AVAILABLE ROADS FOR HEAVY VEHICLES 1C-2 1C4.1.1 Road Hierarchy 1C-2 1C4.1.2 Identification of Truck Routes 1C-3 1C4.1.3 Available Routes for Heavy Vehicles and Selection of Potential Routes 1C-4 1C4.2 MANDATORY CONSIDERATIONS 1C-4 1C4.2.1 Physical Considerations 1C-4 1C4.2.2 Laws and Regulations 1C-5 1C4.3 SUBJECTIVE FACTORS 1C-6 1C4.3.1 Landuse 1C-6 1C4.3.2 Proximity of Sensitive Ecosystems and Natural Landscapes 1C-6 1C4.3.3 Emergency and Evacuation Planning and Infrastructure 1C-7 1C4.3.4 RTA and Transporter Preferred Transport Routes 1C-8 1C4.4 PRELIMINARY SCREENING FINDINGS 1C-8 1C5 PRELIMINARY LIST OF ROUTES 1C-9

1C6 SECONDARY SCREENING 1C-10 1C6.1 ROAD AND TRAFFIC FACTORS 1C-10 1C6.1.1 Accident Statistics 1C-10 1C6.1.2 Availability of Alternative Emergency Routes 1C-10 1C6.2 EMERGENCY RESPONSE CAPABILITY 1C-11 1C6.3 OPERATIONAL FACTORS 1C-11 1C6.4 RISK ASSESSMENT 1C-11 1C6.4.1 Hazard Identification 1C-12 1C6.4.2 Consequence Analysis 1C-13 1C6.4.3 Estimation of the Likelihood of a Hazardous Incident 1C-14 1C6.4.4 Risk Analysis and Assessment of Risk Results 1C-14 1C7 SELECTION OF ROUTES 1C-16

1C8 RISK MANAGEMENT MEASURES 1C-17

1C9 REFERENCES 1C-19

HAL-02-07\1\21\00685416.DOC 1C-i Sodium Cyanide Road Transport Route Evaluation – Segment 3

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 Ecosystems and Natural Landscapes Table 5 Summary of Subjective Factors Table 6 Preliminary Screening Findings Table 7 Preliminary List of Routes Table 8 Heavy Vehicle Incidents – Initiating and Contributing Causes Table 9 Summary of Risk Analysis Assessment Factors Table 10 Risk Analysis Findings

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1C1 INTRODUCTION

The Cowal Gold Project (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 Australia Ltd (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 the Camellia Freight Terminal, 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 Patrick Logistics Storage Facility to the Newell Highway (Dubbo). This part of the overall sodium cyanide road transport route is referred to as Segment 3. Route evaluations for Segments 1, 2, 4 and 5 are attached to the THMS as Attachments 1A, 1B, 1D and 1E, respectively.

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.

1C2 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 3 is defined as the area between the Patrick Logistics Storage Facility (Lot 5, Boothenba Road, Dubbo) and the Newell Highway (Dubbo) (Figure 1-5).

The transport area is wholly situated within Dubbo, located in the Dubbo Local Government Area (LGA). Dubbo LGA is part of the North Western Statistical Division.

1C3 IDENTIFICATION OF HAZARDOUS MATERIAL, SOURCE AND DESTINATION

1C3.1 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 1998 [ADG Code] [National Road Transport Commission, 1998]), 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).

HAL-02-07\1\21\00685416.DOC 1C-1 Sodium Cyanide Road Transport Route Evaluation – Segment 3

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.

1C3.2 SOURCE AND DESTINATION

The source and destination of sodium cyanide for Segment 3 are outlined in Table 1 and shown on Figure 1-5.

Table 1 Hazardous Material Source and Destination

Source: Destination: Patrick Logistics Storage Facility Newell Highway (Dubbo) Location Town/City LGA Location Town/City LGA Lot 5, Boothenba Dubbo Dubbo Newell Highway Dubbo Dubbo Road

Details of the transport of sodium cyanide from the Patrick Logistics Storage Facility to the Newell Highway (Dubbo) are provided in Table 2.

Table 2 Transport Details

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

1C4 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 1C5 provides the results of this analysis as a preliminary list of routes. Further screening of this preliminary list is provided in Section 1C6.

1C4.1 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 1C4.1.1); and • the identification of routes suitable in general for the movement of trucks (Section 1C4.1.2).

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 1C4.1.3.

1C4.1.1 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.

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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, 2004).

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, 2004). 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 no state roads within the transport area.

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, 2004). The RTA considers regional roads to be suitable for heavy vehicles (RTA, pers. comm., 4 May 2005).

There are no regional roads within the transport area.

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).

1C4.1.2 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 1C4.1.1. 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 and Dubbo City Council were 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, 2003). 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.

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The RTA has published a map showing B-Double and road train routes throughout NSW (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. Dubbo City Council has also determined a truck route network and identified roads within Dubbo suitable for use by B-Doubles and road trains (Dubbo City Council, 2004). These roads were also used where 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., 25 July 2005; Dubbo City Council, pers. comm., 29 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.

1C4.1.3 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 3A and 3B have been identified as potential available routes for heavy vehicles for Segment 3. Routes 3A and 3B are set out in Table 3 and shown on Figure 1-5. Routes 3A and 3B were then tested against mandatory and subjective factors. The assessment is set out below in Sections 1C4.2 and 1C4.3. Table 3 Truck 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.

1C4.2 MANDATORY CONSIDERATIONS

1C4.2.1 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 and Dubbo City Council 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.

Route 3A only utilises designated road train routes (RTA, 2001; Dubbo City Council, 2004). Route 3B utilises a segment of Boothenba Road not designated as a B-Double or road train route. This section of Boothenba Road is physically capable of accommodating single semi-trailers (RTA, pers. comm., 23 August, 2005; Dubbo City Council, pers. comm., 19 September 2005). Therefore, physical considerations do not preclude either of the potential transport routes.

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1C4.2.2 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) (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 3 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, 2004). Therefore, the RTA is the local transport authority for national highways and state roads. Councils are accountable for regional and local roads (RTA, 2004) and are therefore the local transport authorities for these roads.

Potential transport routes utilise local roads and therefore the local transport authority is the Dubbo City Council. Dubbo City Council does not prohibit the transport of hazardous materials on any roads for which it is accountable (Dubbo City Council, pers. comm., 1 September 2005).

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

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1C4.3 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 1C4.3.1) and sensitive ecosystems and natural landscapes (such as park reservations and wetlands) (Section 1C4.3.2) (DUAP, 1995a). Emergency and evacuation planning and infrastructure is also usually included in the assessment of subjective factors (Section 1C4.3.3) (DUAP, 1995a).

1C4.3.1 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.

There are no schools (pre-schools and primary and secondary schools), hospitals, aged care facilities, churches or items of heritage or cultural significance located along Routes 3A or 3B.

Other Landuses

Other landuses may include residential, commercial or industrial areas and areas of open space. Routes 3A and 3B predominantly pass through industrial areas and areas of open space.

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.

1C4.3.2 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 3A and 3B are identified in Table 4 and described in the following sections.

Table 4 Sensitive Ecosystems and Natural Landscapes

Route Park Reservations Waterways Number Approximate Total Road Frontage (m) 3A 0 0 2 3B 0 0 0

Park Reservations

No park reservations would be passed by vehicles using Routes 3A or 3B.

Waterways

Vehicles travelling on Route 3A would cross or come within approximately 100 m of two waterways including Troy Creek.

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1C4.3.3 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.

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 both potential routes. These routes are therefore equally suitable for the transport of hazardous materials with respect to emergency and evacuation planning and infrastructure.

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1C4.3.4 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 Patrick Logistics Storage Facility to the Newell Highway (Dubbo). Route 3A is the route preferred by the RTA for the transport of hazardous materials from the Patrick Logistics Storage Facility to the Newell Highway (Dubbo) (RTA, pers. comm., 15 June 2005).

The transport provider was contacted to determine their preferred route for the transport of hazardous materials from the Patrick Logistics Storage facility to the Newell Highway (Dubbo). Route 3B is the route preferred by the transporter for the transport of hazardous materials for Segment 3 (Patrick Logistics, pers. comm., 9 June 2005).

1C4.4 PRELIMINARY SCREENING FINDINGS

Preliminary screening took into account available roads for heavy vehicles and mandatory and subjective factors (Sections 1C4.1, 1C4.2 and 1C4.3). Following a review of the road hierarchy and the identification of truck routes within the transport area, Routes 3A and 3B have been identified as potential available routes for heavy vehicles for Segment 3. Mandatory factors did not preclude these routes from the route evaluation.

Table 5 provides a summary of subjective factors outlined in Section 1C4.3 for Routes 3A and 3B.

Table 5 Summary of Subjective Factors

Assessment Factor Route 3A Route 3B Schools 0 0 Number of School Students 0 0 Hospitals 0 0 Number of Hospital Beds 0 0 Aged Care Facilities 0 0 Churches 0 0 Items of Heritage or Cultural Significance 0 0 Other Landuse # # Number of Park Reservations 0 0 Park Reservations – Approximate Total Road Frontage (m) 0 0 Waterways 2 0 Emergency Infrastructure Adequate Adequate RTA and Transporter Preferred Route RTA preferred route Transporter preferred route # There is little difference in the type of landuse along each potential route, therefore this factor was not used to compare Routes 3A and 3B. Further information is provided in Section 1C4.3.1. RTA Roads and Traffic Authority

Table 5 indicates that Routes 3A and 3B would have minimal impact on subjective factors and are suitable for the transport of hazardous materials.

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In accordance with the Guidelines, Table 6 presents the results of the preliminary screening on a comparative basis. Table 6 details the most preferred, acceptable, least preferred and excluded routes for each of the subjective factors detailed in Section 1C4.3. 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.

Tables 5 and 6 indicate that the preliminary screening has identified Routes 3A and 3B as preferred routes and worthy of further assessment.

Table 6 Preliminary Screening Findings

Assessment Factor Most Preferred Acceptable Least Preferred Excluded Route Route Route Route Schools 3A, 3B - - - Hospitals 3A, 3B - - - Aged Care Facilities 3A, 3B - - - Churches 3A, 3B - - - Items of Heritage or Cultural 3A, 3B - - - Significance Other Landuse # # # # Park Reservations 3A, 3B - - - Waterways 3B 3A - - Emergency Infrastructure 3A, 3B - - - RTA and Transporter Preferred Route 3A 3B - - Comparative Assessment of all 3A, 3B - - - Factors # There is little difference in the type of landuse along each potential route, therefore this factor was not used to compare Routes 3A and 3B. Further information is provided in Section 1C4.3.1. RTA Roads and Traffic Authority

1C5 PRELIMINARY LIST OF ROUTES

On the basis of the preliminary screening analysis in Section 1C4, the following preliminary list of routes from the Patrick Logistics Storage Facility to the Newell Highway (Dubbo) has been determined (Table 7). Table 7 Preliminary List of 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.

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1C6 SECONDARY SCREENING

Secondary screening involves the assessment of the preliminary list of routes (Section 1C5) against road and traffic factors (Section 1C6.1), emergency response capability (Section 1C6.2), operational factors (Section 1C6.3) and risk (including environmental and landuse factors) (Section 1C6.4) (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 1C7.

1C6.1 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 1C6.1.1. An assessment of remaining road and traffic factors (i.e. the availability of alternative emergency routes) is provided in Section 1C6.1.2.

1C6.1.1 Accident Statistics

Routes 3A and 3B pass through an industrial area, therefore few vehicles access the area and few accidents occur. While no accidents were recorded along Route 3B in the last five years, one accident has been recorded along Route 3A, on Purvis Lane (RTA, 2005). Route 3A is approximately 3.6 km in length and Route 3B is approximately 0.5 km in length.

Accident statistics for Routes 3A and 3B are considered to be within normal operating levels for the road types and use. Routes 3A and 3B are therefore suitable for the transport of hazardous materials with respect to accident statistics. Accident statistics for Routes 3A and 3B are compared in Table 10, Section 1C6.4.4.

1C6.1.2 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 3A and 3B.

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1C6.2 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 1C4.3.3). Further information on the management of emergencies in NSW and an evaluation of the ease of access to a potential accident for Segment 3 are provided in Section 1C4.3.3.

Following a review of emergency management in NSW, emergency response capability is considered to be adequate for Routes 3A and 3B. These routes are therefore equally suitable for the transport of hazardous materials with respect to emergency response capability.

1C6.3 OPERATIONAL FACTORS

Operating costs and distribution logistics have been considered in the selection of the preferred transport route for Segment 3. Routes 3A and 3B are both 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, the shortest route is the most preferable in respect of operating costs. Route 3B is the shortest available route for Segment 3 and is therefore cost effective. However, both routes are relatively short (less than 5 km) and operating costs would not differ considerably between routes. Therefore both routes are cost effective and equally suitable on the basis of operating costs.

1C6.4 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 3 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.

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5. Assessment of risk results. 1C6.4.1 Hazard Identification

1C6.4.1.1 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.

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

1C6.4.1.2 Adjacent Landuse

Refer to Section 1C4.3.1 for a description of adjacent landuse for potential transport routes.

1C6.4.1.3 Transport Vehicle and Conditions of Transport

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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.

1C6.4.1.4 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 8.

Table 8 Heavy Vehicle Incidents – Initiating and Contributing Causes

Human Error Equipment Failures System or Procedural External Events Failures • driver impairment, e.g. • rail road crossing guard • driver incentives to • vandalism/sabotage alcohol or drugs failure work 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 • soft shoulder training • earthquake • • overfilling • overpressure speed enforcement • existing accident • • other vehicle’s driver • material defect driver rest periods • animals on road • • taking tight turns/ramps • steering failure maintenance too quickly (overturns) • • high centre of gravity inspection • unsecured loads • • corrosion time of the day restrictions • 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)

1C6.4.2 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 26°C resulting in exposure for those at or near to an accident scene;

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• 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.

1C6.4.3 Estimation of the Likelihood of a Hazardous Incident

Accident data for heavy vehicles utilising Routes 3A and 3B are detailed in Section 1C6.1.1. No accidents involving heavy vehicles have occurred along Route 3B and approximately 0.2 accidents per year involving heavy vehicles occur on Route 3A.

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 involving a vehicle transporting sodium cyanide to the Project resulting in a release of the material for Routes 3A and 3B is estimated to be 1x10-5/year for Route 3A (i.e. such an incident is estimated to occur once every 100,000 years along Route 3A based on averaged accident data for similar roads in the Dubbo area) and 0/year for Route 3B (based on recent accident data), respectively.

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

1C6.4.4 Risk Analysis and Assessment of Risk Results

Risk analysis took into account the preliminary screening findings as well as road and traffic factors (Section 1C6.1), emergency response capability (Section 1C6.2) and operational factors (Section 1C6.3). Table 9 provides a summary of all assessment factors utilised in the risk analysis for Routes 3A and 3B.

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Table 9 Summary of Risk Analysis Assessment Factors

Assessment Factor Route 3A Route 3B Schools 0 0 Number of School Students 0 0 Hospitals 0 0 Number of Hospital Beds 0 0 Aged Care Facilities 0 0 Churches 0 0 Items of Heritage or Cultural Significance 0 0 Other Landuse # # Number of Park Reservations 0 0 Park Reservations – Approximate Total Road Frontage (m) 0 0 Waterways 2 0 Emergency Infrastructure Adequate Adequate RTA and Transporter Preferred Route RTA preferred route Transporter preferred route Length (km) 3.6 0.5 Heavy Vehicle Accidents (per year)1 0.2 0 Availability of Alternative Emergency Routes Available Available Emergency Response Capability Adequate Adequate Operational Factors Cost effective Cost effective 1 RTA (2005) Excel database of traffic crash data for the Western Region 2000-2004. Provided by Neil Peden on 25 July 2005. # There is little difference in the type of land use along each potential route, therefore this factor was not used to compare Routes 3A and 3B. Further information is provided in Section 1C4.3.1. RTA Roads and Traffic Authority

In accordance with the Guidelines, Table 10 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 10 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; • 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.

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Table 10 Risk Analysis Findings

Assessment Factor Most Preferred Acceptable Least Preferred Excluded Route Route Route Route Schools 3A, 3B - - - Hospitals 3A, 3B - - - Aged Care Facilities 3A, 3B - - - Churches 3A, 3B - - - Items of Heritage or Cultural 3A, 3B - - - Significance Other Landuse # # # # Park Reservations 3A, 3B - - - Waterways 3B 3A - - Emergency Infrastructure 3A, 3B - - - RTA and Transporter Preferred Route 3A 3B - - Heavy Vehicle Accidents (per year)1 3B 3A - - Availability of Alternative Emergency 3A, 3B - - - Routes Emergency Response Capability 3A, 3B - - - Operational Factors 3A, 3B - - - Comparative Assessment of all 3B 3A - - Factors 1 RTA (2005) Excel database of traffic crash data for the Western Region 2000-2004. Provided by Neil Peden on 25 July 2005. # There is little difference in the type of land use along each potential route, therefore this factor was not used to compare Routes 3A and 3B. Further information is provided in Section 1C4.3.1. 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.

From a risk perspective, the results detailed in Tables 9 and 10 show little difference in the level of risk associated with Routes 3A and 3B. In addition, these results deem both 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. These routes are therefore equally suitable for the transport of hazardous materials from a comparative risk perspective.

1C7 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).

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

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In order to make a balanced judgement, consultation with Councils was also undertaken. The transport area for Segment 3 is wholly situated within the Dubbo LGA and the Dubbo City Council was 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, Council 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 Council 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 3A and 3B 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 (Dubbo City Council, pers. comm., 6 June 2005) 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).

1C8 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. 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).

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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); - 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 12.1 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

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- 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).

1C9 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).

Dubbo City Council (2004) Approved Road Train and B-Double Routes in Dubbo City Council. Dubbo City Council Technical Services Division.

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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National Road Transport Commission (1998) Australian Code for the Transport of Dangerous Goods by Road and Rail (ADG Code), Sixth Edition. Prepared by the National Road Transport Commission in conjunction with the Advisory Committee on the Transport of Dangerous Goods and the Federal Office of Road Safety.

Roads and Traffic Authority (RTA) (2001) Road Train and B-Double Routes in NSW and ACT. Map dated May 2001.

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

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

Roads and Traffic Authority (RTA) (2005) Excel database of traffic crash data for the Western Region 2000-2004. Provided by Neil Peden on 25 July 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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COWAL GOLD PROJECT TRANSPORT OF HAZARDOUS MATERIALS STUDY

ATTACHMENT 1D

SODIUM CYANIDE ROAD TRANSPORT ROUTE EVALUATION

SEGMENT 4 NEWELL HIGHWAY (DUBBO) TO NEWELL HIGHWAY/MID WESTERN HIGHWAY (WEST WYALONG)

JANUARY 2006 Project No. HAL-02-07\1\21 Document No. ATTACHMENT 1D-N ID: 685417 Sodium Cyanide Road Transport Route Evaluation – Segment 4

TABLE OF CONTENTS

Section Page

1D1 INTRODUCTION 1D-1

1D2 DEFINITION OF THE TRANSPORT AREA 1D-1

1D3 IDENTIFICATION OF HAZARDOUS MATERIAL, SOURCE AND DESTINATION 1D-2 1D3.1 IDENTIFICATION OF HAZARDOUS MATERIAL 1D-2 1D3.2 SOURCE AND DESTINATION 1D-2 1D4 PRELIMINARY SCREENING 1D-2 1D4.1 IDENTIFICATION OF AVAILABLE ROADS FOR HEAVY VEHICLES 1D-3 1D4.1.1 Road Hierarchy 1D-3 1D4.1.2 Identification of Truck Routes 1D-4 1D4.1.3 Potential Available Routes for Heavy Vehicles and Selection of Potential Routes 1D-4 1D4.2 MANDATORY CONSIDERATIONS 1D-5 1D4.2.1 Physical Considerations 1D-5 1D4.2.2 Laws and Regulations 1D-5 1D4.3 SUBJECTIVE FACTORS 1D-6 1D4.3.1 Landuse 1D-6 1D4.3.2 Proximity of Sensitive Ecosystems and Natural Landscapes 1D-7 1D4.3.3 Emergency and Evacuation Planning and Infrastructure 1D-7 1D4.3.4 RTA and Transporter Preferred Transport Routes 1D-8 1D4.4 PRELIMINARY SCREENING FINDINGS 1D-9 1D5 PRELIMINARY LIST OF ROUTES 1D-9

1D6 SECONDARY SCREENING 1D-9 1D6.1 ROAD AND TRAFFIC FACTORS 1D-10 1D6.1.1 Accident Statistics 1D-10 1D6.1.2 Availability of Alternative Emergency Routes 1D-11 1D6.2 EMERGENCY RESPONSE CAPABILITY 1D-11 1D6.3 OPERATIONAL FACTORS 1D-11 1D6.4 RISK ASSESSMENT 1D-11 1D6.4.1 Hazard Identification 1D-12 1D6.4.2 Consequence Analysis 1D-14 1D6.4.3 Estimation of the Likelihood of a Hazardous Incident 1D-14 1D6.4.4 Risk Analysis and Assessment of Risk Results 1D-15 1D7 SELECTION OF ROUTES 1D-17

1D8 RISK MANAGEMENT MEASURES 1D-17

1D9 REFERENCES 1D-19

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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 Ecosystems and Natural Landscapes Table 5 Summary of Subjective Factors Table 6 Preliminary List of Routes Table 7 Summary of Accident Statistics Table 8 Heavy Vehicle Incidents – Initiating and Contributing Causes Table 9 Summary of Risk Analysis Assessment Factors Table 10 Risk Analysis Findings

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1D1 INTRODUCTION

The Cowal Gold Project (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 Australia Ltd (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 the Camellia Freight Terminal, 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 Newell Highway (Dubbo) to the Newell Highway/Mid Western Highway (West Wyalong). This part of the overall sodium cyanide road transport route is referred to as Segment 4. Route evaluations for Segments 1, 2, 3, and 5 are attached to the THMS as Attachments 1A, 1B, 1C, and 1E, respectively.

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.

1D2 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 4 is defined as the area between the Newell Highway (Dubbo) and the Newell Highway/Mid Western Highway (West Wyalong) (Figure 1-1)1. The transport area is situated within the Local Government Areas (LGAs) of Dubbo, Narromine, Parkes, Forbes, Weddin and Bland.

1 Note, the potential truck routes outlined for Segment 5 for sodium cyanide transport (Attachment 1E) (i.e. Routes 5A, 5B and 5C) commence at various points along the Newell Highway/Mid Western Highway, namely (Figure 1-6): • Route 5A commences at the Ungarie Road turnoff from the Mid Western Highway; • Route 5B commences where Slee Street meets the Newell Highway; and • Route 5C commences where Bodels Lane meets the Newell Highway.

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1D3 IDENTIFICATION OF HAZARDOUS MATERIAL, SOURCE AND DESTINATION

1D3.1 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 1998 [ADG Code] [National Road Transport Commission, 1998]), 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.

1D3.2 SOURCE AND DESTINATION

The source and destination of sodium cyanide for Segment 4 are outlined in Table 1 and shown on Figure 1-1.

Table 1 Hazardous Material Source and Destination

Source: Destination: Newell Highway (Dubbo) West Wyalong Location Town/City LGA Location Town/City LGA Newell Highway Dubbo Dubbo Newell Highway/ West Wyalong Bland Mid Western Highway

Details of the transport of sodium cyanide from the Newell Highway (Dubbo) to the Newell Highway/Mid Western Highway (West Wyalong) are provided in Table 2.

Table 2 Transport Details

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

1D4 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 1D5 provides the results of this analysis as a preliminary list of routes. Further screening of this preliminary list is provided in Section 1D6.

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1D4.1 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 1D4.1.1); and • the identification of routes suitable in general for the movement of trucks (Section 1D4.1.2).

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 1D4.1.3.

1D4.1.1 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).

National highways within the transport area include the Newell Highway. The RTA prefers heavy vehicles to utilise national highways and state roads wherever possible (RTA, pers. comm., 4 May 2005). Therefore, the Newell Highway would be used for heavy vehicles within the transport area where possible.

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.).

State roads within the transport area include the Mid Western 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, this road would also 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).

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).

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1D4.1.2 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 1D4.1.1. 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 (which includes B-doubles) throughout NSW (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 (RTA, pers. comm., 1 August 2005; Bland Shire Council, pers. comm., 4 July 2005). One heavy vehicle bypass is located at West Wyalong2.

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.

1D4.1.3 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, Route 4A has been identified as the only potential available route for heavy vehicles for Segment 43. Route 4A is set out in Table 3 and shown on Figure 1-1.

2 This heavy vehicle bypass is relevant to Route 5A described in Attachment 1E (Segment 5 of the sodium cyanide transport route). 3 Note, the potential truck routes outlined for Segment 5 for sodium cyanide transport (Attachment 1E) (i.e. Routes 5A, 5B and 5C) commence at various points along the Newell Highway/Mid Western Highway, namely (Figure 1-6): • Route 5A commences at the Ungarie Road turnoff from the Mid Western Highway; • Route 5B commences where Slee Street meets the Newell Highway; and • Route 5C commences where Bodels Lane meets the Newell Highway.

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Table 3 Truck Routes

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 only utilises roads that are designated B-Double or road train routes (RTA, 2001). Route 4A is also the shortest and most direct route from Dubbo to West Wyalong. Other routes from Dubbo to West Wyalong utilising designated B-Double and road train routes could have been identified as truck routes but are significantly longer and were discounted from the route evaluation on the basis of increased travel time.

Route 4A was tested against mandatory and subjective factors. The assessment is set out below in Sections 1D4.2 and 1D4.3.

1D4.2 MANDATORY CONSIDERATIONS

1D4.2.1 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.

Route 4A only utilises roads designated as B-Double or road train routes. Therefore, physical considerations do not preclude this transport route from the route evaluation.

1D4.2.2 Laws and Regulations

Laws and regulations may prohibit the transport of hazardous materials through 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) were 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) (DOTARS, 2005b).

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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 is 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 4 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.

The heavy vehicle bypass at West Wyalong is comprised of regional or local roads and therefore the local transport authority is the Bland Shire Council. The RTA is the transport authority for the Newell Highway and Mid Western Highway. 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.

Laws and regulations do not preclude Route 4A from the route evaluation.

1D4.3 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 1D4.3.1) and sensitive ecosystems and natural landscapes (such as park reservations and wetlands) (Section 1D4.3.2) (DUAP, 1995a). Emergency and evacuation planning and infrastructure are also usually included in the assessment of subjective factors (Section 1D4.3.3) (DUAP, 1995a).

1D4.3.1 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.

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Route 4A predominantly passes through rural areas comprising of areas of open space. Sensitive landuses such as those listed above are relatively uncommon along Route 4A and do not preclude it from the route evaluation. Therefore, further detailed consideration of sensitive landuses was not undertaken for this route evaluation.

Other Landuses

Other landuses may include residential, commercial or industrial areas and areas of open space. Route 4A predominantly passes through rural areas comprising areas of open space.

1D4.3.2 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 Route 4A are identified in Table 4 and described in the following sections.

Table 4 Sensitive Ecosystems and Natural Landscapes

Route Park Reservations Waterways Number Approximate Total Road Frontage (m) 4A 5 22,500 13

Park Reservations

Vehicles travelling on Route 4A would pass within approximately 100 m of five park reservations, including Boxalls State Forest, Back Creek State Forest, Momo State Forest and Carawandool State Forest.

To determine if Route 4A is suitable for the transport of hazardous materials, 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 Route 4A. The approximate total length of road frontage of park reservations for Route 4A is 22,500 m.

Waterways

Vehicles travelling on Route 4A would traverse or come within approximately 100 m of 13 waterways, including Barmedman Creek, Bland Creek, Lachlan River, Macquarie River, Backwater Cowal, Bogan River and Goobang Creek.

1D4.3.3 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).

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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.

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 Route 4A. This route is therefore suitable for the transport of hazardous materials with respect to emergency and evacuation planning and infrastructure.

1D4.3.4 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 Newell Highway (Dubbo) to the Newell Highway/Mid Western Highway (West Wyalong). Route 4A is the route preferred by the RTA for the transport of hazardous materials from the Newell Highway (Dubbo) to the Newell Highway/Mid Western Highway (West Wyalong) (RTA, pers. comm., 14 June 2005).

The transport provider was contacted to determine their preferred route for the transport of hazardous materials from the Newell Highway (Dubbo) to the Newell Highway/Mid Western Highway (West Wyalong). Route 4A is the route preferred by the transporter for the transport of hazardous materials for Segment 4 (Orica Australia, pers. comm., 21 December 2004).

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1D4.4 PRELIMINARY SCREENING FINDINGS

Preliminary screening took into account available roads for heavy vehicles and mandatory and subjective factors (Sections 1D4.1, 1D4.2 and 1D4.3). Following a review of the road hierarchy and the identification of truck routes within the transport area, Route 4A has been identified as the only potential available route for heavy vehicles for Segment 4. Mandatory factors did not preclude this route from the route evaluation.

Table 5 provides a summary of subjective factors outlined in Section 1D4.3 for Route 4A.

Table 5 Summary of Subjective Factors

Assessment Factor Route 4A Schools # Number of School Students # Hospitals # Number of Hospital Beds # Aged Care Facilities # Churches # Items of Heritage or Cultural Significance # Other Landuse Predominantly open space Number of Park Reservations 5 Park Reservations – Approximate Total Road Frontage (m) 22,500 Waterways 13 Emergency Infrastructure Adequate RTA and Transporter Preferred Route RTA and Transporter preferred route # Sensitive landuses along Route 4A are relatively uncommon and do not preclude this route from the route evaluation. Further information is provided in Section 1D4.3.1. RTA Roads and Traffic Authority

Table 5 indicates that Route 4A would have minimal impact on subjective factors and is suitable for the transport of hazardous materials.

1D5 PRELIMINARY LIST OF ROUTES

On the basis of the preliminary screening in Section 1D4, the following preliminary list of routes from the Newell Highway (Dubbo) to the Newell Highway/Mid Western Highway (West Wyalong) has been determined (Table 6).

Table 6 Preliminary List of Routes

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 into the Mid Western Highway until the junction with Ungarie Road.

1D6 SECONDARY SCREENING

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Secondary screening involves the assessment of the preliminary list of routes (Section 1D5) against road and traffic factors (Section 1D6.1), emergency response capability (Section 1D6.2), operational factors (Section 1D6.3) and risk (including environmental and landuse factors) (Section 1D6.4) (Figure 1-2). The potential route has been assessed against each secondary screening factor to confirm that route is suitable for the transport of hazardous materials. The final selection of routes for Segment 4 is detailed in Section 1D7.

1D6.1 ROAD AND TRAFFIC FACTORS

The Guidelines state that the assessment of a potential transport route 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 assess accident statistics for potential transport routes and infer from them the capability and level of service of the road system.

Accident statistics for Route 4A are provided in Section 1D6.1.1. An assessment of remaining road and traffic factors (i.e. the availability of alternative emergency routes) is provided in Section 1D6.1.2.

1D6.1.1 Accident Statistics

Available accident statistics for Route 4A were obtained from the RTA and are summarised in Table 7.

Table 7 Summary of Accident Statistics

Route Length No. of Heavy % Increase of Heavy Vehicle Annual Million Heavy Vehicle (km) Vehicles Heavy Vehicles Accidents km of Heavy Accidents/Annual (per day)1,2,3,4 due to Project5 (per year)6,7 Vehicle Travel Million km of Heavy Vehicle Travel 4A 257 556 – 2,206 0.05% – 0.21% 10.0 0.03 – 46.29 0.00 – 0.38 1 RTA (2003b) Traffic Volume Data for the Western Region 2002. Prepared by the RTA Traffic and Transport Directorate. 2 RTA (2004b) Traffic Volume Data for the South Western Region 2003. Prepared by the RTA Traffic and Transport Directorate. 3 RTA (2000) Excel database of traffic composition for the South Western Region. Provided by David Amery on 22 July 2005. 4 RTA (2002) Excel database of traffic composition for the Western Region. Provided by Neil Peden on 25 July 2005. 5 Assumes 8 truck movements per week. 6 RTA (2005a) Excel database of traffic crash data for the Western Region 2000 - 2004. Provided by Neil Peden on 25 July 2005. 7 RTA (2005b) Excel database of traffic crash data for the South Western Region 2000 - 2004. Provided by David Amery on 5 August 2005.

Accident statistics for Route 4A are considered to be within normal operating levels for the road type and use. The increase of heavy vehicles due to the Project would be very small (up to approximately 0.2%) and would be unlikely to affect traffic flows or accident statistics. Route 4A is therefore suitable for the transport of hazardous materials with respect to accident statistics.

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1D6.1.2 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 Route 4A.

1D6.2 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 1D4.3.3). Further information on the management of emergencies in NSW and an evaluation of the ease of access to a potential accident for Segment 4 are provided in Section 1D4.3.3.

Following a review of emergency management in NSW, emergency response capability is considered to be adequate for Route 4A. This route is therefore suitable for the transport of hazardous materials with respect to emergency response capability.

1D6.3 OPERATIONAL FACTORS

Operating costs and distribution logistics have been considered for Segment 4. Route 4A is 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, the shortest route is the most preferable in respect of operating costs. Route 4A is the shortest available route for Segment 4 and is therefore cost effective and suitable on the basis of operating costs.

1D6.4 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 4 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.

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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.

1D6.4.1 Hazard Identification

1D6.4.1.1 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.

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

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1D6.4.1.2 Adjacent Landuse

Refer to Section 1D4.3.1 for a description of adjacent landuse for Route 4A.

1D6.4.1.3 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.

1D6.4.1.4 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 8.

Table 8 Heavy Vehicle Incidents – Initiating and Contributing Causes

Human Error Equipment Failures System or Procedural External Events Failures • driver impairment, e.g. • rail road crossing guard • driver incentives to • vandalism/sabotage alcohol or drugs failure work 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 • soft shoulder training • earthquake • • overfilling • overpressure speed enforcement • existing accident • • other vehicle’s driver • material defect driver rest periods • animals on road • • taking tight turns/ramps • steering failure maintenance too quickly (overturns) • • high centre of gravity inspection • unsecured loads • • corrosion time of the day restrictions • 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)

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1D6.4.2 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 26°C, 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.

1D6.4.3 Estimation of the Likelihood of a Hazardous Incident

Accident data for heavy vehicles utilising Route 4A are detailed in Section 1D6.1.1 and Table 7. Approximately 10 accidents per year involving heavy vehicles occur for Route 4A.

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 Route 4A is estimated to be 1x10-3/year (i.e. such an incident is estimated to occur on Route 4A once every 1,000 years).

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

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1D6.4.4 Risk Analysis and Assessment of Risk Results

Risk analysis took into account the preliminary screening findings as well as road and traffic factors (Section 1D6.1), emergency response capability (Section 1D6.2) and operational factors (Section 1D6.3). Table 9 provides a summary of all assessment factors utilised in the risk analysis for Route 4A.

Table 9 Summary of Risk Analysis Assessment Factors

Assessment Factor Route 4A Schools # Number of School Students # Hospitals # Number of Hospital Beds # Aged Care Facilities # Churches # Items of Heritage or Cultural Significance # Other Landuse # Number of Park Reservations 5 Park Reservations – Approximate Total Road Frontage (m) 22,500 Waterways 13 Emergency Infrastructure Adequate RTA and Transporter Preferred Route RTA and Transporter preferred route Length (km) 257 No. of Heavy Vehicles (per day)1,2,3,4 556 – 2,206 % Increase of Heavy Vehicles due to Project5 0.05% – 0.21% Heavy Vehicle Accidents (per year)6,7 10.0 Annual Million km of Heavy Vehicle Travel 0.03 – 46.29 Heavy Vehicle Accidents/Annual Million km of Heavy Vehicle Travel 0.00 – 0.38 Availability of Alternative Emergency Routes Available Emergency Response Capability Adequate Operational Factors Cost effective 1 RTA (2003b) Traffic Volume Data for the Western Region 2002. Prepared by the RTA Traffic and Transport Directorate. 2 RTA (2004b) Traffic Volume Data for the South Western Region 2003. Prepared by the RTA Traffic and Transport Directorate. 3 RTA (2000) Excel database of traffic composition for the South Western Region. Provided by David Amery on 22 July 2005. 4 RTA (2002) Excel database of traffic composition for the Western Region. Provided by Neil Peden on 25 July 2005. 5 Assumes 8 truck movements per week. 6 RTA (2005a) Excel database of traffic crash data for the Western Region 2000 - 2004. Provided by Neil Peden on 25 July 2005. 7 RTA (2005b) Excel database of traffic crash data for the South Western Region 2000 - 2004. Provided by David Amery on 5 August 2005. # Sensitive landuses along Route 4A are relatively uncommon and do not preclude this route from the route evaluation. Further information is provided in Section 1D4.3.1. RTA Roads and Traffic Authority

Table 10 presents the results of the risk analysis for Route 4A, in which 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.

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Table 10 presents the results of the risk analysis in terms of minimal, acceptable, significant and unacceptable risk. For the purposes of this risk assessment the following definitions apply:

• minimal risk: the transport of sodium cyanide along Route 4A is assessed as posing a minimal risk to the factor of interest; • acceptable risk: the transport of sodium cyanide along Route 4A is assessed as posing an acceptable amount of risk to the factor of interest; • significant risk: the transport of sodium cyanide along Route 4A is assessed as posing a significant increase of risk to the factor of interest; and • unacceptable risk: the transport of sodium cyanide along Route 4A is assessed as posing an unacceptable level of risk to the factor of interest.

Table 10 Risk Analysis Findings

Assessment Factor Minimal Risk Acceptable Risk Significant Risk Unacceptable Risk Schools  Hospitals  Aged Care Facilities  Churches  Items of Heritage or Cultural  Significance Other Landuse  Park Reservations  Waterways  Emergency Infrastructure  RTA and Transporter Preferred Route  Heavy Vehicle Accidents (per year)  Heavy Vehicle Accidents/Annual Million  km of Heavy Vehicle Travel Availability of Alternative Emergency  Routes Emergency Response Capability  Operational Factors  Comparative Assessment of all  Factors 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 up to approximately 0.2% (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 9 and 10 deem Route 4A to pose a minimal level of risk to surrounding people, property and the natural environment. This route is therefore suitable for the transport of hazardous materials to the Project.

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1D7 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).

The Guidelines state that the results of the study are generally best presented on a comparative basis. Following the identification of available roads for heavy vehicles in the transport area, there is only one potential available route for heavy vehicles for Segment 4 (Section 1D4.1). Therefore, there is no basis for a comparative assessment. As an alternative to comparative assessment, the potential available route for Segment 4 was assessed against all remaining preliminary and secondary screening factors to confirm that the route is suitable for the transport of hazardous materials to the Project.

Selecting a route that is suitable for the transport of hazardous materials must be 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 4 is situated within the Dubbo, Narromine, Parkes, Forbes, Weddin and Bland LGAs. These Councils were consulted during the preparation of the THMS.

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 screening, Route 4A 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).

1D8 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).

HAL-02-07\1\21\00685417.DOC 1D-17 Sodium Cyanide Road Transport Route Evaluation – Segment 4

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. 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 the suitable transport route 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); - 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 12.1 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);

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- 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 19974. • 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 19974. • 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 19974. • 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 19974. • Vehicles transporting hazardous materials to the Project are required to carry appropriate communication devices (such as a radio or telephone).

1D9 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).

4 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.

HAL-02-07\1\21\00685417.DOC 1D-19 Sodium Cyanide Road Transport Route Evaluation – Segment 4

National Road Transport Commission (1998) Australian Code for the Transport of Dangerous Goods by Road and Rail (ADG Code), Sixth Edition. Prepared by the National Road Transport Commission in conjunction with the Advisory Committee on the Transport of Dangerous Goods and the Federal Office of Road Safety.

Roads and Traffic Authority (RTA) (2000) Excel database of traffic composition for the South Western Region. Provided by David Amery on 22 July 2005.

Roads and Traffic Authority (RTA) (2001) Road Train and B-Double Routes in NSW and ACT. Map dated May 2001.

Roads and Traffic Authority (RTA) (2002) Excel database of traffic composition for the Western Region. Provided by Neil Peden on 25 July 2005.

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 Western 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 Transport Authority (RTA) (2004b) Traffic Volume Data for the South Western Region 2003. Prepared by the RTA Traffic and Transport Directorate.

Roads and Transport Authority (RTA) (2005a) Excel database of traffic crash data for the Western Region 2000 - 2004. Provided by Neil Peden on 25 July 2005.

Roads and Transport Authority (RTA) (2005b) Excel database of traffic crash data for the South Western Region 2000 - 2004. Provided by David Amery on 5 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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COWAL GOLD PROJECT TRANSPORT OF HAZARDOUS MATERIALS STUDY

ATTACHMENT 1E

SODIUM CYANIDE ROAD TRANSPORT ROUTE EVALUATION

SEGMENT 5 NEWELL HIGHWAY/MID WESTERN HIGHWAY (WEST WYALONG) TO THE COWAL GOLD PROJECT

JANUARY 2006 Project No. HAL-02-07\1\21 Document No. ATTACHMENT 1E-M ID: 685427 Sodium Cyanide Road Transport Route Evaluation – Segment 5

TABLE OF CONTENTS

Section Page

1E1 INTRODUCTION 1E-1

1E2 DEFINITION OF THE TRANSPORT AREA 1E-1

1E3 IDENTIFICATION OF HAZARDOUS MATERIAL, SOURCE AND DESTINATION 1E-1 1E3.1 IDENTIFICATION OF HAZARDOUS MATERIAL 1E-1 1E3.2 SOURCE AND DESTINATION 1E-2 1E4 PRELIMINARY SCREENING 1E-2 1E4.1 IDENTIFICATION OF AVAILABLE ROADS FOR HEAVY VEHICLES 1E-2 1E4.1.1 Road Hierarchy 1E-2 1E4.1.2 Identification of Truck Routes 1E-3 1E4.1.3 Potential Available Routes for Heavy Vehicles and Selection of Potential Routes 1E-5 1E4.2 MANDATORY CONSIDERATIONS 1E-5 1E4.2.1 Physical Considerations 1E-5 1E4.2.2 Laws and Regulations 1E-6 1E4.3 SUBJECTIVE FACTORS 1E-6 1E4.3.1 Landuse 1E-6 1E4.3.2 Proximity of Sensitive Ecosystems and Natural Landscapes 1E-6 1E4.3.3 Emergency and Evacuation Planning and Infrastructure 1E-7 1E4.4 PRELIMINARY SCREENING FINDINGS 1E-8 1E5 PRELIMINARY LIST OF ROUTES 1E-9

1E6 SECONDARY SCREENING 1E-9 1E6.1 ROAD AND TRAFFIC FACTORS 1E-9 1E6.1.1 Accident Statistics 1E-10 1E6.1.2 Availability of Alternative Emergency Routes 1E-10 1E6.2 EMERGENCY RESPONSE CAPABILITY 1E-10 1E6.3 OPERATIONAL FACTORS 1E-11 1E6.4 RISK ASSESSMENT 1E-11 1E6.4.1 Hazard Identification 1E-11 1E6.4.2 Consequence Analysis 1E-13 1E6.4.3 Estimation of the Likelihood of a Hazardous Incident 1E-13 1E6.4.4 Risk Analysis and Assessment of Risk Results 1E-14 1E7 SELECTION OF ROUTES 1E-16

1E8 RISK MANAGEMENT MEASURES 1E-17

1E9 REFERENCES 1E-19

HAL-02-07\1\21\00685427.DOC 1E-i Sodium Cyanide Road Transport Route Evaluation – Segment 5

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 Ecosystems and Natural Landscapes Table 5 Summary of Subjective Factors Table 6 Preliminary List of Routes Table 7 Summary of Accident Statistics Table 8 Heavy Vehicle Incidents – Initiating and Contributing Causes Table 9 Summary of Risk Analysis Assessment Factors Table 10 Risk Analysis Findings

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1E1 INTRODUCTION

The Cowal Gold Project (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 Australia Ltd (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 the Camellia Freight Terminal, 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 Newell Highway/Mid Western Highway (West Wyalong) to the Cowal Gold Project. This part of the overall sodium cyanide road transport route is referred to as Segment 5. Route evaluations for Segments 1, 2, 3 and 4 are attached to the THMS as Attachments 1A, 1B, 1C and 1D, respectively.

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.

1E2 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 5 is defined as the area between the Newell Highway/Mid Western Highway (West Wyalong) and the Cowal Gold Project (Figure 1-6). The transport area is wholly situated within the Bland Local Government Area (LGA). Bland LGA is part of the Central West Statistical Division.

1E3 IDENTIFICATION OF HAZARDOUS MATERIAL, SOURCE AND DESTINATION

1E3.1 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 1998 [ADG Code] [National Road Transport Commission, 1998]), 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).

HAL-02-07\1\21\00685427.DOC 1E-1 Sodium Cyanide Road Transport Route Evaluation – Segment 5

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.

1E3.2 SOURCE AND DESTINATION

The source and destination of sodium cyanide for Segment 5 are outlined in Table 1 and shown on Figure 1-6.

Table 1 Hazardous Material Source and Destination

Source: Destination: West Wyalong Cowal Gold Project Location Town/City LGA Location Town/City LGA Newell Highway/ West Wyalong Bland Bonehams Road, - Bland Mid Western 38 km north-east Highway of West Wyalong

Details of the transport of sodium cyanide from the Newell Highway/Mid Western Highway (West Wyalong) to the Cowal Gold Project are provided in Table 2.

Table 2 Transport Details

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

1E4 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 1E5 provides the results of this analysis as a preliminary list of routes. Further screening of this preliminary list is provided in Section 1E6.

1E4.1 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 1E4.1.1); and • the identification of routes suitable in general for the movement of trucks (Section 1E4.1.2).

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 1E4.1.3.

1E4.1.1 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.

HAL-02-07\1\21\00685427.DOC 1E-2 Sodium Cyanide Road Transport Route Evaluation – Segment 5

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, 2004).

The RTA prefers heavy vehicles to utilise national highways and state roads wherever possible (RTA, pers. comm., 4 May 2005). National highways within the transport area include the Newell Highway.

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, 2004). State roads are characterised by high flows of general traffic over long distances and have a higher capacity relative to surrounding roads (ibid.).

State roads in the transport area include the Mid Western Highway.

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, 2004). The RTA considers regional roads to be suitable for heavy vehicles (RTA, pers. comm., 4 May 2005).

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).

1E4.1.2 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 1E4.1.1. 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, 2003). 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.

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The RTA has published a map showing B-Double and road train routes (which include B-doubles) throughout NSW (RTA, 2001). Road train routes within the transport area include Ungarie Road and the Mid Western Highway (RTA, 2001). The Newell Highway is a B-double route. 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. These 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. One heavy vehicle bypass is located at West Wyalong.

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 respect of cost.

The Project Environmental Impact Statement (EIS) (North Limited, 1998a) assessed potential access routes to the Project. The EIS identified three potential transport routes which were taken into consideration when identifying truck routes.

Potential truck routes to the Project identified for Segment 5 include (Figure 1-6):

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. 5B From the Newell Highway turn right into Slee Street, right into Clear Ridge Road, right into Blow Clear Road, left into Bonehams Lane and continue to the Cowal Gold Project. 5C From the Newell Highway turn right into Bodels Lane, continue into Clear Ridge Road, turn right into Blow Clear Road, left into Bonehams Lane and continue to the Cowal Gold Project.

The Traffic Impact Assessment of the Proposed Cowal Gold Project West Wyalong (Traffix, 1997) carried out for the EIS identified Route 5A as the preferred access road to the Project. Following submission and approval of the EIS, Route 5A is the approved Project Access Road and is currently being upgraded in accordance with Project Development Approval Conditions. The road works along the Access Road are being undertaken by Bland Shire Council to relevant AUSTROAD design standards.

Condition (i) of the Part 5 Approval for the Access Road requires that the Project Access Road development be carried out generally in accordance with the Cowal Gold Project Mine Access Road Upgrade Review of Environmental Factors (Resource Strategies, 1997), and all other relevant documentation including Cowal Gold Project Commission of Inquiry Primary Submission (North Limited, 1998b) and Cowal Gold Project Commission of Inquiry Submission in Reply (North Limited, 1998c) to the Commission of Inquiry, as may be modified by the conditions in the Part 5 Approval. Other relevant documentation includes Traffic Impact Assessment of the Proposed Cowal Gold Project West Wyalong (Traffix, 1997) and Section 94 Study and Plan (Bland Shire Council, 1999).

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The Project Access Road will be upgraded to provide a sealed carriageway over its entire length, with appropriate geometric and structural improvements (Traffix, 1997). The Project Access Road upgrade programme will include the following (North Limited, 1998b):

• widening and sealing of the existing dirt road within the existing road reserve from the Project site entrance to the Lake Cowal station silo across a gazetted rail crossing; • sealing the existing gravel road and adjustment of the alignment on some bends within the existing road reserve west along Blow Clear Road for a distance of approximately 10.5 km to its intersection with Wamboyne Road at Blow Clear; and • intersection improvements and some widening on curves within the existing road reserve (over a distance of 0.5 km to improve bends [Traffix, 1997]) south along Wamboyne Road for a distance of approximately 18.7 km to its intersection with Ungarie Road.

Other improvements to be undertaken include the provision of passing lanes and road shoulders and the upgrade of several major intersections where increased traffic numbers are identified as having the potential to compromise safety and/or operational efficiency.

The Project Access Road has been specifically designed to provide access to the Project. Other potential transport routes (i.e. Routes 5B and 5C) comprise segments of unsealed local roads of varying condition which, in their present state, would not provide suitable, all-weather access to the Project for heavy vehicles, particularly those carrying hazardous materials. These roads are therefore, not considered to be suitable for heavy vehicles.

1E4.1.3 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, Route 5A has been identified as the only potential available route for heavy vehicles for Segment 5. Route 5A is also the approved Project Access Road. Route 5A is set out in Table 3 and shown on Figure 1-6. Table 3 Truck Routes

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 was tested against mandatory and subjective factors. The assessment is set out below in Sections 1E4.2 and 1E4.3.

1E4.2 MANDATORY CONSIDERATIONS

1E4.2.1 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).

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The Project Access Road (Route 5A) has been specifically designed to provide access to the Project and is currently being upgraded in accordance with Project Development Approval Conditions. When complete, the Access Road will provide a sealed carriageway over its entire length, with appropriate geometric and structural improvements. Therefore, Route 5A is considered to be physically capable of accommodating heavy vehicles and physical considerations do not preclude this transport route from the route evaluation.

1E4.2.2 Laws and Regulations

Road works proposed for the Project Access Road (Route 5A) were described and assessed in the Access Road Upgrade Review of Environmental Factors (Resource Strategies, 1997). In 1999, approval under Part 5 of the Environmental Planning and Assessment Act 1979 was obtained which approves the Access Road for all Project traffic. Laws and regulations do not preclude Route 5A from the route evaluation.

1E4.3 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 1E4.3.1) and sensitive ecosystems and natural landscapes (such as park reservations and wetlands) (Section 1E4.3.2) (DUAP, 1995a). Emergency and evacuation planning and infrastructure are also usually included in the assessment of subjective factors (Section 1E4.3.3) (DUAP, 1995a).

1E4.3.1 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.

Route 5A predominantly passes through rural areas comprising of areas of open space. Sensitive landuses such as those listed above are relatively uncommon along Route 5A and do not preclude it from the route evaluation. Therefore, further detailed consideration of sensitive landuses was not undertaken for this route evaluation.

Other Landuses

Other landuses may include residential, commercial or industrial areas and areas of open space. Route 5A predominantly passes through rural areas comprising areas of open space.

1E4.3.2 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 Route 5A are identified in Table 4 and described in the following sections.

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Table 4 Sensitive Ecosystems and Natural Landscapes

Route Park Reservations Waterways Number Approximate Total Road Frontage (m) 5A 1 5,100 22

Park Reservations

Vehicles travelling on Route 5A would pass within approximately 100 m of Hiawatha State Forest.

To determine if Route 5A is suitable for the transport of hazardous materials, a measure of the quality and size of the potentially affected park reservation is required. It was conservatively assumed that the park reservation is of a 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 Route 5A. The approximate total length of road frontage of park reservations for Route 5A is 5,100 m.

Waterways

Vehicles travelling on Route 5A would traverse or come within approximately 100 m of 22 waterways.

1E4.3.3 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,

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local DISPLAN); the location of emergency response teams throughout NSW; and the ability of emergency response teams to respond to hazardous material release. 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 Route 5A. This route is therefore suitable for the transport of hazardous materials with respect to emergency and evacuation planning and infrastructure.

1E4.4 PRELIMINARY SCREENING FINDINGS

Preliminary screening took into account available roads for heavy vehicles and mandatory and subjective factors (Sections 1E4.1, 1E4.2 and 1E4.3). Following a review of the road hierarchy and the identification of truck routes within the transport area, Route 5A has been identified as the only potential available route for heavy vehicles for Segment 5. Mandatory factors did not preclude this route from the route evaluation.

Table 5 provides a summary of subjective factors outlined in Section 1E4.3 for Route 5A.

Table 5 Summary of Subjective Factors

Assessment Factor Route 5A Schools # Number of School Students # Hospitals # Number of Hospital Beds # Aged Care Facilities # Churches # Items of Heritage or Cultural Significance # Other Landuse Predominantly open space Number of Park Reservations 1 Park Reservations – Approximate Total Road Frontage (m) 5,100 Waterways 22 Emergency Infrastructure Adequate # Sensitive landuses along Route 5A are relatively uncommon and do not preclude this route from the route evaluation. Further information is provided in Section 1E4.3.1.

Table 5 indicates that Route 5A would have minimal impact on subjective factors and is suitable for the transport of hazardous materials.

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1E5 PRELIMINARY LIST OF ROUTES

On the basis of the preliminary screening in Section 1E4, the following preliminary list of routes from the Newell Highway/Mid Western Highway (West Wyalong) to the Cowal Gold Project has been determined (Table 6).

Table 6 Preliminary List of Routes

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.

1E6 SECONDARY SCREENING

Secondary screening involves the assessment of the preliminary list of routes (Section 1E5) against road and traffic factors (Section 1E6.1), emergency response capability (Section 1E6.2), operational factors (Section 1E6.3) and risk (including environmental and landuse factors) (Section 1E6.4) (Figure 1-2). The potential route has been assessed against each secondary screening factor to confirm that the route is suitable for the transport of hazardous materials. The final selection of routes for Segment 5 is detailed in Section 1E7.

1E6.1 ROAD AND TRAFFIC FACTORS

The Guidelines state that the assessment of a potential transport route 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 assess accident statistics for potential transport routes and infer from them the capability and level of service of the road system.

Accident statistics for Route 5A are provided in Section 1E6.1.1. An assessment of remaining road and traffic factors (i.e. the availability of alternative emergency routes) is provided in Section 1E6.1.2.

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1E6.1.1 Accident Statistics

Available accident statistics for Route 5A were obtained from the RTA and are summarised in Table 7.

Table 7 Summary of Accident Statistics

Route Length No. of Heavy % Increase of Heavy Vehicle Annual Million Heavy Vehicle (km) Vehicles Heavy Accidents km of Heavy Accidents/Annual (per day)1,2 Vehicles due (per year)4 Vehicle Travel Million km of Heavy to Project3 Vehicle Travel 5A 41 105 1.08% 0.0 0.04 0.0 1 North Limited (1998a) Cowal Gold Project Environmental Impact Statement (EIS) – Appendix J Traffic Impact Assessment. 2 RTA (2000) Excel database of traffic composition for the South Western Region. Provided by David Amery on 22 July 2005. 3 Assumes 8 truck movements per week. 4 RTA (2005) Excel database of traffic crash data for the South Western Region 2000 - 2004. Provided by David Amery on 5 August 2005.

Accident statistics for Route 5A are considered to be within normal operating levels for the road types and use. The data shown in Table 7 relates to the current road design for Route 5A (i.e. partially unsealed). Improved driving conditions will be achieved due to the upgrading of the Project Access Road (Route 5A) including sealing of the road to the Project (Section 1E4.1.2). The increase of heavy vehicles due to the Project would be small (approximately 1%) and would be unlikely to affect traffic flows or accident statistics. Route 5A is therefore suitable for the transport of hazardous materials with respect to accident statistics.

1E6.1.2 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 Route 5A.

1E6.2 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 1E4.3.3). Further information on the management of emergencies in NSW and an evaluation of the ease of access to a potential accident for Segment 5 are provided in Section 1E4.3.3.

Following a review of emergency management in NSW, emergency response capability is considered to be adequate for Route 5A. This route is therefore suitable for the transport of hazardous materials with respect to emergency response capability.

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1E6.3 OPERATIONAL FACTORS

Operating costs and distribution logistics have been considered for Segment 5. Route 5A is 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, the shortest route is the most preferable in respect of operating costs. Route 5A is not the shortest available route for Segment 5. However, this route is only marginally longer than alternative routes and the increase in operating costs would be minimal. Route 5A is cost effective and is therefore suitable on the basis of operating costs.

1E6.4 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 5 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.

1E6.4.1 Hazard Identification

1E6.4.1.1 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.

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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.

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

1E6.4.1.2 Adjacent Landuse

Refer to Section 1E4.3.1 for a description of adjacent landuse for Route 5A.

1E6.4.1.3 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.

1E6.4.1.4 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 8.

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Table 8 Heavy Vehicle Incidents – Initiating and Contributing Causes

Human Error Equipment Failures System or Procedural External Events Failures • driver impairment, e.g. • rail road crossing guard • driver incentives to • vandalism/sabotage alcohol or drugs failure work 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 • soft shoulder training • earthquake • • overfilling • overpressure speed enforcement • existing accident • • other vehicle’s driver • material defect driver rest periods • animals on road • • taking tight turns/ramps • steering failure maintenance too quickly (overturns) • • high centre of gravity inspection • unsecured loads • • corrosion time of the day restrictions • 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)

1E6.4.2 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 26°C 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.

1E6.4.3 Estimation of the Likelihood of a Hazardous Incident

Accident data for heavy vehicles utilising Route 5A are detailed in Section 1E6.1.1 and Table 7. No accidents involving heavy vehicles have occurred along Route 5A.

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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 recent accident data) involving a vehicle transporting sodium cyanide to the Project resulting in a release of the material for Route 5A is estimated to be 0/year.

This value indicates a low level of risk associated with the transport of hazardous materials.

1E6.4.4 Risk Analysis and Assessment of Risk Results

Risk analysis took into account the preliminary screening findings as well as road and traffic factors (Section 1E6.1), emergency response capability (Section 1E6.2) and operational factors (Section 1E6.3). Table 9 provides a summary of all assessment factors utilised in the risk analysis for Route 5A.

Table 9 Summary of Risk Analysis Assessment Factors

Assessment Factor Route 5A Schools # Number of School Students # Hospitals # Number of Hospital Beds # Aged Care Facilities # Churches # Items of Heritage or Cultural Significance # Other Landuse Predominantly open space Number of Park Reservations 1 Park Reservations – Approximate Total Road Frontage (m) 5,100 Waterways 22 Emergency Infrastructure Adequate Length (km) 41 No. of Heavy Vehicles (per day)1,2 105 % Increase of Heavy Vehicles due to Project3 1.08% Heavy Vehicle Accidents (per year)4 0.0

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Table 9 (Continued) Summary of Risk Analysis Assessment Factors

Assessment Factor Route 5A Annual Million km of Heavy Vehicle Travel 0.04 Heavy Vehicle Accidents/Annual Million km of Heavy Vehicle Travel 0.0 Availability of Alternative Emergency Routes Available Emergency Response Capability Adequate Operational Factors Cost effective 1 North Limited (1998a) Cowal Gold Project Environmental Impact Statement (EIS) – Appendix J Traffic Impact Assessment. 2 RTA (2000) Excel database of traffic composition for the South Western Region. Provided by David Amery on 22 July 2005. 3 Assumes 8 truck movements per week. 4 RTA (2005) Excel database of traffic crash data for the South Western Region 2000 - 2004. Provided by David Amery on 5 August 2005. # Sensitive landuses along Route 5A are relatively uncommon and do not preclude this route from the route evaluation. Further information is provided in Section 1E4.3.1.

Table 10 presents the results of the risk analysis for Route 5A, in which 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 10 presents the results of the risk analysis in terms of minimal, acceptable, significant and unacceptable risk. For the purposes of this risk assessment the following definitions apply:

• minimal risk: the transport of sodium cyanide along Route 5A is assessed as posing a minimal risk to the factor of interest; • acceptable risk: the transport of sodium cyanide along Route 5A is assessed as posing an acceptable amount of risk to the factor of interest; • significant risk: the transport of sodium cyanide along Route 5A is assessed as posing a significant increase of risk to the factor of interest; and • unacceptable risk: the transport of sodium cyanide along Route 5A is assessed as posing an unacceptable level of risk to the factor of interest.

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Table 10 Risk Analysis Findings

Assessment Factor Minimal Risk Acceptable Risk Significant Risk Unacceptable Risk Schools  Hospitals  Aged Care Facilities  Churches  Items of Heritage or Cultural  Significance Other Landuse  Park Reservations  Waterways  Emergency Infrastructure  Heavy Vehicle Accidents (per year)  Heavy Vehicle Accidents/Annual Million  km of Heavy Vehicle Travel Availability of Alternative Emergency  Routes Emergency Response Capability  Operational Factors  Comparative Assessment of all  Factors

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 approximately 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 9 and 10 deem Route 5A to pose a minimal level of risk to surrounding people, property and the natural environment. This route is therefore suitable for the transport of hazardous materials to the Project.

1E7 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).

The Guidelines state that the results of the study are generally best presented on a comparative basis. Following the identification of available roads for heavy vehicles in the transport area, there is only one potential available route for heavy vehicles for Segment 5 (Section 1E4.1). Therefore, there is no basis for a comparative assessment. As an alternative to comparative assessment, the potential available route for Segment 5 was assessed against all remaining preliminary and secondary screening factors to confirm that the route is suitable for the transport of hazardous materials to the Project.

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Selecting a route that is suitable for the transport of hazardous materials must be 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 5 is wholly situated within the Bland LGA and the Bland City Council was consulted during the preparation of the THMS.

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 screening, Route 5A 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.

1E8 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. 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 the suitable transport route as risk management measures required to be implemented by the material supplier and transport provider (i.e. prime contractor) 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:

HAL-02-07\1\21\00685427.DOC 1E-17 Sodium Cyanide Road Transport Route Evaluation – Segment 5

- 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); - 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 12.1 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 19971.

1 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.

HAL-02-07\1\21\00685427.DOC 1E-18 Sodium Cyanide Road Transport Route Evaluation – Segment 5

• 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 19971. • 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 19971. • 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 19971. • Vehicles transporting hazardous materials to the Project are required to carry appropriate communication devices (such as a radio or telephone).

1E9 REFERENCES

Bland Shire Council (1999) Section 94 Study and Plan. Prepared by Don Fox Planning Pty Ltd in conjunction with Bland Shire Council.

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

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 Road Transport Commission (1998) Australian Code for the Transport of Dangerous Goods by Road and Rail (ADG Code), Sixth Edition. Prepared by the National Road Transport Commission in conjunction with the Advisory Committee on the Transport of Dangerous Goods and the Federal Office of Road Safety.

North Limited (1998a) Cowal Gold Project Environmental Impact Statement (EIS) – Appendix J Traffic Impact Assessment.

North Limited (1998b) Cowal Gold Project Commission of Inquiry Primary Submission.

North Limited (1998c) Cowal Gold Project Commission of Inquiry Submission in Reply.

Resource Strategies Pty Ltd (1997) Cowal Gold Project Mine Access Road Upgrade Review of Environmental Factors. Appendix O in North Limited (1998a) Cowal Gold Project Environmental Impact Statement.

Roads and Traffic Authority (RTA) (2000) Excel database of traffic composition for the South Western Region. Provided by David Amery on 22 July 2005.

Roads and Traffic Authority (RTA) (2001) Road Train and B-Double Routes in NSW and ACT. Map dated May 2001.

HAL-02-07\1\21\00685427.DOC 1E-19 Sodium Cyanide Road Transport Route Evaluation – Segment 5

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

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

Roads and Traffic Authority (RTA) (2005) Excel database of traffic crash data for the South Western Region 2000 - 2004. Provided by David Amery on 5 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).

Traffix – Traffic and Transport Planners (1997) Traffic Impact Assessment of the Proposed Cowal Gold Project West Wyalong Appendix J in North Limited (1998a) Cowal Gold Project Environmental Impact Statement.

HAL-02-07\1\21\00685427.DOC 1E-20 Hydrochloric Acid and Sulphuric Acid Road Transport Route Evaluation – Overview

HYDROCHLORIC ACID AND SULPHURIC ACID 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 Australia Ltd.

As described in Section 1.2 of the Transport of Hazardous Materials Study (THMS), route evaluation is required for the road transport of hydrochloric acid and sulphuric acid to the Project. Road transport of these materials within NSW begins at Tocumwal (at the border of NSW and Victoria) and terminates at the Project.

The road transport route for hydrochloric acid and sulphuric acid to the Project has been divided into two segments (Segments 1 and 2) for the purpose of route evaluation. Route evaluations for Segments 1 and 2 are attached to the THMS as Attachments 2A and 2B, respectively. An overview of Segments 1 and 2 is provided below.

Segment 1 Attachment 2A Transport of hydrochloric acid and sulphuric acid from Tocumwal to West Wyalong

Segment 2 Attachment 2B Transport of hydrochloric acid and sulphuric acid from Newell Highway/Mid Western Highway (West Wyalong) to the Cowal Gold Project

The following figures are referred to in Attachments 2A and 2B and are appended to this overview:

Figure 2-1 Project Location, Overall Hydrochloric Acid and Sulphuric Acid Transport Route and Segment 1 Potential Available Route Figure 2-2 Route Selection Assessment Process Figure 2-3 Hydrochloric Acid and Sulphuric Acid – Segment 2 Potential Available Routes

HAL-02-07\1\21\00073763.DOC Hydrochloric Acid and Sulphuric Acid Road Transport Route Evaluation – Overview

FIGURES 2-1 to 2-3

HAL-02-07\1\21\00073763.DOC QUEENSLAND

MOREE

WALGETT BOURKE

NARRABRI COFFS HARBOUR ARMIDALE NEW SOUTH WALES

NYNGAN

DUNEDOO DUBBO MUSWELLBROOK

SINGLETON South

For SEGMENT 2 NEWCASTLE MOLONG detail see Figure 2-3 PARKES COWAL BATHURST GOLD

535 PROJECT ML1 Pacific GRENFELL COWRA SYDNEY WEST WYALONG

MIRROOL YOUNG TEMORA WOLLONGONG Ocean GOULBURN NARRANDERA YASS

WAGGA WAGGA SEGMENT 1 (Route 1A) A.C.T.

TOCUMWAL ALBURY

LEGEND VICTORIA Route A1(Segment 1)

0 50 100 105 Kilometres Hydrochloric Acid and Sulphuric Acid Road Transport Route Evaluation FIGURE 2-1 Project Location, Overall Hydrochloric Acid and Sulphuric Acid Transport Route and Segment 1 Potential Available Route HAL-02-07 THMS HASA_001C Define Transport Area

Identify Hazardous Material, Source and Destination

Identify Available Roads for Heavy Vehicles

Mandatory Considerations Subjective Factors

Preliminary List of Routes

Emergency Response Risk Assessment Road and Traffic Factors Capability Operational Factors

Select Routes

Identify Risk Management Measures

Preliminary Screening Secondary Screening

Source: Adapted from DUAP, 1995 Hydrochloric Acid and Sulphuric Acid Road Transport Route Evaluation FIGURE 2-2 Route Selection Assessment Process

HAL-02-07 THMS HASA_002B Burcher Nerang

540 000 E

530 000 E 520 000 E Cowal

6 290 000 N 6 290 000 N

Bogeys Island

Wamboyne Mountain

6 280 000 N Road 6 280 000 N ML1535 Wamboyne Dip COWAL Gazetted GOLD Lake Rail Crossing PROJECT Cowal

Bonehams Wamboyne Road

Wests Lane Lane

Blow Clear Road Road Lake Cowal Blow Clear Bland 6 270 000 N Lonergans Lane 6 270 000 N

Billys Creek Lookout

Sandy Ridge Road

Wilsons Lane Creek

Clear

Bodels

Lane

Road To Forbes 6 260 000 N 6 260 000 N

Wamboyne

Railway

Road

Burcher

Ridge Highway

Newell West Wyalong Clear

LEGEND Route A2 6 250 000 N 6 260 000 N Route B2

Lake Cargelligo Route 2C Mid 0 2.5 5.0 Western Kilometres Highway West Wyalong Hydrochloric Acid and Sulphuric Acid Cootamundra Road Transport Route Evaluation Slee Street oTemoraTo FIGURE 2-3 Hydrochloric Acid and Highway Railway Sulphuric Acid - Segment 2 Potential Available Routes

520 000 E

Newell 530 000 E HAL-02-07 THMS HASA_003E Hydrochloric Acid and Sulphuric Acid Road Transport Route Evaluation – Segment 1

COWAL GOLD PROJECT TRANSPORT OF HAZARDOUS MATERIALS STUDY

ATTACHMENT 2A

HYDROCHLORIC ACID AND SULPHURIC ACID ROAD TRANSPORT ROUTE EVALUATION

SEGMENT 1 TOCUMWAL TO WEST WYALONG

JANUARY 2006 Project No. HAL-02-07\1\21 Document No. ATTACHMENT 2A-J ID: 685428 Hydrochloric Acid and Sulphuric Acid Road Transport Route Evaluation – Segment 1

TABLE OF CONTENTS

Section Page

2A1 INTRODUCTION 2A-1

2A2 DEFINITION OF THE TRANSPORT AREA 2A-1

2A3 IDENTIFICATION OF HAZARDOUS MATERIAL, SOURCE AND DESTINATION 2A-2 2A3.1 IDENTIFICATION OF HAZARDOUS MATERIAL 2A-2 2A3.2 SOURCE AND DESTINATION 2A-2 2A4 PRELIMINARY SCREENING 2A-2 2A4.1 IDENTIFICATION OF AVAILABLE ROADS FOR HEAVY VEHICLES 2A-3 2A4.1.1 Road Hierarchy 2A-3 2A4.1.2 Identification of Truck Routes 2A-4 2A4.1.3 Potential Available Routes for Heavy Vehicles and Selection of Potential Routes 2A-4 2A4.2 MANDATORY CONSIDERATIONS 2A-5 2A4.2.1 Physical Considerations 2A-5 2A4.2.2 Laws and Regulations 2A-5 2A4.3 SUBJECTIVE FACTORS 2A-6 2A4.3.1 Landuse 2A-6 2A4.3.2 Proximity of Sensitive Ecosystems and Natural Landscapes 2A-7 2A4.3.3 Emergency and Evacuation Planning and Infrastructure 2A-7 2A4.3.4 RTA and Transporter Preferred Transport Routes 2A-8 2A4.4 PRELIMINARY SCREENING FINDINGS 2A-9 2A5 PRELIMINARY LIST OF ROUTES 2A-9

2A6 SECONDARY SCREENING 2A-10 2A6.1 ROAD AND TRAFFIC FACTORS 2A-10 2A6.1.1 Accident Statistics 2A-10 2A6.1.2 Availability of Alternative Emergency Routes 2A-11 2A6.2 EMERGENCY RESPONSE CAPABILITY 2A-11 2A6.3 OPERATIONAL FACTORS 2A-11 2A6.4 RISK ASSESSMENT 2A-11 2A6.4.1 Hazard Identification 2A-12 2A6.4.2 Consequence Analysis 2A-14 2A6.4.3 Estimation of the Likelihood of a Hazardous Incident 2A-14 2A6.4.4 Risk Analysis and Assessment of Risk Results 2A-15 2A7 SELECTION OF ROUTES 2A-17

2A8 RISK MANAGEMENT MEASURES 2A-18

2A9 REFERENCES 2A-19

HAL-02-07\1\21\00685428.DOC 2A-i Hydrochloric Acid and Sulphuric Acid 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 Ecosystems and Natural Landscapes Table 5 Summary of Subjective Factors Table 6 Preliminary List of Routes Table 7 Summary of Accident Statistics Table 8 Heavy Vehicle Incidents – Initiating and Contributing Causes Table 9 Summary of Risk Analysis Assessment Factors Table 10 Risk Analysis Findings

HAL-02-07\1\21\00685428.DOC 2A-ii Hydrochloric Acid and Sulphuric Acid Road Transport Route Evaluation – Segment 1

2A1 INTRODUCTION

The Cowal Gold Project (the Project) is located approximately 38 kilometres (km) north-east of West Wyalong, New South Wales (NSW) (Figure 2-1). The Project is owned by Barrick Australia Ltd (Barrick).

As described in Section 1.2 of the Transport of Hazardous Materials Study (THMS), route evaluation is required for the road transport of hydrochloric acid and sulphuric acid to the Project. Road transport of these materials within NSW begins at Tocumwal (at the border of NSW and Victoria) and terminates at the Project. The road transport route for hydrochloric acid and sulphuric acid to the Project has been divided into two segments (Segments 1 and 2) for the purpose of route evaluation.

This attachment sets out the route evaluation for the road transport of hydrochloric acid and sulphuric acid from Tocumwal to West Wyalong. This part of the overall road transport route is referred to as Segment 1. The route evaluation for Segment 2 is attached to the THMS as Attachment 2B.

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). The Guidelines state that in considering the relative risks of transport incidents involving hazardous materials, simplifying assumptions can be made such as the use of representative loads. Hydrochloric acid and sulphuric acid are both corrosive substances (i.e. classified as Class 8 under the Australian Code for the Transport of Dangerous Goods by Road and Rail [ADG Code] [National Road Transport Commission, 1998]) and have the same origin within NSW. Therefore, in accordance with the Guidelines, these materials have been grouped together for the purposes of route evaluation.

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

2A2 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 Newell Highway (Tocumwal) and the Newell Highway/Mid Western Highway (West Wyalong) (Figure 2-1)1. The transport area is situated within the Local Government Areas (LGAs) of Berrigan, Jerilderie, Urana, Narrandera, Coolamon and Bland.

1 Note, the potential truck routes outlined for Segment 2 for hydrochloric acid/sulphuric acid transport (Attachment 2B) (i.e. Routes 2A, 2B and 2C) commence at various points along the Newell Highway/Mid Western Highway, namely (Figure 2-3): • Route 2A commences at the Ungarie Road turnoff from the Mid Western Highway; • Routes 2B and 2C commence where the Newell Highway meets the West Wyalong heavy vehicle bypass.

HAL-02-07\1\21\00685428.DOC 2A-1 Hydrochloric Acid and Sulphuric Acid Road Transport Route Evaluation – Segment 1

2A3 IDENTIFICATION OF HAZARDOUS MATERIAL, SOURCE AND DESTINATION

2A3.1 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 ADG Code), the type of container and the movement quantity and frequency. The assessment identified hydrochloric acid and sulphuric acid as hazardous materials 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).

Hydrochloric acid and sulphuric acid are classified as Class 8 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.

2A3.2 SOURCE AND DESTINATION

The source and destination of hydrochloric acid and sulphuric acid for Segment 1 are outlined in Table 1 and shown on Figure 2-1.

Table 1 Hazardous Material Source and Destination

Source: Destination: Tocumwal West Wyalong Location Town/City LGA Location Town/City LGA Newell Highway Tocumwal Berrigan Newell West Wyalong Bland Highway/Mid Western Highway

Details of the transport of hydrochloric acid and sulphuric acid from Tocumwal to West Wyalong are provided in Table 2.

Table 2 Transport Details

Hazardous Delivery Maximum Volume per Maximum Frequency Transported Packaging Material Vehicle Delivery of Deliveries State Hydrochloric Single semi- 21,000 L 1 per fortnight Liquid Bulk tanker Acid trailer Sulphuric Acid B-Double 40 t 2 per day Liquid Bulk tanker

2A4 PRELIMINARY SCREENING

The following subsections identify available roads for heavy vehicles within the transport area and examine mandatory and subjective factors for potential transport routes. Section 2A5 provides the results of this analysis as a preliminary list of routes. Further screening of this preliminary list is provided in Section 2A6.

HAL-02-07\1\21\00685428.DOC 2A-2 Hydrochloric Acid and Sulphuric Acid Road Transport Route Evaluation – Segment 1

2A4.1 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 2A4.1.1); and • the identification of routes suitable in general for the movement of trucks (Section 2A4.1.2).

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 2A4.1.3.

2A4.1.1 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 Newell and Sturt Highways are the only national highways within the transport area. The RTA prefers heavy vehicles to utilise national highways and state roads wherever possible (RTA, pers. comm., 4 May 2005). These highways would be used by heavy vehicles within the transport area where possible.

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 several state roads in the transport area including Kidman Way, Burley Griffin Way and the Mid Western 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 also 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).

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).

HAL-02-07\1\21\00685428.DOC 2A-3 Hydrochloric Acid and Sulphuric Acid Road Transport Route Evaluation – Segment 1

2A4.1.2 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 2A4.1.1. 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, 2003). 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 (which includes B-doubles) throughout NSW (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 hydrochloric acid and the B-Doubles used to transport sulphuric acid. 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 (RTA, pers. comm., 1 August 2005; Bland Shire Council, pers. comm., 4 July 2005). One heavy vehicle bypass is located at West Wyalong2.

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.

2A4.1.3 Potential Available Routes for Heavy Vehicles and Selection of Potential Routes

Following a review of the road hierarchy and the identification of truck routes within the transport area, Route 1A has been identified as the only potential available route for heavy vehicles for Segment 1. Route 1A is set out in Table 3 and shown on Figure 2-1.

Table 3 Truck Routes

Route Directions 1A From the Newell Highway (Tocumwal) (on the NSW-Victorian border) continue on the highway to the Newell Highway/Mid Western Highway (West Wyalong).

2 This heavy vehicle bypass is relevant to Routes 2B and 2C described in Attachment 2B (Segment 2 of the hydrochloric acid/sulphuric acid transport route).

HAL-02-07\1\21\00685428.DOC 2A-4 Hydrochloric Acid and Sulphuric Acid Road Transport Route Evaluation – Segment 1

Route 1A only utilises roads that are designated B-Double or road train routes (RTA, 2001). Route 1A is also the shortest and most direct route from Tocumwal to West Wyalong. Other routes from Tocumwal to West Wyalong utilising designated B-Double and road train routes could have been identified as truck routes but are significantly longer and were discounted from the route evaluation on the basis of increased travel time.

Route 1A was tested against mandatory and subjective factors. The assessment is set out below in Sections 2A4.2 and 2A4.3.

2A4.2 MANDATORY CONSIDERATIONS

2A4.2.1 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 (as used for sulphuric acid) or road train routes are considered to be physically capable of accommodating these heavy vehicles, as well as the single semi-trailers that are proposed to be used to transport hydrochloric acid. No further assessment of physical capability has been undertaken for these roads.

Route 1A only utilises roads designated as B-Double or road train routes. Therefore, physical considerations do not preclude this transport route from the route evaluation.

2A4.2.2 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) were 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) (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).

HAL-02-07\1\21\00685428.DOC 2A-5 Hydrochloric Acid and Sulphuric Acid Road Transport Route Evaluation – Segment 1

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 hydrochloric acid or sulphuric acid 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.

Route 1A utilises the Newell Highway (a national highway) and the Mid Western Highway (a state road), therefore the local transport authority is the RTA. 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.

Laws and regulations do not preclude Route 1A from the route evaluation.

2A4.3 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 2A4.3.1) and sensitive ecosystems and natural landscapes (such as park reservations and wetlands) (Section 2A4.3.2) (DUAP, 1995a). Emergency and evacuation planning and infrastructure are also usually included in the assessment of subjective factors (Section 2A4.3.3) (DUAP, 1995a).

2A4.3.1 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.

Route 1A predominantly passes through rural areas comprising of areas of open space. Sensitive landuses such as those listed above are relatively uncommon along Route 1A and do not preclude it from the route evaluation. Therefore, further detailed consideration of sensitive landuses was not undertaken for this route evaluation.

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Other Landuses

Other landuses may include residential, commercial or industrial areas and areas of open space. Route 1A predominantly passes through rural areas comprising areas of open space.

2A4.3.2 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 Route 1A are identified in Table 4 and described in the following sections.

Table 4 Sensitive Ecosystems and Natural Landscapes

Route Park Reservations Waterways Number Approximate Total Road Frontage (m) 1A 4 14,300 13

Park Reservations

Vehicles travelling on Route 1A would pass within approximately 100 m of four park reservations, including Gillenbah State Forest and The Charcoal Tank Nature Reserve.

To determine if Route 1A is suitable for the transport of hazardous materials, 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 Route 1A. The approximate total length of road frontage of park reservations for Route 1A is 14,300 m.

Waterways

Vehicles travelling on Route 1A would traverse or come within approximately 100 m of 13 waterways, including Billabong Creek, Wangamong Creek, Lake Jerilderie, Colombo Creek and the Murrumbidgee River.

2A4.3.3 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).

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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.

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 Route 1A. This route is therefore suitable for the transport of hazardous materials with respect to emergency and evacuation planning and infrastructure.

2A4.3.4 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 Newell Highway, Victoria-NSW border at Tocumwal to the Newell Highway/Mid Western Highway (West Wyalong). Route 1A is the route preferred by the RTA for the transport of hazardous materials from the Newell Highway, Victoria- NSW border at Tocumwal to the Newell Highway/Mid Western Highway (West Wyalong) (RTA, pers. comm., 26 July 2005).

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The transport provider was contacted to determine their preferred route for the transport of hazardous materials from the Newell Highway (Tocumwal) to the Newell Highway/Mid Western Highway (West Wyalong). Route 1A is the route preferred by the transporter for the transport of hazardous materials for Segment 1.

2A4.4 PRELIMINARY SCREENING FINDINGS

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

Table 5 provides a summary of subjective factors outlined in Section 2A4.3 for Route 1A.

Table 5 Summary of Subjective Factors

Assessment Factor Route 1A Schools # Number of School Students # Hospitals # Number of Hospital Beds # Aged Care Facilities # Churches # Items of Heritage or Cultural Significance # Other Landuse Predominantly open space Number of Park Reservations 4 Park Reservations – Approximate Total Road Frontage (m) 14,300 Waterways 13 Emergency Infrastructure Adequate RTA and Transporter Preferred Route RTA and Transporter preferred route # Sensitive landuses along Route 1A are relatively uncommon and do not preclude this route from the route evaluation. Further information is provided in Section 2A4.3.1. RTA Roads and Traffic Authority

Table 5 indicates that Route 1A would have minimal impact on subjective factors and is suitable for the transport of hazardous materials.

2A5 PRELIMINARY LIST OF ROUTES

On the basis of the preliminary screening in Section 2A4, the following preliminary list of routes from Tocumwal to West Wyalong has been determined (Table 6).

Table 6 Preliminary List of Routes

Route Directions 1A From the Newell Highway, Tocumwal (on the NSW-Victorian border) continue on the highway to the Newell Highway/Mid Western Highway (West Wyalong).

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2A6 SECONDARY SCREENING

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

2A6.1 ROAD AND TRAFFIC FACTORS

The Guidelines state that the assessment of a potential transport route 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 assess accident statistics for potential transport routes and infer from them the capability and level of service of the road system.

Accident statistics for Route 1A are provided in Section 2A6.1.1. An assessment of remaining road and traffic factors (i.e. the availability of alternative emergency routes) is provided in Section 2A6.1.2.

2A6.1.1 Accident Statistics

Available accident statistics for Route 1A were obtained from the RTA and are summarised in Table 7.

Table 7 Summary of Accident Statistics

Route Length No. of Heavy % Increase of Heavy Vehicle Annual Million Heavy Vehicle (km) Vehicles Heavy Accidents km of Heavy Accidents/Annual (per day)1,2 Vehicles due (per year)4 Vehicle Travel Million km of Heavy to Project3 Vehicle Travel 1A 300 556 - 823 0.25% - 0.40% 6.0 0.20 - 22.22 0.016 - 2.96 1 RTA (2004b) Traffic Volume Data for the South Western Region 2003. Prepared by the RTA Traffic and Transport Directorate. 2 RTA (2000) Excel database of traffic composition for the South Western Region. Provided by David Amery on 22 July 2005. 3 Assumes a total of 29 truck movements per fortnight. 4 RTA (2005) Excel database of traffic crash data for the South Western Region 2000-2004. Provided by David Amery on 5 August 2005.

Accident statistics for Route 1A are considered to be within normal operating levels for the road type and use. The increase of heavy vehicles due to the Project would be very small (up to approximately 0.4%) and would be unlikely to affect traffic flows or accident statistics. Route 1A is therefore suitable for the transport of hazardous materials with respect to accident statistics.

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2A6.1.2 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 Route 1A.

2A6.2 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 2A4.3.3). 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 2A4.3.3.

Following a review of emergency management in NSW, emergency response capability is considered to be adequate for Route 1A. This route is therefore suitable for the transport of hazardous materials with respect to emergency response capability.

2A6.3 OPERATIONAL FACTORS

Operating costs and distribution logistics have been considered for Segment 1. Route 1A is 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, the shortest route is the most preferable in respect of operating costs. Route 1A is the shortest available route for Segment 1 and is therefore cost effective and suitable on the basis of operating costs.

2A6.4 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.

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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.

2A6.4.1 Hazard Identification

2A6.4.1.1 Type of Hazardous Material

Hydrochloric Acid

Hydrochloric acid is classified under the ADG Code as Class 8 (corrosive substance) and Packing Group II. It is a clear to slightly yellow fuming solution with a pungent odour.

Hydrochloric acid reacts violently with alkalis and sodium hypochlorite. It is highly corrosive to most metals with evolution of hydrogen gas (i.e. a highly flammable gas). If involved in a fire, toxic fumes can be evolved.

Exposure to hydrochloric acid can lead to severe burns and irritation. Prolonged exposure can lead to dermatitic effects. Hydrochloric acid is not classifiable as a human carcinogen.

Hydrogen chloride gas can be released to the atmosphere by evaporation from spills of concentrated hydrochloric acid. Hydrogen chloride gas is toxic and acts as a respiratory irritant.

Sulphuric Acid

Sulphuric acid is classified under the ADG Code as Class 8 (corrosive substance) and Packing Group II. It is a colourless, oily, viscous liquid with a strong pungent odour. It is non flammable but is highly corrosive, toxic and poisonous.

Sulphuric acid is a very powerful oxidiser that is incompatible with materials such as oxidising agents, organics, nitric acid, chlorates, carbides, metals (e.g. sodium, aluminium, potassium) and zinc oxide.

In the presence of water, sulphuric acid is highly corrosive to most metals. Flammable hydrogen gas may evolve upon contact with metals. Toxic sulphur oxides will evolve when the acid is heated to decomposition.

Although non flammable, sulphuric acid may produce toxic gases when heated by fire (e.g. sulphuric acid mist and sulphur dioxide). If fumes are inhaled, severe irritation to the throat will occur. Over exposure may result in mucous membrane irritation, coughing, bronchitis, ulceration, bloody nose, lung tissue damage, chemical pneumonitis, pulmonary oedema and death. Contact with skin may result in rash, dermatitis, blistering, severe burns and discolouration. In splash accidents involving sulphuric acid, the heat liberated by dilution with water (i.e. from the body) can add thermal burn to the chemical injury caused by the acid itself.

When spilt, sulphuric acid is very slippery.

2A6.4.1.2 Adjacent Landuse

Refer to Section 2A4.3.1 for a description of adjacent landuse for Route 1A.

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2A6.4.1.3 Transport Vehicle and Conditions of Transport

Hydrochloric acid will be transported to the Project by single semi-trailer. It will be transported as a liquid by bulk tanker. Regulation of temperature and pressure are not required during the transport of this material.

Sulphuric acid will be transported to the Project by B-double road tankers. It will be transported as a liquid by bulk tanker. Regulation of temperature and pressure are not required during the transport of this material.

2A6.4.1.4 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 8.

Table 8 Heavy Vehicle Incidents – Initiating and Contributing Causes

Human Error Equipment Failures System or Procedural External Events Failures • driver impairment, e.g. • non-dedicated trailer • driver incentives to • vandalism/sabotage alcohol or drugs • rail road crossing guard work longer hours • rain • • speeding failure driver training • fog/visibility • • • driver overtired leaking valve carrier selection • wind • • • driver exceeding safe leaking fitting container specification • flood/washout working hours • • brake failure route selection • fire at rest area/parking • en-route inspection • relief device failure • emergency response areas • contamination • tyre failure training • earthquake • • overfilling • soft shoulder speed enforcement • existing accident • • other vehicle’s driver • overpressure driver rest periods • animals on road • • taking tight turns/ramps • material defect maintenance too quickly (overturns) • • steering failure inspection • unsecured loads • • sloshing time of the day restrictions • high centre of gravity • 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)

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2A6.4.2 Consequence Analysis

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

• direct exposure to acid liquid or mist for people or animals at or near to an accident scene; • evolution of hydrogen chloride gas by evaporation from a spill resulting in exposure for people or animals at or near to an accident scene; • contamination of waterways (from a large liquid release) causing acidification of the water resulting in fatality for fish and other aquatic life including aquatic plants; • burning of vegetation upon contact with acid liquid or mist; and • corrosion of metallic structures from acid mist.

Hydrochloric acid does not bioaccumulate.

The following consequences of an accident involving a heavy vehicle transporting sulphuric acid resulting in a release of the material are relevant:

• direct exposure to acid liquid or mist for people or animals at or near to an accident scene; • contamination of waterways (from a large liquid release) causing acidification of the water resulting in fatality for fish and other aquatic life including aquatic plants; • burning of vegetation upon contact with acid liquid or mist; and • corrosion of metallic structures from acid mist.

Sulphuric acid will remain indefinitely in waterways as a sulphate.

2A6.4.3 Estimation of the Likelihood of a Hazardous Incident

Accident data for heavy vehicles utilising Route 1A are detailed in Section 2A6.1.1 and Table 7. Approximately 6 accidents per year involving heavy vehicles occur for Route 1A.

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 hydrochloric acid and sulphuric acid to the Project resulting in a release of the material must take into account the following:

• the number of vehicles transporting hydrochloric acid and sulphuric acid 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

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• 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 involving a vehicle transporting hydrochloric acid or sulphuric acid to the Project resulting in a release of material for Route 1A is estimated to be 1.7x10-3/year (i.e. such an incident is estimated to occur on Route 1A once every 600 years).

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

2A6.4.4 Risk Analysis and Assessment of Risk Results

Risk analysis took into account the preliminary screening findings as well as road and traffic factors (Section 2A6.1), emergency response capability (Section 2A6.2) and operational factors (Section 2A6.3). Table 9 provides a summary of all assessment factors utilised in the risk analysis for Route 1A. Table 9 Summary of Risk Analysis Assessment Factors

Assessment Factor Route 1A Schools # Number of School Students # Hospitals # Number of Hospital Beds # Aged Care Facilities # Churches # Items of Heritage or Cultural Significance # Other Landuse # Number of Park Reservations 4 Park Reservations – Approximate Total Road Frontage (m) 14,300 Waterways 13 Emergency Infrastructure Adequate RTA and Transporter Preferred Route RTA and Transporter preferred route Length (km) 300 No. of Heavy Vehicles (per day)1,2 556 – 823 % Increase of Heavy Vehicles due to Project3 0.25% – 0.40% Heavy Vehicle Accidents (per year)4 6.0 Annual Million km of Heavy Vehicle Travel 0.20 – 22.22 Heavy Vehicle Accidents/Annual Million km of Heavy Vehicle Travel 0.016 – 2.96 Availability of Alternative Emergency Routes Available Emergency Response Capability Adequate Operational Factors Cost effective 1 RTA (2004b) Traffic Volume Data for the South Western Region 2003. Prepared by the RTA Traffic and Transport Directorate. 2 RTA (2000) Excel database of traffic composition for the South Western Region. Provided by David Amery on 22 July 2005. 3 Assumes a total of 29 truck movements per fortnight. 4 RTA (2005) Excel database of traffic crash data for the South Western Region 2000-2004. Provided by David Amery on 5 August 2005. # Sensitive landuses along Route 1A are relatively uncommon and do not preclude this route from the route evaluation. Further information is provided in Section 2A4.3.1. RTA Roads and Traffic Authority

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Table 10 presents the results of the risk analysis for Route 1A, in which 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 10 presents the results of the risk analysis in terms of minimal, acceptable, significant and unacceptable risk. For the purposes of this risk assessment the following definitions apply:

• minimal risk: the transport of hydrochloric acid and sulphuric acid along Route 1A is assessed as posing a minimal risk to the factor of interest; • acceptable risk: the transport of hydrochloric acid and sulphuric acid along Route 1A is assessed as posing an acceptable amount of risk to the factor of interest; • significant risk: the transport of hydrochloric acid and sulphuric acid along Route 1A is assessed as posing a significant increase of risk to the factor of interest; and • unacceptable risk: the transport of hydrochloric acid and sulphuric acid along Route 1A is assessed as posing an unacceptable level of risk to the factor of interest.

Table 10 Risk Analysis Findings

Assessment Factor Minimal Risk Acceptable Risk Significant Risk Unacceptable Risk Schools  Hospitals  Aged Care Facilities  Churches  Items of Heritage or Cultural  Significance Other Landuse  Park Reservations  Waterways  Emergency Infrastructure  RTA and Transporter Preferred Route  Heavy Vehicle Accidents (per year)  Heavy Vehicle Accidents/Annual Million  km of Heavy Vehicle Travel Availability of Alternative Emergency  Routes Emergency Response Capability  Operational Factors  Comparative Assessment of all  Factors RTA Roads and Traffic Authority

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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 up to approximately 0.4% (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 9 and 10 deem Route 1A to pose a minimal level of risk to surrounding people, property and the natural environment. This route is therefore suitable for the transport of hazardous materials to the Project.

2A7 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).

The Guidelines state that the results of the study are generally best presented on a comparative basis. Following the identification of available roads for heavy vehicles in the transport area, there is only one potential available route for heavy vehicles for Segment 1 (Section 2A4.1). Therefore, there is no basis for a comparative assessment. As an alternative to comparative assessment, the potential available route for Segment 1 was assessed against all remaining preliminary and secondary screening factors to confirm that the route is suitable for the transport of hazardous materials to the Project.

Selecting a route that is suitable for the transport of hazardous materials must be 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 Berrigan, Jerilderie, Urana, Narrandera, Coolamon and Bland LGAs. These Councils were consulted during the preparation of the THMS.

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 screening, Route 1A has been identified as the only potential available route for heavy vehicles 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 1A 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 1A was also undertaken and Council comments have been taken into consideration by the THMS. Therefore, Route 1A is suitable for the transport of hazardous materials and is the preferred route for the transport of hydrochloric acid and sulphuric acid from Tocumwal to West Wyalong.

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2A8 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 hydrochloric acid and sulphuric acid 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. 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 the suitable transport route 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 the risk reduction are recommended. The risk management measures required to be implemented by the material supplier and transport provider for the transport of hydrochloric acid and sulphuric acid to the Project include:

• As hydrochloric acid and sulphuric acid are classified as dangerous goods under the ADG Code, they 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); - 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;

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- an emergency information holder must be securely placed on a road vehicle in accordance with Clause 11.2.4; - Table 12.1 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 19973. • 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 19973. • 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 19973. • 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 19973. • Vehicles transporting hazardous materials to the Project are required to carry appropriate communication devices (such as a radio or telephone).

2A9 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.

3 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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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 Road Transport Commission (1998) Australian Code for the Transport of Dangerous Goods by Road and Rail (ADG Code), Sixth Edition. Prepared by the National Road Transport Commission in conjunction with the Advisory Committee on the Transport of Dangerous Goods and the Federal Office of Road Safety.

Roads and Traffic Authority (RTA) (2000) Excel database of traffic composition for the South Western Region. Provided by David Amery on 22 July 2005.

Roads and Traffic Authority (RTA) (2001) Road Train and B-Double Routes in NSW and ACT. Map dated May 2001.

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

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

Roads and Traffic Authority (RTA) (2004b) Traffic Volume Data for the South Western Region 2003. Prepared by the RTA Traffic and Transport Directorate.

Roads and Traffic Authority (RTA) (2005) Excel database of traffic crash data for the South Western Region 2000-2004. Provided by David Amery on 5 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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COWAL GOLD PROJECT TRANSPORT OF HAZARDOUS MATERIALS STUDY

ATTACHMENT 2B

HYDROCHLORIC ACID AND SULPHURIC ACID ROAD TRANSPORT ROUTE EVALUATION

SEGMENT 2 NEWELL HIGHWAY/MID WESTERN HIGHWAY (WEST WYALONG) TO THE COWAL GOLD PROJECT

JANUARY 2006 Project No. HAL-02-07\1\21 Document No. ATTACHMENT 2B-J ID: 685429 Hydrochloric Acid and Sulphuric Acid Road Transport Route Evaluation – Segment 2

TABLE OF CONTENTS

Section Page

2B1 INTRODUCTION 2B-1

2B2 DEFINITION OF THE TRANSPORT AREA 2B-1

2B3 IDENTIFICATION OF HAZARDOUS MATERIAL, SOURCE AND DESTINATION 2B-2 2B3.1 IDENTIFICATION OF HAZARDOUS MATERIAL 2B-2 2B3.2 SOURCE AND DESTINATION 2B-2 2B4 PRELIMINARY SCREENING 2B-2 2B4.1 IDENTIFICATION OF AVAILABLE ROADS FOR HEAVY VEHICLES 2B-3 2B4.1.1 Road Hierarchy 2B-3 2B4.1.2 Identification of Truck Routes 2B-3 2B4.1.3 Potential Available Routes for Heavy Vehicles and Selection of Potential Routes 2B-5 2B4.2 MANDATORY CONSIDERATIONS 2B-6 2B4.2.1 Physical Considerations 2B-6 2B4.2.2 Laws and Regulations 2B-6 2B4.3 SUBJECTIVE FACTORS 2B-6 2B4.3.1 Landuse 2B-6 2B4.3.2 Proximity of Sensitive Ecosystems and Natural Landscapes 2B-7 2B4.3.3 Emergency and Evacuation Planning and Infrastructure 2B-7 2B4.4 PRELIMINARY SCREENING FINDINGS 2B-8 2B5 PRELIMINARY LIST OF ROUTES 2B-9

2B6 SECONDARY SCREENING 2B-9 2B6.1 ROAD AND TRAFFIC FACTORS 2B-10 2B6.1.1 Accident Statistics 2B-10 2B6.1.2 Availability of Alternative Emergency Routes 2B-10 2B6.2 EMERGENCY RESPONSE CAPABILITY 2B-11 2B6.3 OPERATIONAL FACTORS 2B-11 2B6.4 RISK ASSESSMENT 2B-11 2B6.4.1 Hazard Identification 2B-12 2B6.4.2 Consequence Analysis 2B-13 2B6.4.3 Estimation of the Likelihood of a Hazardous Incident 2B-14 2B6.4.4 Risk Analysis and Assessment of Risk Results 2B-15 2B7 SELECTION OF ROUTES 2B-17

2B8 RISK MANAGEMENT MEASURES 2B-17

2B9 REFERENCES 2B-19

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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 Ecosystems and Natural Landscapes Table 5 Summary of Subjective Factors Table 6 Preliminary List of Routes Table 7 Summary of Accident Statistics Table 8 Heavy Vehicle Incidents – Initiating and Contributing Causes Table 9 Summary of Risk Analysis Assessment Factors Table 10 Risk Analysis Findings

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2B1 INTRODUCTION

The Cowal Gold Project (the Project) is located approximately 38 kilometres (km) north-east of West Wyalong, New South Wales (NSW) (Figure 2-1). The Project is owned by Barrick Australia Ltd (Barrick).

As described in Section 1.2 of the Transport of Hazardous Materials Study (THMS), route evaluation is required for the road transport of hydrochloric acid and sulphuric acid to the Project. Road transport of these materials within NSW begins at Tocumwal (at the border of NSW and Victoria) and terminates at the Project. The road transport route for hydrochloric acid and sulphuric acid to the Project has been divided into two segments (Segments 1 and 2) for the purpose of route evaluation.

This attachment sets out the route evaluation for the road transport of hydrochloric acid and sulphuric acid from the Newell Highway/Mid Western Highway (West Wyalong) to the Cowal Gold Project. This part of the overall road transport route is referred to as Segment 2. The route evaluation for Segment 1 is attached to the THMS as Attachment 2A.

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). The Guidelines state that in considering the relative risks of transport incidents involving hazardous materials, simplifying assumptions can be made such as the use of representative loads. Hydrochloric acid and sulphuric acid are both corrosive substances (i.e. classified as Class 8 under the Australian Code for the Transport of Dangerous Goods by Road and Rail [ADG Code] [National Road Transport Commission, 1998) and have the same origin within NSW. Therefore, in accordance with the Guidelines, the materials have been grouped together for the purposes of route evaluation.

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

2B2 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 2 is defined as the area between the Newell Highway/Mid Western Highway (West Wyalong) and the Cowal Gold Project (Figure 2-3). The transport area is wholly situated within the Bland Local Government Area (LGA). Bland LGA is part of the Central West Statistical Division.

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2B3 IDENTIFICATION OF HAZARDOUS MATERIAL, SOURCE AND DESTINATION

2B3.1 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 ADG Code), the type of container and the movement quantity and frequency. The assessment identified hydrochloric acid and sulphuric acid as hazardous materials 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).

Hydrochloric acid and sulphuric acid are classified as Class 8 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.

2B3.2 SOURCE AND DESTINATION

The source and destination of hydrochloric acid and sulphuric acid for Segment 2 are outlined in Table 1 and shown on Figure 2-3.

Table 1 Hazardous Material Source and Destination

Source: Destination: West Wyalong Cowal Gold Project Location Town/City LGA Location Town/City LGA Newell Highway/ West Wyalong Bland Bonehams Road, - Bland Mid Western 38 km north-east Highway of West Wyalong

Details of the transport of hydrochloric acid and sulphuric acid from the Newell Highway/Mid Western Highway (West Wyalong) to the Cowal Gold Project are provided in Table 2.

Table 2 Transport Details

Hazardous Delivery Maximum Volume per Maximum Frequency Transported Packaging Material Vehicle Delivery of Deliveries State Hydrochloric Single semi- 21,000 L 1 per fortnight Liquid Bulk tanker Acid trailer Sulphuric Acid B-Double 40 t 2 per day Liquid Bulk tanker

2B4 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 2B5 provides the results of this analysis as a preliminary list of routes. Further screening of this preliminary list is provided in Section 2B6.

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2B4.1 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 2B4.1.1); and • the identification of routes suitable in general for the movement of trucks (Section 2B4.1.2).

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 2B4.1.3.

2B4.1.1 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, 2004).

The RTA prefers heavy vehicles to utilise national highways and state roads wherever possible (RTA, pers. comm., 4 May 2005). National highways within the transport area include the Newell Highway.

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, 2004). State roads are characterised by high flows of general traffic over long distances and have a higher capacity relative to surrounding roads (ibid.).

State roads in the transport area include the Mid Western Highway.

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, 2004). The RTA considers regional roads to be suitable for heavy vehicles (RTA, pers. comm., 4 May 2005).

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).

2B4.1.2 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.

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The NSW road hierarchy is described in Section 2B4.1.1. 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, 2003). 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 (which include B-doubles) throughout NSW (RTA, 2001). Road train routes within the transport area include Ungarie Road and the Mid Western Highway (RTA, 2001). The Newell Highway is a B-double route. 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 hydrochloric acid and the B-Doubles used to transport sulphuric acid. These 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. One heavy vehicle bypass is located at West Wyalong.

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.

The Project Environmental Impact Statement (EIS) (North Limited, 1998a) assessed potential access routes to the Project. The EIS identified three potential transport routes which were taken into consideration when identifying truck routes.

Potential truck routes to the Project identified for Segment 2 include (Figure 2-3):

Route Directions 2A 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. 2B From the Newell Highway, take the town heavy vehicle bypass route (turn right into the heavy vehicle bypass, left into Compton Street and cross over the Temora-Lake Cargelligo Railway Line. After crossing the railway line, turn immediately right into Railway Road which becomes Copeland Street), turn right onto the Newell Highway, turn left into Slee Street, right into Clear Ridge Road, right into Blow Clear Road, left into Bonehams Lane and continue to the Cowal Gold Project. 2C From the Newell Highway, take the town heavy vehicle bypass route (turn right into the heavy vehicle bypass, left into Compton Street and cross over the Temora-Lake Cargelligo Railway Line. After crossing the railway line, turn immediately right into Railway Road which becomes Copeland Street), turn right onto the Newell Highway, turn left into Bodels Lane, continue into Clear Ridge Road, turn right into Blow Clear Road, left into Bonehams Lane and continue to the Cowal Gold Project.

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The Traffic Impact Assessment of the Proposed Cowal Gold Project West Wyalong (Traffix, 1997) carried out for the EIS identified Route 2A as the preferred access road to the Project. Following submission and approval of the EIS, Route 2A is the approved Project Access Road and is currently being upgraded in accordance with Project Development Approval Conditions. The road works along the Access Road are being undertaken by Bland Shire Council to relevant AUSTROAD design standards.

Condition (i) of the Part 5 Approval for the Access Road requires that the Project Access Road development be carried out generally in accordance with the Cowal Gold Project Mine Access Road Upgrade Review of Environmental Factors (Resource Strategies, 1997), and all other relevant documentation including Cowal Gold Project Commission of Inquiry Primary Submission (North Limited, 1998b) and Cowal Gold Project Commission of Inquiry Submission in Reply (North Limited, 1998c) to the Commission of Inquiry, as may be modified by the conditions in the Part 5 Approval. Other relevant documentation includes Traffic Impact Assessment of the Proposed Cowal Gold Project West Wyalong (Traffix, 1997) and Section 94 Study and Plan (Bland Shire Council, 1999).

The Project Access Road will be upgraded to provide a sealed carriageway over its entire length, with appropriate geometric and structural improvements (Traffix, 1997). The Project Access Road upgrade programme will include the following (North Limited, 1998b):

• widening and sealing of the existing dirt road within the existing road reserve from the Project site entrance to the Lake Cowal station silo across a gazetted rail crossing; • sealing the existing gravel road and adjustment of the alignment on some bends within the existing road reserve west along Blow Clear Road for a distance of approximately 10.5 km to its intersection with Wamboyne Road at Blow Clear; and • intersection improvements and some widening on curves within the existing road reserve (over a distance of 0.5 km to improve bends [Traffix, 1997]) south along Wamboyne Road for a distance of approximately 18.7 km to its intersection with Ungarie Road.

Other improvements to be undertaken include the provision of passing lanes and road shoulders and the upgrade of several major intersections where increased traffic numbers are identified as having the potential to compromise safety and/or operational efficiency.

The Project Access Road has been specifically designed to provide access to the Project. Other potential transport routes to the Project (Routes 2B and 2C) comprise segments of unsealed local roads of varying condition which, in their present state, would not provide suitable, all-weather access to the Project for heavy vehicles, particularly those carrying hazardous materials. These roads are therefore, not considered to be suitable for heavy vehicles.

2B4.1.3 Potential Available Routes for Heavy Vehicles and Selection of Potential Routes

Following a review of the road hierarchy and the identification of truck routes within the transport area, Route 2A has been identified as the only potential available route for heavy vehicles for Segment 2. Route 2A is also the approved Project Access Road. Route 2A is set out in Table 3 and shown on Figure 2-3.

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Table 3 Truck Routes

Route Directions 2A 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 2A was tested against mandatory and subjective factors. The assessment is set out below in Sections 2B4.2 and 2B4.3.

2B4.2 MANDATORY CONSIDERATIONS

2B4.2.1 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).

The Project Access Road (Route 2A) has been specifically designed to provide access to the Project and is currently being upgraded in accordance with Project Development Approval Conditions. When complete, the Access Road will provide a sealed carriageway over its entire length, with appropriate geometric and structural improvements. Therefore, Route 2A is considered to be physically capable of accommodating heavy vehicles and physical considerations do not preclude this transport route from the route evaluation.

2B4.2.2 Laws and Regulations

Road works proposed for the Project Access Road (Route 2A) were described and assessed in the Access Road Upgrade Review of Environmental Factors (REF) (Resource Strategies, 1997). In 1999, approval under Part 5 of the Environmental Planning and Assessment Act 1979 was obtained which approves the Access Road for all Project traffic. Laws and regulations do not preclude Route 2A from the route evaluation.

2B4.3 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 2B4.3.1) and sensitive ecosystems and natural landscapes (such as park reservations and wetlands) (Section 2B4.3.2) (DUAP, 1995a). Emergency and evacuation planning and infrastructure are also usually included in the assessment of subjective factors (Section 2B4.3.3) (DUAP, 1995a).

2B4.3.1 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.

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Route 2A predominantly passes through rural areas comprising of areas of open space. Sensitive landuses such as those listed above are relatively uncommon along Route 2A and do not preclude it from the route evaluation. Therefore, further detailed consideration of sensitive landuses was not undertaken for this route evaluation.

Other Landuses

Other landuses may include residential, commercial or industrial areas and areas of open space. Route 2A predominantly passes through rural areas comprising areas of open space. 2B4.3.2 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 Route 2A are identified in Table 4 and described in the following sections.

Table 4 Sensitive Ecosystems and Natural Landscapes

Route Park Reservations Waterways Number Approximate Total Road Frontage (m) 2A 1 5,100 22

Park Reservations

Vehicles travelling on Route 2A would pass within approximately 100 m of Hiawatha State Forest.

To determine if Route 2A is suitable for the transport of hazardous materials, a measure of the quality and size of the potentially affected park reservation is required. It was conservatively assumed that the park reservation is of a 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 Route 2A. The approximate total length of road frontage of park reservations for Route 2A is 5,100 m.

Waterways

Vehicles travelling on Route 2A would traverse or come within approximately 100 m of 22 waterways.

2B4.3.3 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).

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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.

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 Route 2A. This route is therefore suitable for the transport of hazardous materials with respect to emergency and evacuation planning and infrastructure.

2B4.4 PRELIMINARY SCREENING FINDINGS

Preliminary screening took into account available roads for heavy vehicles and mandatory and subjective factors (Sections 2B4.1, 2B4.2 and 2B4.3). Following a review of the road hierarchy and the identification of truck routes within the transport area, Route 2A has been identified as the only potential available route for heavy vehicles for Segment 2. Mandatory factors did not preclude this route from the route evaluation.

Table 5 provides a summary of subjective factors outlined in Section 2B4.3 for Route 2A.

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Table 5 Summary of Subjective Factors

Assessment Factor Route 2A Schools # Number of School Students # Hospitals # Number of Hospital Beds # Aged Care Facilities # Churches # Items of Heritage or Cultural Significance # Other Landuse Predominantly open space Number of Park Reservations 1 Park Reservations – Approximate Total Road Frontage (m) 5,100 Waterways 22 Emergency Infrastructure Adequate # Sensitive landuses along Route 2A are relatively uncommon and do not preclude this route from the route evaluation. Further information is provided in Section 2B4.3.1.

Table 5 indicates that Route 2A would have minimal impact on subjective factors and is suitable for the transport of hazardous materials.

2B5 PRELIMINARY LIST OF ROUTES

On the basis of the preliminary screening in Section 2B4, the following preliminary list of routes from the Newell Highway/Mid Western Highway (West Wyalong) to the Cowal Gold Project has been determined (Table 6).

Table 6 Preliminary List of Routes

Route Directions 2A 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.

2B6 SECONDARY SCREENING

Secondary screening involves the assessment of the preliminary list of routes (Section 2B5) against road and traffic factors (Section 2B6.1), emergency response capability (Section 2B6.2), operational factors (Section 2B6.3) and risk (including environmental and landuse factors) (Section 2B6.4) (Figure 2-2). The potential route has been assessed against each secondary screening factor to confirm that the route is suitable for the transport of hazardous materials. The final selection of routes for Segment 2 is detailed in Section 2B7.

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2B6.1 ROAD AND TRAFFIC FACTORS

The Guidelines state that the assessment of a potential transport route 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 assess accident statistics for potential transport routes and infer from them the capability and level of service of the road system.

Accident statistics for Route 2A are provided in Section 2B6.1.1. An assessment of remaining road and traffic factors (i.e. the availability of alternative emergency routes) is provided in Section 2B6.1.2.

2B6.1.1 Accident Statistics

Available accident statistics for Route 2A were obtained from the RTA and are summarised in Table 7.

Table 7 Summary of Accident Statistics

Route Length No. of Heavy % Increase of Heavy Vehicle Annual Million Heavy Vehicle (km) Vehicles Heavy Accidents km of Heavy Accidents/Annual (per day)1,2 Vehicles due (per year)4 Vehicle Travel Million km of Heavy to Project3 Vehicle Travel 2A 41 105 1.97% 0.0 0.04 0.0 1 North Limited (1998a) Cowal Gold Project Environmental Impact Statement (EIS) – Appendix J Traffic Impact Assessment. 2 RTA (2000) Excel database of traffic composition for the South Western Region. Provided by David Amery on 22 July 2005. 3 Assumes a total of 29 truck movements per fortnight. 4 RTA (2005) Excel database of traffic crash data for the South Western Region 2000-2004. Provided by David Amery on 5 August 2005.

Accident statistics for Route 2A are considered to be within normal operating levels for the road types and use. The data shown in Table 7 relates to the current road design for Route 2A (i.e. partially unsealed). Improved driving conditions will be achieved due to the upgrading of the Project Access Road (Route 2A) including sealing of the road to the Project (Section 2B4.1.2). The increase of heavy vehicles due to the Project would be small (approximately 2%) and would be unlikely to affect traffic flows or accident statistics. Route 2A is therefore suitable for the transport of hazardous materials with respect to accident statistics.

2B6.1.2 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 Route 2A.

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2B6.2 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 2B4.3.3). Further information on the management of emergencies in NSW and an evaluation of the ease of access to a potential accident for Segment 2 are provided in Section 2B4.3.3.

Following a review of emergency management in NSW, emergency response capability is considered to be adequate for Route 2A. This route is therefore suitable for the transport of hazardous materials with respect to emergency response capability.

2B6.3 OPERATIONAL FACTORS

Operating costs and distribution logistics have been considered for Segment 2. Route 2A is 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, the shortest route is the most preferable in respect of operating costs. Route 2A is not the shortest available route for Segment 2. However, this route is only marginally longer than alternative routes and the increase in operating costs would be minimal. Route 2A is cost effective and is therefore suitable on the basis of operating costs.

2B6.4 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 2 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.

HAL-02-07\1\21\00685429.DOC 2B-11 Hydrochloric Acid and Sulphuric Acid Road Transport Route Evaluation – Segment 2

2B6.4.1 Hazard Identification

2B6.4.1.1 Type of Hazardous Material

Hydrochloric Acid

Hydrochloric acid is classified under the ADG Code as Class 8 (corrosive substance) and Packing Group II. It is a clear to slightly yellow fuming solution with a pungent odour.

Hydrochloric acid reacts violently with alkalis and sodium hypochlorite. It is highly corrosive to most metals with evolution of hydrogen gas (i.e. a highly flammable gas). If involved in a fire, toxic fumes can be evolved.

Exposure to hydrochloric acid can lead to severe burns and irritation. Prolonged exposure can lead to dermatitic effects. Hydrochloric acid is not classifiable as a human carcinogen.

Hydrogen chloride gas can be released to the atmosphere by evaporation from spills of concentrated hydrochloric acid. Hydrogen chloride gas is toxic and acts as a respiratory irritant.

Sulphuric Acid

Sulphuric acid is classified under the ADG Code as Class 8 (corrosive substance) and Packing Group II. It is a colourless, oily, viscous liquid with a strong pungent odour. It is non flammable but is highly corrosive, toxic and poisonous.

Sulphuric acid is a very powerful oxidiser that is incompatible with materials such as oxidising agents, organics, nitric acid, chlorates, carbides, metals (e.g. sodium, aluminium, potassium) and zinc oxide.

In the presence of water, sulphuric acid is highly corrosive to most metals. Flammable hydrogen gas may evolve upon contact with metals. Toxic sulphur oxides will evolve when the acid is heated to decomposition.

Although non flammable, sulphuric acid may produce toxic gases when heated by fire (e.g. sulphuric acid mist and sulphur dioxide). If fumes are inhaled, severe irritation to the throat will occur. Over exposure may result in mucous membrane irritation, coughing, bronchitis, ulceration, bloody nose, lung tissue damage, chemical pneumonitis, pulmonary oedema and death. Contact with skin may result in rash, dermatitis, blistering, severe burns and discolouration. In splash accidents involving sulphuric acid, the heat liberated by dilution with water (i.e. from the body) can add thermal burn to the chemical injury caused by the acid itself.

When spilt, sulphuric acid is very slippery.

2B6.4.1.2 Adjacent Landuse

Refer to Section 2B4.3.1 for a description of adjacent landuse for Route 2A.

2B6.4.1.3 Transport Vehicle and Conditions of Transport

Hydrochloric acid will be transported to the Project by single semi-trailer. It will be transported as a liquid by bulk tanker. Regulation of temperature and pressure are not required during the transport of this material.

HAL-02-07\1\21\00685429.DOC 2B-12 Hydrochloric Acid and Sulphuric Acid Road Transport Route Evaluation – Segment 2

Sulphuric acid will be transported to the Project by B-double road tankers. It will be transported as a liquid by bulk tanker. Regulation of temperature and pressure are not required during the transport of this material.

2B6.4.1.4 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 8.

Table 8 Heavy Vehicle Incidents – Initiating and Contributing Causes

Human Error Equipment Failures System or Procedural External Events Failures • driver impairment, e.g. • non-dedicated trailer • driver incentives to • vandalism/sabotage alcohol or drugs • rail road crossing guard work longer hours • rain • • speeding failure driver training • fog/visibility • • • driver overtired leaking valve carrier selection • wind • • • driver exceeding safe leaking fitting container specification • flood/washout working hours • • brake failure route selection • fire at rest area/parking • en-route inspection • relief device failure • emergency response areas • contamination • tyre failure training • earthquake • • overfilling • soft shoulder speed enforcement • existing accident • • other vehicle’s driver • overpressure driver rest periods • animals on road • • taking tight turns/ramps • material defect maintenance too quickly (overturns) • • steering failure inspection • unsecured loads • • sloshing time of the day restrictions • high centre of gravity • 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)

2B6.4.2 Consequence Analysis

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

• direct exposure to acid liquid or mist for people or animals at or near to an accident scene; • evolution of hydrogen chloride gas by evaporation from a spill resulting in exposure for people or animals at or near to an accident scene; • contamination of waterways (from a large liquid release) causing acidification of the water resulting in fatality for fish and other aquatic life including aquatic plants;

HAL-02-07\1\21\00685429.DOC 2B-13 Hydrochloric Acid and Sulphuric Acid Road Transport Route Evaluation – Segment 2

• burning of vegetation upon contact with acid liquid or mist; and • corrosion of metallic structures from acid mist.

Hydrochloric acid does not bioaccumulate.

The following consequences of an accident involving a heavy vehicle transporting sulphuric acid resulting in a release of the material are relevant:

• direct exposure to acid liquid or mist for people or animals at or near to an accident scene; • contamination of waterways (from a large liquid release) causing acidification of the water resulting in fatality for fish and other aquatic life including aquatic plants; • burning of vegetation upon contact with acid liquid or mist; and • corrosion of metallic structures from acid mist.

Sulphuric acid will remain indefinitely in waterways as a sulphate.

2B6.4.3 Estimation of the Likelihood of a Hazardous Incident

Accident data for heavy vehicles utilising Route 2A are detailed in Section 2B6.1.1 and Table 7. No accidents involving heavy vehicles have occurred along Route 2A.

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 hydrochloric acid and sulphuric acid to the Project resulting in a release of the material must take into account the following:

• the number of vehicles transporting hydrochloric acid and sulphuric acid 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 recent accident data) involving a vehicle transporting hydrochloric acid and sulphuric acid to the Project resulting in a release of the material for Route 2A is estimated to be 0/year.

This value indicates a low level of risk associated with the transport of hazardous materials.

HAL-02-07\1\21\00685429.DOC 2B-14 Hydrochloric Acid and Sulphuric Acid Road Transport Route Evaluation – Segment 2

2B6.4.4 Risk Analysis and Assessment of Risk Results

Risk analysis took into account the preliminary screening findings as well as road and traffic factors (Section 2B6.1), emergency response capability (Section 2B6.2) and operational factors (Section 2B6.3). Table 9 provides a summary of all assessment factors utilised in the risk analysis for Route 2A.

Table 9 Summary of Risk Analysis Assessment Factors

Assessment Factor Route 2A Schools # Number of School Students # Hospitals # Number of Hospital Beds # Aged Care Facilities # Churches # Items of Heritage or Cultural Significance # Other Landuse # Number of Park Reservations 1 Park Reservations – Approximate Total Road Frontage (m) 5,100 Waterways 22 Emergency Infrastructure Adequate Length (km) 41 No. of Heavy Vehicles (per day)1,2 105 % Increase of Heavy Vehicles due to Project3 1.97% Heavy Vehicle Accidents (per year)4 0.0 Annual Million km of Heavy Vehicle Travel 0.04 Heavy Vehicle Accidents/Annual Million km of Heavy Vehicle Travel 0.0 Availability of Alternative Emergency Routes Available Emergency Response Capability Adequate Operational Factors Cost effective 1 North Limited (1998a) Cowal Gold Project Environmental Impact Statement (EIS) – Appendix J Traffic Impact Assessment. 2 RTA (2000) Excel database of traffic composition for the South Western Region. Provided by David Amery on 22 July 2005. 3 Assumes a total of 29 truck movements per fortnight. 4 RTA (2005) Excel database of traffic crash data for the South Western Region 2000-2004. Provided by David Amery on 5 August 2005. # Sensitive landuses along Route 2A are relatively uncommon and do not preclude this route from the route evaluation. Further information is provided in Section 2B4.3.1.

Table 10 presents the results of the risk analysis for Route 2A. 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.

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Table 10 presents the results of the risk analysis in terms of minimal, acceptable, significant and unacceptable risk. For the purposes of this risk assessment the following definitions apply:

• minimal risk: the transport of hydrochloric acid and sulphuric acid along Route 2A is assessed as posing a minimal risk to the factor of interest; • acceptable risk: the transport of hydrochloric acid and sulphuric acid along Route 2A is assessed as posing an acceptable amount of risk to the factor of interest; • significant risk: the transport of hydrochloric acid and sulphuric acid along Route 2A is assessed as posing a significant increase of risk to the factor of interest; and • unacceptable risk: the transport of hydrochloric acid and sulphuric acid along Route 2A is assessed as posing an unacceptable level of risk to the factor of interest.

Table 10 Risk Analysis Findings

Assessment Factor Minimal Risk Acceptable Risk Significant Risk Unacceptable Risk Schools  Hospitals  Aged Care Facilities  Churches  Items of Heritage or Cultural  Significance Other Landuse  Park Reservations  Waterways  Emergency Infrastructure  Heavy Vehicle Accidents (per year)  Heavy Vehicle Accidents/Annual Million  km of Heavy Vehicle Travel Availability of Alternative Emergency  Routes Emergency Response Capability  Operational Factors  Comparative Assessment of all  Factors

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 approximately 2% (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 9 and 10 deem Route 2A to pose a minimal level of risk to surrounding people, property and the natural environment. This route is therefore suitable for the transport of hazardous materials to the Project.

HAL-02-07\1\21\00685429.DOC 2B-16 Hydrochloric Acid and Sulphuric Acid Road Transport Route Evaluation – Segment 2

2B7 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).

The Guidelines state that the results of the study are generally best presented on a comparative basis. Following the identification of available roads for heavy vehicles in the transport area, there is only one potential available route for heavy vehicles for Segment 2 (Section 2B4.1). Therefore, there is no basis for a comparative assessment. As an alternative to comparative assessment, the potential available route for Segment 2 was assessed against all remaining preliminary and secondary screening factors to confirm that the route is suitable for the transport of hazardous materials to the Project.

Selecting a route that is suitable for the transport of hazardous materials must be 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 2 is wholly situated within the Bland LGA and the Bland City Council was consulted during the preparation of the THMS.

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 screening, Route 2A has been identified as the only potential available route for heavy vehicles for Segment 2 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 2A 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 2A is suitable for the transport of hazardous materials and is the preferred route for the transport of hydrochloric acid and sulphuric acid from the Newell Highway/Mid Western Highway (West Wyalong) to the Cowal Gold Project.

2B8 RISK MANAGEMENT MEASURES

The identification of risk management measures is the final step in the route evaluation process (Figure 2-2). 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 hydrochloric acid and sulphuric acid 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. 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).

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This route evaluation did not identify undesirable levels of risk for the suitable transport route 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 hydrochloric acid and sulphuric acid to the Project include:

• As hydrochloric acid and sulphuric acid are classified as dangerous goods under the ADG Code, they 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); - 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 12.1 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

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- 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 19971. • 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 19971. • 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 19971. • 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 19971. • Vehicles transporting hazardous materials to the Project are required to carry appropriate communication devices (such as a radio or telephone).

2B9 REFERENCES

Bland Shire Council (1999) Section 94 Study and Plan. Prepared by Don Fox Planning Pty Ltd in conjunction with Bland Shire Council.

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

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 Road Transport Commission (1998) Australian Code for the Transport of Dangerous Goods by Road and Rail (ADG Code), Sixth Edition. Prepared by the National Road Transport Commission in conjunction with the Advisory Committee on the Transport of Dangerous Goods and the Federal Office of Road Safety.

North Limited (1998a) Cowal Gold Project Environmental Impact Statement (EIS) – Appendix J Traffic Impact Assessment.

North Limited (1998b) Cowal Gold Project Commission of Inquiry Primary Submission.

North Limited (1998c) Cowal Gold Project Commission of Inquiry Submission in Reply.

1 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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Resource Strategies Pty Ltd (1997) Cowal Gold Project Mine Access Road Upgrade Review of Environmental Factors. Appendix O in North Limited (1998a) Cowal Gold Project Environmental Impact Statement.

Roads and Traffic Authority (RTA) (2000) Excel database of traffic composition for the South Western Region. Provided by David Amery on 22 July 2005.

Roads and Traffic Authority (RTA) (2001) Road Train and B-Double Routes in NSW and ACT. Map dated May 2001.

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

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

Roads and Traffic Authority (RTA) (2005) Excel database of traffic crash data for the South Western Region 2000-2004. Provided by David Amery on 5 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).

Traffix – Traffic and Transport Planners (1997) Traffic Impact Assessment of the Proposed Cowal Gold Project West Wyalong Appendix J in North Limited (1998a) Cowal Gold Project Environmental Impact Statement.

HAL-02-07\1\21\00685429.DOC 2B-20 Caustic Soda Road Transport Route Evaluation – Overview

CAUSTIC SODA 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 Australia Ltd.

As described in Section 1.2 of the Transport of Hazardous Materials Study (THMS), route evaluation is required for the road transport of caustic soda to the Project. Road transport of caustic soda within NSW begins at Matraville, Sydney and terminates at the Project.

The road transport route for caustic soda to the Project has been divided into four segments (Segments 1 to 4) for the purpose of route evaluation. Route evaluations for Segments 1 to 4 are attached to the THMS as Attachments 3A, 3B, 3C and 3D respectively. An overview of Segments 1 to 4 is provided below.

Segment 1 Attachment 3A Transport of caustic soda from the Orica Chlor-Alkali Plant to the Hume Highway (Sydney)

Segment 2 Attachment 3B Transport of caustic soda from the Hume Highway (Sydney) to Temora

Segment 3 Attachment 3C Transport of caustic soda from Temora to West Wyalong

Segment 4 Attachment 3D Transport of caustic soda from Newell Highway/Mid Western Highway (West Wyalong) to the Cowal Gold Project

The following figures are referred to in Attachments 3A to 3D and are appended to this overview:

Figure 3-1 Project Location, Overall Caustic Soda Transport Route and Segments 2 and 3 Potential Available Routes Figure 3-2 Route Selection Assessment Process Figure 3-3 Caustic Soda – Segment 1 Potential Available Routes Figure 3-4 Caustic Soda – Segment 4 Potential Available Routes

HAL-02-07\1\21\00073764.DOC Caustic Soda Road Transport Route Evaluation – Overview

FIGURES 3-1 to 3-4

HAL-02-07\1\21\00073764.DOC QUEENSLAND

MOREE

WALGETT BOURKE

NARRABRI COFFS HARBOUR ARMIDALE NEW SOUTH WALES

NYNGAN

DUNEDOO DUBBO MUSWELLBROOK

SINGLETON South

For SEGMENT 4 NEWCASTLE MOLONG detail see Figure 3-4 PARKES For SEGMENT 1 COWAL BATHURST detail see Figure 3-3 GOLD

535 PROJECT ML1 Pacific GRENFELL COWRA SYDNEY WEST WYALONG SEGMENT 3 (Route 3B) MIRROOL YOUNG TEMORA WOLLONGONG Ocean GOULBURN SEGMENT 3 YASS NARRANDERA (Route 3A) WAGGA WAGGA SEGMENT 2 (Route(Route 2A) A.C.T.

TOCUMWAL ALBURY

LEGEND Route 2(Segment As 2) and VICTORIA 3A (Segment 3) Route B3(Segment 3) 0 50 100 15 0 Kilometres Caustic Soda Road Transport Route Evaluation FIGURE 3-1 Project Location, Overall Caustic Soda Transport Route and Segments 2 and 3 Potential Available Routes HAL-02-07 THMS CS_001C Define Transport Area

Identify Hazardous Material, Source and Destination

Identify Available Roads for Heavy Vehicles

Mandatory Considerations Subjective Factors

Preliminary List of Routes

Emergency Response Risk Assessment Road and Traffic Factors Capability Operational Factors

Select Routes

Identify Risk Management Measures

Preliminary Screening Secondary Screening

Source: Adapted from DUAP, 1995 Caustic Soda Road Transport Route Evaluation FIGURE 3-2 Route Selection Assessment Process

HAL-02-07 THMS CS_002B Bondi Port Junction Jackson Orica Plant

Chlor-Alkali

Distributor Distributor Drive Drive

Eastern Eastern

Cross Cross Caustic Soda Caustic Botany

or Southern Southern Nth Sydney Road Transport Route Evaluation Route Transport Road

Western Distributor FIGURE 3-3 Caustic Soda - Segment 1 Available Routes Potential

Chatswood Link

Highway Link Botany Bay

Highway Highway Sydney Airport

Pacific West

River Princes Princes

City

M2 Motorway Road

River

M5 Motorway Motorway M5 M5 Ryde

Parramatta

Drive Drive Parramatta

Hurstville

Bay Bay

Georges Homebush Homebush King Georges Road Strathfield

Drive Centenary

Motorway Centre Railfast Chullora Road

Motorway Sutherland oehStreet Street Joseph Joseph

Rookwood Road Rookwood Western Road Rookwood Freight

Terminal Came lial

Western Western Parramatta Bankstown

South

Highway Parramatta

Hume

Highway Highway

Cumberland Cumberland Liverpool

5

Highway Blacktown Highway

Glenfield Hume

Prospect

Reservoir

ot etr Motorway Motorway Western Western South South

Kilometres

Highway Highway Route A1 Route B1 Route LEGEND

Ingleburn Hume Park 0 Edmondson HAL-02-07 THMS CS_003B HAL-02-07 Burcher Nerang

540 000 E

530 000 E 520 000 E Cowal

6 290 000 N 6 290 000 N

Bogeys Island

Wamboyne Mountain

6 280 000 N Road 6 280 000 N ML1535 Wamboyne Dip COWAL Gazetted GOLD Lake Rail Crossing PROJECT Cowal

Bonehams Wamboyne Road

Wests Lane Lane

Blow Clear Road Road Lake Cowal Blow Clear Bland 6 270 000 N Lonergans Lane 6 270 000 N

Billys Creek Lookout

Sandy Ridge Road

Wilsons Lane Creek

Clear

Bodels

Lane

Road To Forbes 6 260 000 N 6 260 000 N

Wamboyne

Railway

Road

Burcher

Ridge Highway

Newell West Wyalong Clear LEGEND Route A4 Route B4(Applicable to Route 3A) Route 4 B (Applicable to Route 3B) 6 250 000 N 6 260 000 N Route 4C (Applicable to Route 3A)

Lake Cargelligo Route 4C (Applicable to Route 3B) Mid 0 2.5 5.0 Western Kilometres Highway West Wyalong Caustic Soda Cootamundra Road Transport Route Evaluation

Slee Street oTemoraTo FIGURE 3-4 Caustic Soda - Highway Railway Segment 4 Potential Available Routes

520 000 E

Newell 530 000 E HAL-02-07 THMS CS_004F Caustic Soda Road Transport Route Evaluation – Segment 1

COWAL GOLD PROJECT TRANSPORT OF HAZARDOUS MATERIALS STUDY

ATTACHMENT 3A

CAUSTIC SODA ROAD TRANSPORT ROUTE EVALUATION

SEGMENT 1 ORICA CHLOR-ALKALI PLANT TO HUME HIGHWAY (SYDNEY)

JANUARY 2006 Project No. HAL-02-07\1\21 Document No. ATTACHMENT 3A-L ID: 685431 Caustic Soda Road Transport Route Evaluation – Segment 1

TABLE OF CONTENTS

Section Page

3A1 INTRODUCTION 3A-1

3A2 DEFINITION OF THE TRANSPORT AREA 3A-1

3A3 IDENTIFICATION OF HAZARDOUS MATERIAL, SOURCE AND DESTINATION 3A-1 3A3.1 IDENTIFICATION OF HAZARDOUS MATERIAL 3A-1 3A3.2 SOURCE AND DESTINATION 3A-2 3A4 PRELIMINARY SCREENING 3A-2 3A4.1 IDENTIFICATION OF AVAILABLE ROADS FOR HEAVY VEHICLES 3A-2 3A4.1.1 Road Hierarchy 3A-2 3A4.1.2 Identification of Truck Routes 3A-3 3A4.1.3 Potential Available Routes for Heavy Vehicles and Selection of Potential Routes 3A-4 3A4.2 MANDATORY CONSIDERATIONS 3A-4 3A4.2.1 Physical Considerations 3A-4 3A4.2.2 Laws and Regulations 3A-5 3A4.3 SUBJECTIVE FACTORS 3A-6 3A4.3.1 Landuse 3A-6 3A4.3.2 Proximity of Sensitive Ecosystems and Natural Landscapes 3A-7 3A4.3.3 Emergency and Evacuation Planning and Infrastructure 3A-8 3A4.3.4 RTA and Transporter Preferred Transport Routes 3A-9 3A4.4 PRELIMINARY SCREENING FINDINGS 3A-9 3A5 PRELIMINARY LIST OF ROUTES 3A-11

3A6 SECONDARY SCREENING 3A-11 3A6.1 ROAD AND TRAFFIC FACTORS 3A-11 3A6.1.1 Accident Statistics 3A-12 3A6.1.2 Availability of Alternative Emergency Routes 3A-12 3A6.2 EMERGENCY RESPONSE CAPABILITY 3A-12 3A6.3 OPERATIONAL FACTORS 3A-12 3A6.4 RISK ASSESSMENT 3A-13 3A6.4.1 Hazard Identification 3A-13 3A6.4.2 Consequence Analysis 3A-15 3A6.4.3 Estimation of the Likelihood of a Hazardous Incident 3A-15 3A6.4.4 Risk Analysis and Assessment of Risk Results 3A-15 3A7 SELECTION OF ROUTES 3A-18

3A8 RISK MANAGEMENT MEASURES 3A-20

3A9 REFERENCES 3A-21

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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

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3A1 INTRODUCTION

The Cowal Gold Project (the Project) is located approximately 38 kilometres (km) north-east of West Wyalong, New South Wales (NSW) (Figure 3-1). The Project is owned by Barrick Australia Ltd (Barrick).

As described in Section 1.2 of the Transport of Hazardous Materials Study (THMS), route evaluation is required for the road transport of caustic soda to the Project. Road transport of caustic soda within NSW begins at Matraville, Sydney and terminates at the Project. The road transport route for caustic soda to the Project has been divided into four segments (Segments 1 to 4) for the purpose of route evaluation.

This attachment sets out the route evaluation for the road transport of caustic soda from the Orica Chlor-Alkali Plant to the Hume Highway (Sydney). This part of the overall caustic soda road transport route is referred to as Segment 1. Route evaluations for Segments 2, 3 and 4 are attached to the THMS as Attachments 3B, 3C and 3D, respectively.

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 3-2 shows the assessment process flowsheet for this route evaluation.

3A2 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 Orica Chlor-Alkali Plant (Denison Street, Matraville) and the Hume Highway (within the suburb of Glenfield) (Figure 3-3).

The transport area is wholly situated within the Local Government Areas (LGAs) of Botany Bay, Marrickville, Rockdale, Hurstville, Canterbury, Bankstown, Liverpool and Campbelltown, all located in the Sydney Statistical Division.

3A3 IDENTIFICATION OF HAZARDOUS MATERIAL, SOURCE AND DESTINATION

3A3.1 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 1998 [ADG Code] [National Road Transport Commission, 1998]), the type of container and the movement quantity and frequency. The assessment identified caustic soda 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).

Caustic soda is classified as Class 8 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.

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3A3.2 SOURCE AND DESTINATION

The source and destination of caustic soda for Segment 1 are outlined in Table 1 and shown on Figure 3-3.

Table 1 Hazardous Material Source and Destination

Source: Destination: Orica Chlor-Alkali Plant Hume Highway (Sydney) Location Town/City LGA Location Town/City LGA Gate 3, Denison Sydney Botany Bay Hume Highway Sydney Campbelltown Street, Matraville (Glenfield)

Details of the transport of caustic soda from the Orica Chlor-Alkali Plant to the Hume Highway (Sydney) are provided in Table 2.

Table 2 Transport Details

Hazardous Delivery Maximum Volume per Maximum Frequency Transported Packaging Material Vehicle Delivery of Deliveries State Caustic Soda Single semi- 16,500 L 1 per fortnight Liquid Bulk tanker trailer

3A4 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 3A5 provides the results of this analysis as a preliminary list of routes. Further screening of this preliminary list is provided in Section 3A6.

3A4.1 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 3A4.1.1); and • the identification of routes suitable in general for the movement of trucks (Section 3A4.1.2).

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 3A4.1.3.

3A4.1.1 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).

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A small portion (approximately 2 km) of the South Western Motorway is classified as a national highway. The RTA prefers heavy vehicles to utilise national highways and state roads wherever possible (RTA, pers. comm., 4 May 2005). Therefore, this part of the South Western Motorway would be used by heavy vehicles within the transport area were possible.

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: Marsh Street, West Botany Street, Wickham Street, Forest Road, Stoney Creek Road, King Georges Road and the M5 Motorway/South Western Motorway. 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).

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).

3A4.1.2 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 3A4.1.1. 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.

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The RTA has published a map showing B-Double and road train routes throughout NSW (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 caustic soda. 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.

3A4.1.3 Potential Available Routes for Heavy Vehicles and Selection of Potential Routes

Following a review of the road hierarchy and the identification of truck routes within the transport area, Routes 1A and 1B have been identified as potential available routes for heavy vehicles for Segment 1. Routes 1A and 1B are set out in Table 3 and shown on Figure 3-3.

Table 3 Truck Routes

Route Directions 1A From the Orica Chlor-Alkali Plant (Gate 3) turn left into Denison Street, left into Wentworth Avenue, left into Botany Road, right into Mill Pond Road and right into General Holmes Drive. Continue into Joyce Drive, Qantas Drive, Airport Drive and Marsh Street. Turn left into West Botany Street, right into Wickham Street and continue into Forest Road. Turn right into Stoney Creek Road, right into King Georges Road and left into the M5 Motorway/South Western Motorway. Continue on the South Western Motorway which becomes the Hume Highway. 1B From the Orica Chlor-Alkali Plant (Gate 3) turn left into Denison Street, left into Wentworth Avenue and right into Botany Road. Take the first street on the left and continue through the railway crossing to General Holmes Drive. Turn right into General Holmes Drive and continue into Joyce Drive, Qantas Drive, Airport Drive and Marsh Street. Turn left into West Botany Street, right into Wickham Street and continue into Forest Road. Turn right into Stoney Creek Road, right into King Georges Road and left into the M5 Motorway/South Western Motorway. Continue on the South Western Motorway which becomes the Hume Highway.

Routes 1A and 1B identified in Table 3 are very similar and only differ for a short distance between Wentworth Avenue and General Holmes Drive.

Routes 1A and 1B were then tested against mandatory and subjective factors. The assessment is set out below in Sections 3A4.2 and 3A4.3.

3A4.2 MANDATORY CONSIDERATIONS

3A4.2.1 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 caustic soda. No further assessment of physical capability has been undertaken for these roads.

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Route 1B utilises a section of Botany Road which is not designated as a B-Double or road train route. This section of Botany Road is physically capable of accommodating single semi-trailers (The Council of the City of Botany Bay, pers. comm., 19 September 2005). Therefore, physical considerations do not preclude either of the potential transport routes.

3A4.2.2 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) were 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) (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 is 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 caustic soda 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. In the case of Airport Drive and Qantas Drive, the Sydney Airport Authority is accountable for these roads and is therefore the local transport authority.

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Potential transport routes utilise local and state roads and a portion of a national highway (RTA, 2004b), therefore the local transport authorities are the RTA, the Sydney Airport Authority, The Council of the City of Botany Bay, Rockdale City Council and Marrickville 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. The Council of the City of Botany Bay, Rockdale City Council and Marrickville Council do not prohibit the transport of hazardous materials on any roads for which they are accountable (The Council of the City of Botany Bay, pers. comm., 20 September 2005; Rockdale City Council, pers. comm., 20 September 2005; Marrickville Council, pers. comm., 21 September 2005). The Sydney Airport Authority does not prohibit the transport of hazardous materials on Airport Drive or Qantas Drive (Sydney Airport Authority, pers. comm., 29 September 2005).

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

3A4.3 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 3A4.3.1) and sensitive ecosystems and natural landscapes (such as park reservations and wetlands) (Section 3A4.3.2) (DUAP, 1995a). Emergency and evacuation planning and infrastructure are also usually included in the assessment of subjective factors (Section 3A4.3.3) (DUAP, 1995a).

3A4.3.1 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 and 1B.

Table 4 Sensitive Landuses

Route Schools Hospitals Aged Care Churches Items of Facilities Heritage or Number of Number of Number of Number of Cultural Schools Students Hospitals Beds Significance 1A 18 9,451 0 0 5 14 109 1B 18 9,451 0 0 5 14 113

Schools

Vehicles travelling along Routes 1A and 1B would pass 18 schools including Pagewood Public School, Bexley Public School, Sydney Technical High School, Arncliffe Public School, Kingsgrove High, Beverly Hills Girls High School, Hannans Road Primary School, Sir Joseph Banks High School, Hammondville Primary School and Prestons Primary School.

Hospitals/Aged Care Facilities

There are no hospitals located along Routes 1A or 1B. Both routes pass five aged care facilities.

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Churches

Fourteen churches are located along both potential transport routes.

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. One hundred and nine items of heritage or cultural significance are located along Route 1A and 113 are located along Route 1B (NSW Heritage Office, 2005).

Other Landuses

Other landuses may include residential, commercial or industrial areas and areas of open space. Routes 1A and 1B predominantly pass through residential and commercial areas. Adjacent landuses are similar along both 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.

3A4.3.2 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 and 1B are identified in Table 5 and described in the following sections.

Table 5 Sensitive Ecosystems and Natural Landscapes

Route Park Reservations Waterways Number Approximate Total Road Frontage (m) 1A 43 8,180 27 1B 42 8,130 27

Park Reservations

Vehicles travelling on Routes 1A and 1B would pass within approximately 100 m numerous park reservations including: Mutch Park, Tempe Recreation Reserve, Cahill Park, Gardiner Park, Bexley Park, Bardwell Valley Parklands, Hanna Laycock Reserve, Kingsgrove Park, John Mountford Reserve, Windarra Reserve, Richard Podmore Reserve, Robert Gardner Reserve, Wise Reserve, Rotary Park, Salt Pan Reserve, Greenway Reserve, Tracey Reserve, Wall Reserve, Toby Reserve, Lieutenant Cantello Reserve, Deepwater Park, Clyde Park, Vasta Park, Josephine Park, Rifle Range Park, Helles Park, Mill Park, Gimmes Park and Acacia 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 and 1B is 8,180 m and 8,130 m, respectively.

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Waterways

Vehicles travelling on Routes 1A and 1B would cross or come within approximately 100 m of 27 waterways including Lachlan Swamps, Mill Pond Stream, Alexandra Canal (Sheas Creek), Cooks River, Bardwell Creek, Wolli Creek, Salt Pan Creek, Georges River and Anzac Creek.

3A4.3.3 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.

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 both potential routes. These routes are therefore equally suitable for the transport of hazardous materials with respect to emergency and evacuation planning and infrastructure.

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3A4.3.4 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 Orica Chlor-Alkali Plant to the Hume Highway (Sydney). Route 1A is the route preferred by the RTA for the transport of hazardous materials from the Orica Chlor-Alkali Plant to the Hume Highway (Sydney) (RTA, pers. comm., 27 June 2005).

The transport provider was contacted to determine their preferred transport route for the transport of hazardous materials from the Orica Chlor-Alkali Plant to the Hume Highway (Sydney). Route 1B is the route preferred by the transporter for the transport of hazardous materials for Segment 1.

3A4.4 PRELIMINARY SCREENING FINDINGS

Preliminary screening took into account available roads for heavy vehicles and mandatory and subjective factors (Sections 3A4.1, 3A4.2 and 3A4.3). Following a review of the road hierarchy and the identification of truck routes within the transport area, Routes 1A and 1B 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 3A4.3 for Routes 1A and 1B.

Table 6 Summary of Subjective Factors

Assessment Factor Route 1A Route 1B Schools 18 18 Number of School Students 9,451 9,451 Hospitals 0 0 Number of Hospital Beds 0 0 Aged Care Facilities 5 5 Churches 14 14 Items of Heritage or Cultural Significance 109 113 Other Landuse # # Number of Park Reservations 43 42 Park Reservations – Approximate Total Road Frontage (m) 8,180 8,130 Waterways 27 27 Emergency Infrastructure Adequate Adequate RTA and Transporter Preferred Route RTA preferred route Transporter preferred route # There is little difference in the type of landuse along each potential route, therefore this factor was not used to compare Routes 1A and 1B. Further information is provided in Section 3A4.3.1. RTA Roads and Traffic Authority

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

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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 3A4.3. 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.

Table 7 Preliminary Screening Findings

Assessment Factor Most Preferred Acceptable Route Least Preferred Excluded Route Route Route Schools - 1A, 1B - - Hospitals 1A, 1B - - - Aged Care Facilities - 1A, 1B - - Churches - 1A, 1B - - Items of Heritage or Cultural - 1A, 1B - - Significance Other Landuse # # # # Parks - 1A, 1B - - Waterways - 1A, 1B - - Emergency Infrastructure 1A, 1B - - - RTA and Transporter Preferred 1A 1B - - Route Comparative Assessment of 1A 1B - - all Factors # There is little difference in the type of landuse along each potential route, therefore this factor was not used to compare Routes 1A and 1B. Further information is provided in Section 3A4.3.1. RTA Roads and Traffic Authority

Tables 6 and 7 indicate that there is a minor preference for Route 1A following preliminary screening. This route is the preferred route for one of the subjective factors presented in Table 7 (when compared to Route 1B) and therefore would have the least potential adverse effect in the unlikely event of a release of caustic soda. The preliminary screening has identified Route 1B as an acceptable route and worthy of further assessment.

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3A5 PRELIMINARY LIST OF ROUTES

On the basis of the preliminary screening analysis in Section 3A4, the following preliminary list of routes from the Orica Chlor-Alkali Plant to the Hume Highway (Sydney) has been determined (Table 8).

Table 8 Preliminary List of Routes

Route Directions 1A From the Orica Chlor-Alkali Plant (Gate 3) turn left into Denison Street, left into Wentworth Avenue, left into Botany Road, right into Mill Pond Road and right into General Holmes Drive. Continue into Joyce Drive, Qantas Drive, Airport Drive and Marsh Street. Turn left into West Botany Street, right into Wickham Street and continue into Forest Road. Turn right into Stoney Creek Road, right into King Georges Road and left into the M5 Motorway/South Western Motorway. Continue on the South Western Motorway which becomes the Hume Highway. 1B From the Orica Chlor-Alkali Plant (Gate 3) turn left into Denison Street, left into Wentworth Avenue and right into Botany Road. Take the first street on the left and continue through the railway crossing to General Holmes Drive. Turn right into General Holmes Drive and continue into Joyce Drive, Qantas Drive, Airport Drive and Marsh Street. Turn left into West Botany Street, right into Wickham Street and continue into Forest Road. Turn right into Stoney Creek Road, right into King Georges Road and left into the M5 Motorway/South Western Motorway. Continue on the South Western Motorway which becomes the Hume Highway.

3A6 SECONDARY SCREENING

Secondary screening involves the assessment of the preliminary list of routes (Section 3A5) against road and traffic factors (Section 3A6.1), emergency response capability (Section 3D6.2), operational factors (Section 3A6.3) and risk (including environmental and landuse factors) (Section 3A6.4) (Figure 3-2). 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 3A7.

3A6.1 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 3A6.1.1. An assessment of remaining road and traffic factors (i.e. the availability of alternative emergency routes) is provided in Section 3A6.1.2.

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3A6.1.1 Accident Statistics

Available accident statistics for Routes 1A and 1B 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 Vehicle Annual Million Heavy Vehicle (km) Vehicles Heavy Vehicles Accidents km of Heavy Accidents/Annual (per day)1 due to Project2 (per year)3 Vehicle Travel Million km of Heavy Vehicle Travel 1A 39.3 972 – 6,451 0.001% – 0.007% 30.3 0.26 – 3.25 0 – 2.40 1B 38.5 972 – 6,451 0.001% – 0.007% 30.3 0.03 – 3.25 0 – 2.40 1 RTA (2003b) Traffic Volume Data for Sydney Region 2002. Prepared by the RTA Traffic and Transport Directorate. Assumes 10% of all vehicles are heavy vehicles. 2 Assumes 1 truck movement per fortnight. 3 RTA (2005) Excel database of traffic composition for the Sydney region. Provided by Robert Chadwick on 22 August 2005.

Accident statistics for Routes 1A and 1B 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 0.01%) and would be unlikely to affect traffic flows or accident statistics. Routes 1A and 1B are therefore suitable for the transport of hazardous materials with respect to accident statistics. Accident statistics for Routes 1A and 1B are compared in Table 12, Section 3A6.4.4.

3A6.1.2 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 and 1B.

3A6.2 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 3A4.3.3). 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 3A4.3.3.

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

3A6.3 OPERATIONAL FACTORS

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

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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, the shortest route is the most preferable in respect of operating costs. Route 1B is the shortest available route for Segment 1 and is therefore cost effective. However, Routes 1A and 1B are similar in length and operating costs would not differ considerably between routes. Therefore both routes are cost effective and equally suitable on the basis of operating costs.

3A6.4 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.

3A6.4.1 Hazard Identification

3A6.4.1.1 Type of Hazardous Material

Caustic soda (i.e. sodium hydroxide) is classified under the ADG Code as Class 8 (corrosive substance) and Packing Group II. It is a colourless liquid and is highly alkaline. Caustic soda is corrosive to human tissue and can cause serious injury to skin and eyes. Inhalation of any mist containing caustic soda can result in respiratory irritation and lung conditions such as pulmonary oedema.

Caustic soda is corrosive to aluminium, zinc, lead, brass and tin. A product of its reaction with metals is hydrogen (a highly flammable gas). It reacts vigorously with acids and when mixed with ammonium salts, ammonia gas evolves. Caustic soda reacts exothermically with water and also attacks many glass and ceramic materials. When mixed with some organic matter carbon monoxide can evolve.

Depending on the production method, caustic soda may contain trace impurities such as mercury which can cause nervous system damage.

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When spilt, caustic soda is very slippery. At low ambient temperatures, higher strength caustic soda can freeze. 3A6.4.1.2 Adjacent Landuse

Refer to Section 3A4.3.1 for a description of adjacent landuse for potential transport routes.

3A6.4.1.3 Transport Vehicle and Conditions of Transport

Caustic soda will be transported to the Project by single semi-trailer. It will be transported by bulk tanker as a liquid. Regulation of temperature and pressure are not required during the transport of this material.

3A6.4.1.4 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.

Table 10 Heavy Vehicle Incidents – Initiating and Contributing Causes

Human Error Equipment Failures System or Procedural External Events Failures • driver impairment, e.g. • non-dedicated trailer • driver incentives to • vandalism/sabotage alcohol or drugs • rail road crossing guard work longer hours • rain • • speeding failure driver training • fog/visibility • • • driver overtired leaking valve carrier selection • wind • • • driver exceeding safe leaking fitting container specification • flood/washout working hours • • brake failure route selection • fire at rest area/parking • en-route inspection • relief device failure • emergency response areas • contamination • tyre failure training • earthquake • • overfilling • soft shoulder speed enforcement • existing accident • • other vehicle’s driver • overpressure driver rest periods • animals on road • • taking tight turns/ramps • material defect maintenance too quickly (overturns) • • vacuum inspection • unsecured loads • • steering failure time of the day restrictions • sloshing • high centre of gravity • 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)

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3A6.4.2 Consequence Analysis

An accident involving a heavy vehicle transporting caustic soda resulting in a release of the material is the hazardous incident relevant to the transport of caustic soda. The consequences of a release of caustic soda from this hazardous incident are largely dependent on what is contacted by the corrosive liquid. The following consequences of this hazardous incident are relevant:

• direct exposure to liquid or vapour caustic soda for those at or near to an accident scene; • contamination of waterways (from a large liquid release) causing a higher water pH resulting in fatality for fish and other aquatic life including aquatic plants; and • burning of vegetation upon contact.

Caustic soda does not bio-accumulate.

3A6.4.3 Estimation of the Likelihood of a Hazardous Incident

Accident data for heavy vehicles utilising Routes 1A and 1B are detailed in Section 3A6.1.1 and Table 9. Approximately 30 accidents per year involving heavy vehicles occur for Routes 1A and 1B.

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 caustic soda to the Project resulting in a release of the material must take into account the following:

• the number of vehicles transporting caustic soda 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 caustic soda to the Project resulting in a release of the material for Routes 1A and 1B is estimated to be approximately 6x10-5/year (i.e. such an incident is estimated to occur on Routes 1A and 1B once every 16,700).

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

3A6.4.4 Risk Analysis and Assessment of Risk Results

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

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Table 11 Summary of Risk Analysis Assessment Factors

Assessment Factor Route 1A Route 1B Schools 18 18 Number of School Students 9,451 9,451 Hospitals 0 0 Number of Hospital Beds 0 0 Aged Care Facilities 5 5 Churches 14 14 Items of Heritage or Cultural Significance 109 113 Other Landuse # # Number of Park Reservations 43 42 Park Reservations – Approximate Total Road Frontage (m) 8,180 8,130 Waterways 27 27 Emergency Infrastructure Adequate Adequate RTA and Transporter Preferred Route RTA preferred route Transporter preferred route Length (km) 39.3 38.5 No. of Heavy Vehicles (per day)1 972 – 6,451 972 – 6,451 % Increase of Heavy Vehicles due to Project2 0.001% – 0.007% 0.001% – 0.007% Heavy Vehicle Accidents (per year)3 30.3 30.3 Annual Million km of Heavy Vehicle Travel 0.26 – 3.25 0.03 – 3.25 Heavy Vehicle Accidents/Annual Million km of Heavy Vehicle Travel 0 – 2.40 0 – 2.40 Availability of Alternative Emergency Routes Available Available Emergency Response Capability Adequate Adequate Operational Factors Cost effective Cost effective 1 RTA (2003b) Traffic Volume Data for Sydney Region 2002. Prepared by the RTA Traffic and Transport Directorate. Assumes 10% of all vehicles are heavy vehicles. 2 Assumes 1 truck movement per fortnight. 3 RTA (2005) Excel database of traffic composition for the Sydney region. Provided by Robert Chadwick on 22 August 2005. # There is little difference in the type of landuse along each potential route, therefore this factor was not used to compare Routes 1A and 1B. Further information is provided in Section 3A4.3.1. 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; • 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.

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Table 12 Risk Analysis Findings

Assessment Factor Most Preferred Acceptable Least Preferred Excluded Route Route Route Route Schools - 1A, 1B - - Hospitals 1A, 1B - - - Aged Care Facilities - 1A, 1B - - Churches - 1A, 1B - - Items of Heritage or Cultural Significance - 1A, 1B - - Other Landuse # # # # Park Reservations - 1A, 1B - - Waterways - 1A, 1B - - Emergency Infrastructure 1A, 1B - - - RTA and Transporter Preferred Route 1A 1B - - Heavy Vehicle Accidents (per year)1 - 1A, 1B - - Heavy Vehicle Accidents/Annual Million km 1A, 1B - - - of Heavy Vehicle Travel Availability of Alternative Emergency Routes 1A, 1B - - - Emergency Response Capability 1A, 1B - - - Operational Factors 1A, 1B - - - Comparative Assessment of all Factors 1A 1B - - 1 RTA (2005) Excel database of traffic composition for the Sydney region. Provided by Robert Chadwick on 22 August 2005. # There is little difference in the type of landuse along each potential route, therefore this factor was not used to compare Routes 1A and 1B. Further information is provided in Section 3A4.3.1. 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 up to approximately 0.01% (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 and 1B. In addition, these results deem both 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 and 1B are therefore equally suitable for the transport of hazardous materials from a comparative risk perspective.

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3A7 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 wholly situated within the Botany Bay, Marrickville, Rockdale, Hurstville, Canterbury, Bankstown, Liverpool and Campbelltown 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 Council 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 and 1B 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). Both routes are assessed as posing a minimal to acceptable level of risk to surrounding people, property and the natural environment. Therefore, Routes 1A and 1B are both suitable for the transport of caustic soda for Segment 1. Following consideration of the preliminary and secondary screening factors and consultation with Councils, the RTA and the transport provider, Route 1A has been identified as the preferred route for the transport of caustic soda from the Orica Chlor-Alkali Plant to the Hume Highway (Sydney).

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

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3A8 RISK MANAGEMENT MEASURES

The identification of risk management measures is the final step in the route evaluation process (Figure 3-2). 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 caustic soda 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. 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 caustic soda to the Project include:

• As caustic soda 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); - 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;

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- an emergency information holder must be securely placed on a road vehicle in accordance with Clause 11.2.4; - Table 12.1 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).

3A9 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.

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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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 Road Transport Commission (1998) Australian Code for the Transport of Dangerous Goods by Road and Rail (ADG Code), Sixth Edition. Prepared by the National Road Transport Commission in conjunction with the Advisory Committee on the Transport of Dangerous Goods and the Federal Office of Road Safety.

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) Road Train and B-Double Routes in NSW and ACT. 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 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 composition for the Sydney region. Provided by Robert Chadwick on 22 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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COWAL GOLD PROJECT TRANSPORT OF HAZARDOUS MATERIALS STUDY

ATTACHMENT 3B

CAUSTIC SODA ROAD TRANSPORT ROUTE EVALUATION

SEGMENT 2 HUME HIGHWAY (SYDNEY) TO TEMORA

JANUARY 2006 Project No. HAL-02-07\1\21 Document No. ATTACHMENT 3B-J Caustic Soda Road Transport Route Evaluation – Segment 2

TABLE OF CONTENTS

Section Page

3B1 INTRODUCTION 3B-1

3B2 DEFINITION OF THE TRANSPORT AREA 3B-1

3B3 IDENTIFICATION OF HAZARDOUS MATERIAL, SOURCE AND DESTINATION 3B-1 3B3.1 IDENTIFICATION OF HAZARDOUS MATERIAL 3B-1 3B3.2 SOURCE AND DESTINATION 3B-2 3B4 PRELIMINARY SCREENING 3B-2 3B4.1 IDENTIFICATION OF AVAILABLE ROADS FOR HEAVY VEHICLES 3B-2 3B4.1.1 Road Hierarchy 3B-2 3B4.1.2 Identification of Truck Routes 3B-3 3B4.1.3 Potential Available Routes for Heavy Vehicles and Selection of Potential Routes 3B-4 3B4.2 MANDATORY CONSIDERATIONS 3B-5 3B4.2.1 Physical Considerations 3B-5 3B4.2.2 Laws and Regulations 3B-5 3B4.3 SUBJECTIVE FACTORS 3B-6 3B4.3.1 Landuse 3B-6 3B4.3.2 Proximity of Sensitive Ecosystems and Natural Landscapes 3B-6 3B4.3.3 Emergency and Evacuation Planning and Infrastructure 3B-7 3B4.3.4 RTA and Transporter Preferred Transport Routes 3B-8 3B4.4 PRELIMINARY SCREENING FINDINGS 3B-8 3B5 PRELIMINARY LIST OF ROUTES 3B-9

3B6 SECONDARY SCREENING 3B-9 3B6.1 ROAD AND TRAFFIC FACTORS 3B-10 3B6.1.1 Accident Statistics 3B-10 3B6.1.2 Availability of Alternative Emergency Routes 3B-10 3B6.2 EMERGENCY RESPONSE CAPABILITY 3B-11 3B6.3 OPERATIONAL FACTORS 3B-11 3B6.4 RISK ASSESSMENT 3B-11 3B6.4.1 Hazard Identification 3B-12 3B6.4.2 Consequence Analysis 3B-13 3B6.4.3 Estimation of the Likelihood of a Hazardous Incident 3B-13 3B6.4.4 Risk Analysis and Assessment of Risk Results 3B-14 3B7 SELECTION OF ROUTES 3B-16

3B8 RISK MANAGEMENT MEASURES 3B-17

3B9 REFERENCES 3B-19

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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 Ecosystems and Natural Landscapes Table 5 Summary of Subjective Factors Table 6 Preliminary List of Routes Table 7 Summary of Accident Statistics Table 8 Heavy Vehicle Incidents – Initiating and Contributing Causes Table 9 Summary of Risk Analysis Assessment Factors Table 10 Risk Analysis Findings

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3B1 INTRODUCTION

The Cowal Gold Project (the Project) is located approximately 38 kilometres (km) north-east of West Wyalong, New South Wales (NSW) (Figure 3-1). The Project is owned by Barrick Australia Ltd (Barrick).

As described in Section 1.2 of the Transport of Hazardous Materials Study (THMS), route evaluation is required for the road transport of caustic soda to the Project. Road transport of caustic soda within NSW begins at Matraville, Sydney and terminates at the Project. The road transport route for caustic soda to the Project has been divided into four segments (Segments 1 to 4) for the purpose of route evaluation.

This attachment sets out the route evaluation for the road transport of caustic soda from the Hume Highway (Sydney) to Temora. This part of the overall caustic soda road transport route is referred to as Segment 2. Route evaluations for Segments 1, 3, and 4 are attached to the THMS as Attachments 3A, 3C, and 3D, respectively.

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 3-2 shows the assessment process flowsheet for this route evaluation.

3B2 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 2 is defined as the area between the Hume Highway (Sydney) (within the suburb of Glenfield) and Temora (Figure 3-1).

The transport area is situated within the Local Government Areas (LGAs) of Campbelltown, Wollondilly, Wingecarribee, Greater Argyle (Goulburn Mulwaree), Upper Lachlan, Yass Valley, Harden, Cootamundra and Temora.

3B3 IDENTIFICATION OF HAZARDOUS MATERIAL, SOURCE AND DESTINATION

3B3.1 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 1998 [ADG Code] [National Road Transport Commission, 1998]), the type of container and the movement quantity and frequency. The assessment identified caustic soda 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).

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Caustic soda is classified as Class 8 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.

3B3.2 SOURCE AND DESTINATION

The source and destination of caustic soda for Segment 2 are outlined in Table 1 and shown on Figure 3-1.

Table 1 Hazardous Material Source and Destination

Source: Destination: Hume Highway (Sydney) Temora Location Town/City LGA Location Town/City LGA Hume Highway Sydney Campbelltown Burley Griffin Way Temora Temora (Glenfield) (State Route 94)

Details of the transport of caustic soda from the Hume Highway (Sydney) to Temora are provided in Table 2.

Table 2 Transport Details

Hazardous Delivery Maximum Volume per Maximum Frequency Transported Packaging Material Vehicle Delivery of Deliveries State Caustic Soda Single semi- 16,500 L 1 per fortnight Liquid Bulk tanker trailer

3B4 PRELIMINARY SCREENING

The following subsections identify available roads for heavy vehicles within the transport area and examine mandatory and subjective factors for potential transport routes. Section 3B5 provides the results of this analysis as a preliminary list of routes. Further screening of this preliminary list is provided in Section 3B6.

3B4.1 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 3B4.1.1); and • the identification of routes suitable in general for the movement of trucks (Section 3B4.1.2).

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 3B4.1.3.

3B4.1.1 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.

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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).

National highways within the transport area include the Hume Highway. The RTA prefers heavy vehicles to utilise national highways and state roads wherever possible (RTA, pers. comm., 4 May 2005). Therefore, the Hume Highway would be used by heavy vehicles within the transport area where possible.

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.).

State roads within the transport area include Burley Griffin Way. 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, Burley Griffin Way would also 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).

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).

3B4.1.2 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 3B4.1.1. 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.

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The RTA has published a map showing B-Double and road train routes throughout NSW (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 caustic soda. Designated B-Double and road train routes were used wherever possible when identifying truck routes within the transport area.

The RTA prefers heavy vehicles carrying hazardous materials to avoid travelling over the Blue Mountains and in the vicinity of the World Heritage listed Greater Blue Mountains Area given the sensitive nature of the area (RTA, pers. comm., 2 September 2005). This was taken into consideration 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., 31 August 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.

3B4.1.3 Potential Available Routes for Heavy Vehicles and Selection of Potential Routes

Following a review of the road hierarchy and the identification of truck routes within the transport area, Route 2A has been identified as the only potential available route for heavy vehicles for Segment 2. Route 2A is set out in Table 3 and shown on Figure 3-1.

Table 3 Truck Routes

Route Directions 2A From the Hume Highway (Glenfield), continue on the Highway until Bowning (west of Yass). Turn off the Hume Highway into State Route 94 (Burley Griffin Way) and continue to Temora.

Route 2A only utilises roads that are national highways or state roads (RTA, 2004b) and designated B-Double routes (RTA, 2001). Route 2A is also the shortest and most direct route from Sydney to Temora whilst avoiding travelling over the Blue Mountains and in the vicinity of the World Heritage listed Greater Blue Mountains Area. Other routes from Sydney to West Wyalong utilising national highways and state roads and designated B-Double routes could have been identified as truck routes but are significantly longer and were discounted from the route evaluation on the basis of increased travel time.

Route 2A was tested against mandatory and subjective factors. The assessment is set out below in Sections 3B4.2 and 3B4.3.

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3B4.2 MANDATORY CONSIDERATIONS

3B4.2.1 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 caustic soda. No further assessment of physical capability has been undertaken for these roads.

Route 2A predominantly utilises roads designated as B-Double routes. Approximately 60 km of Route 2A (between Murrumburrah and the Hume Highway at Bowning turnoff) is not a designated B-Double route. The RTA has advised that this stretch of road is physically capable of accommodating single semi-trailers (RTA, pers. comm., 7 September 2005). Therefore, physical considerations do not preclude this transport route from the route evaluation.

3B4.2.2 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) were 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) (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 is 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 2 does not involve the road transport of caustic soda 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.

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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.

Route 2A only utilises the Hume Highway (a national highway) and Burley Griffin Way (a state road), therefore the local transport authority is the RTA. 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.

Laws and regulations do not preclude Route 2A from the route evaluation.

3B4.3 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 3B4.3.1) and sensitive ecosystems and natural landscapes (such as park reservations and wetlands) (Section 3B4.3.2) (DUAP, 1995a). Emergency and evacuation planning and infrastructure are also usually included in the assessment of subjective factors (Section 3B4.3.3) (DUAP, 1995a).

3B4.3.1 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.

Route 2A predominantly passes through rural areas comprising of areas of open space. Sensitive landuses (e.g. the primary school and early childhood day care centre located in the Harden LGA) are relatively uncommon along Route 2A and do not preclude it from the route evaluation. Therefore, further detailed consideration of sensitive landuses was not undertaken for this route evaluation.

Other Landuses

Other landuses may include residential, commercial or industrial areas and areas of open space. Route 2A predominantly passes through rural areas comprising areas of open space.

3B4.3.2 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 Route 2A are identified in Table 4 and described in the following sections.

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Table 4 Sensitive Ecosystems and Natural Landscapes

Route Park Reservations Waterways Number Approximate Total Road Frontage (m) 2A 4 8,125 9

Park Reservations

Vehicles travelling on Route 2A would pass within approximately 100 m of four park reservations, including Penrose State Forest, Mundoonen State Forest and Jindalee State Forest.

To determine if Route 2A is suitable for the transport of hazardous materials, 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 Route 2A. The approximate total length of road frontage of park reservations for Route 2A is 8,125 m.

Waterways

Vehicles travelling on Route 2A would traverse or come within approximately 100 m of nine waterways, including the Lachlan River, Muttama Creek and Bland Creek.

3B4.3.3 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).

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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.

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 Route 2A. This route is therefore suitable for the transport of hazardous materials with respect to emergency and evacuation planning and infrastructure.

3B4.3.4 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 Hume Highway (Sydney) to Temora. Route 2A is the route preferred by the RTA and for the transport of hazardous materials from the Hume Highway (Sydney) to Temora (RTA, pers. comm., 20 July 2005, 26 July 2005 and 2 September 2005).

The transport provider was contacted to determine their preferred route for the transport of hazardous materials from the Hume Highway (Sydney) to Temora. Route 2A is the route preferred by the transporter for the transport of hazardous materials for Segment 2 (Orica Australia, pers. comm., 19 August 2005).

3B4.4 PRELIMINARY SCREENING FINDINGS

Preliminary screening took into account available roads for heavy vehicles and mandatory and subjective factors (Sections 3B4.1, 3B4.2 and 3B4.3). Following a review of the road hierarchy and the identification of truck routes within the transport area, Route 2A has been identified as the only potential available route for heavy vehicles for Segment 2. Mandatory factors did not preclude this route from the route evaluation.

Table 5 provides a summary of subjective factors outlined in Section 3B4.3 for Route 2A.

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Table 5 Summary of Subjective Factors

Assessment Factor Route 2A Schools # Number of School Students # Hospitals # Number of Hospital Beds # Aged Care Facilities # Churches # Items of Heritage or Cultural Significance # Other Landuse Predominantly open space Number of Park Reservations 4 Park Reservations – Approximate Total Road Frontage (m) 8,125 Waterways 9 Emergency Infrastructure Adequate RTA and Transporter Preferred Route RTA and Transporter preferred route # Sensitive landuses along Route 2A are relatively uncommon and do not preclude this route from the route evaluation. Further information is provided in Section 3B4.3.1. RTA Roads and Traffic Authority

Table 5 indicates that Route 2A would have minimal impact on subjective factors and is suitable for the transport of hazardous materials.

3B5 PRELIMINARY LIST OF ROUTES

On the basis of the preliminary screening in Section 3B4, the following preliminary list of routes from the Hume Highway (Sydney) to Temora has been determined (Table 6).

Table 6 Preliminary List of Routes

Route Directions 2A From the Hume Highway (Glenfield), continue on the Highway until Bowning (west of Yass). Turn off the Hume Highway into State Route 94 (Burley Griffin Way) and continue to Temora.

3B6 SECONDARY SCREENING

Secondary screening involves the assessment of the preliminary list of routes (Section 3B5) against road and traffic factors (Section 3B6.1), emergency response capability (Section 3B6.2), operational factors (Section 3B6.3) and risk (including environmental and landuse factors) (Section 3B6.4) (Figure 3-2). The potential route has been assessed against each secondary screening factor to confirm that the route is suitable for the transport of hazardous materials. The final selection of routes for Segment 2 is detailed in Section 3B7.

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3B6.1 ROAD AND TRAFFIC FACTORS

The Guidelines state that the assessment of a potential transport route 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 assess accident statistics for potential transport routes and infer from them the capability and level of service of the road system.

Accident statistics for Route 2A are provided in Section 3B6.1.1. An assessment of remaining road and traffic factors (i.e. the availability of alternative emergency routes) is provided in Section 3B6.1.2.

3B6.1.1 Accident Statistics

Available accident statistics for Route 2A were obtained from the RTA and are summarised in Table 7.

Table 7 Summary of Accident Statistics

Route Length No. of Heavy % Increase of Heavy Vehicle Annual Million Heavy Vehicle (km) Vehicles Heavy Vehicles Accidents km of Heavy Accidents/Annual (per day) due to Project6 (per year)7,8,9 Vehicle Travel Million km of Heavy 1,2,3,4,5 Vehicle Travel 2A 381.5 237 – 4,214 0.002% – 0.03% 14.4 0.26 – 44.16 0 – 0.75 1 RTA (2004c) Traffic Volume Data for the Southern Region 2003. Prepared by the RTA Traffic and Transport Directorate. 2 RTA (2003b) Traffic Volume Data for the Sydney Region 2002. Prepared by the RTA Traffic and Transport Directorate. 3 RTA (2004d) Traffic Volume Data for the South Western Region 2003. Prepared by the RTA Traffic and Transport Directorate. 4 RTA (2000) Excel database of traffic composition for the South Western Region. Provided by David Amery on 22 July 2005. 5 RTA (2003c) Excel database of traffic composition for the Southern Region. Provided by Nick Boyd on 1 September 2005. 6 Assumes 1 truck movement per fortnight. 7 RTA (2005a) Excel database of traffic crash data for the Sydney Region. Provided by Robert Chadwick on 2 August 2005. 8 RTA (2005b) Excel database of traffic crash data for the Southern Region 2000 - 2004. Provided by Fiona Ristovski on 30 August 2005. 9 RTA (2005c) Excel database of traffic crash data for the South Western Region 2000 - 2004. Provided by David Amery on 5 August 2005.

Accident statistics for Route 2A are considered to be within normal operating levels for the road type and use. The increase of heavy vehicles due to the Project would be very small (up to approximately 0.03%) and would be unlikely to affect traffic flows or accident statistics. Route 2A is therefore suitable for the transport of hazardous materials with respect to accident statistics.

3B6.1.2 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 Route 2A.

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3B6.2 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 3B4.3.3). Further information on the management of emergencies in NSW and an evaluation of the ease of access to a potential accident for Segment 2 are provided in Section 3B4.3.3.

Following a review of emergency management in NSW, emergency response capability is considered to be adequate for Route 2A. This route is therefore suitable for the transport of hazardous materials with respect to emergency response capability.

3B6.3 OPERATIONAL FACTORS

Operating costs and distribution logistics have been considered for Segment 2. Route 2A is 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, the shortest route is the most preferable, in respect of operating costs. Route 2A is the shortest available route for Segment 2 and is therefore cost effective and suitable on the basis of operating costs.

3B6.4 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 2 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.

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3B6.4.1 Hazard Identification

3B6.4.1.1 Type of Hazardous Material

Caustic soda (i.e. sodium hydroxide) is classified under the ADG Code as Class 8 (corrosive substance) and Packing Group II. It is a colourless liquid and is highly alkaline. Caustic soda is corrosive to human tissue and can cause serious injury to skin and eyes. Inhalation of any mist containing caustic soda can result in respiratory irritation and lung conditions such as pulmonary oedema.

Caustic soda is corrosive to aluminium, zinc, lead, brass and tin. A product of its reaction with metals is hydrogen (a highly flammable gas). It reacts vigorously with acids and when mixed with ammonium salts, ammonia gas evolves. Caustic soda reacts exothermically with water and also attacks many glass and ceramic materials. When mixed with some organic matter carbon monoxide can evolve.

Depending on the production method, caustic soda may contain trace impurities such as mercury which can cause nervous system damage.

When spilt, caustic soda is very slippery. At low ambient temperatures, higher strength caustic soda can freeze.

3B6.4.1.2 Adjacent Landuse

Refer to Section 3B4.3.1 for a description of adjacent landuse for Route 2A.

3B6.4.1.3 Transport Vehicle and Conditions of Transport

Caustic soda will be transported to the Project by single semi-trailer. It will be transported by bulk tanker as a liquid. Regulation of temperature and pressure are not required during the transport of this material.

3B6.4.1.4 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 8.

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Table 8 Heavy Vehicle Incidents – Initiating and Contributing Causes

Human Error Equipment Failures System or Procedural External Events Failures • driver impairment, e.g. • non-dedicated trailer • driver incentives to • vandalism/sabotage alcohol or drugs • rail road crossing guard work longer hours • rain • • speeding failure driver training • fog/visibility • • • driver overtired leaking valve carrier selection • wind • • • driver exceeding safe leaking fitting container specification • flood/washout working hours • • brake failure route selection • fire at rest area/parking • en-route inspection • relief device failure • emergency response areas • contamination • tyre failure training • earthquake • • overfilling • soft shoulder speed enforcement • existing accident • • other vehicle’s driver • overpressure driver rest periods • animals on road • • taking tight turns/ramps • material defect maintenance too quickly (overturns) • • vacuum inspection • unsecured loads • • steering failure time of the day restrictions • sloshing • high centre of gravity • 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)

3B6.4.2 Consequence Analysis

An accident involving a heavy vehicle transporting caustic soda resulting in a release of the material is the hazardous incident relevant to the transport of caustic soda. The consequences of a release of caustic soda from this hazardous incident are largely dependent on what is contacted by the corrosive liquid. The following consequences of this hazardous incident are relevant:

• direct exposure to liquid or vapour caustic soda for those at or near to an accident scene; • contamination of waterways (from a large liquid release) causing a higher water pH resulting in fatality for fish and other aquatic life including aquatic plants; and • burning of vegetation upon contact.

Caustic soda does not bio-accumulate.

3B6.4.3 Estimation of the Likelihood of a Hazardous Incident

Accident data for heavy vehicles utilising Route 2A are detailed in Section 3B6.1.1 and Table 7. Approximately 14.4 accidents per year involving heavy vehicles occur on Route 2A.

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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 caustic soda to the Project resulting in a release of the material must take into account the following:

• the number of vehicles transporting caustic soda 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 caustic soda to the Project resulting in a release of the material for Route 2A is estimated to be 5.6x10-5/year (i.e. such an incident is estimated to occur on Route 2A once every 17,800 years).

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

3B6.4.4 Risk Analysis and Assessment of Risk Results

Risk analysis took into account the preliminary screening findings as well as road and traffic factors (Section 3B6.1), emergency response capability (Section 3B6.2) and operational factors (Section 3B6.3). Table 9 provides a summary of all assessment factors utilised in the risk analysis for Route 2A.

Table 9 Summary of Risk Analysis Assessment Factors

Assessment Factor Route 2A Schools # Number of School Students # Hospitals # Number of Hospital Beds # Aged Care Facilities # Churches # Items of Heritage or Cultural Significance # Other Landuse # Number of Park Reservations 4 Park Reservations – Approximate Total Road Frontage (m) 8,125 Waterways 9 Emergency Infrastructure Adequate RTA and Transporter Preferred Route RTA and Transporter preferred route Length (km) 381.5 No. of Heavy Vehicles (per day)1,2,3,4,5 237 - 4,214 % Increase of Heavy Vehicles due to Project6 0.002% - 0.03%

HAL-02-07\1\21\00685430.DOC 3B-14 Caustic Soda Road Transport Route Evaluation – Segment 2

Table 9 (Continued) Summary of Risk Analysis Assessment Factors

Assessment Factor Route 2A Heavy Vehicle Accidents (per year)7,8,9 14.4 Annual Million km of Heavy Vehicle Travel 0.26 - 44.16 Heavy Vehicle Accidents/Annual Million km of Heavy Vehicle Travel 0 - 0.75 Availability of Alternative Emergency Routes Available Emergency Response Capability Adequate Operational Factors Cost effective 1 RTA (2004c) Traffic Volume Data for the Southern Region 2003. Prepared by the RTA Traffic and Transport Directorate. 2 RTA (2003b) Traffic Volume Data for the Sydney Region 2002. Prepared by the RTA Traffic and Transport Directorate. 3 RTA (2004d) Traffic Volume Data for the South Western Region 2003. Prepared by the RTA Traffic and Transport Directorate. 4 RTA (2000) Excel database of traffic composition for the South Western Region. Provided by David Amery on 22 July 2005. 5 RTA (2003c) Excel database of traffic composition for the Southern Region. Provided by Nick Boyd on 1 September 2005. 6 Assumes 1 truck movement per fortnight. 7 RTA (2005a) Excel database of traffic crash data for the Sydney Region. Provided by Robert Chadwick on 2 August 2005. 8 RTA (2005b) Excel database of traffic crash data for the Southern Region 2000 - 2004. Provided by Fiona Ristovski on 30 August 2005. 9 RTA (2005c) Excel database of traffic crash data for the South Western Region 2000 - 2004. Provided by David Amery on 5 August 2005. # Sensitive landuses along Route 2A are relatively uncommon and do not preclude this route from the route evaluation. Further information is provided in Section 3B4.3.1. RTA Roads and Traffic Authority

Table 10 presents the results of the risk analysis for Route 2A in which 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 10 presents the results of the risk analysis in terms of minimal, acceptable, significant and unacceptable risk. For the purposes of this risk assessment the following definitions apply:

• minimal risk: the transport of caustic soda along Route 2A is assessed as posing a minimal risk to the factor of interest; • acceptable risk: the transport of caustic soda along Route 2A is assessed as posing an acceptable amount of risk to the factor of interest; • significant risk: the transport of caustic soda along Route 2A is assessed as posing a significant increase of risk to the factor of interest; and • unacceptable risk: the transport of caustic soda along Route 2A is assessed as posing an unacceptable level of risk to the factor of interest.

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Table 10 Risk Analysis Findings

Assessment Factor Minimal Risk Acceptable Risk Significant Risk Unacceptable Risk Schools  Hospitals  Aged Care Facilities  Churches  Items of Heritage or Cultural  Significance Other Landuse  Park Reservations  Waterways  Emergency Infrastructure  RTA and Transporter Preferred Route  Heavy Vehicle Accidents (per year)  Heavy Vehicle Accidents/Annual Million  km of Heavy Vehicle Travel Availability of Alternative Emergency  Routes Emergency Response Capability  Operational Factors  Comparative Assessment of all  Factors 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 up to approximately 0.03% (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 9 and 10 deem Route 2A to pose a minimal level of risk to surrounding people, property and the natural environment. This route is therefore suitable for the transport of hazardous materials to the Project.

3B7 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).

The Guidelines state that the results of the study are generally best presented on a comparative basis. Following the identification of available roads for heavy vehicles in the transport area, there is only one potential available route for heavy vehicles for Segment 2 (Section 3B4.1). Therefore, there is no basis for a comparative assessment. As an alternative to comparative assessment, the potential available route for Segment 2 was assessed against all remaining preliminary and secondary screening factors to confirm that the route is suitable for the transport of hazardous materials to the Project.

HAL-02-07\1\21\00685430.DOC 3B-16 Caustic Soda Road Transport Route Evaluation – Segment 2

Selecting a route that is suitable for the transport of hazardous materials must be 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 2 is situated within the Campbelltown, Wollondilly, Wingecarribee, Greater Argyle (Goulburn Mulwaree), Upper Lachlan, Yass Valley, Harden, Cootamundra and Temora LGAs. These Councils were consulted during the preparation of the THMS.

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 screening, Route 2A has been identified as the only potential available route for heavy vehicles for Segment 2 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 2A 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 2A was also undertaken and Council comments have been taken into consideration by the THMS. Therefore, Route 2A is suitable for the transport of hazardous materials and is the preferred route for the transport of caustic soda from the Hume Highway (Sydney) to Temora.

3B8 RISK MANAGEMENT MEASURES

The identification of risk management measures is the final step in the route evaluation process (Figure 3-2). 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 caustic soda 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. 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 the suitable transport route 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 caustic soda to the Project include: • As caustic soda 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:

HAL-02-07\1\21\00685430.DOC 3B-17 Caustic Soda Road Transport Route Evaluation – Segment 2

- 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); - 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 12.1 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 19971.

1 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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• 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 19971. • 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 19971. • 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 19971. • Vehicles transporting hazardous materials to the Project are required to carry appropriate communication devices (such as a radio or telephone).

3B9 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 Road Transport Commission (1998) Australian Code for the Transport of Dangerous Goods by Road and Rail (ADG Code), Sixth Edition. Prepared by the National Road Transport Commission in conjunction with the Advisory Committee on the Transport of Dangerous Goods and the Federal Office of Road Safety.

Roads and Traffic Authority (RTA) (2000) Excel database of traffic composition for the South Western Region. Provided by David Amery on 22 July 2005.

Roads and Traffic Authority (RTA) (2001) Road Train and B-Double Routes in NSW and ACT. 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.

HAL-02-07\1\21\00685430.DOC 3B-19 Caustic Soda Road Transport Route Evaluation – Segment 2

Roads and Traffic Authority (RTA) (2003c) Excel database of traffic composition for the Southern Region. Provided by Nick Boyd on 1 September 2005.

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) (2004c) Traffic Volume Data for the Southern Region 2003. Prepared by the RTA Traffic and Transport Directorate.

Roads and Traffic Authority (RTA) (2004d) Traffic Volume Data for the South Western Region 2003. Prepared by the RTA Traffic and Transport Directorate.

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

Roads and Traffic Authority (RTA) (2005b) Excel database of traffic crash data for the Southern Region 2000 - 2004. Provided by Fiona Ristovski on 30 August 2005.

Roads and Traffic Authority (RTA) (2005c) Excel database of traffic crash data for the South Western Region 2000 - 2004. Provided by David Amery on 5 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).

HAL-02-07\1\21\00685430.DOC 3B-20 Caustic Soda Road Transport Route Evaluation – Segment 3

COWAL GOLD PROJECT TRANSPORT OF HAZARDOUS MATERIALS STUDY

ATTACHMENT 3C

CAUSTIC SODA ROAD TRANSPORT ROUTE EVALUATION

SEGMENT 3 TEMORA TO WEST WYALONG

JANUARY 2006 Project No. HAL-02-07\1\21 Document No. ATTACHMENT 3C-L ID: 685434 Caustic Soda Road Transport Route Evaluation – Segment 3

TABLE OF CONTENTS

Section Page

3C1 INTRODUCTION 3C-1

3C2 DEFINITION OF THE TRANSPORT AREA 3C-1

3C3 IDENTIFICATION OF HAZARDOUS MATERIAL, SOURCE AND DESTINATION 3C-2 3C3.1 IDENTIFICATION OF HAZARDOUS MATERIAL 3C-2 3C3.2 SOURCE AND DESTINATION 3C-2 3C4 PRELIMINARY SCREENING 3C-2 3C4.1 IDENTIFICATION OF AVAILABLE ROADS FOR HEAVY VEHICLES 3C-3 3C4.1.1 Road Hierarchy 3C-3 3C4.1.2 Identification of Truck Routes 3C-4 3C4.1.3 Potential Available Routes for Heavy Vehicles and Selection of Potential Routes 3C-4 3C4.2 MANDATORY CONSIDERATIONS 3C-5 3C4.2.1 Physical Considerations 3C-5 3C4.2.2 Laws and Regulations 3C-5 3C4.3 SUBJECTIVE FACTORS 3C-6 3C4.3.1 Landuse 3C-6 3C4.3.2 Proximity of Sensitive Ecosystems and Natural Landscapes 3C-7 3C4.3.3 Emergency and Evacuation Planning and Infrastructure 3C-7 3C4.3.4 RTA and Transporter Preferred Transport Routes 3C-8 3C4.4 PRELIMINARY SCREENING FINDINGS 3C-8 3C5 PRELIMINARY LIST OF ROUTES 3C-10

3C6 SECONDARY SCREENING 3C-11 3C6.1 ROAD AND TRAFFIC FACTORS 3C-11 3C6.1.1 Accident Statistics 3C-11 3C6.1.2 Availability of Alternative Emergency Routes 3C-12 3C6.2 EMERGENCY RESPONSE CAPABILITY 3C-12 3C6.3 OPERATIONAL FACTORS 3C-12 3C6.4 RISK ASSESSMENT 3C-12 3C6.4.1 Hazard Identification 3C-13 3C6.4.2 Consequence Analysis 3C-14 3C6.4.3 Estimation of the Likelihood of a Hazardous Incident 3C-14 3C6.4.4 Risk Analysis and Assessment of Risk Results 3C-15 3C7 SELECTION OF ROUTES 3C-18

3C8 RISK MANAGEMENT MEASURES 3C-19

3C9 REFERENCES 3C-20

HAL-02-07\1\21\00685434.DOC 3C-i Caustic Soda Road Transport Route Evaluation – Segment 3

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 Ecosystems and Natural Landscapes Table 5 Summary of Subjective Factors Table 6 Preliminary Screening Findings Table 7 Preliminary List of Routes Table 8 Summary of Accident Statistics Table 9 Heavy Vehicle Incidents – Initiating and Contributing Causes Table 10 Summary of Risk Analysis Assessment Factors Table 11 Risk Analysis Findings

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3C1 INTRODUCTION

The Cowal Gold Project (the Project) is located approximately 38 kilometres (km) north-east of West Wyalong, New South Wales (NSW) (Figure 3-1). The Project is owned by Barrick Australia Ltd (Barrick).

As described in Section 1.2 of the Transport of Hazardous Materials Study (THMS), route evaluation is required for the road transport of caustic soda to the Project. Road transport of caustic soda within NSW begins at Matraville, Sydney and terminates at the Project. The road transport route for caustic soda to the Project has been divided into four segments (Segments 1 to 4) for the purpose of route evaluation.

This attachment sets out the route evaluation for the road transport of caustic soda from Temora to West Wyalong. This part of the overall caustic soda road transport route is referred to as Segment 3. Route evaluations for Segments 1, 2 and 4 are attached to the THMS as Attachments 3A, 3B and 3D, respectively.

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 3-2 shows the assessment process flowsheet for this route evaluation.

3C2 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 3 is defined as the area between the Burley Griffin Way (State Route 94) (Temora) and the Newell Highway/Mid Western Highway (West Wyalong) (Figure 3-1)1. The transport area is situated within the Temora, Coolamon and Bland Local Government Areas (LGAs) which are located in the Central West Statistical Division.

1 Note, the potential truck routes outlined for Segment 4 for caustic soda transport (Attachment 3D) (i.e. Routes 4A, 4B and 4C) commence at various points along the Newell Highway/Mid Western Highway. The point at which Routes 4B and 4C commence in Segment 4 (Attachment 3D) would also vary depending on whether Route 3A or Route 3B was used.

That is (Figures 3-1 and 3-4): • If Route 3A or Route 3B were used, Route 4A would commence at the Ungarie Road turnoff from the Mid Western Highway. • If Route 3A was used, Routes 4B and 4C would commence where the Newell Highway meets the West Wyalong heavy vehicle bypass. • If Route 3B was used, Route 4B would commence where Slee Street meets the Newell Highway. • If Route 3B was used, Route 4C would commence where Barmedman Road meets the Newell Highway.

HAL-02-07\1\21\00685434.DOC 3C-1 Caustic Soda Road Transport Route Evaluation – Segment 3

3C3 IDENTIFICATION OF HAZARDOUS MATERIAL, SOURCE AND DESTINATION

3C3.1 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 1998 [ADG Code] [National Road Transport Commission, 1998]), the type of container and the movement quantity and frequency. The assessment identified caustic soda 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).

Caustic soda is classified as Class 8 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.

3C3.2 SOURCE AND DESTINATION

The source and destination of caustic soda for Segment 3 are outlined in Table 1 and shown on Figure 3-1.

Table 1 Hazardous Material Source and Destination

Source: Destination: Temora West Wyalong Location Town/City LGA Location Town/City LGA Burley Griffin Temora Temora Newell Highway/ West Wyalong Bland Way (State Mid Western Route 94) Highway

Details of the transport of caustic soda from Temora to West Wyalong are provided in Table 2.

Table 2 Transport Details

Hazardous Delivery Maximum Volume per Maximum Frequency Transported Packaging Material Vehicle Delivery of Deliveries State Caustic Soda Single semi- 16,500 L 1 per fortnight Liquid Bulk tanker trailer

3C4 PRELIMINARY SCREENING

The following subsections identify available roads for heavy vehicles within the transport area and examine mandatory and subjective factors for potential transport routes. Section 3C5 provides the results of this analysis as a preliminary list of routes. Further screening of this preliminary list is provided in Section 3C6.

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3C4.1 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 3C4.1.1); and • the identification of routes suitable in general for the movement of trucks (Section 3C4.1.2).

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 3C4.1.3.

3C4.1.1 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 Newell Highway is the only national highway within the transport area. The RTA prefers heavy vehicles to utilise national highways and state roads wherever possible (RTA, pers. comm., 4 May 2005). Therefore, the Newell Highway would be used by heavy vehicles within the transport area where possible.

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.).

State Roads within the transport area include Burley Griffin Way (State Route 94), Barmedman Road (State Route 85) and the Mid Western 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 also 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).

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).

HAL-02-07\1\21\00685434.DOC 3C-3 Caustic Soda Road Transport Route Evaluation – Segment 3

3C4.1.2 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 3C4.1.1. 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, 2003). 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 (which includes B-doubles) throughout NSW (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 caustic soda. 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 is one heavy vehicle bypass within the transport area at West Wyalong (RTA, pers. comm., 1 August 2005; Bland Shire Council, pers. comm., 4 July 2005). This bypass is applicable to Route 3B, however is not applicable to Route 3A (refer Table 3).

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.

3C4.1.3 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 3A and 3B have been identified as potential available routes for heavy vehicles for Segment 3. Routes 3A and 3B are set out in Table 3 and shown on Figure 3-1. Routes 3A and 3B were tested against mandatory and subjective factors. The assessment is set out below in Sections 3C4.2 and 3C4.3. Table 3 Truck Routes

Route Directions 3A On entering Temora, continue along Burley Griffin Way (State Route 94) to the Newell Highway south of Mirrool. Turn right onto the Newell Highway and continue to the Newell Highway/Mid Western Highway (West Wyalong). 3B On entering Temora, turn right into Barmedman Road (State Route 85) and continue to Wyalong. At Wyalong turn left onto the Newell Highway and continue 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 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 into the Mid Western Highway until the junction with Ungarie Road.

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3C4.2 MANDATORY CONSIDERATIONS

3C4.2.1 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 caustic soda. No further assessment of physical capability has been undertaken for these roads.

Routes 3A and 3B only utilise roads that are designated as B-Double or road train routes (RTA, 2001). Therefore, physical considerations do not preclude either of the potential transport routes.

3C4.2.2 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) (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 3 does not involve the road transport of caustic soda 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.

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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.

The heavy vehicle bypass at West Wyalong (applicable to Route 3B) is comprised of regional or local roads and therefore the local transport authority is the Bland Shire Council. The RTA is the transport authority for the Newell Highway, Burley Griffin Way (State Route 94), Barmedman Road (State Route 85) and the Mid Western Highway. 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.

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

3C4.3 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 3C4.3.1) and sensitive ecosystems and natural landscapes (such as park reservations and wetlands) (Section 3C4.3.2) (DUAP, 1995a). Emergency and evacuation planning and infrastructure are also usually included in the assessment of subjective factors (Section 3C4.3.3) (DUAP, 1995a).

3C4.3.1 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.

Routes 3A and 3B predominantly pass through rural areas comprising of areas of open space. Sensitive landuses are equally uncommon along both potential routes and do not provide a strong basis for comparison. Therefore, further detailed consideration of sensitive landuses was not undertaken for this route evaluation.

Other Landuses

Other landuses may include residential, commercial or industrial areas and areas of open space. Routes 3A and 3B predominantly pass through rural areas comprising areas of open space.

Adjacent landuses are similar along both 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.

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3C4.3.2 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 3A and 3B are identified in Table 4 and described in the following sections.

Table 4 Sensitive Ecosystems and Natural Landscapes

Route Park Reservations Waterways Number Approximate Total Road Frontage (m) 3A 1 500 42 3B 1 3,100 20

Park Reservations

Vehicles travelling on Routes 3A and 3B would pass within approximately 100 m of The Charcoal Tank Nature Reserve and Reefton State Forest, respectively.

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 3A and 3B are 500 m and 3,100 m respectively.

Waterways

Vehicles travelling on Route 3A would cross or come within approximately 100 m of 42 waterways including Trigalong Creek, Mirrool Creek, Scotts Creek, Mandamah Creek and branches of Yiddah Creek. Vehicles travelling on Route 3B would cross or come within approximately 100 m of 20 waterways including Trigalong Creek, Sproules Creek, Greens Creek, Barmedman Creek and Yiddah Creek.

3C4.3.3 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).

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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.

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 both potential routes. These routes are therefore equally suitable for the transport of hazardous materials with respect to emergency and evacuation planning and infrastructure.

3C4.3.4 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 Temora to West Wyalong. Route 3A is the route preferred by the RTA for the transport of hazardous materials from Temora to West Wyalong (RTA, pers. comm., 26 July 2005).

The transport provider was contacted to determine their preferred route for the transport of hazardous materials from Temora to West Wyalong. Route 3B is the route preferred by the transporter for the transport of hazardous materials for Segment 3.

3C4.4 PRELIMINARY SCREENING FINDINGS

Preliminary screening took into account available roads for heavy vehicles and mandatory and subjective factors (Sections 3C4.1, 3C4.2 and 3C4.3). Following a review of the road hierarchy and the identification of truck routes within the transport area, Routes 3A and 3B have been identified as potential available routes for heavy vehicles for Segment 3. Mandatory factors did not preclude these routes from the route evaluation.

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Table 5 provides a summary of subjective factors outlined in Section 3C4.3 for Routes 3A and 3B.

Table 5 Summary of Subjective Factors

Assessment Factor Route 3A Route 3B Schools # # Number of School Students # # Hospitals # # Number of Hospital Beds # # Aged Care Facilities # # Churches # # Items of Heritage or Cultural Significance # # Other Landuse # # Number of Park Reservations 1 1 Park Reservations – Approximate Total Road Frontage (m) 500 3,100 Waterways 42 20 Emergency Infrastructure Adequate Adequate RTA and Transporter Preferred Route RTA preferred route Transporter preferred route # There is little difference in the type of landuse along each potential route, therefore these factors were not used to compare Routes 3A and 3B. Further information is provided in Sections 3C4.3.1. RTA Roads and Traffic Authority

Table 5 indicates that Routes 3A and 3B would have minimal impact on subjective factors and are suitable for the transport of hazardous materials.

In accordance with the Guidelines, Table 6 presents the results of the preliminary screening on a comparative basis. Table 6 details the most preferred, acceptable, least preferred and excluded routes for each of the subjective factors detailed in Section 3C4.3. 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 6 Preliminary Screening Findings

Assessment Factor Most Preferred Acceptable Least Preferred Excluded Route Route Route Route Schools # # # # Hospitals # # # # Aged Care Facilities # # # # Churches # # # # Items of Heritage or Cultural # # # # Significance Other Landuse # # # # Park Reservations 3A 3B - - Waterways - 3B 3A - Emergency Infrastructure 3A, 3B - - - RTA and Transporter Preferred 3A 3B - - Route Comparative Assessment of 3A 3B - - all Factors # There is little difference in the type of landuse along each potential route, therefore these factors were not used to compare Routes 3A and 3B. Further information is provided in Section 3C4.3.1. RTA Roads and Traffic Authority

Tables 5 and 6 indicate there is a minor preference for Route 3A following preliminary screening. This route is the preferred route for three of the subjective factors presented in Table 6 and therefore would have the least potential adverse effect in the unlikely event of a release of caustic soda. The preliminary screening has identified Route 3B as an acceptable route and worthy of further assessment.

3C5 PRELIMINARY LIST OF ROUTES

On the basis of the preliminary screening in Section 3C4, the following preliminary list of routes from Temora to West Wyalong has been determined (Table 7).

Table 7 Preliminary List of Routes

Route Directions 3A On entering Temora, continue along Burley Griffin Way (State Route 94) to the Newell Highway south of Mirrool. Turn right onto the Newell Highway and continue to the Newell Highway/Mid Western Highway (West Wyalong). 3B On entering Temora, turn right into Barmedman Road (State Route 85) and continue to Wyalong. At Wyalong turn left onto the Newell Highway and continue 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 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 into the Mid Western Highway until the junction with Ungarie Road.

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3C6 SECONDARY SCREENING

Secondary screening involves the assessment of the preliminary list of routes (Section 3C5) against road and traffic factors (Section 3C6.1), emergency response capability (Section 3C6.2), operational factors (Section 3C6.3) and risk (including environmental and landuse factors) (Section 3C6.4) (Figure 3-2). 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 3C7.

3C6.1 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 3C6.1.1. An assessment of remaining road and traffic factors (i.e. the availability of alternative emergency routes) is provided in Section 3C6.1.2.

3C6.1.1 Accident Statistics

Available accident statistics for Routes 3A and 3B were obtained from the RTA and are summarised in Table 8.

Table 8 Summary of Accident Statistics

Route Length No. of Heavy % Increase of Heavy Vehicle Annual Million Heavy Vehicle (km) Vehicles Heavy Vehicles Accidents km of Heavy Accidents/Annual (per day)1 due to Project2 (per year)3 Vehicle Travel Million km of Heavy Vehicle Travel 3A 97 203 – 729 0.01% – 0.04% 1.0 0.18 – 12.24 0.00 – 3.31 3B 77 497 – 938 0.01% – 0.02% 1.4 0.34 – 2.05 3.31 – 5.14 1 RTA (2004b) Traffic Volume Data for the South Western Region 2003. Prepared by the RTA Traffic and Transport Directorate. 2 Assumes 1 truck movement per fortnight. 3 RTA (2005) Excel database of traffic crash data for the South Western Region 2000-2004. Provided by David Amery on 5 August 2005.

Accident statistics for Routes 3A and 3B 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 0.04%) and would be unlikely to affect traffic flows or accident statistics. Routes 3A and 3B are therefore suitable for the transport of hazardous materials with respect to accident statistics. Accident statistics for Routes 3A and 3B are compared in Table 11, Section 3C6.4.4.

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3C6.1.2 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 3A and 3B.

3C6.2 EMERGENCY RESPONSE CAPABILITY

The emergency response capability available for potential routes may include considerations such as the speed of response of emergency ergency 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 3C4.3.3). Further information on the management of emergencies in NSW and an evaluation of the ease of access to a potential accident for Segment 3 are provided in Section 3C4.3.3.

Following a review of emergency management in NSW, emergency response capability is considered to be adequate for Routes 3A and 3B. These routes are therefore equally suitable for the transport of hazardous materials with respect to emergency response capability.

3C6.3 OPERATIONAL FACTORS

Operating costs and distribution logistics have been considered in the selection of the preferred transport route for Segment 3. Routes 3A and 3B are both 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, the shortest route is the most preferable, in respect of operating costs. Route 3B is the shortest available route for Segment 3 and is therefore cost effective and preferred on operating cost grounds. However, Route 3A is not unacceptably longer than Route 3B and, although less cost effective, is also suitable on the basis of operating costs.

3C6.4 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 3 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.

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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.

3C6.4.1 Hazard Identification

36.4.1.1 Type of Hazardous Material

Caustic soda (i.e. sodium hydroxide) is classified under the ADG Code as Class 8 (corrosive substance) and Packing Group II. It is a colourless liquid and is highly alkaline. Caustic soda is corrosive to human tissue and can cause serious injury to skin and eyes. Inhalation of any mist containing caustic soda can result in respiratory irritation and lung conditions such as pulmonary oedema.

Caustic soda is corrosive to aluminium, zinc, lead, brass and tin. A product of its reaction with metals is hydrogen (a highly flammable gas). It reacts vigorously with acids and when mixed with ammonium salts, ammonia gas evolves. Caustic soda reacts exothermically with water and also attacks many glass and ceramic materials. When mixed with some organic matter carbon monoxide can evolve.

Depending on the production method, caustic soda may contain trace impurities such as mercury which can cause nervous system damage. When spilt, caustic soda is very slippery. At low ambient temperatures, higher strength caustic soda can freeze.

36.4.1.2 Adjacent Landuse

Refer to Section 3C4.3.1 for a description of adjacent landuse for potential transport routes.

36.4.1.3 Transport Vehicle and Conditions of Transport

Caustic soda will be transported to the Project by single semi-trailer. It will be transported by bulk tanker as a liquid. Regulation of temperature and pressure are not required during the transport of this material.

36.4.1.4 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 9.

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Table 9 Heavy Vehicle Incidents – Initiating and Contributing Causes

Human Error Equipment Failures System or Procedural External Events Failures • driver impairment, e.g. • non-dedicated trailer • driver incentives to • vandalism/sabotage alcohol or drugs • rail road crossing guard work longer hours • rain • • speeding failure driver training • fog/visibility • • • driver overtired leaking valve carrier selection • wind • • • driver exceeding safe leaking fitting container specification • flood/washout working hours • • brake failure route selection • fire at rest area/parking • en-route inspection • relief device failure • emergency response areas • contamination • tyre failure training • earthquake • • overfilling • soft shoulder speed enforcement • existing accident • • other vehicle’s driver • overpressure driver rest periods • animals on road • • taking tight turns/ramps • material defect maintenance too quickly (overturns) • • vacuum inspection • unsecured loads • • steering failure time of the day restrictions • sloshing • high centre of gravity • 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)

3C6.4.2 Consequence Analysis

An accident involving a heavy vehicle transporting caustic soda resulting in a release of the material is the hazardous incident relevant to the transport of caustic soda. The consequences of a release of caustic soda from this hazardous incident are largely dependent on what is contacted by the corrosive liquid. The following consequences of this hazardous incident are relevant:

• direct exposure to liquid or vapour caustic soda for those at or near to an accident scene; • contamination of waterways (from a large liquid release) causing a higher water pH resulting in fatality of fish and other aquatic life including aquatic plants; and • burning of vegetation upon contact.

Caustic soda does not bio-accumulate.

3C6.4.3 Estimation of the Likelihood of a Hazardous Incident

Accident data for heavy vehicles utilising Routes 3A and 3B are detailed in Section 3C6.1.1 and Table 8. Approximately 1 accident per year involving heavy vehicles occur for Route 3A and 1.4 accidents per year involving heavy vehicles occur for Route 3B.

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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 caustic soda to the Project resulting in a release of the material must take into account the following:

• the number of vehicles transporting caustic soda 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 caustic soda to the Project resulting in a release of the material for Routes 3A and 3B is estimated to be approximately 1x10-5/year (i.e. such an incident is estimated to occur on Routes 3A and 3B once every 100,000 years).

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

3C6.4.4 Risk Analysis and Assessment of Risk Results

Risk analysis took into account the preliminary screening findings as well as road and traffic factors (Section 3C6.1), emergency response capability (Section 3C6.2) and operational factors (Section 3C6.3). Table 10 provides a summary of all assessment factors utilised in the risk analysis for Routes 3A and 3B.

Table 10 Summary of Risk Analysis Assessment Factors

Assessment Factor Route 3A Route 3B Schools # # Number of School Students # # Hospitals # # Number of Hospital Beds # # Aged Care Facilities # # Churches # # Items of Heritage or Cultural Significance # # Other Landuse # # Number of Park Reservations 1 1 Park Reservations – Approximate Total Road Frontage (m) 500 3,100 Waterways 42 20 Emergency Infrastructure Adequate Adequate RTA and Transporter Preferred Route RTA preferred route Transporter preferred route Length (km) 97 77

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Table 10 (Continued) Summary of Risk Analysis Assessment Factors

Assessment Factor Route 3A Route 3B No. of Heavy Vehicles (per day)1 203 – 729 497 – 938 % Increase of Heavy Vehicles due to Project2 0.01% – 0.04% 0.01% – 0.02% Heavy Vehicle Accidents (per year)3 1.0 1.4 Annual Million km of Heavy Vehicle Travel 0.18 – 12.24 0.34 – 2.05 Heavy Vehicle Accidents/Annual Million km of Heavy Vehicle Travel 0.00 – 3.31 3.31 – 5.14 Availability of Alternative Emergency Routes Available Available Emergency Response Capability Adequate Adequate Operational Factors Less cost effective More cost effective 1 RTA (2004b) Traffic Volume Data for the South Western Region 2003. Prepared by the RTA Traffic and Transport Directorate. 2 Assumes 1 truck movement per fortnight. 3 RTA (2005) Excel database of traffic crash data for the South Western Region 2000-2004. Provided by David Amery on 5 August 2005. # There is little difference in the type of landuse along each potential route, therefore these factors were not used to compare Routes 3A and 3B. Further information is provided in Section 3C4.3.1. RTA Roads and Traffic Authority

In accordance with the Guidelines, Table 11 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 11 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; • 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.

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Table 11 Risk Analysis Findings

Assessment Factor Most Preferred Acceptable Least Preferred Excluded Route Route Route Route Schools # # # # Hospitals # # # # Aged Care Facilities # # # # Churches # # # # Items of Heritage or Cultural # # # # Significance Other Landuse # # # # Park Reservations 3A 3B - - Waterways - 3B 3A - Emergency Infrastructure 3A, 3B - - - RTA and Transporter Preferred Route 3A 3B - - Heavy Vehicle Accidents (per year)1 3A 3B - - Heavy Vehicle Accidents/Annual Million 3A 3B - - km of Heavy Vehicle Travel Availability of Alternative Emergency 3A, 3B - - - Routes Emergency Response Capability 3A, 3B - - - Operational Factors 3B 3A - - Comparative Assessment of all 3A 3B - - Factors 1 RTA (2005) Excel database of traffic crash data for the South Western Region 2000-2004. Provided by David Amery on 5 August 2005. # There is little difference in the type of landuse along each potential route, therefore these factors were not used to compare Routes 3A and 3B. Further information is provided in Section 3C4.3.1. 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 up to approximately 0.04% (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 10 and 11 show little difference in the level of risk associated with Routes 3A and 3B. In addition, these results deem both 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 3A and 3B are therefore equally suitable for the transport of hazardous materials from a comparative risk perspective.

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3C7 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 routes2 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 3 is situated within the Temora, Coolamon and Bland 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 3A and 3B 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. Therefore, Routes 3A and 3B are both suitable for the transport of caustic soda for Segment 3. Following consideration of the preliminary and secondary screening factors and consultation with Councils, the RTA and the transport provider, Route 3A has been identified as the preferred route for the transport of caustic soda from Temora to West Wyalong.

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

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3C8 RISK MANAGEMENT MEASURES

The identification of risk management measures is the final step in the route evaluation process (Figure 3-2). 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 caustic soda 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. 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 caustic soda to the Project include:

• As caustic soda 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); - 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;

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- an emergency information holder must be securely placed on a road vehicle in accordance with Clause 11.2.4; - Table 12.1 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 19973. • 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 19973. • 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 19973. • 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 19973. • Vehicles transporting hazardous materials to the Project are required to carry appropriate communication devices (such as a radio or telephone).

3C9 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.

3 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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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 Road Transport Commission (1998) Australian Code for the Transport of Dangerous Goods by Road and Rail (ADG Code), Sixth Edition. Prepared by the National Road Transport Commission in conjunction with the Advisory Committee on the Transport of Dangerous Goods and the Federal Office of Road Safety.

Roads and Traffic Authority (RTA) (2001) Road Train and B-Double Routes in NSW and ACT. Map dated May 2001.

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

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

Roads and Traffic Authority (RTA) (2004b) Traffic Volume Data for the South Western Region 2003. Prepared by the RTA Traffic and Transport Directorate.

Roads and Traffic Authority (RTA) (2005) Excel database of traffic crash data for the South Western Region 2000 - 2004. Provided by David Amery on 5 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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COWAL GOLD PROJECT TRANSPORT OF HAZARDOUS MATERIALS STUDY

ATTACHMENT 3D

CAUSTIC SODA ROAD TRANSPORT ROUTE EVALUATION

SEGMENT 4 NEWELL HIGHWAY/MID WESTERN HIGHWAY (WEST WYALONG) TO THE COWAL GOLD PROJECT

JANUARY 2006 Project No. HAL-02-07\1\21 Document No. ATTACHMENT 3D-J ID: 685435 Caustic Soda Road Transport Route Evaluation – Segment 4

TABLE OF CONTENTS

Section Page

3D1 INTRODUCTION 3D-1

3D2 DEFINITION OF THE TRANSPORT AREA 3D-1

3D3 IDENTIFICATION OF HAZARDOUS MATERIAL, SOURCE AND DESTINATION 3D-1 3D3.1 IDENTIFICATION OF HAZARDOUS MATERIAL 3D-1 3D3.2 SOURCE AND DESTINATION 3D-2 3D4 PRELIMINARY SCREENING 3D-2 3D4.1 IDENTIFICATION OF AVAILABLE ROADS FOR HEAVY VEHICLES 3D-2 3D4.1.1 Road Hierarchy 3D-2 3D4.1.2 Identification of Truck Routes 3D-3 3D4.1.3 Potential Available Routes for Heavy Vehicles and Selection of Potential Routes 3D-5 3D4.2 MANDATORY CONSIDERATIONS 3D-6 3D4.2.1 Physical Considerations 3D-6 3D4.2.2 Laws and Regulations 3D-6 3D4.3 SUBJECTIVE FACTORS 3D-6 3D4.3.1 Landuse 3D-6 3D4.3.2 Proximity of Sensitive Ecosystems and Natural Landscapes 3D-7 3D4.3.3 Emergency and Evacuation Planning and Infrastructure 3D-7 3D4.4 PRELIMINARY SCREENING FINDINGS 3D-8 3D5 PRELIMINARY LIST OF ROUTES 3D-9

3D6 SECONDARY SCREENING 3D-9 3D6.1 ROAD AND TRAFFIC FACTORS 3D-10 3D6.1.1 Accident Statistics 3D-10 3D6.1.2 Availability of Alternative Emergency Routes 3D-10 3D6.2 EMERGENCY RESPONSE CAPABILITY 3D-11 3D6.3 OPERATIONAL FACTORS 3D-11 3D6.4 RISK ASSESSMENT 3D-11 3D6.4.1 Hazard Identification 3D-12 3D6.4.2 Consequence Analysis 3D-13 3D6.4.3 Estimation of the Likelihood of a Hazardous Incident 3D-13 3D6.4.4 Risk Analysis and Assessment of Risk Results 3D-14 3D7 SELECTION OF ROUTES 3D-16

3D8 RISK MANAGEMENT MEASURES 3D-17

3D9 REFERENCES 3D-19

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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 Ecosystems and Natural Landscapes Table 5 Summary of Subjective Factors Table 6 Preliminary List of Routes Table 7 Summary of Accident Statistics Table 8 Heavy Vehicle Incidents – Initiating and Contributing Causes Table 9 Summary of Risk Analysis Assessment Factors Table 10 Risk Analysis Findings

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3D1 INTRODUCTION

The Cowal Gold Project (the Project) is located approximately 38 kilometres (km) north-east of West Wyalong, New South Wales (NSW) (Figure 3-1). The Project is owned by Barrick Australia Ltd (Barrick).

As described in Section 1.2 of the Transport of Hazardous Materials Study (THMS), route evaluation is required for the road transport of caustic soda to the Project. Road transport of caustic soda within NSW begins at Matraville, Sydney and terminates at the Project. The road transport route for caustic soda to the Project has been divided into four segments (Segments 1 to 4) for the purpose of route evaluation.

This attachment sets out the route evaluation for the road transport of caustic soda from the Newell Highway/Mid Western Highway (West Wyalong) to the Cowal Gold Project. This part of the overall caustic soda road transport route is referred to as Segment 4. Route evaluations for Segments 1, 2 and 3 are attached to the THMS as Attachments 3A, 3B and 3C, respectively.

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 3-2 shows the assessment process flowsheet for this route evaluation.

3D2 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 4 is defined as the area between the Newell Highway/Mid Western Highway (West Wyalong) and the Cowal Gold Project (Figure 3-4). The transport area is wholly situated within the Bland Local Government Area (LGA). Bland LGA is part of the Central West Statistical Division.

3D3 IDENTIFICATION OF HAZARDOUS MATERIAL, SOURCE AND DESTINATION

3D3.1 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 1998 [ADG Code] [National Road Transport Commission, 1998]), the type of container and the movement quantity and frequency. The assessment identified caustic soda 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).

Caustic soda is classified as Class 8 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.

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3D3.2 SOURCE AND DESTINATION

The source and destination of caustic soda for Segment 4 are outlined in Table 1 and shown on Figure 3-4.

Table 1 Hazardous Material Source and Destination

Source: Destination: West Wyalong Cowal Gold Project Location Town/City LGA Location Town/City LGA Newell Highway/Mid West Wyalong Bland Bonehams Road, - Bland Western Highway 38 km north-east of West Wyalong

Details of the transport of caustic soda from the Newell Highway/Mid Western Highway (West Wyalong) to the Cowal Gold Project are provided in Table 2.

Table 2 Transport Details

Hazardous Delivery Maximum Volume per Maximum Frequency Transported Packaging Material Vehicle Delivery of Deliveries State Caustic Soda Single semi- 16,500 L 1 per fortnight Liquid Bulk Tanker trailer

3D4 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 3D5 provides the results of this analysis as a preliminary list of routes. Further screening of this preliminary list is provided in Section 3D6.

3D4.1 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 3D4.1.1); and • the identification of routes suitable in general for the movement of trucks (Section 3D4.1.2).

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 3D4.1.3.

3D4.1.1 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.

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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, 2004).

The RTA prefers heavy vehicles to utilise national highways and state roads wherever possible (RTA, pers. comm., 4 May 2005). National highways within the transport area include the Newell Highway.

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, 2004). State roads are characterised by high flows of general traffic over long distances and have a higher capacity relative to surrounding roads (ibid.).

State roads in the transport area include the Mid Western Highway.

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, 2004). The RTA considers regional roads to be suitable for heavy vehicles (RTA, pers. comm., 4 May 2005).

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).

3D4.1.2 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 3D4.1.1. 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, 2003). 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.

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The RTA has published a map showing B-Double and road train routes (which include B-doubles) throughout NSW (RTA, 2001). Road train routes within the transport area include Ungarie Road and the Mid Western Highway (RTA, 2001). The Newell Highway is a B-double route. These roads are approved restricted access vehicle route and are specifically designed to accommodate these heavy vehicles and would therefore accommodate the single semi-trailers proposed to be used to transport caustic soda. These 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. One heavy vehicle bypass is located at West Wyalong.

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.

The Project Environmental Impact Statement (EIS) (North Limited, 1998a) assessed potential access routes to the Project. The EIS identified three potential transport routes which were taken into consideration when identifying truck routes.

Potential truck routes to the Project identified for Segment 4 include (Figure 3-4):

Route* Directions 4A 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. 4B 3A From the Newell Highway, take the town heavy vehicle bypass route (turn right into the heavy vehicle bypass, left into Compton Street and cross over the Temora-Lake Cargelligo Railway Line. After crossing the railway line, turn immediately right into Railway Road which becomes Copeland Street), turn right onto the Newell Highway, turn left into Slee Street, right into Clear Ridge Road, right into Blow Clear Road, left into Bonehams Lane and continue to the Cowal Gold Project. 3B From the Newell Highway turn right into Slee Street, right into Clear Ridge Road, right into Blow Clear Road, left into Bonehams Lane and continue to the Cowal Gold Project. 4C 3A From the Newell Highway, take the town heavy vehicle bypass route (turn right into the heavy vehicle bypass, left into Compton Street and cross over the Temora-Lake Cargelligo Railway Line. After crossing the railway line, turn immediately right into Railway Road which becomes Copeland Street), turn right onto the Newell Highway, turn left into Bodels Lane, continue into Clear Ridge Road, turn right into Blow Clear Road, left into Bonehams Lane and continue to the Cowal Gold Project. 3B From the Barmedman Road/Newell Highway intersection, turn right into the Newell Highway, turn left into Bodels Lane, continue into Clear Ridge Road, turn right into Blow Clear Road, left into Bonehams Lane and continue to the Cowal Gold Project. * Routes 4B and 4C would commence at different points along the Newell Highway/Mid Western Highway depending on whether Route 3A or Route 3B (Segment 3 of caustic soda transport; Attachment 3C) was used. Refer to Figures 3-1 and 3- 4.

The Traffic Impact Assessment of the Proposed Cowal Gold Project West Wyalong (Traffix, 1997) carried out for the EIS identified Route 4A as the preferred access road to the Project. Following submission and approval of the EIS, Route 4A is the approved Project Access Road and is currently being upgraded in accordance with Project Development Approval Conditions. The road works along the Access Road are being undertaken by Bland Shire Council to relevant AUSTROAD design standards.

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Condition (i) of the Part 5 Approval for the Access Road requires that the Project Access Road development be carried out generally in accordance with the Cowal Gold Project Mine Access Road Upgrade Review of Environmental Factors (Resource Strategies, 1997), and all other relevant documentation including Cowal Gold Project Commission of Inquiry Primary Submission (North Limited, 1998b) and Cowal Gold Project Commission of Inquiry Submission in Reply (North Limited, 1998c) to the Commission of Inquiry, as may be modified by the conditions in the Part 5 Approval. Other relevant documentation includes Traffic Impact Assessment of the Proposed Cowal Gold Project West Wyalong (Traffix, 1997) and Section 94 Study and Plan (Bland Shire Council, 1999).

The Project Access Road will be upgraded to provide a sealed carriageway over its entire length, with appropriate geometric and structural improvements (Traffix, 1997). The Project Access Road upgrade programme will include the following (North Limited, 1998b):

• widening and sealing of the existing dirt road within the existing road reserve from the Project site entrance to the Lake Cowal station silo across a gazetted rail crossing; • sealing the existing gravel road and adjustment of the alignment on some bends within the existing road reserve west along Blow Clear Road for a distance of approximately 10.5 km to its intersection with Wamboyne Road at Blow Clear; and • intersection improvements and some widening on curves within the existing road reserve (over a distance of 0.5 km to improve bends [Traffix, 1997]) south along Wamboyne Road for a distance of approximately 18.7 km to its intersection with Ungarie Road.

Other improvements to be undertaken include the provision of passing lanes and road shoulders and the upgrade of several major intersections where increased traffic numbers are identified as having the potential to compromise safety and/or operational efficiency.

The Project Access Road has been specifically designed to provide access to the Project. Other potential transport routes to the Project (Routes 4B and 4C) comprise segments of unsealed local roads of varying condition which, in their present state, would not provide suitable, all-weather access to the Project for heavy vehicles, particularly those carrying hazardous materials. These roads are therefore, not considered to be suitable for heavy vehicles.

3D4.1.3 Potential Available Routes for Heavy Vehicles and Selection of Potential Routes

Following a review of the road hierarchy and the identification of truck routes within the transport area, Route 4A has been identified as the only potential available route for heavy vehicles for Segment 4. Route 4A is also the approved Project Access Road. Route 4A is set out in Table 3 and shown on Figure 3-4. Table 3 Truck Routes

Route Directions 4A 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 4A was assessed to establish its potential for road transport of hazardous materials. This route was tested against mandatory and subjective factors. The assessment is set out below in Sections 3D4.2 and 3D4.3.

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3D4.2 MANDATORY CONSIDERATIONS

3D4.2.1 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).

The Project Access Road (Route 4A) has been specifically designed to provide access to the Project and is currently being upgraded in accordance with Project Development Approval Conditions. When complete, the Access Road will provide a sealed carriageway over its entire length, with appropriate geometric and structural improvements. Therefore, Route 4A is considered to be physically capable of accommodating heavy vehicles and physical considerations do not preclude this transport route from the route evaluation.

3D4.2.2 Laws and Regulations

Road works proposed for the Project Access Road (Route 4A) were described and assessed in the Access Road Upgrade Review of Environmental Factors (REF) (Resource Strategies, 1997). In 1999, approval under Part 5 of the Environmental Planning and Assessment Act 1979 was obtained which approves the Access Road for all Project traffic. Laws and regulations do not preclude Route 4A from the route evaluation.

3D4.3 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 3D4.3.1) and sensitive ecosystems and natural landscapes (such as park reservations and wetlands) (Section 3D4.3.2) (DUAP, 1995a). Emergency and evacuation planning and infrastructure are also usually included in the assessment of subjective factors (Section 3D4.3.3) (DUAP, 1995a).

3D4.3.1 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.

Route 4A predominantly passes through rural areas comprising of areas of open space. Sensitive landuses such as those listed above are relatively uncommon along Route 4A and do not preclude it from the route evaluation. Therefore, further detailed consideration of sensitive landuses was not undertaken for this route evaluation.

Other Landuses

Other landuses may include residential, commercial or industrial areas and areas of open space. Route 4A predominantly passes through rural areas comprising areas of open space.

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3D4.3.2 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 Route 4A are identified in Table 4 and described in the following sections.

Table 4 Sensitive Ecosystems and Natural Landscapes

Route Park Reservations Waterways Number Approximate Total Road Frontage (m) 4A 1 5,100 22

Park Reservations

Vehicles travelling on Route 4A would pass within approximately 100 m of Hiawatha State Forest.

To determine if Route 4A is suitable for the transport of hazardous materials, a measure of the quality and size of the potentially affected park reservation is required. It was conservatively assumed that the park reservation is of a 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 Route 4A. The approximate total length of road frontage of park reservations for Route 4A is 5,100 m.

Waterways

Vehicles travelling on Route 4A would traverse or come within approximately 100 m of 22 waterways.

3D4.3.3 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).

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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.

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 Route 4A. This route is therefore suitable for the transport of hazardous materials with respect to emergency and evacuation planning and infrastructure.

3D4.4 PRELIMINARY SCREENING FINDINGS

Preliminary screening took into account available roads for heavy vehicles and mandatory and subjective factors (Sections 3D4.1, 3D4.2 and 3D4.3). Following a review of the road hierarchy and the identification of truck routes within the transport area, Route 4A has been identified as the only potential available route for heavy vehicles for Segment 4. Mandatory factors did not preclude this route from the route evaluation.

Table 5 provides a summary of subjective factors outlined in Section 3D4.3 for Route 4A.

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Table 5 Summary of Subjective Factors

Assessment Factor Route 4A Schools # Number of School Students # Hospitals # Number of Hospital Beds # Aged Care Facilities # Churches # Items of Heritage or Cultural Significance # Other Landuse Predominantly open space Number of Park Reservations 1 Park Reservations – Approximate Total Road Frontage (m) 5,100 Waterways 22 Emergency Infrastructure Adequate # Sensitive landuses along Route 4A are relatively uncommon and do not preclude this route from the route evaluation. Further information is provided in Section 3D4.3.1.

Table 5 indicates that Route 4A would have minimal impact on subjective factors and is suitable for the transport of hazardous materials.

3D5 PRELIMINARY LIST OF ROUTES

On the basis of the preliminary screening in Section 3D4, the following preliminary list of routes from the Newell Highway/Mid Western Highway (West Wyalong) to the Cowal Gold Project has been determined (Table 6).

Table 6 Preliminary List of Routes

Route Directions 4A 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.

3D6 SECONDARY SCREENING

Secondary screening involves the assessment of the preliminary list of routes (Section 3D5) against road and traffic factors (Section 3D6.1), emergency response capability (Section 3D6.2), operational factors (Section 3D6.3) and risk (including environmental and landuse factors) (Section 3D6.4) (Figure 3-2). The potential route has been assessed against each secondary screening factor to confirm that the route is suitable for the transport of hazardous materials. The final selection of routes for Segment 4 is detailed in Section 3D7.

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3D6.1 ROAD AND TRAFFIC FACTORS

The Guidelines state that the assessment of a potential transport route 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 assess accident statistics for potential transport routes and infer from them the capability and level of service of the road system.

Accident statistics for Route 4A are provided in Section 3D6.1.1. An assessment of remaining road and traffic factors (i.e. the availability of alternative emergency routes) is provided in Section 3D6.1.2.

3D6.1.1 Accident Statistics

Available accident statistics for Route 4A were obtained from the RTA and are summarised in Table 7.

Table 7 Summary of Accident Statistics

Route Length No. of Heavy % Increase of Heavy Vehicle Annual Million Heavy Vehicle (km) Vehicles Heavy Accidents km of Heavy Accidents/Annual (per day)1,2 Vehicles due (per year)4 Vehicle Travel Million km of Heavy to Project3 Vehicle Travel 4A 41 105 0.07% 0.0 0.04 0.0 1 North Limited (1998a) Cowal Gold Project Environmental Impact Statement (EIS) – Appendix J Traffic Impact Assessment. 2 RTA (2000) Excel database of traffic composition for the South Western Region. Provided by David Amery on 22 July 2005. 3 Assumes 1 truck movement per fortnight. 4 RTA (2005) Excel database of traffic crash data for South Western Region 2000 - 2004. Provided by David Amery on 5 August 2005.

Accident statistics for Route 4A are considered to be within normal operating levels for the road types and use. The data shown in Table 7 relates to the current road design for Route 4A (i.e. partially unsealed). Improved driving conditions will be achieved due to the upgrading of the Project Access Road (Route 4A) including sealing of the road to the Project (Section 3D4.1.2). The increase of heavy vehicles due to the Project would be small (approximately 0.1%) and would be unlikely to affect traffic flows or accident statistics. Route 4A is therefore suitable for the transport of hazardous materials with respect to accident statistics.

3D6.1.2 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 Route 4A.

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3D6.2 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 3D4.3.3). Further information on the management of emergencies in NSW and an evaluation of the ease of access to a potential accident for Segment 4 are provided in Section 3D4.3.3.

Following a review of emergency management in NSW, emergency response capability is considered to be adequate for Route 4A. This route is therefore suitable for the transport of hazardous materials with respect to emergency response capability.

3D6.3 OPERATIONAL FACTORS

Operating costs and distribution logistics have been considered for Segment 4. Route 4A is 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, the shortest route is the most preferable in respect of operating costs. Route 4A is not the shortest available route for Segment 4. However, this route is only marginally longer than alternative routes and the increase in operating costs would be minimal. Route 4A is cost effective and is therefore suitable on the basis of operating costs.

3D6.4 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 4 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.

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5. Assessment of risk results.

3D6.4.1 Hazard Identification

3D6.4.1.1 Type of Hazardous Material

Caustic soda (i.e. sodium hydroxide) is classified under the ADG Code as Class 8 (corrosive substance) and Packing Group II. It is a colourless liquid and is highly alkaline. Caustic soda is corrosive to human tissue and can cause serious injury to skin and eyes. Inhalation of any mist containing caustic soda can result in respiratory irritation and lung conditions such as pulmonary oedema.

Caustic soda is corrosive to aluminium, zinc, lead, brass and tin. A product of its reaction with metals is hydrogen (a highly flammable gas). It reacts vigorously with acids and when mixed with ammonium salts, ammonia gas evolves. Caustic soda reacts exothermically with water and also attacks many glass and ceramic materials. When mixed with some organic matter carbon monoxide can evolve.

Depending on the production method, caustic soda may contain trace impurities such as mercury which can cause nervous system damage.

When spilt, caustic soda is very slippery. At low ambient temperatures, higher strength caustic soda can freeze.

3D6.4.1.2 Adjacent Landuse

Refer to Section 3D4.3.1 for a description of adjacent landuse for Route 4A.

3D6.4.1.3 Transport Vehicle and Conditions of Transport

Caustic soda will be transported to the Project by single semi-trailer. It will be transported by bulk tanker as a liquid. Regulation of temperature and pressure are not required during the transport of this material.

3D6.4.1.4 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 8.

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Table 8 Heavy Vehicle Incidents – Initiating and Contributing Causes

Human Error Equipment Failures System or Procedural External Events Failures • driver impairment, e.g. • rail road crossing guard • driver incentives to • vandalism/sabotage alcohol or drugs failure work 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 • soft shoulder training • earthquake • • overfilling • overpressure speed enforcement • existing accident • • other vehicle’s driver • material defect driver rest periods • animals on road • • taking tight turns/ramps • steering failure maintenance too quickly (overturns) • • high centre of gravity inspection • unsecured loads • • corrosion time of the day restrictions • 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)

3D6.4.2 Consequence Analysis

An accident involving a heavy vehicle transporting caustic soda resulting in a release of the material is the hazardous incident relevant to the transport of caustic soda. The consequences of a release of caustic soda from this hazardous incident are largely dependent on what is contacted by the corrosive liquid. The following consequences of this hazardous incident are relevant:

• direct exposure to liquid or vapour caustic soda for those at or near to an accident scene; • contamination of waterways (from a large liquid release) causing a higher water pH resulting in fatality for fish and other aquatic life including aquatic plants; and • burning of vegetation upon contact.

Caustic soda does not bio-accumulate.

3D6.4.3 Estimation of the Likelihood of a Hazardous Incident

Accident data for heavy vehicles utilising Route 4A are detailed in Section 3D6.1.1 and Table 7. No accidents involving heavy vehicles have occurred along Route 4A.

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.

HAL-02-07\1\21\ 00685435.DOC 3D-13 Caustic Soda Road Transport Route Evaluation – Segment 4

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 caustic soda to the Project resulting in a release of the material must take into account the following:

• the number of vehicles transporting caustic soda 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 recent accident data) involving a vehicle transporting caustic soda to the Project resulting in a release of the material for Route 4A is estimated to be 0/year.

This value indicates a low level of risk associated with the transport of hazardous materials.

3D6.4.4 Risk Analysis and Assessment of Risk Results

Risk analysis took into account the preliminary screening findings as well as road and traffic factors (Section 3D6.1), emergency response capability (Section 3D6.2) and operational factors (Section 3D6.3). Table 9 provides a summary of all assessment factors utilised in the risk analysis for Route 4A.

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Table 9 Summary of Risk Analysis Assessment Factors

Assessment Factor Route 4A Schools # Number of School Students # Hospitals # Number of Hospital Beds # Aged Care Facilities # Churches # Items of Heritage or Cultural Significance # Other Landuse # Number of Park Reservations 1 Park Reservations – Approximate Total Road Frontage (m) 5,100 Waterways 22 Emergency Infrastructure Adequate Length (km) 41 No. of Heavy Vehicles (per day)1,2 105 % Increase of Heavy Vehicles due to Project3 0.07% Heavy Vehicle Accidents (per year)4 0.0 Annual Million km of Heavy Vehicle Travel 0.04 Heavy Vehicle Accidents/Annual Million km of Heavy Vehicle Travel 0.0 Availability of Alternative Emergency Routes Available Emergency Response Capability Adequate Operational Factors Cost effective 1 North Limited (1998a) Cowal Gold Project Environmental Impact Statement (EIS) – Appendix J Traffic Impact Assessment. 2 RTA (2000) Excel database of traffic composition for the South Western Region. Provided by David Amery on 22 July 2005. 3 Assumes 1 truck movement per fortnight. 4 RTA (2005) Excel database of traffic crash data for the South Western Region 2000 - 2004. Provided by David Amery on 5 August 2005. # Sensitive landuses along Route 4A are relatively uncommon and do not preclude this route from the route evaluation. Further information is provided in Section 3D4.3.1.

Table 10 presents the results of the risk analysis for Route 4A, in which 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 10 presents the results of the risk analysis in terms of minimal, acceptable, significant and unacceptable risk. For the purposes of this risk assessment the following definitions apply:

• minimal risk: the transport of caustic soda along Route 4A is assessed as posing a minimal risk to the factor of interest; • acceptable risk: the transport of caustic soda along Route 4A is assessed as posing an acceptable amount of risk to the factor of interest; • significant risk: the transport of caustic soda along Route 4A is assessed as posing a significant increase of risk to the factor of interest; and • unacceptable risk: the transport of caustic soda along Route 4A is assessed as posing an unacceptable level of risk to the factor of interest.

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Table 10 Risk Analysis Findings

Assessment Factor Minimal Risk Acceptable Risk Significant Risk Unacceptable Risk Schools  Hospitals  Aged Care Facilities  Churches  Items of Heritage or Cultural  Significance Other Landuse  Park Reservations  Waterways  Emergency Infrastructure  Heavy Vehicle Accidents (per year)  Heavy Vehicle Accidents/Annual Million  km of Heavy Vehicle Travel Availability of Alternative Emergency  Routes Emergency Response Capability  Operational Factors  Comparative Assessment of all  Factors

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 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 9 and 10 deem Route 4A to pose a minimal level of risk to surrounding people, property and the natural environment. This route is therefore suitable for the transport of hazardous materials to the Project.

3D7 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).

The Guidelines state that the results of the study are generally best presented on a comparative basis. Following the identification of available roads for heavy vehicles in the transport area, there is only one potential available route for heavy vehicles for Segment 4 (Section 3B4.1). Therefore, there is no basis for a comparative assessment. As an alternative to comparative assessment, the potential available route for Segment 4 was assessed against all remaining preliminary and secondary screening factors to confirm that the route is suitable for the transport of hazardous materials to the Project.

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Selecting a route that is suitable for the transport of hazardous materials must be 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 3 is wholly situated within the Bland LGA and the Bland City Council was consulted during the preparation of the THMS.

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 screening, Route 4A 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 is also the approved Project Access Road. Therefore, Route 4A is suitable for the transport of hazardous materials and is the preferred route for the transport of caustic soda from the Newell Highway/Mid Western Highway (West Wyalong) to the Cowal Gold Project.

3D8 RISK MANAGEMENT MEASURES

The identification of risk management measures is the final step in the route evaluation process (Figure 3-2). 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 caustic soda 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. 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 the suitable transport route as risk management measures required to be implemented by the material supplier and transport provider (i.e. prime contractor) 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 caustic soda to the Project include:

• As caustic soda 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:

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- 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); - 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 12.1 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 19971.

1 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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• 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 19971. • 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 19971. • 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 19971. • Vehicles transporting hazardous materials to the Project are required to carry appropriate communication devices (such as a radio or telephone).

3D9 REFERENCES

Bland Shire Council (1999) Section 94 Study and Plan. Prepared by Don Fox Planning Pty Ltd in conjunction with Bland Shire Council.

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

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 Road Transport Commission (1998) Australian Code for the Transport of Dangerous Goods by Road and Rail (ADG Code), Sixth Edition. Prepared by the National Road Transport Commission in conjunction with the Advisory Committee on the Transport of Dangerous Goods and the Federal Office of Road Safety.

North Limited (1998a) Cowal Gold Project Environmental Impact Statement (EIS) – Appendix J Traffic Impact Assessment.

North Limited (1998b) Cowal Gold Project Commission of Inquiry Primary Submission.

North Limited (1998c) Cowal Gold Project Commission of Inquiry Submission in Reply.

Resource Strategies Pty Ltd (1997) Cowal Gold Project Mine Access Road Upgrade Review of Environmental Factors. Appendix O in North Limited (1998a) Cowal Gold Project Environmental Impact Statement.

Roads and Traffic Authority (RTA) (2000) Excel database of traffic composition for the South Western Region. Provided by David Amery on 22 July 2005.

Roads and Traffic Authority (RTA) (2001) Road Train and B-Double Routes in NSW and ACT. Map dated May 2001.

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

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

Roads and Traffic Authority (RTA) (2005) Excel database of traffic crash data for the South Western Region 2000 - 2004. Provided by David Amery on 5 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).

Traffix – Traffic and Transport Planners (1997) Traffic Impact Assessment of the Proposed Cowal Gold Project West Wyalong Appendix J in North Limited (1998a) Cowal Gold Project Environmental Impact Statement.

HAL-02-07\1\21\ 00685435.DOC 3D-20 LPG Road Transport Route Evaluation – Overview

LPG 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 Australia Ltd.

As described in Section 1.2 of the Transport of Hazardous Materials Study (THMS), route evaluation is required for the road transport of LPG to the Project. Road transport of LPG within NSW begins at Tocumwal (at the border of NSW and Victoria) and terminates at the Project.

The road transport route for LPG to the Project has been divided into two segments (Segments 1 and 2) for the purpose of route evaluation. Route evaluations for Segments 1 and 2 are attached to the THMS as Attachments 4A and 4B, respectively. An overview of Segments 1 and 2 is provided below.

Segment 1 Attachment 4A Transport of LPG from Tocumwal to West Wyalong

Segment 2 Attachment 4B Transport of LPG from Newell Highway/Mid Western Highway (West Wyalong) to the Cowal Gold Project

The following figures are referred to in Attachments 4A and 4B and are appended to this overview:

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

HAL-02-07\1\21\00073765.DOC LPG Road Transport Route Evaluation – Overview

FIGURES 4-1 to 4-3

HAL-02-07\1\21\00073765.DOC QUEENSLAND

MOREE

WALGETT BOURKE

NARRABRI COFFS HARBOUR ARMIDALE NEW SOUTH WALES

NYNGAN

DUNEDOO DUBBO MUSWELLBROOK

SINGLETON South

For SEGMENT 2 NEWCASTLE MOLONG detail see Figure 4-3 PARKES COWAL BATHURST GOLD

535 PROJECT ML1 Pacific GRENFELL COWRA SYDNEY WEST WYALONG

MIRROOL YOUNG TEMORA WOLLONGONG Ocean GOULBURN NARRANDERA YASS

WAGGA WAGGA

SEGMENT 1 (Route 1A) A.C.T.

TOCUMWAL ALBURY

LEGEND VICTORIA Route A1(Segment 1)

0 50 100 105 Kilometres LPG Road Transport Route Evaluation FIGURE 4-1 Project Location, Overall LPG Transport Route and Segment 1 Potential Available Route HAL-02-07 THMS LPG_001C Define Transport Area

Identify Hazardous Material, Source and Destination

Identify Available Roads for Heavy Vehicles

Mandatory Considerations Subjective Factors

Preliminary List of Routes

Emergency Response Risk Assessment Road and Traffic Factors Capability Operational Factors

Select Routes

Identify Risk Management Measures

Preliminary Screening Secondary Screening

Source: Adapted from DUAP, 1995 LPG Road Transport Route Evaluation FIGURE 4-2 Route Selection Assessment Process

HAL-02-07 THMS LPG_002B Burcher Nerang

540 000 E

530 000 E 520 000 E Cowal

6 290 000 N 6 290 000 N

Bogeys Island

Wamboyne Mountain

6 280 000 N Road 6 280 000 N ML1535 Wamboyne Dip COWAL Gazetted GOLD Lake Rail Crossing PROJECT Cowal

Bonehams Wamboyne Road

Wests Lane Lane

Blow Clear Road Road Lake Cowal Blow Clear Bland 6 270 000 N Lonergans Lane 6 270 000 N

Billys Creek Lookout

Sandy Ridge Road

Wilsons Lane Creek

Clear

Bodels

Lane

Road To Forbes 6 260 000 N 6 260 000 N

Wamboyne

Railway

Road

Burcher

Ridge Highway

Newell West Wyalong Clear

LEGEND Route A2 6 250 000 N 6 260 000 N Route B2

Lake Cargelligo Route 2C Mid 0 2.5 5.0 Western Kilometres Highway West Wyalong LPG Cootamundra Road Transport Route Evaluation Slee Street oTemoraTo FIGURE 4-3 LPG - Highway Railway Segment 2 Potential Available Routes

520 000 E

Newell 530 000 E HAL-02-07 THMS LPG_003E LPG Road Transport Route Evaluation – Segment 1

COWAL GOLD PROJECT TRANSPORT OF HAZARDOUS MATERIALS STUDY

ATTACHMENT 4A

LPG ROAD TRANSPORT ROUTE EVALUATION

SEGMENT 1 TOCUMWAL TO WEST WYALONG

JANUARY 2006 Project No. HAL-02-07\1\21 Document No. ATTACHMENT 4A-L ID: 685436 LPG Road Transport Route Evaluation – Segment 1

TABLE OF CONTENTS

Section Page

4A1 INTRODUCTION 4A-1

4A2 DEFINITION OF THE TRANSPORT AREA 4A-1

4A3 IDENTIFICATION OF HAZARDOUS MATERIAL, SOURCE AND DESTINATION 4A-1 4A3.1 IDENTIFICATION OF HAZARDOUS MATERIAL 4A-1 4A3.2 SOURCE AND DESTINATION 4A-2 4A4 PRELIMINARY SCREENING 4A-2 4A4.1 IDENTIFICATION OF AVAILABLE ROADS FOR HEAVY VEHICLES 4A-2 4A4.1.1 Road Hierarchy 4A-2 4A4.1.2 Identification of Truck Routes 4A-3 4A4.1.3 Available Routes for Heavy Vehicles and Selection of Potential Routes 4A-4 4A4.2 MANDATORY CONSIDERATIONS 4A-4 4A4.2.1 Physical Considerations 4A-4 4A4.2.2 Laws and Regulations 4A-5 4A4.3 SUBJECTIVE FACTORS 4A-6 4A4.3.1 Landuse 4A-6 4A4.3.2 Proximity of Sensitive Ecosystems and Natural Landscapes 4A-6 4A4.3.3 Emergency and Evacuation Planning and Infrastructure 4A-7 4A4.3.4 RTA and Transporter Preferred Transport Routes 4A-8 4A4.4 PRELIMINARY SCREENING FINDINGS 4A-8 4A5 PRELIMINARY LIST OF ROUTES 4A-9

4A6 SECONDARY SCREENING 4A-9 4A6.1 ROAD AND TRAFFIC FACTORS 4A-10 4A6.1.1 Accident Statistics 4A-10 4A6.1.2 Availability of Alternative Emergency Routes 4A-10 4A6.2 EMERGENCY RESPONSE CAPABILITY 4A-11 4A6.3 OPERATIONAL FACTORS 4A-11 4A6.4 RISK ASSESSMENT 4A-11 4A6.4.1 Hazard Identification 4A-12 4A6.4.2 Consequence Analysis 4A-13 4A6.4.3 Estimation of the Likelihood of a Hazardous Incident 4A-13 4A6.4.4 Risk Analysis and Assessment of Risk Results 4A-14 4A7 SELECTION OF ROUTES 4A-16

4A8 RISK MANAGEMENT MEASURES 4A-17

4A9 REFERENCES 4A-19

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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 Ecosystems and Natural Landscapes Table 5 Summary of Subjective Factors Table 6 Preliminary List of Routes Table 7 Summary of Accident Statistics Table 8 Heavy Vehicle Incidents – Initiating and Contributing Causes Table 9 Summary of Risk Analysis Assessment Factors Table 10 Risk Analysis Findings

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4A1 INTRODUCTION

The Cowal Gold Project (the Project) is located approximately 38 kilometres (km) north-east of West Wyalong, New South Wales (NSW) (Figure 4-1). The Project is owned by Barrick Australia Ltd (Barrick).

As described in Section 1.2 of the Transport of Hazardous Materials Study (THMS), route evaluation is required for the road transport of LPG to the Project. Road transport of LPG within NSW begins at Tocumwal (at the border of NSW and Victoria) and terminates at the Project. The road transport route for LPG to the Project has been divided into two segments (Segments 1 and 2) for the purpose of route evaluation.

This attachment sets out the route evaluation for the road transport of LPG from Tocumwal to West Wyalong. This part of the overall road transport route is referred to as Segment 1. The route evaluation for Segment 2 is attached to the THMS as Attachment 4B.

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 4-2 shows the assessment process flowsheet for this route evaluation.

4A2 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 Newell Highway (Tocumwal) and the Newell Highway/Mid Western Highway (West Wyalong) (Figure 4-1)1. The transport area is situated within the Local Government Areas (LGAs) of Berrigan, Jerilderie, Urana, Narrandera, Coolamon and Bland.

4A3 IDENTIFICATION OF HAZARDOUS MATERIAL, SOURCE AND DESTINATION

4A3.1 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 1998 [ADG Code] [National Road Transport Commission, 1998]), the type of container and the movement quantity and frequency. The assessment identified LPG 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).

1 Note, the potential truck routes outlined for Segment 2 for LPG transport (Attachment 4B) (i.e. Routes 2A, 2B and 2C) commence at various points along the Newell Highway/Mid Western Highway, namely (Figure 4-3): • Route 2A commences at the Ungarie Road turnoff from the Mid Western Highway; and • Routes 2B and 2C commence where the Newell Highway meets the West Wyalong heavy vehicle bypass.

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LPG is classified as Class 2.1 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.

4A3.2 SOURCE AND DESTINATION

The source and destination of LPG for Segment 1 are outlined in Table 1 and shown on Figure 4-1.

Table 1 Hazardous Material Source and Destination

Source: Destination: Tocumwal West Wyalong Location Town/City LGA Location Town/City LGA Newell Highway Tocumwal Berrigan Newell Highway/ Mid West Wyalong Bland Western Highway

Details of the transport of LPG from Tocumwal to West Wyalong are provided in Table 2.

Table 2 Transport Details

Hazardous Delivery Maximum Volume per Maximum Frequency Transported Packaging Material Vehicle Delivery of Deliveries State LPG Single semi- 20 t 2 per week Liquid Bulk tanker trailer

4A4 PRELIMINARY SCREENING

The following subsections identify available roads for heavy vehicles within the transport area and examine mandatory and subjective factors for potential transport routes. Section 4A5 provides the results of this analysis as a preliminary list of routes. Further screening of this preliminary list is provided in Section 4A6.

4A4.1 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 4A4.1.1); and • the identification of routes suitable in general for the movement of trucks (Section 4A4.1.2).

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 4A4.1.3.

4A4.1.1 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.

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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 Newell and Sturt Highways are the only national highways within the transport area. The RTA prefers heavy vehicles to utilise national highways and state roads wherever possible (RTA, pers. comm., 4 May 2005). These highways would be used by heavy vehicles within the transport area where possible.

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 several state roads in the transport area including Kidman Way, Burley Griffin Way and the Mid Western 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 also 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).

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).

4A4.1.2 Identification of Truck Routes

In accordance with the Guidelines, potential 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 4A4.1.1. 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, 2003). 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.

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The RTA has published a map showing B-Double and road train routes (which includes B-doubles) throughout NSW (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 LPG. 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 (RTA, pers. comm., 1 August 2005; Bland Shire Council, pers. comm., 4 July 2005). One heavy vehicle bypass is located at West Wyalong2.

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.

4A4.1.3 Available Routes for Heavy Vehicles and Selection of Potential Routes

Following a review of the road hierarchy and the identification of truck routes within the transport area, Route 1A has been identified as the only potential available route for heavy vehicles for Segment 1. Route 1A is set out on Table 3 and shown on Figure 4-1.

Table 3 Truck Routes

Route Directions 1A From the Newell Highway (Tocumwal) (on the NSW-Victorian border) continue on the highway to the Newell Highway/Mid Western Highway (West Wyalong).

Route 1A only utilises roads that are designated B-Double or road train routes (RTA, 2001). Route 1A is also the shortest and most direct route from Tocumwal to West Wyalong. Other routes from Tocumwal to West Wyalong utilising designated B-Double and road train routes could have been identified as truck routes but are significantly longer and were discounted from the route evaluation on the basis of increased travel time.

Route 1A was tested against mandatory and subjective factors. The assessment is set out below in Sections 4A4.2 and 4A4.3.

4A4.2 MANDATORY CONSIDERATIONS

4A4.2.1 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 LPG. No further assessment of physical capability has been undertaken for these roads.

2 This heavy vehicle bypass is relevant to Routes 4B and 4C described in Attachment 4B (Segment 2 of the LPG transport route).

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Route 1A only utilises roads designated as B-Double or road train routes. Therefore, physical considerations do not preclude this transport route from the route evaluation.

4A4.2.2 Laws and Regulations

Laws and regulations may prohibit the transport of hazardous materials through 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) were 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) (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 LPG 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.

Route 1A utilises the Newell Highway (a national highway) and the Mid Western Highway (a state road), therefore the local transport authority is the RTA. 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.

Laws and regulations do not preclude Route 1A from the route evaluation.

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4A4.3 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 4A4.3.1) and sensitive ecosystems and natural landscapes (such as park reservations and wetlands) (Section 4A4.3.2) (DUAP, 1995a). Emergency and evacuation planning and infrastructure are also usually included in the assessment of subjective factors (Section 4A4.3.3) (DUAP, 1995a).

4A4.3.1 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.

Route 1A predominantly passes through rural areas comprising of areas of open space. Sensitive landuses such as those listed above are relatively uncommon along Route 1A and do not preclude it from the route evaluation. Therefore, further detailed consideration of sensitive landuses was not undertaken for this route evaluation.

Other Landuses

Other landuses may include residential, commercial or industrial areas and areas of open space. Route 1A predominantly passes through rural areas comprising areas of open space.

4A4.3.2 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 Route 1A are identified in Table 4 and described in the following sections.

Table 4 Sensitive Ecosystems and Natural Landscapes

Route Park Reservations Waterways Number Approximate Total Road Frontage (m) 1A 4 14,300 13

Park Reservations

Vehicles travelling on Route 1A would pass within approximately 100 m of four park reservations, including Gillenbah State Forest and The Charcoal Tank Nature Reserve.

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To determine if Route 1A is suitable for the transport of hazardous materials, 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 Route 1A. The approximate total length of road frontage of park reservations for Route 1A is 14,300 m.

Waterways

Vehicles travelling on Route 1A would traverse or come within approximately 100 m of 13 waterways, including Billabong Creek, Wangamong Creek, Lake Jerilderie, Colombo Creek and the Murrumbidgee River.

4A4.3.3 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.

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.

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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 Route 1A. This route is therefore suitable for the transport of hazardous materials with respect to emergency and evacuation planning and infrastructure.

4A4.3.4 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 Newell Highway, Victoria-NSW border at Tocumwal to the Newell Highway/Mid Western Highway (West Wyalong). Route 1A is the route preferred by the RTA for the transport of hazardous materials from the Newell Highway, Victoria- NSW border at Tocumwal to the Newell Highway/Mid Western Highway (West Wyalong) (RTA, pers. comm., 26 July 2005).

The transport provider was contacted to determine their preferred route for the transport of hazardous materials from Tocumwal to West Wyalong. Route 1A is the route preferred by the transporter for the transport of hazardous materials for Segment 1.

4A4.4 PRELIMINARY SCREENING FINDINGS

Preliminary screening took into account available roads for heavy vehicles and mandatory and subjective factors (Sections 4A4.1, 4A4.2 and 4A4.3). Following a review of the road hierarchy and the identification of truck routes within the transport area, Route 1A has been identified as the only potential available route for heavy vehicles for Segment 1. Mandatory factors did not preclude this route from the route evaluation.

Table 5 provides a summary of subjective factors outlined in Section 4A4.3 for Route 1A.

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Table 5 Summary of Subjective Factors

Assessment Factor Route 1A Schools # Number of School Students # Hospitals # Number of Hospital Beds # Aged Care Facilities # Churches # Items of Heritage or Cultural Significance # Other Landuse Predominantly open space Number of Park Reservations 4 Park Reservations – Approximate Total Road Frontage (m) 14,300 Waterways 13 Emergency Infrastructure Adequate RTA and Transporter Preferred Route RTA and Transporter preferred route # Sensitive landuses along Route 1A are relatively uncommon and do not preclude this route from the route evaluation. Further information is provided in Section 4A4.3.1. RTA Roads and Traffic Authority

Table 5 indicates that Route 1A would have minimal impact on subjective factors and is suitable for the transport of hazardous materials.

4A5 PRELIMINARY LIST OF ROUTES

On the basis of the preliminary screening in Section 4A4, the following preliminary list of routes from Tocumwal to West Wyalong has been determined (Table 6).

Table 6 Preliminary List of Routes

Route Directions 1A From the Newell Highway, Tocumwal (on the NSW-Victorian border) continue on the highway to the Newell Highway/Mid Western Highway (West Wyalong).

4A6 SECONDARY SCREENING

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

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4A6.1 ROAD AND TRAFFIC FACTORS

The Guidelines state that the assessment of a potential transport route 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 assess accident statistics for potential transport routes and infer from them the capability and level of service of the road system.

Accident statistics for Route 1A are provided in Section 4A6.1.1. An assessment of remaining road and traffic factors (i.e. the availability of alternative emergency routes) is provided in Section 4A6.1.2.

4A6.1.1 Accident Statistics

Available accident statistics for Route 1A were obtained from the RTA and are summarised in Table 7.

Table 7 Summary of Accident Statistics

Route Length No. of Heavy % Increase of Heavy Vehicle Annual Million Heavy Vehicle (km) Vehicles Heavy Accidents km of Heavy Accidents/Annual (per day)1,2 Vehicles due (per year)4 Vehicle Travel Million km of Heavy to Project3 Vehicle Travel 1A 300 556 - 823 0.03% - 0.06% 6.0 0.20 - 22.22 0.016 - 2.96 1 RTA (2004b) Traffic Volume Data for the South Western Region 2003. Prepared by the RTA Traffic and Transport Directorate. 2 RTA (2000) Excel database of traffic composition for the South Western Region. Provided by David Amery on 22 July 2005. 3 Assumes 2 truck movements per week. 4 RTA (2005) Excel database of traffic crash data for the South Western Region 2000 - 2004. Provided by David Amery on 5 August 2005.

Accident statistics for Route 1A are considered to be within normal operating levels for the road type 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. Route 1A is therefore suitable for the transport of hazardous materials with respect to accident statistics.

4A6.1.2 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 Route 1A.

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4A6.2 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 4A4.3.3). 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 4A4.3.3.

Following a review of emergency management in NSW, emergency response capability is considered to be adequate for Route 1A. This route is therefore suitable for the transport of hazardous materials with respect to emergency response capability.

4A6.3 OPERATIONAL FACTORS

Operating costs and distribution logistics have been considered for Segment 1. Route 1A is 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, the shortest route is the most preferable in respect of operating costs. Route 1A is the shortest available route for Segment 1 and is therefore cost effective and suitable on the basis of operating costs.

4A6.4 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.

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4A6.4.1 Hazard Identification

4A6.4.1.1 Type of Hazardous Material

LPG is classified under the ADG Code as Class 2.1 (flammable gas). It is a colourless liquid composed predominantly of any of the following hydrocarbons or mixtures of any or all of them: propane; propylene; butane; and butylenes. These hydrocarbons are non-toxic below their lower flammability limit. Concentrations higher than the lower flammability limit can affect bodily functions, (e.g. ventricular fibrillation, central nervous system depression and narcosis). The hydrocarbons are not considered to represent a significant environmental threat. Their hazard potential derives solely from the fact that they are flammable materials.

When released from pressurised, ambient temperature storage to atmosphere, LPG will flash, generating large volumes of vapour and some liquid which will evaporate quickly. Vaporising liquids are rapidly cooled which may lead to cold burns if contact is made. The vapours are heavier than air and may accumulate in confined, unventilated places (and thereby create a confined explosion hazard).

LPG ignition can lead to jet fires, flash fires or vapour cloud explosions. A tank or vessel containing LPG can BLEVE (boiling liquid expanding vapour explosion) when subjected to radiant heat from a nearby fire. Products of combustion include carbon monoxide and carbon dioxide.

4A6.4.1.2 Adjacent Landuse

Refer to Section 4A4.3.1 for a description of adjacent landuse for Route 1A.

4A6.4.1.3 Transport Vehicle and Conditions of Transport

LPG will be transported to the Project by single semi-trailer. It will be transported as a liquid by bulk tanker. Regulation of temperature and pressure are not required during the transport of this material.

4A6.4.1.4 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 8.

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Table 8 Heavy Vehicle Incidents – Initiating and Contributing Causes

Human Error Equipment Failures System or Procedural External Events Failures • driver impairment, e.g. • non-dedicated trailer • driver incentives to • vandalism/sabotage alcohol or drugs • rail road crossing guard work longer hours • rain • • speeding failure driver training • fog/visibility • • • driver overtired leaking valve carrier selection • wind • • • driver exceeding safe leaking fitting container specification • flood/washout working hours • • brake failure route selection • fire at rest area/parking • en-route inspection • relief device failure • emergency response areas • contamination • tyre failure training • earthquake • • overfilling • soft shoulder speed enforcement • existing accident • • other vehicle’s driver • overpressure driver rest periods • animals on road • • taking tight turns/ramps • material defect maintenance too quickly (overturns) • • steering failure inspection • unsecured loads • • sloshing time of the day restrictions • high centre of gravity • 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)

4A6.4.2 Consequence Analysis

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

• prolonged fire as a result of an accident propagating to a BLEVE causing catastrophic failure of the tanker vessel wall and ignition of the released material resulting in impact on people, property and the environment; • immediate ignition of released material forming flash fire and/or jet fire resulting in impact on people, property and the environment; and • delayed ignition of the released material causing vapour cloud explosion or flash fire resulting in impact on people, property and the environment.

4A6.4.3 Estimation of the Likelihood of a Hazardous Incident

Accident data for heavy vehicles utilising Route 1A are detailed in Section 4A6.1.1 and Table 7. Approximately 6 accidents per year involving heavy vehicles occur for Route 1A.

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.

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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 LPG to the Project resulting in a release of the material must take into account the following:

• the number of vehicles transporting LPG 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 involving a vehicle transporting LPG to the Project resulting in a release of material for Route 1A is estimated to be 2x10-4/year (i.e. such an accident is estimated to occur on Route 1A once every 5,000 years).

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

4A6.4.4 Risk Analysis and Assessment of Risk Results

Risk analysis took into account the preliminary screening findings as well as road and traffic factors (Section 4A6.1), emergency response capability (Section 4A6.2) and operational factors (Section 4A6.3). Table 9 provides a summary of all assessment factors utilised in the risk analysis for Route 1A.

Table 9 Summary of Risk Analysis Assessment Factors

Assessment Factor Route 1A Schools # Number of School Students # Hospitals # Number of Hospital Beds # Aged Care Facilities # Churches # Items of Heritage or Cultural Significance # Other Landuse # Number of Park Reservations 4 Park Reservations – Approximate Total Road Frontage (m) 14,300 Waterways 13 Emergency Infrastructure Adequate RTA and Transporter Preferred Route RTA and Transporter preferred route Length (km) 300 No. of Heavy Vehicles (per day)1,2 556 – 823 % Increase of Heavy Vehicles due to Project3 0.03% – 0.06% Heavy Vehicle Accidents (per year)4 6.0 Annual Million km of Heavy Vehicle Travel 0.20 – 22.22

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Table 9 (Continued) Summary of Risk Analysis Assessment Factors

Assessment Factor Route 1A Heavy Vehicle Accidents/Annual Million km of Heavy Vehicle Travel 0.016 – 2.96 Availability of Alternative Emergency Routes Available Emergency Response Capability Adequate Operational Factors Cost effective 1 RTA (2004b) Traffic Volume Data for the South Western Region 2003. Prepared by the RTA Traffic and Transport Directorate. 2 RTA (2000) Excel database of traffic composition for the South Western Region. Provided by David Amery on 22 July 2005. 3 Assumes 2 truck movements per week. 4 RTA (2005) Excel database of traffic crash data for the South Western Region 2000 - 2004. Provided by David Amery on 5 August 2005. # Sensitive landuses along Route 1A are relatively uncommon and do not preclude this route from the route evaluation. Further information is provided in Section 4A4.3.1. RTA Roads and Traffic Authority

Table 10 presents the results of the risk analysis for Route 1A, in which 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 10 presents the results of the risk analysis in terms of minimal, acceptable, significant and unacceptable risk. For the purposes of this risk assessment the following definitions apply:

• minimal risk: the transport of LPG along Route 1A is assessed as posing a minimal risk to the factor of interest; • acceptable risk: the transport of LPG along Route 1A is assessed as posing an acceptable amount of risk to the factor of interest; • significant risk: the transport of LPG along Route 1A is assessed as posing a significant increase of risk to the factor of interest; and • unacceptable risk: the transport of LPG along Route 1A is assessed as posing an unacceptable level of risk to the factor of interest.

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Table 10 Risk Analysis Findings

Assessment Factor Minimal Risk Acceptable Risk Significant Risk Unacceptable Risk Schools  Hospitals  Aged Care Facilities  Churches  Items of Heritage or Cultural  Significance Other Landuse  Park Reservations  Waterways  Emergency Infrastructure  RTA and Transporter Preferred Route  Heavy Vehicle Accidents (per year)  Heavy Vehicle Accidents/Annual Million  km of Heavy Vehicle Travel Availability of Alternative Emergency  Routes Emergency Response Capability  Operational Factors  Comparative Assessment of all  Factors 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 up to 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 9 and 10 deem Route 1A to pose a minimal level of risk to surrounding people, property and the natural environment. This route is therefore suitable for the transport of hazardous materials to the Project.

4A7 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).

The Guidelines state that the results of the study are generally best presented on a comparative basis. Following the identification of available roads for heavy vehicles in the transport area, there is only one potential available route for heavy vehicles for Segment 1 (Section 4A4.1). Therefore, there is no basis for a comparative assessment. As an alternative to comparative assessment, the potential available route for Segment 1 was assessed against all remaining preliminary and secondary screening factors to confirm that the route is suitable for the transport of hazardous materials to the Project.

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Selecting a route that is suitable for the transport of hazardous materials must be 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 with the Berrigan, Jerilderie, Urana, Narrandera, Coolamon and Bland LGAs. These Councils were consulted during the preparation of the THMS.

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 screening, Route 1A has been identified as the only potential available route for heavy vehicles 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 1A 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 1A was also undertaken and Council comments have been taken into consideration by the THMS. Therefore, Route 1A is suitable for the transport of hazardous materials and is the preferred route for the transport of LPG from Tocumwal to West Wyalong.

4A8 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 LPG 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. 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 the suitable transport route as risk management measures required to be implemented by the material supplier and transport provider are suitable for the hazardous material being transported.

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The risk management measures required to be implemented by the material supplier and transport provider for the transport of LPG to the Project include:

• As LPG 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); - 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 12.1 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.

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• 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 19973. • 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 19973. • 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 19973. • 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 19973. • 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 19973. • Vehicles transporting hazardous materials to the Project are required to carry appropriate communication devices (such as a radio or telephone).

4A9 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 Road Transport Commission (1998) Australian Code for the Transport of Dangerous Goods by Road and Rail (ADG Code), Sixth Edition. Prepared by the National Road Transport Commission in conjunction with the Advisory Committee on the Transport of Dangerous Goods and the Federal Office of Road Safety.

Roads and Traffic Authority (RTA) (2000) Excel database of traffic composition for the South Western Region. Provided by David Amery on 22 July 2005.

3 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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Roads and Traffic Authority (RTA) (2001) Road Train and B-Double Routes in NSW and ACT. Map dated May 2001.

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

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

Roads and Transport Authority (RTA) (2004b) Traffic Volume Data for the South Western Region 2003. Prepared by the RTA Traffic and Transport Directorate.

Roads and Transport Authority (RTA) (2005) Excel database of traffic crash data for the South Western Region 2000 - 2004. Provided by David Amery on 5 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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COWAL GOLD PROJECT TRANSPORT OF HAZARDOUS MATERIALS STUDY

ATTACHMENT 4B

LPG ROAD TRANSPORT ROUTE EVALUATION

SEGMENT 2 NEWELL HIGHWAY/MID WESTERN HIGHWAY (WEST WYALONG) TO THE COWAL GOLD PROJECT

JANUARY 2006 Project No. HAL-02-07\1\21 Document No. ATTACHMENT 4B-J ID: 685438 LPG Road Transport Route Evaluation – Segment 2

TABLE OF CONTENTS

Section Page

4B1 INTRODUCTION 4B-1

4B2 DEFINITION OF THE TRANSPORT AREA 4B-1

4B3 IDENTIFICATION OF HAZARDOUS MATERIAL, SOURCE AND DESTINATION 4B-1 4B3.1 IDENTIFICATION OF HAZARDOUS MATERIAL 4B-1 4B3.2 SOURCE AND DESTINATION 4B-2 4B4 PRELIMINARY SCREENING 4B-2 4B4.1 IDENTIFICATION OF AVAILABLE ROADS FOR HEAVY VEHICLES 4B-2 4B4.1.1 Road Hierarchy 4B-2 4B4.1.2 Identification of Truck Routes 4B-3 4B4.1.3 Potential Available Routes for Heavy Vehicles and Selection of Potential Routes 4B-5 4B4.2 MANDATORY CONSIDERATIONS 4B-5 4B4.2.1 Physical Considerations 4B-5 4B4.2.2 Laws and Regulations 4B-6 4B4.3 SUBJECTIVE FACTORS 4B-6 4B4.3.1 Landuse 4B-6 4B4.3.2 Proximity of Sensitive Ecosystems and Natural Landscapes 4B-6 4B4.3.3 Emergency and Evacuation Planning and Infrastructure 4B-7 4B4.4 PRELIMINARY SCREENING FINDINGS 4B-8 4B5 PRELIMINARY LIST OF ROUTES 4B-9

4B6 SECONDARY SCREENING 4B-9 4B6.1 ROAD AND TRAFFIC FACTORS 4B-9 4B6.1.1 Accident Statistics 4B-10 4B6.1.2 Availability of Alternative Emergency Routes 4B-10 4B6.2 EMERGENCY RESPONSE CAPABILITY 4B-10 4B6.3 OPERATIONAL FACTORS 4B-10 4B6.4 RISK ASSESSMENT 4B-11 4B6.4.1 Hazard Identification 4B-11 4B6.4.2 Consequence Analysis 4B-13 4B6.4.3 Estimation of the Likelihood of a Hazardous Incident 4B-13 4B6.4.4 Risk Analysis and Assessment of Risk Results 4B-13 4B7 SELECTION OF ROUTES 4B-15

4B8 RISK MANAGEMENT MEASURES 4B-16

4B9 REFERENCES 4B-18

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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 Ecosystems and Natural Landscapes Table 5 Summary of Subjective Factors Table 6 Preliminary List of Routes Table 7 Summary of Accident Statistics Table 8 Heavy Vehicle Incidents – Initiating and Contributing Causes Table 9 Summary of Risk Analysis Assessment Factors Table 10 Risk Analysis Findings

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4B1 INTRODUCTION

The Cowal Gold Project (the Project) is located approximately 38 kilometres (km) north-east of West Wyalong, New South Wales (NSW) (Figure 4-1). The Project is owned by Barrick Australia Ltd (Barrick).

As described in Section 1.2 of the Transport of Hazardous Materials Study (THMS), route evaluation is required for the road transport of LPG to the Project. Road transport of LPG within NSW begins at Tocumwal (at the border of NSW and Victoria) and terminates at the Project. The road transport route for LPG to the Project has been divided into two segments (Segments 1 and 2) for the purpose of route evaluation.

This attachment sets out the route evaluation for the road transport of LPG from the Newell Highway/Mid Western Highway (West Wyalong) to the Cowal Gold Project. This part of the overall LPG road transport route is referred to as Segment 2. A route evaluation for Segment 1 is attached to the THMS as Attachment 4A.

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 4-2 shows the assessment process flowsheet for this route evaluation.

4B2 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 2 is defined as the area between the Newell Highway/Mid Western Highway (West Wyalong) and the Cowal Gold Project (Figure 4-3). The transport area is wholly situated within the Bland Local Government Area (LGA). Bland LGA is part of the Central West Statistical Division.

4B3 IDENTIFICATION OF HAZARDOUS MATERIAL, SOURCE AND DESTINATION

4B3.1 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 1998 [ADG Code] [National Road Transport Commission, 1998]), the type of container and the movement quantity and frequency. The assessment identified LPG 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).

LPG is classified as Class 2.1 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.

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4B3.2 SOURCE AND DESTINATION

The source and destination of LPG for Segment 2 are outlined in Table 1 and shown on Figure 4-3.

Table 1 Hazardous Material Source and Destination

Source: Destination: West Wyalong Cowal Gold Project Location Town/City LGA Location Town/City LGA Newell Highway/ West Wyalong Bland Bonehams Road, - Bland Mid Western 38 km north-east Highway of West Wyalong

Details of the transport of LPG from the Newell Highway/Mid Western Highway (West Wyalong) to the Cowal Gold Project are provided in Table 2.

Table 2 Transport Details

Hazardous Delivery Maximum Volume per Maximum Frequency Transported Packaging Material Vehicle Delivery of Deliveries State LPG Single semi- 20 t 2 per week Liquid Bulk Tanker trailer

4B4 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 4B5 provides the results of this analysis as a preliminary list of routes. Further screening of this preliminary list is provided in Section 4B6.

4B4.1 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 4B4.1.1); and • the identification of routes suitable in general for the movement of trucks (Section 4B4.1.2).

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 4B4.1.3.

4B4.1.1 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.

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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, 2004).

The RTA prefers heavy vehicles to utilise national highways and state roads wherever possible (RTA, pers. comm., 4 May 2005). National highways within the transport area include the Newell Highway.

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, 2004). State roads are characterised by high flows of general traffic over long distances and have a higher capacity relative to surrounding roads (ibid.).

State roads in the transport area include the Mid Western Highway.

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, 2004). The RTA considers regional roads to be suitable for heavy vehicles (RTA, pers. comm., 4 May 2005).

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).

4B4.1.2 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 4B4.1.1. 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 considers regional roads to be suitable for heavy vehicles (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, 2003). 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.

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The RTA has published a map showing B-Double and road train routes (which include B-doubles) throughout NSW (RTA, 2001). Road train routes within the transport area include Ungarie Road and the Mid Western Highway (RTA, 2001). The Newell Highway is a B-double route. These roads are approved restricted access vehicle route and are specifically designed to accommodate these heavy vehicles and would therefore accommodate the single semi-trailers proposed to be used to transport LPG. These 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. One heavy vehicle bypass is located at West Wyalong.

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.

The Project Environmental Impact Statement (EIS) (North Limited, 1998a) assessed potential access routes to the Project. The EIS identified three potential transport routes which were taken into consideration when identifying truck routes.

Potential truck routes to the Project identified for Segment 2 include (Figure 4-3):

Route Directions 2A 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. 2B From the Newell Highway, take the town heavy vehicle bypass route (turn right into the heavy vehicle bypass, left into Compton Street and cross over the Temora-Lake Cargelligo Railway Line. After crossing the railway line, turn immediately right into Railway Road which becomes Copeland Street), turn right onto the Newell Highway, turn left into Slee Street, right into Clear Ridge Road, right into Blow Clear Road, left into Bonehams Lane and continue to the Cowal Gold Project. 2C From the Newell Highway, take the town heavy vehicle bypass route (turn right into the heavy vehicle bypass, left into Compton Street and cross over the Temora-Lake Cargelligo Railway Line. After crossing the railway line, turn immediately right into Railway Road which becomes Copeland Street), turn right onto the Newell Highway, turn left into Bodels Lane, continue into Clear Ridge Road, turn right into Blow Clear Road, left into Bonehams Lane and continue to the Cowal Gold Project.

The Traffic Impact Assessment of the Proposed Cowal Gold Project West Wyalong (Traffix, 1997) carried out for the EIS identified Route 2A as the preferred access road to the Project. Following submission and approval of the EIS, Route 2A is the approved Project Access Road and is currently being upgraded in accordance with Project Development Approval Conditions. The road works along the Access Road are being undertaken by Bland Shire Council to relevant AUSTROAD design standards.

Condition (i) of the Part 5 Approval for the Access Road requires that the Project Access Road development be carried out generally in accordance with the Cowal Gold Project Mine Access Road Upgrade Review of Environmental Factors (Resource Strategies, 1997), and all other relevant documentation including Cowal Gold Project Commission of Inquiry Primary Submission (North Limited, 1998b) and Cowal Gold Project Commission of Inquiry Submission in Reply (North Limited, 1998c) to the Commission of Inquiry, as may be modified by the conditions in the Part 5 Approval. Other relevant documentation includes Traffic Impact Assessment of the Proposed Cowal Gold Project West Wyalong (Traffix, 1997) and Section 94 Study and Plan (Bland Shire Council, 1999).

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The Project Access Road will be upgraded to provide a sealed carriageway over its entire length, with appropriate geometric and structural improvements (Traffix, 1997). The Project Access Road upgrade programme will include the following (North Limited, 1998b):

• widening and sealing of the existing dirt road within the existing road reserve from the Project site entrance to the Lake Cowal station silo across a gazetted rail crossing; • sealing the existing gravel road and adjustment of the alignment on some bends within the existing road reserve west along Blow Clear Road for a distance of approximately 10.5 km to its intersection with Wamboyne Road at Blow Clear; and • intersection improvements and some widening on curves within the existing road reserve (over a distance of 0.5 km to improve bends [Traffix, 1997]) south along Wamboyne Road for a distance of approximately 18.7 km to its intersection with Ungarie Road.

Other improvements to be undertaken include the provision of passing lanes and road shoulders and the upgrade of several major intersections where increased traffic numbers are identified as having the potential to compromise safety and/or operational efficiency.

The Project Access Road has been specifically designed to provide access to the Project. Other potential transport routes to the Project (Routes 2B and 2C) comprise segments of unsealed local roads of varying condition which, in their present state, would not provide suitable, all-weather access to the Project for heavy vehicles, particularly those carrying hazardous materials. These roads are therefore, not considered to be suitable for heavy vehicles.

4B4.1.3 Potential Available Routes for Heavy Vehicles and Selection of Potential Routes

Following a review of the road hierarchy and the identification of truck routes within the transport area, Route 2A has been identified as the only potential available route for heavy vehicles for Segment 2. Route 2A is also the approved Project Access Road. Route 2A is set out in Table 3 and shown on Figure 4-3.

Table 3 Truck Routes

Route Directions 2A 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 2A was tested against mandatory and subjective factors. The assessment is set out below in Sections 4B4.2 and 4B4.3.

4B4.2 MANDATORY CONSIDERATIONS

4B4.2.1 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).

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The Project Access Road (Route 2A) has been specifically designed to provide access to the Project and is currently being upgraded in accordance with Project Development Approval Conditions. When complete, the Access Road will provide a sealed carriageway over its entire length, with appropriate geometric and structural improvements. Therefore, Route 2A is considered to be physically capable of accommodating heavy vehicles and physical considerations do not preclude this transport route from the route evaluation.

4B4.2.2 Laws and Regulations

Road works proposed for the Project Access Road (Route 2A) were described and assessed in the Access Road Upgrade Review of Environmental Factors (REF) (Resource Strategies, 1997). In 1999, approval under Part 5 of the Environmental Planning and Assessment Act 1979 was obtained which approves the Access Road for all Project traffic. Laws and regulations do not preclude Route 2A from the route evaluation.

4B4.3 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 4B4.3.1) and sensitive ecosystems and natural landscapes (such as park reservations and wetlands) (Section 4B4.3.2) (DUAP, 1995a). Emergency and evacuation planning and infrastructure are also usually included in the assessment of subjective factors (Section 4B4.3.3) (DUAP, 1995a).

4B4.3.1 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.

Route 2A predominantly passes through rural areas comprising of areas of open space. Sensitive landuses such as those listed above are relatively uncommon along Route 2A and do not preclude it from the route evaluation. Therefore, further detailed consideration of sensitive landuses was not undertaken for this route evaluation.

Other Landuses

Other landuses may include residential, commercial or industrial areas and areas of open space. Route 2A predominantly passes through rural areas comprising areas of open space.

4B4.3.2 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 Route 2A are identified in Table 4 and described in the following sections.

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Table 4 Sensitive Ecosystems and Natural Landscapes

Route Park Reservations Waterways Number Approximate Total Road Frontage (m) 2A 1 5,100 22

Park Reservations

Vehicles travelling on Route 2A would pass within approximately 100 m of Hiawatha State Forest.

To determine if Route 2A is suitable for the transport of hazardous materials, a measure of the quality and size of the potentially affected park reservation is required. It was conservatively assumed that the park reservation is of a 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 Route 2A. The approximate total length of road frontage of park reservations for Route 2A is 5,100 m.

Waterways

Vehicles travelling on Route 2A would traverse or come within approximately 100 m of 22 waterways.

4B4.3.3 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,

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local DISPLAN); the location of emergency response teams throughout NSW; and the ability of emergency response teams to respond to hazardous material release. 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 Route 2A. This route is therefore suitable for the transport of hazardous materials with respect to emergency and evacuation planning and infrastructure.

4B4.4 PRELIMINARY SCREENING FINDINGS

Preliminary screening took into account available roads for heavy vehicles and mandatory and subjective factors (Sections 4B4.1, 4B4.2 and 4B4.3). Following a review of the road hierarchy and the identification of truck routes within the transport area, Route 2A has been identified as the only potential available route for heavy vehicles for Segment 2. Mandatory factors did not preclude this route from the route evaluation.

Table 5 provides a summary of subjective factors outlined in Section 4B4.3 for Route 2A.

Table 5 Summary of Subjective Factors

Assessment Factor Route 2A Schools # Number of School Students # Hospitals # Number of Hospital Beds # Aged Care Facilities # Churches # Items of Heritage or Cultural Significance # Other Landuse Predominantly open space Number of Park Reservations 1 Park Reservations – Approximate Total Road Frontage (m) 5,100 Waterways 22 Emergency Infrastructure Adequate # Sensitive landuses along Route 2A are relatively uncommon and do not preclude this route from the route evaluation. Further information is provided in Section 4B4.3.1.

Table 5 indicates that Route 2A would have minimal impact on subjective factors and is suitable for the transport of hazardous materials.

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4B5 PRELIMINARY LIST OF ROUTES

On the basis of the preliminary screening in Section 4B4, the following preliminary list of routes from the Newell Highway/Mid Western Highway (West Wyalong) to the Cowal Gold Project has been determined (Table 6).

Table 6 Preliminary List of Routes

Route Directions 2A 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.

4B6 SECONDARY SCREENING

Secondary screening involves the assessment of the preliminary list of routes (Section 4B5) against road and traffic factors (Section 4B6.1), emergency response capability (Section 4B6.2), operational factors (Section 4B6.3) and risk (including environmental and landuse factors) (Section 4B6.4) (Figure 4-2). The potential route has been assessed against each secondary screening factor to confirm that the route is suitable for the transport of hazardous materials. The final selection of routes for Segment 2 is detailed in Section 4B7.

4B6.1 ROAD AND TRAFFIC FACTORS

The Guidelines state that the assessment of a potential transport route 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 assess accident statistics for potential transport routes and infer from them the capability and level of service of the road system.

Accident statistics for Route 2A are provided in Section 4B6.1.1. An assessment of remaining road and traffic factors (i.e. the availability of alternative emergency routes) is provided in Section 4B6.1.2.

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4B6.1.1 Accident Statistics

Available accident statistics for Route 2A were obtained from the RTA and are summarised in Table 7.

Table 7 Summary of Accident Statistics

Route Length No. of Heavy % Increase of Heavy Vehicle Annual Million Heavy Vehicle (km) Vehicles Heavy Accidents km of Heavy Accidents/Annual (per day)1,2 Vehicles due (per year)4 Vehicle Travel Million km of Heavy to Project3 Vehicle Travel 2A 41 105 0.27% 0.0 0.04 0.0 1 North Limited (1998a) Cowal Gold Project Environmental Impact Statement (EIS) – Appendix J Traffic Impact Assessment. 2 RTA (2000) Excel database of traffic composition for the South Western Region. Provided by David Amery on 22 July 2005. 3 Assumes 2 truck movements per week. 4 RTA (2005) Excel database of traffic crash data for the South Western Region 2000 - 2004. Provided by David Amery on 5 August 2005.

Accident statistics for Route 2A are considered to be within normal operating levels for the road types and use. The data shown in Table 7 relates to the current road design for Route 2A (i.e. partially unsealed). Improved driving conditions will be achieved due to the upgrading of the Project Access Road (Route 2A) including sealing of the road to the Project (Section 4B4.1.2). The increase of heavy vehicles due to the Project would be small (approximately 0.3%) and would be unlikely to affect traffic flows or accident statistics. Route 2A is therefore suitable for the transport of hazardous materials with respect to accident statistics.

4B6.1.2 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 Route 2A.

4B6.2 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 4B4.3.3). Further information on the management of emergencies in NSW and an evaluation of the ease of access to a potential accident for Segment 2 are provided in Section 4B4.3.3.

Following a review of emergency management in NSW, emergency response capability is considered to be adequate for Route 2A. This route is therefore suitable for the transport of hazardous materials with respect to emergency response capability.

4B6.3 OPERATIONAL FACTORS

Operating costs and distribution logistics have been considered for Segment 2. Route 2A is suitable on the basis of logistical considerations.

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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, the shortest route is the most preferable in respect of operating costs. Route 2A is not the shortest available route for Segment 2. However, this route is only marginally longer than alternative routes and the increase in operating costs would be minimal. Route 2A is cost effective and is therefore suitable on the basis of operating costs.

4B6.4 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 2 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.

4B6.4.1 Hazard Identification

4B6.4.1.1 Type of Hazardous Material

LPG is classified under the ADG Code as Class 2.1 (flammable gas). It is a colourless liquid composed predominantly of any of the following hydrocarbons or mixtures of any or all of them: propane; propylene; butane; and butylenes. These hydrocarbons are non-toxic below their lower flammability limit. Concentrations higher than the lower flammability limit can affect bodily functions, (e.g. ventricular fibrillation, central nervous system depression and narcosis). The hydrocarbons are not considered to represent a significant environmental threat. Their hazard potential derives solely from the fact that they are flammable materials.

When released from pressurised, ambient temperature storage to atmosphere, LPG will flash, generating large volumes of vapour and some liquid which will evaporate quickly. Vaporising liquids are rapidly cooled which may lead to cold burns if contact is made. The vapours are heavier than air and may accumulate in confined, unventilated places (and thereby create a confined explosion hazard).

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LPG ignition can lead to jet fires, flash fires or vapour cloud explosions. A tank or vessel containing LPG can BLEVE (boiling liquid expanding vapour explosion) when subjected to radiant heat from a nearby fire. Products of combustion include carbon monoxide and carbon dioxide.

4B6.4.1.2 Adjacent Landuse

Refer to Section 4B4.3.1 for a description of adjacent landuse for Route 2A.

4B6.4.1.3 Transport Vehicle and Conditions of Transport

LPG will be transported to the Project by single semi-trailer. It will be transported as a liquid by bulk tanker. Regulation of temperature and pressure are not required during the transport of this material.

4B6.4.1.4 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 8.

Table 8 Heavy Vehicle Incidents – Initiating and Contributing Causes

Human Error Equipment Failures System or Procedural External Events Failures • driver impairment, e.g. • non-dedicated trailer • driver incentives to • vandalism/sabotage alcohol or drugs • rail road crossing guard work longer hours • rain • • speeding failure driver training • fog/visibility • • • driver overtired leaking valve carrier selection • wind • • • driver exceeding safe leaking fitting container specification • flood/washout working hours • • brake failure route selection • fire at rest area/parking • en-route inspection • relief device failure • emergency response areas • contamination • tyre failure training • earthquake • • overfilling • soft shoulder speed enforcement • existing accident • • other vehicle’s driver • overpressure driver rest periods • animals on road • • taking tight turns/ramps • material defect maintenance too quickly (overturns) • • steering failure inspection • unsecured loads • • sloshing time of the day restrictions • high centre of gravity • 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)

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4B6.4.2 Consequence Analysis

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

• prolonged fire as a result of an accident propagating to a BLEVE causing catastrophic failure of the tanker vessel wall and ignition of the released material resulting in impact on people, property and the environment; • immediate ignition of released material forming flash fire and/or jet fire resulting in impact on people, property and the environment; and • delayed ignition of the released material causing vapour cloud explosion and flash fire resulting in impact on people, property and the environment.

4B6.4.3 Estimation of the Likelihood of a Hazardous Incident

Accident data for heavy vehicles utilising Route 2A are detailed in Section 4B6.1.1 and Table 7. No accidents involving heavy vehicles have occurred along Route 2A.

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 LPG to the Project resulting in a release of the material must take into account the following:

• the number of vehicles transporting LPG 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 recent accident data) involving a vehicle transporting LPG to the Project resulting in a release of the material for Route 2A is estimated to be 0/year.

This value indicates a low level of risk associated with the transport of hazardous materials.

4B6.4.4 Risk Analysis and Assessment of Risk Results

Risk analysis took into account the preliminary screening findings as well as road and traffic factors (Section 4B6.1), emergency response capability (Section 4B6.2) and operational factors (Section 4B6.3). Table 9 provides a summary of all assessment factors utilised in the risk analysis for Route 2A.

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Table 9 Summary of Risk Analysis Assessment Factors

Assessment Factor Route 2A Schools # Number of School Students # Hospitals # Number of Hospital Beds # Aged Care Facilities # Churches # Items of Heritage or Cultural Significance # Other Landuse # Number of Park Reservations 1 Park Reservations – Approximate Total Road Frontage (m) 5,100 Waterways 22 Emergency Infrastructure Adequate Length (km) 41 No. of Heavy Vehicles (per day)1,2 105 % Increase of Heavy Vehicles due to Project3 0.27% Heavy Vehicle Accidents (per year)4 0.0 Annual Million km of Heavy Vehicle Travel 0.04 Heavy Vehicle Accidents/Annual Million km of Heavy Vehicle Travel 0.0 Availability of Alternative Emergency Routes Available Emergency Response Capability Adequate Operational Factors Cost effective 1 North Limited (1998a) Cowal Gold Project Environmental Impact Statement (EIS) – Appendix J Traffic Impact Assessment. 2 RTA (2000) Excel database of traffic composition for the South Western Region. Provided by David Amery on 22 July 2005. 3 Assumes 2 truck movements per week. 4 RTA (2005) Excel database of traffic crash data for the South Western Region 2000 - 2004. Provided by David Amery on 5 August 2005. # Sensitive landuses along Route 2A are relatively uncommon and do not preclude this route from the route evaluation. Further information is provided in Section 4B4.3.1.

Table 10 presents the results of the risk analysis for Route 2A, in which 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 10 presents the results of the risk analysis in terms of minimal, acceptable, significant and unacceptable risk. For the purposes of this risk assessment the following definitions apply:

• minimal risk: the transport of LPG along Route 2A is assessed as posing a minimal risk to the factor of interest; • acceptable risk: the transport of LPG along Route 2A is assessed as posing an acceptable amount of risk to the factor of interest; • significant risk: the transport of LPG along Route 2A is assessed as posing a significant increase of risk to the factor of interest; and • unacceptable risk: the transport of LPG along Route 2A is assessed as posing an unacceptable level of risk to the factor of interest.

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Table 10 Risk Analysis Findings

Assessment Factor Minimal Risk Acceptable Risk Significant Risk Unacceptable Risk Schools  Hospitals  Aged Care Facilities  Churches  Items of Heritage or Cultural  Significance Other Landuse  Park Reservations  Waterways  Emergency Infrastructure  Heavy Vehicle Accidents (per year)  Heavy Vehicle Accidents/Annual Million  km of Heavy Vehicle Travel Availability of Alternative Emergency  Routes Emergency Response Capability  Operational Factors  Comparative Assessment of all  Factors

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 approximately 0.3% (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 9 and 10 deem Route 2A to pose a minimal level of risk to surrounding people, property and the natural environment. This route is therefore suitable for the transport of hazardous materials to the Project.

4B7 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).

The Guidelines state that the results of the study are generally best presented on a comparative basis. Following the identification of available roads for heavy vehicles in the transport area, there is only one potential available route for heavy vehicles for Segment 2 (Section 2B4.1). Therefore, there is no basis for a comparative assessment. As an alternative to comparative assessment, the potential available route for Segment 2 was assessed against all remaining preliminary and secondary screening factors to confirm that the route is suitable for the transport of hazardous materials to the Project.

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Selecting a route that is suitable for the transport of hazardous materials must be 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 2 is wholly situated within the Bland LGA and the Bland City Council was consulted during the preparation of the THMS.

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 screening, Route 2A has been identified as the only potential available route for heavy vehicles for Segment 2 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 2A 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 2A is suitable for the transport of hazardous materials and is the preferred route for the transport of LPG from the Newell Highway/Mid Western Highway (West Wyalong) to the Cowal Gold Project.

4B8 RISK MANAGEMENT MEASURES

The identification of risk management measures is the final step in the route evaluation process (Figure 4-2). 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 LPG 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. 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 the suitable transport route 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 LPG to the Project include:

• As LPG 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);

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- 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); - 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 12.1 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 19971. • 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 19971.

1 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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• 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 19971. • 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 19971. • 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 19971. • Vehicles transporting hazardous materials to the Project are required to carry appropriate communication devices (such as a radio or telephone).

4B9 REFERENCES

Bland Shire Council (1999) Section 94 Study and Plan. Prepared by Don Fox Planning Pty Ltd in conjunction with Bland Shire Council.

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

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 Road Transport Commission (1998) Australian Code for the Transport of Dangerous Goods by Road and Rail (ADG Code), Sixth Edition. Prepared by the National Road Transport Commission in conjunction with the Advisory Committee on the Transport of Dangerous Goods and the Federal Office of Road Safety.

North Limited (1998a) Cowal Gold Project Environmental Impact Statement (EIS) – Appendix J Traffic Impact Assessment.

North Limited (1998b) Cowal Gold Project Commission of Inquiry Primary Submission.

North Limited (1998c) Cowal Gold Project Commission of Inquiry Submission in Reply.

Resource Strategies Pty Ltd (1997) Cowal Gold Project Mine Access Road Upgrade Review of Environmental Factors. Appendix O in North Limited (1998a) Cowal Gold Project Environmental Impact Statement.

Roads and Traffic Authority (RTA) (2000) Excel database of traffic composition for the South Western Region. Provided by David Amery on 22 July 2005.

Roads and Traffic Authority (RTA) (2001) Road Train and B-Double Routes in NSW and ACT. Map dated May 2001.

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

HAL-02-07\1\21\00685438.DOC 4B-18 LPG Road Transport Route Evaluation – Segment 2

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

Roads and Traffic Authority (RTA) (2005) Excel database of traffic crash data for the South Western Region 2000 - 2004. Provided by David Amery on 5 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).

Traffix – Traffic and Transport Planners (1997) Traffic Impact Assessment of the Proposed Cowal Gold Project West Wyalong Appendix J in North Limited (1998a) Cowal Gold Project Environmental Impact Statement.

HAL-02-07\1\21\00685438.DOC 4B-19 Hydrogen Peroxide Road Transport Route Evaluation – Overview

HYDROGEN PEROXIDE 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 Australia Ltd.

As described in Section 1.2 of the Transport of Hazardous Materials Study (THMS), route evaluation is required for the road transport of hydrogen peroxide to the Project. Road transport of hydrogen peroxide within NSW begins at Banksmeadow, Sydney. Following a short transfer by road from Banksmeadow to the Camellia Freight Terminal, hydrogen peroxide will be transported by rail to Dubbo where it will resume transport by road to the Project.

The road transport route for hydrogen peroxide 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 5A, 5B, 5C, 5D and 5E, respectively. An overview of Segments 1 to 5 is provided below.

Segment 1 Attachment 5A Transport of hydrogen peroxide from the Solvay Interox Banksmeadow Facility to the Camellia Freight Terminal (Sydney)

Segment 2 Attachment 5B Transport of hydrogen peroxide from the Dubbo Railway Station to the Patrick Logistics Storage Facility (Dubbo)

Segment 3 Attachment 5C Transport of hydrogen peroxide from the Patrick Logistics Storage Facility to the Newell Highway (Dubbo)

Segment 4 Attachment 5D Transport of hydrogen peroxide from the Newell Highway (Dubbo) to Newell Highway/Mid Western Highway (West Wyalong)

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

The following figures are referred to in Attachments 5A to 5E and are appended to this overview:

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

HAL-02-07\1\21\A5 OVERVIEW_E Hydrogen Peroxide Road Transport Route Evaluation – Overview

FIGURES 5-1 to 5-6

HAL-02-07\1\21\A5 OVERVIEW_E QUEENSLAND

MOREE

WALGETT BOURKE

NARRABRI COFFS HARBOUR ARMIDALE NEW SOUTH WALES

NYNGAN

DUNEDOO DUBBO MUSWELLBROOK For SEGMENTS 2 & 3 detail see Figures 5-4 SEGMENT 4 and 5-5 SINGLETON (R(Routeoute 4A) South

For SEGMENT 5 NEWCASTLE MOLONG detail see Figure 5-6 PARKES For SEGMENT 1 COWAL BATHURST detail see Figure 5-3 GOLD

535 PROJECT ML1 Pacific GRENFELL COWRA SYDNEY WEST WYALONG

MIRROOL YOUNG TEMORA WOLLONGONG Ocean GOULBURN NARRANDERA YASS

WAGGA WAGGA A.C.T.

TOCUMWAL ALBURY

LEGEND Route A4(Segment 4) VICTORIA Rail Transport 0 50 100 15 0 Kilometres Hydrogen Peroxide Road Transport Route Evaluation FIGURE 5-1 Project Location, Overall Hydrogen Peroxide Transport Route and Segment 4 Potential Available Route HAL-02-07 THMS HP_001C Define Transport Area

Identify Hazardous Material, Source and Destination

Identify Available Roads for Heavy Vehicles

Mandatory Considerations Subjective Factors

Preliminary List of Routes

Emergency Response Risk Assessment Road and Traffic Factors Capability Operational Factors

Select Routes

Identify Risk Management Measures

Preliminary Screening Secondary Screening

Source: Adapted from DUAP, 1995 Hydrogen Peroxide Road Transport Route Evaluation FIGURE 5-2 Route Selection Assessment Process

HAL-02-07 THMS HP_002B Bondi Port Junction Jackson Solvay Interox

Banksmeadow Facility

Distributor Distributor Drive Drive

Eastern Eastern

Cross Cross Hydrogen Peroxide Hydrogen Botany

or Southern Southern Nth Sydney Road Transport Route Evaluation Route Transport Road

Western Distributor FIGURE 5-3 - Peroxide Hydrogen Segment 1 Available Routes Potential

Chatswood Link

Highway Link Botany Bay

Highway Highway Sydney Airport

Pacific West

River Princes Princes

City

M2 Motorway Road

River

M5 Motorway Motorway M5 M5 Ryde

Parramatta

Drive Drive Parramatta

Hurstville

Bay Bay

Georges Homebush Homebush King Georges Road Strathfield Drive Centenary

Motorway Centre Railfast Chullora Road

Motorway Sutherland oehStreet Street Joseph Joseph

Rookwood Road Rookwood Western Road Rookwood Freight

Terminal Came lial

Western Western Parramatta Bankstown

South

Highway Parramatta

Hume

Highway Highway

Cumberland Cumberland Liverpool

Highway Blacktown Highway

Glenfield Hume

Prospect

Reservoir

ot etr Motorway Motorway Western Western South South

Kilometres

Highway Highway Route A1 Route B1 Route Route 1C 1D Route LEGEND

Ingleburn Hume Park 05 Edmondson HAL-02-07 THMS HP_003C HAL-02-07

To Wellington To Dunedoo To

Boothenba Road

Hydrogen Peroxide Hydrogen

Dunedoo Road (Golden Highway) Highway) (Golden (Golden Road Road Dunedoo Dunedoo Road Transport Route Evaluation Route Transport Road

FIGURE 5-4 - Peroxide Hydrogen Segment 2 Available Routes Potential

Creek

Yarrandale Road Road Yarrandale Yarrandale

roTr y

Cobborah Road (Golden Highway) Highway) (Golden (Golden Road Road Cobborah Cobborah Storage Facility Patrick Logistics Patrick

Purvis Lane

To Gilgandra To

Highway) Highway) (Newell (Newell

Gilgandra Road Road Gilgandra Gilgandra

Fitzroy Street Street Fitzroy Fitzroy

Erskine Street

Bourke Street (Newell Highway) Highway) (Newell (Newell Street Street Bourke Bourke Fitzroy Street Street Fitzroy Fitzroy River

Talbragar Street

Dubbo

Station Railway

Macquarie Macquarie Street Cobra Street (Mitchell Highway)

Peak Hill Road (Newell Highway) Highway) (Newell (Newell Road Road Hill Hill Peak Peak Airport Western Plains Zoo

Narromine Road (Mitchell Highway) To Parkes To

2

Minore Road Road Minore Minore 1 Kilometres Route A2 Route B2 Route Route 2C LEGEND

To Narromine 0 HAL-02-07 THMS HP_004B HAL-02-07

To Wellington To Dunedoo To

Boothenba Road

Hydrogen Peroxide Hydrogen

Dunedoo Road (Golden Highway) Highway) (Golden (Golden Road Road Dunedoo Dunedoo Road Transport Route Evaluation Route Transport Road

FIGURE 5-5 - Peroxide Hydrogen Segment 3 Available Routes Potential

Creek

Yarrandale Road Road Yarrandale Yarrandale

roTr y

Cobborah Road (Golden Highway) Highway) (Golden (Golden Road Road Cobborah Cobborah Storage Facility Patrick Logistics Patrick

Purvis Lane

To Gilgandra To

Highway) Highway) (Newell (Newell

Gilgandra Road Road Gilgandra Gilgandra

Fitzroy Street Street Fitzroy Fitzroy

Erskine Street

Bourke Street (Newell Highway) Highway) (Newell (Newell Street Street Bourke Bourke Fitzroy Street Street Fitzroy Fitzroy River

Talbragar Street

Dubbo

Station Railway

Macquarie Macquarie Street Cobra Street (Mitchell Highway)

Peak Hill Road (Newell Highway) Highway) (Newell (Newell Road Road Hill Hill Peak Peak Airport Western Plains Zoo

Narromine Road (Mitchell Highway) To Parkes To

2

Minore Road Road Minore Minore 1 Kilometres Route A3 Route B3 Route LEGEND

To Narromine 0 HAL-02-07 THMS HP_005B HAL-02-07 Burcher Nerang

540 000 E

530 000 E 520 000 E Cowal

6 290 000 N 6 290 000 N

Bogeys Island

Wamboyne Mountain

6 280 000 N Road 6 280 000 N ML1535 Wamboyne Dip COWAL Gazetted GOLD Lake Rail Crossing PROJECT Cowal

Bonehams Wamboyne Road

Wests Lane Lane

Blow Clear Road Road Lake Cowal Blow Clear Bland 6 270 000 N Lonergans Lane 6 270 000 N

Billys Creek Lookout

Sandy Ridge Road

Wilsons Lane Creek

Clear

Bodels

Lane

Road To Forbes 6 260 000 N 6 260 000 N

Wamboyne

Railway

Road

Burcher

Ridge Highway

Newell West Wyalong Clear

LEGEND Route A5 6 250 000 N 6 260 000 N Route B5

Lake Cargelligo Route 5C Mid 0 2.5 5.0 Western Kilometres Highway West Wyalong Hydrogen Peroxide Cootamundra Road Transport Route Evaluation

Slee Street oTemoraTo FIGURE 5-6 Hydrogen Peroxide - Highway Railway Segment 5 Potential Available Routes

520 000 E

Newell 530 000 E HAL-02-07 THMS HP_006E Hydrogen Peroxide Road Transport Route Evaluation – Segment 1

COWAL GOLD PROJECT TRANSPORT OF HAZARDOUS MATERIALS STUDY

ATTACHMENT 5A

HYDROGEN PEROXIDE ROAD TRANSPORT ROUTE EVALUATION

SEGMENT 1 SOLVAY INTEROX BANKSMEADOW FACILITY TO CAMELLIA FREIGHT TERMINAL (SYDNEY)

JANUARY 2006 Project No. HAL-02-07\1\21 Document No. ATTACHMENT 5A-K ID: 685439 Hydrogen Peroxide Road Transport Route Evaluation – Segment 1

TABLE OF CONTENTS

Section Page

5A1 INTRODUCTION 5A-1

5A2 DEFINITION OF THE TRANSPORT AREA 5A-1

5A3 IDENTIFICATION OF HAZARDOUS MATERIAL, SOURCE AND DESTINATION 5A-2 5A3.1 IDENTIFICATION OF HAZARDOUS MATERIAL 5A-2 5A3.2 SOURCE AND DESTINATION 5A-2 5A4 PRELIMINARY SCREENING 5A-2 5A4.1 IDENTIFICATION OF AVAILABLE ROADS FOR HEAVY VEHICLES 5A-3 5A4.1.1 Road Hierarchy 5A-3 5A4.1.2 Identification of Truck Routes 5A-3 5A4.1.3 Potential Available Routes for Heavy Vehicles and Selection of Potential Routes 5A-4 5A4.2 MANDATORY CONSIDERATIONS 5A-5 5A4.2.1 Physical Considerations 5A-5 5A4.2.2 Laws and Regulations 5A-5 5A4.3 SUBJECTIVE FACTORS 5A-7 5A4.3.1 Landuse 5A-7 5A4.3.2 Proximity of Sensitive Ecosystems and Natural Landscapes 5A-8 5A4.3.3 Emergency and Evacuation Planning and Infrastructure 5A-9 5A4.3.4 RTA and Transporter Preferred Transport Routes 5A-10 5A4.4 PRELIMINARY SCREENING FINDINGS 5A-10 5A5 PRELIMINARY LIST OF ROUTES 5A-12

5A6 SECONDARY SCREENING 5A-12 5A6.1 ROAD AND TRAFFIC FACTORS 5A-12 5A6.1.1 Accident Statistics 5A-13 5A6.1.2 Availability of Alternative Emergency Routes 5A-13 5A6.2 EMERGENCY RESPONSE CAPABILITY 5A-14 5A6.3 OPERATIONAL FACTORS 5A-14 5A6.4 RISK ASSESSMENT 5A-14 5A6.4.1 Hazard Identification 5A-15 5A6.4.2 Consequence Analysis 5A-16 5A6.4.3 Estimation of the Likelihood of a Hazardous Incident 5A-16 5A6.4.4 Risk Analysis and Assessment of Risk Results 5A-17 5A7 SELECTION OF ROUTES 5A-20

5A8 RISK MANAGEMENT MEASURES 5A-21

5A9 REFERENCES 5A-23

HAL-02-07\1\21\00685439.DOC 5A-i Hydrogen Peroxide 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\1\21\00685439.DOC 5A-ii Hydrogen Peroxide Road Transport Route Evaluation – Segment 1

5A1 INTRODUCTION

The Cowal Gold Project (the Project) is located approximately 38 kilometres (km) north-east of West Wyalong, New South Wales (NSW) (Figure 5-1). The Project is owned by Barrick Australia Ltd (Barrick).

As described in Section 1.2 of the Transport of Hazardous Materials Study (THMS), route evaluation is required for the road transport of hydrogen peroxide to the Project. Road transport of hydrogen peroxide within NSW begins at Banksmeadow, Sydney. Following transfer by road from Banksmeadow to the Camellia Freight Terminal, hydrogen peroxide will be transported by rail to Dubbo where it will resume transport by road to the Project.

The road transport route for hydrogen peroxide 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 hydrogen peroxide from the Solvay Interox Banksmeadow Facility to the Camellia Freight Terminal (Sydney). This part of the overall hydrogen peroxide 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 5B, 5C, 5D and 5E, respectively.

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 5-2 shows the assessment process flowsheet for this route evaluation.

5A2 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 Solvay Interox Banksmeadow Facility (20 – 22 McPherson Street, Banksmeadow) and the Camellia Freight Terminal (Grand Avenue, Camellia) (Figure 5-3).

The transport area is situated within the Local Government Areas (LGAs) of Botany Bay, City of Sydney, Ashfield, Burwood, Marrickville, Rockdale, Hurstville, Canterbury, Bankstown, Strathfield, Auburn and Parramatta, all located in the Sydney Statistical Division.

HAL-02-07\1\21\00685439.DOC 5A-1 Hydrogen Peroxide Road Transport Route Evaluation – Segment 1

5A3 IDENTIFICATION OF HAZARDOUS MATERIAL, SOURCE AND DESTINATION

5A3.1 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 1998 [ADG Code] [National Road Transport Commission, 1998]), the type of container and the movement quantity and frequency. The assessment identified hydrogen peroxide 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).

Hydrogen peroxide is classified as Class 5.1 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.

5A3.2 SOURCE AND DESTINATION

The source and destination of hydrogen peroxide for Segment 1 are outlined in Table 1 and shown on Figure 5-3.

Table 1 Hazardous Material Source and Destination

Source: Destination: Solvay Interox Banksmeadow Facility Camellia Freight Terminal Location Town/City LGA Location Town/City LGA 20 – 22 Sydney Botany Bay Grand Avenue, Sydney Parramatta McPherson Camellia Street, Banksmeadow

Details of the transport of hydrogen peroxide from the Solvay Interox Banksmeadow Facility to the Camellia Freight Terminal are provided in Table 2.

Table 2 Transport Details

Hazardous Delivery Maximum Volume per Maximum Frequency Transported Packaging Material Vehicle Delivery of Deliveries State Hydrogen Single semi- 25.4 t 3 per week Liquid Bulk tanker Peroxide trailer (i.e. Isotainer)

5A4 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 5A5 provides the results of this analysis as a preliminary list of routes. Further screening of this preliminary list is provided in Section 5A6.

HAL-02-07\1\21\00685439.DOC 5A-2 Hydrogen Peroxide Road Transport Route Evaluation – Segment 1

5A4.1 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 5A4.1.1); and • the identification of routes suitable in general for the movement of trucks (Section 5A4.1.2).

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 5A4.1.3.

5A4.1.1 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 Botany Road, Centenary Drive, Rookwood Road, the South Western Motorway and the Western Motorway. 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).

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).

5A4.1.2 Identification of Truck Routes

HAL-02-07\1\21\00685439.DOC 5A-3 Hydrogen Peroxide Road Transport Route Evaluation – Segment 1

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 5A4.1.1. 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 hydrogen peroxide. 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.

5A4.1.3 Potential Available Routes for Heavy Vehicles and Selection of Potential Routes

Following a review of the road hierarchy and the identification of truck routes within the transport area, Routes 1A to 1D have been identified as potential available routes for heavy vehicles for Segment 1. Routes 1A to 1D are set out in Table 3 and shown on Figure 5-3. Routes 1A to 1D were then tested against mandatory and subjective factors. The assessment is set out below in Sections 5A4.2 and 5A4.3.

Table 3 Truck Routes

Route Directions 1A From the Solvay Interox Banksmeadow Facility, enter McPherson Street, then turn right into Exell Street, left into Botany Road, right into Foreshore Road and right into General Holmes Drive. Follow General Holmes Drive into Joyce Drive, Qantas Drive, Airport Drive and Marsh Street. Turn left into West Botany Street and right into Wickham Street which becomes Forest Road. Follow Forest Road, then turn right into Stoney Creek Road, right into King Georges Road, left into Parramatta Road (Great Western Highway), right into James Ruse Drive, right into Grand Avenue and continue to Camellia Freight Terminal. 1B From the Solvay Interox Banksmeadow Facility, enter McPherson Street, then turn right into Exell Street, left into Botany Road, right into Foreshore Road, right into General Holmes Drive, right into Mill Pond Road, left into Botany Road, left into Gardeners Road, left into Kent Road, right into Ricketty Street which becomes Canal Road, left into Princes Highway, right into Railway Road, right into Gleeson Avenue, left into Railway Parade, right into Marrickville Road, right into Buckley Street, left into Sydenham Road and right into Livingstone Road which becomes Gordon Street and Railway Terrace. Follow Railway Terrace into Longport Street and Carlton Crescent and then turn left into Liverpool Road (Hume Highway), right into Centenary Drive and 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.

HAL-02-07\1\21\00685439.DOC 5A-4 Hydrogen Peroxide Road Transport Route Evaluation – Segment 1

Table 3 (Continued) Truck Routes

Route Directions 1C From the Solvay Interox Banksmeadow Facility, enter McPherson Street, then turn right into Exell Street, left into Botany Road, right into Foreshore Road and right into General Holmes Drive. Follow General Holmes Drive into Joyce Drive, Qantas Drive, Airport Drive and Marsh Street. Turn left into West Botany Street and right into Wickham Street which becomes Forest Road. Follow Forest Road and turn right into Stoney Creek Road, right into King Georges Road and left into the South Western Motorway. Exit the South Western Motorway at Fairford Road turning right into Fairford Road and 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. 1D From the Solvay Interox Banksmeadow Facility, enter McPherson Street, then turn right into Exell Street, left into Botany Road, right into Foreshore Road and right into General Holmes Drive. Follow General Holmes Drive into Joyce Drive, Qantas Drive, Airport Drive and Marsh Street. Turn left into West Botany Street and right into Wickham Street which becomes Forest Road. Follow Forest Road, then turn right into Stoney Creek Road, right into King Georges Road, 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.

5A4.2 MANDATORY CONSIDERATIONS

5A4.2.1 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 hydrogen peroxide. No further assessment of physical capability has been undertaken for these roads.

All potential routes utilise two roads not designated as B-Double or road train routes to provide local access to the Solvay Interox Banksmeadow Facility (viz. McPherson Street and Exell Street). These roads are physically capable of accommodating single semi-trailers (The Council of the City of Botany Bay, pers. comm., 19 September 2005).

Route 1B also utilises several roads not designated as B-Double or road train routes (viz. Botany Road, Railway Road, Gleeson Avenue, Railway Parade, Marrickville Road, Buckley Street, Sydenham Road, Livingstone Road, Gordon Street, Railway Terrace, Longport Street, Carlton Crescent and Liverpool Road). Sections of these roads utilised in Routes 1A to 1D are physically capable of accommodating single semi-trailers (RTA, pers. comm., 30 September 2005; Marrickville Council, pers. comm., 21 September 2005; The Council of the Municipality of Ashfield, pers. comm., 20 September 2005).

Therefore, physical considerations do not preclude any of the potential transport routes.

5A4.2.2 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).

HAL-02-07\1\21\00685439.DOC 5A-5 Hydrogen Peroxide Road Transport Route Evaluation – Segment 1

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) (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 hydrogen peroxide 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. In the case of Airport Drive and Qantas Drive, the Sydney Airport Authority is accountable for these roads and is therefore the local transport authority.

Potential transport routes utilise local, regional and state roads (RTA, 2004b), therefore the local transport authorities are the RTA, the Sydney Airport Authority, The Council of the City of Botany Bay, Marrickville Council, Rockdale City Council, The Council of the Municipality of Ashfield and Parramatta 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.

The Sydney Airport Authority does not prohibit the transport of hazardous materials on Airport Drive or Qantas Drive (Sydney Airport Authority, pers. comm., 29 September 2005).

The Council of the City of Botany Bay, Marrickville Council, Rockdale City Council, The Council of the Municipality of Ashfield and Parramatta City Council do not prohibit the transport of hazardous materials on any roads for which they are accountable (The Council of the City of Botany Bay, pers. comm., 20 September 2005; Marrickville Council, pers. comm., 21 September 2005; Rockdale City Council, pers. comm., 20 September 2005; The Council of the Municipality of Ashfield, pers. comm., 23 September 2005; Parramatta City Council, pers. comm., 19 September 2005).

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

5A4.3 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 5A4.3.1) and sensitive ecosystems and natural landscapes (such as park reservations and wetlands) (Section 5A4.3.2) (DUAP, 1995a). Emergency and evacuation planning and infrastructure are also usually included in the assessment of subjective factors (Section 5A4.3.3) (DUAP, 1995a). A subjective factor considered for this route evaluation is the opinion of the RTA. This subjective factor was considered because the RTA is the NSW State Government Agency responsible for improving road safety (Section 5A4.3.4) (RTA, 2005a).

5A4.3.1 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

Route Schools Hospitals Aged Care Churches Items of Facilities Heritage or Number of Number of Number of Number of Cultural Schools Students Hospitals Beds Significance 1A 19 9,679 0 0 2 13 122 1B 14 6,075 0 0 5 16 161 1C 17 7,882 0 0 14 15 126 1D 19 9,679 0 0 2 12 116

Schools

Vehicles travelling along Routes 1A to 1D would pass numerous schools including Botany Public School, Auburn North Primary and Rosehill Primary.

Vehicles travelling along Routes 1A, 1C and 1D would also pass several other schools including 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.

Vehicles travelling along Route 1B would also pass several other schools including Mascot Primary, Gardeners Road Primary, Wilkins Primary, Marrickville High School, Petersham Public School, and Strathfield South Primary.

Hospitals/Aged Care Facilities

There are no hospitals located along Routes 1A, 1B, 1C or 1D. The number of aged care facilities located along Routes 1A, 1B, 1C and 1D is 2, 5, 14 and 2, respectively.

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Churches

The number of churches located along Routes 1A, 1B, 1C and 1D is 13, 16, 15 and 12, 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 122, 161, 126 and 116, respectively (NSW Heritage Office, 2005).

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/or commercial areas (e.g. Mascot Shops).

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.

5A4.3.2 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

Route Park Reservations Waterways Number Approximate Total Road Frontage (m) 1A 17 6,318 32 1B 26 6,840 27 1C 25 10,810 34 1D 20 7,098 33

Park Reservations

Vehicles travelling on Routes 1A to 1D would pass within approximately 100 m of several park reservations including Sir Joseph Banks Park, Bexley Park, Kingsgrove Park, Salt Pan 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 6,318 m, 6,840 m, 10,810 m and 7,098 m, respectively.

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Waterways

Vehicles travelling on Routes 1A to 1D would cross or come within approximately 100 m of numerous waterways including Haslams Creek, Cooks River, Cox Creek, Duck River and Duck Creek.

5A4.3.3 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.

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.

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5A4.3.4 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 Solvay Interox Banksmeadow Facility to the Camellia Freight Terminal. Route 1A is the route preferred by the RTA for the transport of hazardous materials from the Solvay Interox Banksmeadow Facility 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 Solvay Interox Banksmeadow Facility to the Camellia Freight Terminal. Route 1B is the route preferred by the transporter for the transport of hazardous materials for Segment 1.

5A4.4 PRELIMINARY SCREENING FINDINGS

Preliminary screening took into account available roads for heavy vehicles and mandatory and subjective factors (Sections 5A4.1, 5A4.2 and 5A4.3). 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 5A4.3 for Routes 1A to 1D.

Table 6 Summary of Subjective Factors

Assessment Factor Route 1A Route 1B Route 1C Route 1D Schools 19 14 17 19 Number of School Students 9,679 6,075 7,882 9,679 Hospitals 0 0 0 0 Number of Hospital Beds 0 0 0 0 Aged Care Facilities 2 5 14 2 Churches 13 16 15 12 Items of Heritage or Cultural Significance 122 161 126 116 Other Landuse # # # # Number of Park Reservations 17 26 25 20 Park Reservations – Approximate Total 6,318 6,840 10,810 7,098 Road Frontage (m) Waterways 32 27 34 33 Emergency Infrastructure Adequate Adequate Adequate Adequate RTA and Transporter Preferred Route RTA preferred Transporter - - route preferred route # There is little difference in the type of landuse along each potential route, therefore this factor was not used to compare Routes 1A to 1D. Further information is provided in Section 5A4.3.1. RTA Roads and Traffic Authority

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

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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 5A4.3. 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.

Table 7 Preliminary Screening Findings

Assessment Factor Most Preferred Acceptable Route Least Preferred Excluded Route Route Route Schools 1B 1A, 1C, 1D - - Hospitals 1A, 1B, 1C, 1D - - - Aged Care Facilities 1A, 1D 1B 1C - Churches - 1A, 1B, 1C, 1D - - Items of Heritage or Cultural - 1A, 1C, 1D 1B - Significance Other Landuse # # # # Park Reservations 1A, 1B, 1D 1C - Waterways 1B 1A, 1C, 1D - - Emergency Infrastructure 1A, 1B, 1C, 1D - - - RTA and Transporter 1A 1B, 1C, 1D - Preferred Route Comparative Assessment 1A, 1B 1D 1C - of all Factors # There is little difference in the type of landuse along each potential route, therefore this factor was not used to compare Routes 1A to 1D. Further information is provided in Section 5A4.3.1. RTA Roads and Traffic Authority

Tables 6 and 7 indicate that there is a minor preference for Routes 1A and 1B following preliminary screening. Routes 1A and 1B are the preferred routes for four 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 hydrogen peroxide. The preliminary screening has identified Route 1D as an acceptable route and worthy of further assessment.

Route 1C is the least preferred route for Segment 1 following preliminary screening (Table 7). This route is the least preferred route for three of the subjective factors and the preferred route for only two subjective factors presented in Table 7. Route 1C would therefore have the greatest potential adverse effect in the event of a potential release of hydrogen peroxide. Therefore, Route 1C has been excluded for the remainder of the Segment 1 route evaluation.

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5A5 PRELIMINARY LIST OF ROUTES

On the basis of the preliminary screening analysis in Section 5A4, the following preliminary list of routes from the Solvay Interox Banksmeadow Facility to the Camellia Freight Terminal has been determined (Table 8).

Table 8 Preliminary List of Routes

Route Directions 1A From the Solvay Interox Banksmeadow Facility, enter McPherson Street, then turn right into Exell Street, left into Botany Road, right into Foreshore Road and right into General Holmes Drive. Follow General Holmes Drive into Joyce Drive, Qantas Drive, Airport Drive and Marsh Street. Turn left into West Botany Street and right into Wickham Street which becomes Forest Road. Follow Forest Road, then turn right into Stoney Creek Road, right into King Georges Road, left into Parramatta Road (Great Western Highway), right into James Ruse Drive, right into Grand Avenue and continue to Camellia Freight Terminal. 1B From the Solvay Interox Banksmeadow Facility, enter McPherson Street, then turn right into Exell Street, left into Botany Road, right into Foreshore Road, right into General Holmes Drive, right into Mill Pond Road, left into Botany Road, left into Gardeners Road, left into Kent Road, right into Ricketty Street which becomes Canal Road, left into Princes Highway, right into Railway Road, right into Gleeson Avenue, left into Railway Parade, right into Marrickville Road, right into Buckley Street, left into Sydenham Road and right into Livingstone Road which becomes Gordon Street and Railway Terrace. Follow Railway Terrace into Longport Street and Carlton Crescent and then turn left into Liverpool Road (Hume Highway), right into Centenary Drive and 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. 1D From the Solvay Interox Banksmeadow Facility, enter McPherson Street, then turn right into Exell Street, left into Botany Road, right into Foreshore Road and right into General Holmes Drive. Follow General Holmes Drive into Joyce Drive, Qantas Drive, Airport Drive and Marsh Street. Turn left into West Botany Street and right into Wickham Street which becomes Forest Road. Follow Forest Road, then turn right into Stoney Creek Road, right into King Georges Road, 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.

5A6 SECONDARY SCREENING

Secondary screening involves the assessment of the preliminary list of routes (Section 5A5) against road and traffic factors (Section 5A6.1), emergency response capability (Section 5A6.2), operational factors (Section 5A6.3) and risk (including environmental and landuse factors) (Section 5A6.4) (Figure 5-2). 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 5A7.

5A6.1 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.

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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 5A6.1.1. An assessment of remaining road and traffic factors (i.e. the availability of alternative emergency routes) is provided in Section 5A6.1.2.

5A6.1.1 Accident Statistics

Available accident statistics for Routes 1A, 1B and 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 Vehicle Annual Million Heavy Vehicle (km) Vehicles Heavy Vehicles Accidents km of Heavy Accidents/Annual (per day)1 due to Project2 (per year)3 Vehicle Travel Million km of Heavy Vehicle Travel 1A 36.7 1,573 – 8,551 0.01% – 0.03% 55.6 0.79 – 12.57 0.14 – 2.79 1B 35.9 1,014 – 8,551 0.01% – 0.04% 34.2 0.05 – 16.31 0 – 11.99 1D 36.5 1,573 – 8,551 0.01% – 0.03% 54.0 0.79 – 16.31 0.14 – 2.79 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 3 truck movements per week. 3 RTA (2005b) Excel database of traffic crash data for the Sydney region 200-2004. Provided by Robert Chadwick on 2 August 2005.

Accident statistics for Routes 1A, 1B and 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 0.04%) and would be unlikely to affect traffic flows or accident statistics. Routes 1A, 1B and 1D are therefore suitable for the transport of hazardous materials with respect to accident statistics. Accident statistics for Routes 1A, 1B and 1D are compared in Table 12, Section 5A6.4.4.

5A6.1.2 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, 1B and 1D.

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5A6.2 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 5A4.3.3). 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 5A4.3.3.

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

5A6.3 OPERATIONAL FACTORS

Operating costs and distribution logistics have been considered in the selection of the preferred transport route for Segment 1. Routes 1A, 1B and 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, the shortest route is the most preferable, in respect of operating costs. Route 1B is the shortest available route for Segment 1 and is therefore cost effective. However, Routes 1A, 1B and 1D are similar in length and operating costs would not differ considerably between routes. Therefore all routes are cost effective and equally suitable on the basis of operating costs.

5A6.4 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.

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5. Assessment of risk results. 5A6.4.1 Hazard Identification

5A6.4.1.1 Type of Hazardous Material

Hydrogen peroxide is classified under the ADG Code as Class 5.1 (oxidising substance) with Subsidiary Risk 8 (corrosive substance) and Packing Group II.

Hydrogen peroxide is a clear, colourless liquid with a sharp odour. It is a strong oxidising agent and is relatively stable in its pure form and at low pH. The vapour immediately above the liquid is irritating. Exposure to hydrogen peroxide via ingestion, eye or skin contact or inhalation results in relatively low toxic impact.

Hydrogen peroxide can react strongly with organic materials, reducing agents, some acids and alkalis, metals, flammable and combustible materials (including paper, cloth, leather etc). It is catalytically decomposed (into water and oxygen) by heavy metals and their salts, dust, oxidisable organic materials, enzymes and rust. Decomposition can also be initiated or accelerated by light, heat, high pH or various other impurities, and may be extremely violent.

Hydrogen peroxide is not combustible but will strongly support the combustion of other materials. Hydrogen peroxide is not toxic in itself, however can cause injury through its ability to form free, active oxygen. Irritation and burns to mucous membranes, skin, and eyes can occur.

Hydrogen peroxide has no potential for bio-accumulation as it degrades rapidly in air and water. However in sufficient quantities, it can be toxic to aquatic biota and plants.

5A6.4.1.2 Adjacent Landuse

Refer to Section 5A4.3.1 for a description of adjacent landuse for potential transport routes.

5A6.4.1.3 Transport Vehicle and Conditions of Transport

Hydrogen peroxide will be transported to the Project by single semi-trailer. It will be transported by bulk tanker (i.e. Isotainer) as a liquid at ambient temperature and pressure. Regulation of temperature and pressure are not required during the transport of this material.

5A6.4.1.4 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 8.

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Table 8 Heavy Vehicle Incidents – Initiating and Contributing Causes

Human Error Equipment Failures System or Procedural External Events Failures • driver impairment, e.g. • non-dedicated trailer • driver incentives to • vandalism/sabotage alcohol or drugs • leaking valve work longer hours • rain • • speeding • leaking fitting driver training • fog/visibility • • driver overtired • brake failure carrier selection • wind • • driver exceeding safe • relief device failure container specification • flood/washout working hours • • tyre failure route selection • fire at rest area/parking • en-route inspection • • soft shoulder emergency response areas • contamination training • • overpressure earthquake • overfilling • speed enforcement • • material defect existing accident • other vehicle’s driver • driver rest periods • • steering failure animals on road • taking tight turns/ramps • maintenance • sloshing too quickly (overturns) • inspection • high centre of gravity • unsecured loads • • time of the day corrosion restrictions • 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)

5A6.4.2 Consequence Analysis

An accident involving a heavy vehicle transporting hydrogen peroxide resulting in a release of the material is the hazardous incident relevant to the transport of hydrogen peroxide. The consequences of a release of hydrogen peroxide from this hazardous incident are largely dependent on what is contacted by the oxidising, corrosive liquid. The following consequences of this hazardous incident are relevant:

• direct exposure to liquid or vapour hydrogen peroxide for those at or near to an accident scene; • contamination of waterways (from a large liquid release) causing a minor lowering of pH resulting in a moderate impact on fish and other aquatic life; • burning of vegetation upon contact; and • fire.

Hydrogen peroxide does not bio-accumulate.

5A6.4.3 Estimation of the Likelihood of a Hazardous Incident

Accident data for heavy vehicles utilising Routes 1A, 1B and 1D are detailed in Section 5A6.1.1 and Table 9. Approximately 55.6, 34.2 and 54.0 accidents per year involving heavy vehicles occur for Routes 1A, 1B and 1D, respectively.

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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 hydrogen peroxide to the Project resulting in a release of the material must take into account the following:

• the number of vehicles transporting hydrogen peroxide 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 involving a vehicle transporting hydrogen peroxide to the Project resulting in a release of the material for Routes 1A, 1B and 1D is estimated to be 4x10-4/year (i.e. such an accident is estimated to occur on Routes 1A, 1B and 1D once every 2,500 years).

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

5A6.4.4 Risk Analysis and Assessment of Risk Results

Risk analysis took into account the preliminary screening findings as well as road and traffic factors (Section 5A6.1), emergency response capability (Section 5A6.2) and operational factors (Section 5A6.3). Table 11 provides a summary of all assessment factors utilised in the risk analysis for Routes 1A, 1B and 1D.

Table 11 Summary of Risk Analysis Assessment Factors

Assessment Factor Route 1A Route 1B Route 1D Schools 19 14 19 Number of School Students 9,679 6,075 9,679 Hospitals 0 0 0 Number of Hospital Beds 0 0 0 Aged Care Facilities 2 5 2 Churches 13 16 12 Items of Heritage or Cultural Significance 122 161 116 Other Landuse # # # Number of Park Reservations 17 26 20 Park Reservations – Approximate Total Road Frontage (m) 6,318 6,840 7,098 Waterways 32 27 33 Emergency Infrastructure Adequate Adequate Adequate RTA and Transporter Preferred Route RTA preferred Transporter - route preferred route Length (km) 36.7 35.9 36.5

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Table 11 (Continued) Summary of Risk Analysis Assessment Factors

Assessment Factor Route 1A Route 1B Route 1D No. of Heavy Vehicles (per day)1 1,573 – 8,551 1,014 – 8,551 1,573 – 8,551 % Increase of Heavy Vehicles due to Project2 0.01% – 0.03% 0.01% – 0.04% 0.01% – 0.03% Heavy Vehicle Accidents (per year)3 55.6 34.2 54.0 Annual Million km of Heavy Vehicle Travel 0.79 – 12.57 0.05 – 16.31 0.79 – 16.31 Heavy Vehicle Accidents/Annual Million km of Heavy Vehicle 0.14 – 2.79 0 – 11.99 0.14 – 2.79 Travel Availability of Alternative Emergency Routes Available Available Available Emergency Response Capability Adequate Adequate Adequate Operational Factors 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 3 truck movements per week. 3 RTA (2005b) Excel database of traffic crash data for the Sydney region 2000-2004. Provided by Robert Chadwick on 2 August 2005. # There is little difference in the type of landuse along each potential route, therefore this factor was not used to compare Routes 1A, 1B and 1D. Further information is provided in Section 5A4.3.1. 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; • 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.

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Table 12 Risk Analysis Findings

Assessment Factor Most Preferred Acceptable Least Preferred Excluded Route Route Route Route Schools 1B 1A, 1D - - Hospitals 1A, 1B, 1D - - - Aged Care Facilities 1A, 1D 1B - - Churches - 1A, 1B, 1D - - Items of Heritage or Cultural - 1A, 1D 1B - Significance Other Landuse # # # # Parks 1A, 1B, 1D - - Waterways 1B 1A, 1D - - Emergency Infrastructure 1A, 1B, 1D - - - RTA and Transporter Preferred Route 1A 1B 1D - Heavy Vehicle Accidents (per year)1 1B 1A, 1D - - Heavy Vehicle Accidents/Annual Million 1A, 1D 1B - - km of Heavy Vehicle Travel Availability of Alternative Emergency 1A, 1B, 1D - - - Routes Emergency Response Capability 1A, 1B, 1D - - - Operational Factors 1A, 1B, 1D - - - Comparative Assessment of all 1A, 1B 1D - - Factors 1 RTA (2005b) Excel database of traffic crash data for the Sydney region 2000-2004. Provided by Robert Chadwick on 2 August 2005. # There is little difference in the type of landuse along each potential route, therefore this factor was not used to compare Routes 1A, 1B and 1D. Further information is provided in Section 5A4.3.1. 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 up to approximately 0.04% (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, 1B and 1D. In addition, these results deem all three suitable 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, 1B and 1D are therefore equally suitable for the transport of hazardous materials from a comparative risk perspective.

HAL-02-07\1\21\00685439.DOC 5A-19 Hydrogen Peroxide Road Transport Route Evaluation – Segment 1

5A7 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 Botany Bay, City of Sydney, Ashfield, Burwood, Marrickville, Rockdale, Hurstville, Canterbury, Bankstown, Strathfield, Auburn and Parramatta 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, 1B and 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). These 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 1D are all suitable for the transport of hydrogen peroxide for Segment 1. Following consideration of the preliminary and secondary screening factors and consultation with Councils, the RTA and the transport provider, Route 1D has been identified as the preferred route for the transport of hydrogen peroxide from the Solvay Interox Banksmeadow Facility to the Camellia Freight Terminal.

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

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5A8 RISK MANAGEMENT MEASURES

The identification of risk management measures is the final step in the route evaluation process (Figure 5-2). 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 hydrogen peroxide 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. 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 hydrogen peroxide to the Project include:

• As hydrogen peroxide 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); - 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;

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- an emergency information holder must be securely placed on a road vehicle in accordance with Clause 11.2.4; - Table 12.1 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. • 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. • 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.

HAL-02-07\1\21\00685439.DOC 5A-22 Hydrogen Peroxide Road Transport Route Evaluation – Segment 1

5A9 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 Road Transport Commission (1998) Australian Code for the Transport of Dangerous Goods by Road and Rail (ADG Code), Sixth Edition. Prepared by the National Road Transport Commission in conjunction with the Advisory Committee on the Transport of Dangerous Goods and the Federal Office of Road Safety.

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

Roads and Traffic Authority (RTA) (2005a) Responsibilities. Available at http://rta.nsw.gov.au. Date retrieved: 25 November 2005.

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

HAL-02-07\1\21\00685439.DOC 5A-23 Hydrogen Peroxide Road Transport Route Evaluation – Segment 2

COWAL GOLD PROJECT TRANSPORT OF HAZARDOUS MATERIALS STUDY

ATTACHMENT 5B

HYDROGEN PEROXIDE ROAD TRANSPORT ROUTE EVALUATION

SEGMENT 2 DUBBO RAILWAY STATION TO PATRICK LOGISTICS STORAGE FACILITY (DUBBO)

JANUARY 2006 Project No. HAL-02-07\1\21 Document No. ATTACHMENT 5B-I Hydrogen Peroxide Road Transport Route Evaluation – Segment 2

TABLE OF CONTENTS

Section Page

5B1 INTRODUCTION 5B-1

5B2 DEFINITION OF THE TRANSPORT AREA 5B-1

5B3 IDENTIFICATION OF HAZARDOUS MATERIAL, SOURCE AND DESTINATION 5B-1 5B3.1 IDENTIFICATION OF HAZARDOUS MATERIAL 5B-1 5B3.2 SOURCE AND DESTINATION 5B-2 5B4 PRELIMINARY SCREENING 5B-2 5B4.1 IDENTIFICATION OF AVAILABLE ROADS FOR HEAVY VEHICLES 5B-2 5B4.1.1 Road Hierarchy 5B-2 5B4.1.2 Identification of Truck Routes 5B-3 5B4.1.3 Potential Available Routes for Heavy Vehicles and Selection of Potential Routes 5B-4 5B4.2 MANDATORY CONSIDERATIONS 5B-4 5B4.2.1 Physical Considerations 5B-4 5B4.2.2 Laws and Regulations 5B-5 5B4.3 SUBJECTIVE FACTORS 5B-6 5B4.3.1 Landuse 5B-6 5B4.3.2 Proximity of Sensitive Ecosystems and Natural Landscapes 5B-7 5B4.3.3 Emergency and Evacuation Planning and Infrastructure 5B-8 5B4.3.4 RTA and Transporter Preferred Transport Routes 5B-9 5B4.4 PRELIMINARY SCREENING FINDINGS 5B-9 5B5 PRELIMINARY LIST OF ROUTES 5B-11

5B6 SECONDARY SCREENING 5B-12 5B6.1 ROAD AND TRAFFIC FACTORS 5B-12 5B6.1.1 Accident Statistics 5B-12 5B6.1.2 Availability of Alternative Emergency Routes 5B-13 5B6.2 EMERGENCY RESPONSE CAPABILITY 5B-13 5B6.3 OPERATIONAL FACTORS 5B-13 5B6.4 RISK ASSESSMENT 5B-13 5B6.4.1 Hazard Identification 5B-14 5B6.4.2 Consequence Analysis 5B-15 5B6.4.3 Estimation of the Likelihood of a Hazardous Incident 5B-15 5B6.4.4 Risk Analysis and Assessment of Risk Results 5B-16 5B7 SELECTION OF ROUTES 5B-19

5B8 RISK MANAGEMENT MEASURES 5B-20

5B9 REFERENCES 5B-22

HAL-02-07\1\21\00685441.DOC 5B-i Hydrogen Peroxide Road Transport Route Evaluation – Segment 2

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

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5B1 INTRODUCTION

The Cowal Gold Project (the Project) is located approximately 38 kilometres (km) north-east of West Wyalong, New South Wales (NSW) (Figure 5-1). The Project is owned by Barrick Australia Ltd (Barrick).

As described in Section 1.2 of the Transport of Hazardous Materials Study (THMS), route evaluation is required for the road transport of hydrogen peroxide to the Project. Road transport of hydrogen peroxide within NSW begins at Banksmeadow, Sydney. Following transfer by road from Banksmeadow to the Camellia Freight Terminal, hydrogen peroxide will be transported by rail to Dubbo where it will resume transport by road to the Project.

The road transport route for hydrogen peroxide 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 hydrogen peroxide from the Dubbo Railway Station to the Patrick Logistics Storage Facility (Dubbo). This part of the overall hydrogen peroxide road transport route is referred to as Segment 2. Route evaluations for Segments 1, 3, 4 and 5 are attached to the THMS as Attachments 1A, 1C, 1D and 1E, respectively.

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 5-2 shows the assessment process flowsheet for this route evaluation.

5B2 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 2 is defined as the area between the Dubbo Railway Station (Talbragar Street, Dubbo) and the Patrick Logistics Storage Facility (Lot 5, Boothenba Road, Dubbo) (Figure 5-4).

The transport area is wholly situated within Dubbo, located in the Dubbo Local Government Area (LGA). Dubbo LGA is part of the North Western Statistical Division.

5B3 IDENTIFICATION OF HAZARDOUS MATERIAL, SOURCE AND DESTINATION

5B3.1 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 1998 [ADG Code] [National Road Transport Commission, 1998]), the type of container and the movement quantity and frequency. The assessment identified hydrogen peroxide 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).

HAL-02-07\1\21\00685441.DOC 5B-1 Hydrogen Peroxide Road Transport Route Evaluation – Segment 2

Hydrogen peroxide is classified as Class 5.1 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.

5B3.2 SOURCE AND DESTINATION

The source and destination of hydrogen peroxide for Segment 2 are outlined in Table 1 and shown on Figure 5-4.

Table 1 Hazardous Material Source and Destination

Source: Destination: Dubbo Railway Station Patrick Logistics Storage Facility Location Town/City LGA Location Town/City LGA Talbragar Street Dubbo Dubbo Lot 5, Boothenba Dubbo Dubbo Road

Details of the transport of hydrogen peroxide from the Dubbo Railway Station to the Patrick Logistics Storage Facility are provided in Table 2.

Table 2 Transport Details

Hazardous Delivery Maximum Volume per Maximum Frequency Transported Packaging Material Vehicle Delivery of Deliveries State Hydrogen Single semi- 25.4 t 3 per week Liquid Bulk tanker Peroxide trailer (i.e. Isotainer)

5B4 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 5B5 provides the results of this analysis as a preliminary list of routes. Further screening of this preliminary list is provided in Section 5B6.

5B4.1 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 5B4.1.1); and • the identification of routes suitable in general for the movement of trucks (Section 5B4.1.2).

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 5B4.1.3.

5B4.1.1 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.

HAL-02-07\1\21\00685441.DOC 5B-2 Hydrogen Peroxide Road Transport Route Evaluation – Segment 2

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 Newell Highway is the only national highway that passes through Dubbo and the transport area. The RTA prefers heavy vehicles to utilise national highways and state roads wherever possible (RTA, pers. comm., 4 May 2005). Therefore, the Newell Highway would be used for heavy vehicles within the transport area where possible.

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.).

State roads within Dubbo include the Mitchell Highway and the Golden Highway. The Mitchell Highway does not pass through the transport area. The RTA prefers heavy vehicles to utilise national highways and state roads (over regional and loca roads) wherever possible (RTA, pers. comm., 4 May 2005). Accordingly, the Golden Highway would also 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).

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).

5B4.1.2 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 5B4.1.1. 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 and Dubbo City Council were 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.

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The RTA has published a map showing B-Double and road train routes throughout NSW (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 hydrogen peroxide. Designated B-Double and road train routes were used wherever possible when identifying truck routes within the transport area. Dubbo City Council has also determined a truck route network and identified roads within Dubbo suitable for use by B-Doubles and road trains (Dubbo City Council, 2004). These roads were also used where 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., 25 July 2005; Dubbo City Council, pers. comm., 29 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.

5B4.1.3 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 2A to 2C have been identified as potential available routes for heavy vehicles for Segment 2. Routes 2A to 2C are set out in table 3 and shown on Figure 5-4. Routes 2A to 2C were then tested against mandatory and subjective factors. The assessment is set out below in Sections 5B4.2 and 5B4.3.

Table 3 Truck 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. 2C On exiting Dubbo Railway Station turn left into Talbragar Street, left into Fitzroy Street, right into Cobborah Road (Golden Highway), left into Yarrandale Road, left into Boothenba Road and right into the Patrick Logistics Storage Facility.

5B4.2 MANDATORY CONSIDERATIONS

5B4.2.1 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 and Dubbo City Council 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 hydrogen peroxide. No further assessment of physical capability has been undertaken for these roads.

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All potential routes utilise two roads not designated as B-Double or road train routes (i.e. Talbragar and Fitzroy Streets). These roads are physically capable of accommodating single semi-trailers (Dubbo City Council, pers. comm., 19 September 2005).

Route 2B utilises a segment of Boothenba Road not designated as a B-Double or road train route. This section of Boothenba Road is physically capable of accommodating single semi-trailers (RTA, pers. comm., 23 August, 2005; Dubbo City Council, pers. comm., 19 September 2005).

Therefore, physical considerations do not preclude any of the potential transport routes.

5B4.2.2 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) (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 2 does not involve the road transport of hydrogen peroxide 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.

HAL-02-07\1\21\00685441.DOC 5B-5 Hydrogen Peroxide Road Transport Route Evaluation – Segment 2

Potential transport routes utilise local and state roads as well as a national highway (RTA, 2004b), therefore the local transport authorities are the RTA and Dubbo 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. Dubbo City Council does not prohibit the transport of hazardous materials on any roads for which it is accountable (Dubbo City Council, pers. comm., 1 September 2005).

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

5B4.3 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 5B4.3.1) and sensitive ecosystems and natural landscapes (such as park reservations and wetlands) (Section 5B4.3.2) (DUAP, 1995a). Emergency and evacuation planning and infrastructure are also usually included in the assessment of subjective factors (Section 5B4.3.3) (DUAP, 1995a).

5B4.3.1 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 2A to 2C.

Table 4 Sensitive Landuses

Route Schools Hospitals Aged Care Churches Items of Facilities Heritage or Number of Number of Number of Number of Cultural Schools Students Hospitals Beds Significance 2A 0 0 0 0 0 1 2 2B 0 0 0 0 0 1 2 2C 1 768 2 256 1 0 1

Schools

Vehicles travelling along Route 2C would pass Dubbo College Senior Campus (Yarrandale Road).

Hospitals/Aged Care Facilities

There are no hospitals or aged care facilities along Routes 2A and 2B. The following hospitals and aged care facilities are located on Cobborah Road (Golden Highway) and would be passed by heavy vehicles using Route 2C:

• Lourdes Hospital; • The Dubbo Base Hospital; and • Lourdes Aged Care Assessment Service.

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The Lourdes and Dubbo Base Hospitals have a combined total of 256 beds.

Churches

One church is located along Routes 2A and 2B (Bourke Street).

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 Dubbo Railway Station is listed on the State Heritage Inventory (NSW Heritage Office, 2005). This is the origin of Segment 2 and therefore would be passed by heavy vehicles using Routes 2A to 2C. Tantallon house is also listed on the State Heritage Inventory and is located on Routes 2A and 2B.

Other Landuses

Other landuses may include residential, commercial or industrial areas and areas of open space. Routes 2A to 2C pass through residential, commercial and industrial areas and areas of open space.

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.

5B4.3.2 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 2A to 2C are identified in Table 5 and described in the following sections.

Table 5 Sensitive Ecosystems and Natural Landscapes

Route Park Reservations Waterways Number Approximate Total Road Frontage (m) 2A 2 275 4 2B 2 275 3 2C 3 900 1

Park Reservations

Vehicles travelling on all potential routes would pass within approximately 100 m of Victoria Park and an unnamed reserve at the corner of Fitzroy and Erskine Streets. Vehicles travelling on Route 2C would also pass Theresa Maliphant Park.

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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 2A, 2B and 2C is, 275 m, 275 m and 900 m, respectively.

Waterways

Vehicles travelling on Routes 2A and 2B would cross or come within approximately 100 m of the Macquarie River, a tributary of the Macquarie River and Troy Creek. Route 2A would also pass an unnamed perennial lake or water course on Purvis Lane. Route 2C would only cross Troy Creek.

5B4.3.3 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.

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.

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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.

5B4.3.4 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 Dubbo Railway Station to the Patrick Logistics Storage Facility. Route 2A is the route preferred by the RTA for the transport of hazardous materials from the Dubbo Railway Station to the Patrick Logistics Storage Facility (RTA, pers. comm., 15 June 2005).

The transport provider was contacted to determine their preferred route for the transport of hazardous materials from the Dubbo Railway Station to the Patrick Logistics Storage Facility. Route 2C is the route preferred by the transporter for the transport of hazardous materials for Segment 2 (Patrick Logistics, pers. comm., 9 June 2005).

5B4.4 PRELIMINARY SCREENING FINDINGS

Preliminary screening took into account available roads for heavy vehicles and mandatory and subjective factors (Sections 5B4.1, 5B4.2 and 5B4.3). Following a review of the road hierarchy and the identification of truck routes within the transport area, Routes 2A to 2C have been identified as potential available routes for heavy vehicles for Segment 2. Mandatory factors did not preclude these routes from the route evaluation.

Table 6 provides a summary of subjective factors outlined in Section 5B4.3 for Routes 2A to 2C.

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Table 6 Summary of Subjective Factors

Assessment Factor Route 2A Route 2B Route 2C Schools 0 0 1 Number of School Students 0 0 768 Hospitals 0 0 2 Number of Hospital Beds 0 0 256 Aged Care Facilities 0 0 1 Churches 1 1 0 Items of Heritage or Cultural Significance 2 2 1 Other Landuse # # # Number of Park Reservations 2 2 3 Park Reservations – Approximate Total Road Frontage (m) 275 275 900 Waterways 4 3 1 Emergency Infrastructure Adequate Adequate Adequate RTA and Transporter Preferred Route RTA preferred - Transporter route preferred route # There is little difference in the type of land use along each potential route, therefore this factor was not used to compare Routes 2A to 2C. Further information is provided in Section 5B4.3.1. RTA Roads and Traffic Authority

Table 6 indicates that Routes 2A to 2C 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 5B4.3. 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

Assessment Factor Most Preferred Acceptable Route Least Preferred Excluded Route Route Route Schools 2A, 2B - 2C - Hospitals 2A, 2B - 2C - Aged Care Facilities 2A, 2B 2C - - Churches 2C 2A, 2B - - Items of Heritage or Cultural 2C 2A, 2B - - Significance Other Landuse # # # # Park Reservations - 2A, 2B 2C - Waterways 2C 2A, 2B - - Emergency Infrastructure 2A, 2B, 2C - - - RTA and Transporter 2A 2C - - Preferred Route Comparative Assessment 2A 2B 2C - of all Factors # There is little difference in the type of land use along each potential route, therefore this factor was not used to compare Routes 2A to 2C. Further information is provided in Section 5B4.3.1. RTA Roads and Traffic Authority

Tables 6 and 7 indicate that Route 2A is the initial preferred route for Segment 2 following preliminary screening. This route is the preferred route for five of the subjective factors presented in Table 7 and therefore would have the least potential adverse effect in the event of a release of hydrogen peroxide. The preliminary screening has identified Route 2B as an acceptable route and worthy of further assessment.

Route 2C is the least preferred route for Segment 2 following preliminary screening (Table 7). This route is the least preferred route for three of the subjective factors presented in Table 7 and therefore would have the greatest potential adverse effects on subjective factors. Based on the above, Route 2C has been excluded for the remainder of the Segment 2 route evaluation.

5B5 PRELIMINARY LIST OF ROUTES

On the basis of the preliminary screening analysis in Section 5B4, the following preliminary list of routes from the Dubbo Railway Station to the Patrick Logistics Storage Facility has been determined (Table 8).

Table 8 Preliminary List of 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.

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5B6 SECONDARY SCREENING

Secondary screening involves the assessment of the preliminary list of routes (Section 5B5) against road and traffic factors (Section 5B6.1), emergency response capability (Section 5B6.2), operational factors (Section 5B6.3) and risk (including environmental and landuse factors) (Section 5B6.4) (Figure 5-2). The potential routes have been assessed against each secondary screening factor to confirm 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 5B7.

5B6.1 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 5B6.1.1. An assessment of remaining road and traffic factors (i.e. the availability of alternative emergency routes) is provided in Section 5B6.1.2.

5B6.1.1 Accident Statistics

Available accident statistics for Routes 2A and 2B 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 Vehicle Annual Million Heavy Vehicle (km) Vehicles Heavy Vehicles Accidents km of Heavy Accidents/Annual (per day)1 due to Project2 (per year)3 Vehicle Travel Million km of Heavy Vehicle Travel 2A 7.2 1,167 – 2,265 0. 02% – 0.04% 3.0 0.37 – 1.14 0.00 – 1.75 2B 5.5 2,334 – 3,311 0.01% – 0.02% 2.8 0.54 – 2.29 0.00 – 0.87 1 RTA (2003b) Traffic Volume Data for the Western Region 2002. Prepared by the RTA Traffic and Transport Directorate. 2 Assumes 3 truck movements per week. 3 RTA (2005) Excel database of traffic crash data for the Western Region 2000 - 2004. Provided by Neil Peden on 25 July 2005.

Accident statistics for Routes 2A and 2B 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 0.04%) and would be unlikely to affect traffic flows or accident statistics. Routes 2A and 2B are therefore suitable for the transport of hazardous materials with respect to accident statistics. Accident statistics for Routes 2A and 2B are compared in Table 12, Section 5B6.4.4.

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5B6.1.2 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 2A and 2B.

5B6.2 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 5B4.3.3). Further information on the management of emergencies in NSW and an evaluation of the ease of access to a potential accident for Segment 2 are provided in Section 5B4.3.3.

Following a review of emergency management in NSW, emergency response capability is considered to be adequate for Routes 2A and 2B. These routes are therefore equally suitable for the transport of hazardous materials with respect to emergency response capability.

5B6.3 OPERATIONAL FACTORS

Operating costs and distribution logistics have been considered in the selection of the preferred transport route for Segment 2. Routes 2A and 2B are both 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, the shortest route is the most preferable in respect of operating costs. Route 2B is the shortest available route for Segment 2 and is therefore cost effective. However, both routes are relatively short (less than 10 km) and operating costs would not differ considerably between routes. Therefore both routes are cost effective and equally suitable on the basis of operating costs.

5B6.4 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 2 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.

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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.

5B6.4.1 Hazard Identification

5B6.4.1.1 Type of Hazardous Material

Hydrogen peroxide is classified under the ADG Code as Class 5.1 (oxidising substance) with Subsidiary Risk 8 (corrosive substance) and Packing Group II.

Hydrogen peroxide is a clear, colourless liquid with a sharp odour. It is a strong oxidising agent and is relatively stable in its pure form and at low pH. The vapour immediately above the liquid is irritating. Exposure to hydrogen peroxide via ingestion, eye or skin contact or inhalation results in relatively low toxic impact.

Hydrogen peroxide can react strongly with organic materials, reducing agents, some acids and alkalis, metals, flammable and combustible materials (including paper, cloth, leather etc). It is catalytically decomposed (into water and oxygen) by heavy metals and their salts, dust, oxidisable organic materials, enzymes and rust. Decomposition can also be initiated or accelerated by light, heat, high pH or various other impurities, and may be extremely violent.

Hydrogen peroxide is not combustible but will strongly support the combustion of other materials. Hydrogen peroxide is not toxic in itself, however can cause injury through its ability to form free, active oxygen. Irritation and burns to mucous membranes, skin, and eyes can occur.

Hydrogen peroxide has no potential for bio-accumulation as it degrades rapidly in air and water. However in sufficient quantities, it can be toxic to aquatic biota and plants.

5B6.4.1.2 Adjacent Landuse

Refer to Section 5B4.3.1 for a description of adjacent landuse for potential transport routes.

5B6.4.1.3 Transport Vehicle and Conditions of Transport

Hydrogen peroxide will be transported to the Project by single semi-trailer. It will be transported by bulk tanker (i.e. Isotainer) as a liquid at ambient temperature and pressure. Regulation of temperature and pressure are not required during the transport of this material.

5B6.4.1.4 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

Human Error Equipment Failures System or Procedural External Events Failures • driver impairment, e.g. • non-dedicated trailer • driver incentives to • vandalism/sabotage alcohol or drugs • leaking valve work longer hours • rain • • speeding • leaking fitting driver training • fog/visibility • • driver overtired • brake failure carrier selection • wind • • driver exceeding safe • relief device failure container specification • flood/washout working hours • • tyre failure route selection • fire at rest area/parking • en-route inspection • • soft shoulder emergency response areas • contamination training • • overpressure earthquake • overfilling • speed enforcement • • material defect existing accident • other vehicle’s driver • driver rest periods • • steering failure animals on road • taking tight turns/ramps • maintenance • sloshing too quickly (overturns) • inspection • high centre of gravity • unsecured loads • • time of the day corrosion restrictions • 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)

5B6.4.2 Consequence Analysis

An accident involving a heavy vehicle transporting hydrogen peroxide resulting in a release of the material is the hazardous incident relevant to the transport of hydrogen peroxide. The consequences of a release of hydrogen peroxide from this hazardous incident are largely dependent on what is contacted by the oxidising, corrosive liquid. The following consequences of this hazardous incident are relevant:

• direct exposure to liquid or vapour hydrogen peroxide for those at or near to an accident scene; • contamination of waterways (from a large liquid release) causing a minor lowering of pH resulting in a moderate impact on fish and other aquatic life; • burning of vegetation upon contact; and • fire.

Hydrogen peroxide does not bio-accumulate.

5B6.4.3 Estimation of the Likelihood of a Hazardous Incident

Accident data for heavy vehicles utilising Routes 2A and 2B are detailed in Section 5B6.1.1 and Table 9. Approximately 3 accidents per year involving heavy vehicles occur for Route 2A and 2.8 accidents per year involving heavy vehicles occur for Route 2B.

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.

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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 hydrogen peroxide to the Project resulting in a release of the material must take into account the following:

• the number of vehicles transporting hydrogen peroxide 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 hydrogen peroxide to the Project resulting in a release of the material for Routes 2A and 2B is estimated to be 7x10-5/year and 4x10-5/year, respectively (i.e. such an accident is estimated to occur on Route 2A once every 14,300 years and on Route 2B once every 25,000 years).

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

5B6.4.4 Risk Analysis and Assessment of Risk Results

Risk analysis took into account the preliminary screening findings as well as road and traffic factors (Section 5B6.1), emergency response capability (Section 5B6.2) and operational factors (Section 5B6.3). Table 11 provides a summary of all assessment factors utilised in the risk analysis for Routes 2A and 2B.

Table 11 Summary of Risk Analysis Assessment Factors

Assessment Factor Route 2A Route 2B Schools 0 0 Number of School Students 0 0 Hospitals 0 0 Number of Hospital Beds 0 0 Aged Care Facilities 0 0 Churches 1 1 Items of Heritage or Cultural Significance 2 2 Other Landuse # # Number of Park Reservations 2 2 Park Reservations – Approximate Total Road Frontage (m) 275 275 Waterways 4 3 Emergency Infrastructure Adequate Adequate RTA and Transporter Preferred Route RTA preferred route - Length (km) 7.2 5.5

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Table 11 (Continued) Summary of Risk Analysis Assessment Factors

Assessment Factor Route 2A Route 2B No. of Heavy Vehicles (per day)1 1,167 – 2,265 2,334 – 3,311 % Increase of Heavy Vehicles due to Project2 0.02% – 0.04% 0.01% – 0.02% Heavy Vehicle Accidents (per year)3 3.0 2.8 Annual Million km of Heavy Vehicle Travel 0.37 – 1.14 0.54 – 2.29 Heavy Vehicle Accidents/Annual Million km of Heavy Vehicle Travel 0.00 – 1.75 0.00 – 0.87 Availability of Alternative Emergency Routes Available Available Emergency Response Capability Adequate Adequate Operational Factors Cost effective Cost effective 1 RTA (2003b) Traffic Volume Data for the Western Region 2002. Prepared by the RTA Traffic and Transport Directorate. 2 Assumes 3 truck movements per week. 3 RTA (2005) Excel database of traffic crash data for the Western Region 2000 - 2004. Provided by Neil Peden on 25 July 2005. # There is little difference in the type of land use along each potential route, therefore this factor was not used to compare Routes 2A and 2B. Further information is provided in Section 5B4.3.1. 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; • 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.

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Table 12 Risk Analysis Findings

Assessment Factor Most Preferred Acceptable Least Preferred Excluded Route Route Route Route Schools 2A, 2B - - - Hospitals 2A, 2B - - - Aged Care Facilities 2A, 2B - - - Churches - 2A, 2B - - Items of Heritage or Cultural - 2A, 2B - - Significance Other Landuse # # # # Park Reservations - 2A, 2B - - Waterways - 2A, 2B - - Emergency Infrastructure 2A, 2B - - - RTA and Transporter Preferred Route 2A 2B - - Heavy Vehicle Accidents (per year)1 - 2A, 2B - - Heavy Vehicle Accidents/Annual Million - 2A, 2B - - km of Heavy Vehicle Travel Availability of Alternative Emergency 2A, 2B - - - Routes Emergency Response Capability 2A, 2B - - - Operational Factors 2A, 2B - - - Comparative Assessment of all 2A 2B - - Factors 1 RTA (2005) Excel database of traffic crash data for the Western Region 2000 - 2004. Provided by Neil Peden on 25 July 2005. # There is little difference in the type of land use along each potential route, therefore this factor was not used to compare Routes 2A and 2B. Further information is provided in Section 5B4.3.1. 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 up to approximately 0.04% (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 2A and 2B. In addition, these results deem both 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. These routes are therefore equally suitable for the transport of hazardous materials from a comparative risk perspective.

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5B7 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 2 is wholly situated within the Dubbo LGA and the Dubbo City Council was 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 with the RTA, Council 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 Council 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 2A and 2B 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 (Dubbo City Council, pers. comm., 6 June 2005) 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 hydrogen peroxide from the Dubbo Railway Station to the Patrick Logistics Storage Facility.

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

HAL-02-07\1\21\00685441.DOC 5B-19 Hydrogen Peroxide Road Transport Route Evaluation – Segment 2

5B8 RISK MANAGEMENT MEASURES

The identification of risk management measures is the final step in the route evaluation process (Figure 5-2). 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 hydrogen peroxide 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. 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 hydrogen peroxide to the Project include:

• As hydrogen peroxide 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); - 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;

HAL-02-07\1\21\00685441.DOC 5B-20 Hydrogen Peroxide Road Transport Route Evaluation – Segment 2

- an emergency information holder must be securely placed on a road vehicle in accordance with Clause 11.2.4; - Table 12.1 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. • 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. • 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.

HAL-02-07\1\21\00685441.DOC 5B-21 Hydrogen Peroxide Road Transport Route Evaluation – Segment 2

5B9 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 (DUAPa) (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).

Dubbo City Council (2004) Approved Road Train and B-Double Routes in Dubbo City Council. Dubbo City Council Technical Services Division.

National Road Transport Commission (1998) Australian Code for the Transport of Dangerous Goods by Road and Rail (ADG Code), Sixth Edition. Prepared by the National Road Transport Commission in conjunction with the Advisory Committee on the Transport of Dangerous Goods and the Federal Office of Road Safety.

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) Road Train and B-Double Routes in NSW and ACT. 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 Western 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 Transport 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 Western Region 2000 - 2004. Provided by Neil Peden on 25 July 2005.

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

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

HAL-02-07\1\21\00685441.DOC 5B-22 Hydrogen Peroxide Road Transport Route Evaluation – Segment 3

COWAL GOLD PROJECT TRANSPORT OF HAZARDOUS MATERIALS STUDY

ATTACHMENT 5C

HYDROGEN PEROXIDE ROAD TRANSPORT ROUTE EVALUATION

SEGMENT 3 PATRICK LOGISTICS STORAGE FACILITY TO NEWELL HIGHWAY (DUBBO)

JANUARY 2006 Project No. HAL-02-07\1\21 Document No. ATTACHMENT 5C-I ID: 685442 Hydrogen Peroxide Road Transport Route Evaluation – Segment 3

TABLE OF CONTENTS

Section Page

5C1 INTRODUCTION 5C-1

5C2 DEFINITION OF THE TRANSPORT AREA 5C-1

5C3 IDENTIFICATION OF HAZARDOUS MATERIAL, SOURCE AND DESTINATION 5C-1 5C3.1 IDENTIFICATION OF HAZARDOUS MATERIAL 5C-1 5C3.2 SOURCE AND DESTINATION 5C-2 5C4 PRELIMINARY SCREENING 5C-2 5C4.1 IDENTIFICATION OF AVAILABLE ROADS FOR HEAVY VEHICLES 5C-2 5C4.1.1 Road Hierarchy 5C-2 5C4.1.2 Identification of Truck Routes 5C-3 5C4.1.3 Potential Available Routes for Heavy Vehicles and Selection of Potential Routes 5C-4 5C4.2 MANDATORY CONSIDERATIONS 5C-4 5C4.2.1 Physical Considerations 5C-4 5C4.2.2 Laws and Regulations 5C-5 5C4.3 SUBJECTIVE FACTORS 5C-6 5C4.3.1 Landuse 5C-6 5C4.3.2 Proximity of Sensitive Ecosystems and Natural Landscapes 5C-6 5C4.3.3 Emergency and Evacuation Planning and Infrastructure 5C-7 5C4.3.4 RTA and Transporter Preferred Transport Routes 5C-8 5C4.4 PRELIMINARY SCREENING FINDINGS 5C-8 5C5 PRELIMINARY LIST OF ROUTES 5C-9

5C6 SECONDARY SCREENING 5C-10 5C6.1 ROAD AND TRAFFIC FACTORS 5C-10 5C6.1.1 Accident Statistics 5C-10 5C6.1.2 Availability of Alternative Emergency Routes 5C-10 5C6.2 EMERGENCY RESPONSE CAPABILITY 5C-11 5C6.3 OPERATIONAL FACTORS 5C-11 5C6.4 RISK ASSESSMENT 5C-11 5C6.4.1 Hazard Identification 5C-12 5C6.4.2 Consequence Analysis 5C-13 5C6.4.3 Estimation of the Likelihood of a Hazardous Incident 5C-13 5C6.4.4 Risk Analysis and Assessment of Risk Results 5C-14 5C7 SELECTION OF ROUTES 5C-17

5C8 RISK MANAGEMENT MEASURES 5C-18

5C9 REFERENCES 5C-20

HAL-02-07\1\21\00685442.DOC 5C-i Hydrogen Peroxide Road Transport Route Evaluation – Segment 3

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 Ecosystems and Natural Landscapes Table 5 Summary of Subjective Factors Table 6 Preliminary Screening Findings Table 7 Preliminary List of Routes Table 8 Heavy Vehicle Incidents – Initiating and Contributing Causes Table 9 Summary of Risk Analysis Assessment Factors Table 10 Risk Analysis Findings

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5C1 INTRODUCTION

The Cowal Gold Project (the Project) is located approximately 38 kilometres (km) north-east of West Wyalong, New South Wales (NSW) (Figure 5-1). The Project is owned by Barrick Australia Ltd (Barrick).

As described in Section 1.2 of the Transport of Hazardous Materials Study (THMS), route evaluation is required for the road transport of hydrogen peroxide to the Project. Road transport of hydrogen peroxide within NSW begins at Banksmeadow, Sydney. Following transfer by road from Banksmeadow to the Camellia Freight Terminal, hydrogen peroxide will be transported by rail to Dubbo where it will resume transport by road to the Project.

The road transport route for hydrogen peroxide 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 hydrogen peroxide from the Patrick Logistics Storage Facility to the Newell Highway (Dubbo). This part of the overall hydrogen peroxide road transport route is referred to as Segment 3. Route evaluations for Segments 1, 2, 4 and 5 are attached to the THMS as Attachments 1A, 1B, 1D and 1E, respectively.

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 5-2 shows the assessment process flowsheet for this route evaluation.

5C2 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 3 is defined as the area between the Patrick Logistics Storage Facility (Lot 5 Boothenba Road, Dubbo) and the Newell Highway (Dubbo) (Figure 5-5).

The transport area is wholly situated within Dubbo, located in the Dubbo Local Government Area (LGA). Dubbo LGA is part of the North Western Statistical Division.

5C3 IDENTIFICATION OF HAZARDOUS MATERIAL, SOURCE AND DESTINATION

5C3.1 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 1998 [ADG Code] [National Road Transport Commission, 1998]), the type of container and the movement quantity and frequency. The assessment identified hydrogen peroxide 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).

HAL-02-07\1\21\00685442.DOC 5C-1 Hydrogen Peroxide Road Transport Route Evaluation – Segment 3

Hydrogen peroxide is classified as Class 5.1 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.

5C3.2 SOURCE AND DESTINATION

The source and destination of hydrogen peroxide for Segment 3 are outlined in Table 1 and shown on Figure 5-5.

Table 1 Hazardous Material Source and Destination

Source: Destination: Patrick Logistics Storage Facility Newell Highway (Dubbo) Location Town/City LGA Location Town/City LGA Lot 5 Boothenba Dubbo Dubbo Newell Highway Dubbo Dubbo Road

Details of the transport of hydrogen peroxide from the Patrick Logistics Storage Facility to the Newell Highway (Dubbo) are provided in Table 2.

Table 2 Transport Details

Hazardous Delivery Maximum Volume per Maximum Frequency Transported Packaging Material Vehicle Delivery of Deliveries State Hydrogen Single semi- 25.4 t 3 per week Liquid Bulk tanker Peroxide trailer (i.e. Isotainer)

5C4 PRELIMINARY SCREENING

The following subsections identify available roads for heavy vehicles in the transport area and examine mandatory and subjective factors to be considered for potential transport routes. Section 5C5 provides the results of this analysis as a preliminary list of routes. Further screening of this preliminary list is provided in Section 5C6.

5C4.1 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 5C4.1.1); and • the identification of routes suitable in general for the movement of trucks (Section 5C4.1.2).

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 5C4.1.3.

5C4.1.1 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.

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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 no state roads within the transport area.

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).

There are no regional roads within the transport area.

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).

5C4.1.2 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 5C4.1.1. 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 and Dubbo City Council were 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, 2003). 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.

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The RTA has published a map showing B-Double and road train routes throughout NSW (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 hydrogen peroxide. Designated B-Double and road train routes were used wherever possible when identifying truck routes within the transport area. Dubbo City Council has also determined a truck route network and identified roads within Dubbo suitable for use by B-Doubles and road trains (Dubbo City Council, 2004). These roads were also used where 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., 25 July 2005; Dubbo City Council, pers. comm., 29 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.

5C4.1.3 Potential Available Routes for Heavy Vehicles and Selection of Potential Routes

Following a review of the road hierarchy and the identification of truck routes within the transport area, Routes 3A and 3B have been identified as potential available routes for heavy vehicles for Segment 3. Routes 3A and 3B are set out in Table 3 and shown on Figure 5-5. Routes 3A and 3B were then tested against mandatory and subjective factors. The assessment is set out below in Sections 5C4.2 and 5C4.3.

Table 3 Truck 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.

5C4.2 MANDATORY CONSIDERATIONS

5C4.2.1 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 and Dubbo City Council 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 hydrogen peroxide. No further assessment of physical capability has been undertaken for these roads.

Route 3A only utilises designated road train routes (RTA, 2001; Dubbo Shire Council, 2004). Route 3B utilises a segment of Boothenba Road not designated as a B-Double or road train route. This section of Boothenba Road is physically capable of accommodating single semi-trailers (RTA, pers. comm., 23 August, 2005; Dubbo City Council, pers. comm., 19 September 2005). Therefore, physical considerations do not preclude either of the potential transport routes.

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5C4.2.2 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) (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 3 does not involve the road transport of hydrogen peroxide 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.

Potential transport routes utilise local roads and therefore the local transport authority is the Dubbo City Council. Dubbo City Council does not prohibit the transport of hazardous materials on any roads for which it is accountable (Dubbo City Council, pers. comm., 1 September 2005).

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

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5C4.3 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 5C4.3.1) and sensitive ecosystems and natural landscapes (such as park reservations and wetlands) (Section 5C4.3.2) (DUAP, 1995a). Emergency and evacuation planning and infrastructure is also usually included in the assessment of subjective factors (Section 5C4.3.3) (DUAP, 1995a).

5C4.3.1 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.

There are no schools (pre-schools and primary and secondary schools), hospitals, aged care facilities, churches or items of heritage or cultural significance located along Routes 3A or 3B.

Other Landuses

Other landuses may include residential, commercial or industrial areas and areas of open space. Routes 3A and 3B predominantly pass through industrial areas and areas of open space.

Adjacent landuses are similar along both 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.

5C4.3.2 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 3A and 3B are identified in Table 4 and described in the following sections.

Table 4 Sensitive Ecosystems and Natural Landscapes

Route Park Reservations Waterways Number Approximate Total Road Frontage (m) 3A 0 0 2 3B 0 0 0

Park Reservations

No park reservations would be passed by vehicles using Routes 3A or 3B.

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Waterways

Vehicles travelling on Route 3B would cross or come within approximately 100 m of two waterways including Troy Creek.

5C4.3.3 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.

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 both potential routes. These routes are therefore equally suitable for the transport of hazardous materials with respect to emergency and evacuation planning and infrastructure.

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5C4.3.4 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 Patrick Logistics Storage Facility to the Newell Highway (Dubbo). Route 3A is the route preferred by the RTA for the transport of hazardous materials from the Patrick Logistics Storage Facility to the Newell Highway (Dubbo) (RTA, pers. comm., 15 June 2005).

The transport provider was contacted to determine their preferred route for the transport of hazardous materials from the Patrick Logistics Storage Facility to the Newell Highway (Dubbo). Route 3B is the route preferred by the transporter for the transport of hazardous materials for Segment 3. (Patrick Logistics, pers. comm., 9 June 2005).

5C4.4 PRELIMINARY SCREENING FINDINGS

Preliminary screening took into account available roads for heavy vehicles and mandatory and subjective factors (Sections 5C4.1, 5C4.2 and 5C4.3). Following a review of the road hierarchy and the identification of truck routes within the transport area, Routes 3A and 3B have been identified as potential available routes for heavy vehicles for Segment 3. Mandatory factors did not preclude these routes from the route evaluation.

Table 5 provides a summary of subjective factors outlined in Section 5C4.3 for Routes 3A and 3B.

Table 5 Summary of Subjective Factors

Assessment Factor Route 3A Route 3B Schools 0 0 Number of School Students 0 0 Hospitals 0 0 Number of Hospital Beds 0 0 Aged Care Facilities 0 0 Churches 0 0 Items of Heritage or Cultural Significance 0 0 Other Landuse # # Number of Park Reservations 0 0 Park Reservations – Approximate Total Road Frontage (m) 0 0 Waterways 2 0 Emergency Infrastructure Adequate Adequate RTA and Transporter Preferred Route RTA preferred route Transporter preferred route # There is little difference in the type of landuse along each potential route, therefore this factor was not used to compare Routes 3A and 3B. Further information is provided in Section 5C4.3.1. RTA Roads and Traffic Authority

Table 5 indicates that Routes 3A and 3B would have minimal impact on subjective factors and are suitable for the transport of hazardous materials.

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In accordance with the Guidelines, Table 6 presents the results of the preliminary screening on a comparative basis. Table 6 details the most preferred, acceptable, least preferred and excluded routes for each of the subjective factors detailed in Section 5C4.3. 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.

Table 6 Preliminary Screening Findings

Assessment Factor Most Preferred Acceptable Least Preferred Excluded Route Route Route Route Schools 3A, 3B - - - Hospitals 3A, 3B - - - Aged Care Facilities 3A, 3B - - - Churches 3A, 3B - - - Items of Heritage or Cultural 3A, 3B - - - Significance Other Landuse # # # # Park Reservations 3A, 3B - - - Waterways 3B 3A - - Emergency Infrastructure 3A, 3B - - - RTA and Transporter Preferred Route 3A 3B - - Comparative Assessment of all 3A, 3B - - - Factors # There is little difference in the type of landuse along each potential route, therefore this factor was not used to compare Routes 3A and 3B. Further information is provided in Section 5C4.3.1. RTA Roads and Traffic Authority

Tables 5 and 6 indicates the preliminary screening has identified Routes 3A and 3B as preferred routes and worthy of further assessment.

5C5 PRELIMINARY LIST OF ROUTES

On the basis of the preliminary screening analysis in Section 5C4, the following preliminary list of routes from the Patrick Logistics Storage Facility to the Newell Highway (Dubbo) has been determined (Table 7).

Table 7 Preliminary List of 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.

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5C6 SECONDARY SCREENING

Secondary screening involves the assessment of the preliminary list of routes (Section 5C5) against road and traffic factors (Section 5C6.1), emergency response capability (Section 5C6.2), operational factors (Section 5C6.3) and risk (including environmental and landuse factors) (Section 5C6.4) (Figure 5-2). 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 5C7.

5C6.1 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 5C6.1.1. An assessment of remaining road and traffic factors (i.e. the availability of alternative emergency routes) is provided in Section 5C6.1.2.

5C6.1.1 Accident Statistics

Routes 3A and 3B pass through an industrial area, therefore few vehicles access the area and few accidents occur. While no accidents were recorded along Route 3B in the last five years, one accident has been recorded along Route 3A, on Purvis Lane (RTA, 2005). Route 3A is approximately 3.6 km in length and Route 3B is approximately 0.5 km in length.

Accident statistics for Routes 3A and 3B are considered to be within normal operating levels for the road types and use. Routes 3A and 3B are therefore suitable for the transport of hazardous materials with respect to accident statistics. Accident statistics for Routes 3A and 3B are compared in Table 10, Section 5C6.4.4.

5C6.1.2 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 3A and 3B.

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5C6.2 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 5C4.3.3). Further information on the management of emergencies in NSW and an evaluation of the ease of access to a potential accident for Segment 3 are provided in Section 5C4.3.3.

Following a review of emergency management in NSW, emergency response capability is considered to be adequate for Routes 3A and 3B. These routes are therefore equally suitable for the transport of hazardous materials with respect to emergency response capability.

5C6.3 OPERATIONAL FACTORS

Operating costs and distribution logistics have been considered in the selection of the preferred transport route for Segment 3. Routes 3A and 3B are both 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, the shortest route is the most preferable in respect of operating costs. Route 3B is the shortest available route for Segment 3 and is therefore cost effective. However, both routes are relatively short (less than 5 km) and operating costs would not differ considerably between routes. Therefore both routes are cost effective and equally suitable on the basis of operating costs.

5C6.4 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 3 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.

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5. Assessment of risk results. 5C6.4.1 Hazard Identification

5C6.4.1.1 Type of Hazardous Material

Hydrogen peroxide is classified under the ADG Code as Class 5.1 (oxidising substance) with Subsidiary Risk 8 (corrosive substance) and Packing Group II.

Hydrogen peroxide is a clear, colourless liquid with a sharp odour. It is a strong oxidising agent and is relatively stable in its pure form and at low pH. The vapour immediately above the liquid is irritating. Exposure to hydrogen peroxide via ingestion, eye or skin contact or inhalation results in relatively low toxic impact.

Hydrogen peroxide can react strongly with organic materials, reducing agents, some acids and alkalis, metals, flammable and combustible materials (including paper, cloth, leather etc). It is catalytically decomposed (into water and oxygen) by heavy metals and their salts, dust, oxidisable organic materials, enzymes and rust. Decomposition can also be initiated or accelerated by light, heat, high pH or various other impurities, and may be extremely violent.

Hydrogen peroxide is not combustible but will strongly support the combustion of other materials. Hydrogen peroxide is not toxic in itself, however can cause injury through its ability to form free, active oxygen. Irritation and burns to mucous membranes, skin, and eyes can occur.

Hydrogen peroxide has no potential for bio-accumulation as it degrades rapidly in air and water. However in sufficient quantities, it can be toxic to aquatic biota and plants.

5C6.4.1.2 Adjacent Landuse

Refer to Section 5C4.3.1 for a description of adjacent landuse for potential transport routes.

5C6.4.1.3 Transport Vehicle and Conditions of Transport

Hydrogen peroxide will be transported to the Project by single semi-trailer. It will be transported by bulk tanker (i.e. Isotainer) as a liquid at ambient temperature and pressure. Regulation of temperature and pressure are not required during the transport of this material.

5C6.4.1.4 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 8.

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Table 8 Heavy Vehicle Incidents – Initiating and Contributing Causes

Human Error Equipment Failures System or Procedural External Events Failures • driver impairment, e.g. • non-dedicated trailer • driver incentives to • vandalism/sabotage alcohol or drugs • leaking valve work longer hours • rain • • speeding • leaking fitting driver training • fog/visibility • • driver overtired • brake failure carrier selection • wind • • driver exceeding safe • relief device failure container specification • flood/washout working hours • • tyre failure route selection • fire at rest area/parking • en-route inspection • • soft shoulder emergency response areas • contamination training • • overpressure earthquake • overfilling • speed enforcement • • material defect existing accident • other vehicle’s driver • driver rest periods • • steering failure animals on road • taking tight turns/ramps • maintenance • sloshing too quickly (overturns) • inspection • high centre of gravity • unsecured loads • • time of the day corrosion restrictions • 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)

5C6.4.2 Consequence Analysis

An accident involving a heavy vehicle transporting hydrogen peroxide resulting in a release of the material is the hazardous incident relevant to the transport of hydrogen peroxide. The consequences of a release of hydrogen peroxide from this hazardous incident are largely dependent on what is contacted by the oxidising, corrosive liquid. The following consequences of this hazardous incident are relevant:

• direct exposure to liquid or vapour hydrogen peroxide for those at or near to an accident scene; • contamination of waterways (from a large liquid release) causing a minor lowering of pH resulting in a moderate impact on fish and other aquatic life; • burning of vegetation upon contact; and • fire.

Hydrogen peroxide does not bio-accumulate.

5C6.4.3 Estimation of the Likelihood of a Hazardous Incident

Accident data for heavy vehicles utilising Routes 3A and 3B are detailed in Section 5C6.1.1. No accidents involving heavy vehicles have occurred along Route 3B and approximately 0.2 accidents per year involving heavy vehicles occur on Route 3A.

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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 hydrogen peroxide to the Project resulting in a release of the material must take into account the following:

• the number of vehicles transporting hydrogen peroxide 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 involving a vehicle transporting hydrogen peroxide to the Project resulting in a release of the material for Routes 3A and 3B is estimated to be 5x10-6/year for Route 3A (i.e. such an accident is estimated to occur on Route 3A every 200,000 years based on averaged accident data for similar roads in the Dubbo area) and 0/year for Route 3B (based on recent accident data), respectively.

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

5C6.4.4 Risk Analysis and Assessment of Risk Results

Risk analysis took into account the preliminary screening findings as well as road and traffic factors (Section 5C6.1), emergency response capability (Section 5C6.2) and operational factors (Section 5C6.3). Table 9 provides a summary of all assessment factors utilised in the risk analysis for Routes 3A and 3B.

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Table 9 Summary of Risk Analysis Assessment Factors

Assessment Factor Route 3A Route 3B Schools 0 0 Number of School Students 0 0 Hospitals 0 0 Number of Hospital Beds 0 0 Aged Care Facilities 0 0 Churches 0 0 Items of Heritage or Cultural Significance 0 0 Other Landuse # # Number of Park Reservations 0 0 Park Reservations – Approximate Total Road Frontage (m) 0 0 Waterways 2 0 Emergency Infrastructure Adequate Adequate RTA and Transporter Preferred Route RTA preferred route Transporter preferred route Length (km) 3.6 0.5 Heavy Vehicle Accidents (per year)1 0.2 0 Availability of Alternative Emergency Routes Available Available Emergency Response Capability Adequate Adequate Operational Factors Cost effective Cost effective 1 RTA (2005) Excel database of traffic crash data for the Western Region 2000-2004. Provided by Neil Peden on 25 July 2005. # There is little difference in the type of landuse along each potential route, therefore this factor was not used to compare Routes 3A and 3B. Further information is provided in Section 5C4.3.1. RTA Roads and Traffic Authority

In accordance with the Guidelines, Table 10 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 10 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; • 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.

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Table 10 Risk Analysis Findings

Assessment Factor Most Preferred Acceptable Least Preferred Excluded Route Route Route Route Schools 3A, 3B - - - Hospitals 3A, 3B - - - Aged Care Facilities 3A, 3B - - - Churches 3A, 3B - - - Items of Heritage or Cultural 3A, 3B - - - Significance Other Landuse # # # # Parks 3A, 3B - - - Waterways 3B 3A - - Emergency Infrastructure 3A, 3B - - - RTA and Transporter Preferred Route 3A 3B - - Heavy Vehicle Accidents (per year)1 3B 3A - - Availability of Alternative Emergency 3A, 3B - - - Routes Emergency Response Capability 3A, 3B - - - Operational Factors 3A, 3B - - - Comparative Assessment of all 3B 3A - - Factors 1 RTA (2005) Excel database of traffic crash data for the Western Region 2000-2004. Provided by Neil Peden on 25 July 2005. # There is little difference in the type of landuse along each potential route, therefore this factor was not used to compare Routes 3A and 3B. Further information is provided in Section 5C4.3.1. 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.

From a risk perspective, the results detailed in Tables 9 and 10 show little difference in the level of risk associated with Routes 3A and 3B. In addition, these results deem both 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. These routes are therefore equally suitable for the transport of hazardous materials from a comparative risk perspective.

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5C7 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 for Segment 3 is wholly situated within the Dubbo LGA and the Dubbo City Council was 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, Council 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 Council 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 3A and 3B 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 Dubbo City Council (Dubbo City Council, pers. Comm.., 6 June 2005) 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 hydrogen peroxide from the Patrick Logistics Storage Facility to the Newell Highway (Dubbo).

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

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5C8 RISK MANAGEMENT MEASURES

The identification of risk management measures is the final step in the route evaluation process (Figure 5-2). 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 hydrogen peroxide 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. 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 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 hydrogen peroxide to the Project include:

• As hydrogen peroxide 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); - 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;

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- an emergency information holder must be securely placed on a road vehicle in accordance with Clause 11.2.4; - Table 12.1 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. • 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. • 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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5C9 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).

Dubbo City Council (2004) Approved Road Train and B-Double Routes in Dubbo City Council. Dubbo City Council Technical Services Division.

National Road Transport Commission (1998) Australian Code for the Transport of Dangerous Goods by Road and Rail (ADG Code), Sixth Edition. Prepared by the National Road Transport Commission in conjunction with the Advisory Committee on the Transport of Dangerous Goods and the Federal Office of Road Safety.

Roads and Traffic Authority (RTA) (2001) Road Train and B-Double Routes in NSW and ACT. Map dated May 2001.

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

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 Western Region 2000 - 2004. Provided by Neil Peden on 25 July 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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COWAL GOLD PROJECT TRANSPORT OF HAZARDOUS MATERIALS STUDY

ATTACHMENT 5D

HYDROGEN PEROXIDE ROAD TRANSPORT ROUTE EVALUATION

SEGMENT 4 NEWELL HIGHWAY (DUBBO) TO NEWELL HIGHWAY/MID WESTERN HIGHWAY (WEST WYALONG)

JANUARY 2006 Project No. HAL-02-07\1\21 Document No. ATTACHMENT 5D-K ID: 685443 Hydrogen Peroxide Road Transport Route Evaluation – Segment 4

TABLE OF CONTENTS

Section Page

5D1 INTRODUCTION 5D-1

5D2 DEFINITION OF THE TRANSPORT AREA 5D-1

5D3 IDENTIFICATION OF HAZARDOUS MATERIAL, SOURCE AND DESTINATION 5D-2 5D3.1 IDENTIFICATION OF HAZARDOUS MATERIAL 5D-2 5D3.2 SOURCE AND DESTINATION 5D-2 5D4 PRELIMINARY SCREENING 5D-2 5D4.1 IDENTIFICATION OF AVAILABLE ROADS FOR HEAVY VEHICLES 5D-3 5D4.1.1 Road Hierarchy 5D-3 5D4.1.2 Identification of Truck Routes 5D-4 5D4.1.3 Potential Available Routes for Heavy Vehicles and Selection of Potential Routes 5D-4 5D4.2 MANDATORY CONSIDERATIONS 5D-5 5D4.2.1 Physical Considerations 5D-5 5D4.2.2 Laws and Regulations 5D-5 5D4.3 SUBJECTIVE FACTORS 5D-6 5D4.3.1 Landuse 5D-6 5D4.3.2 Proximity of Sensitive Ecosystems and Natural Landscapes 5D-7 5D4.3.3 Emergency and Evacuation Planning and Infrastructure 5D-8 5D4.3.4 RTA and Transporter Preferred Transport Routes 5D-9 5D4.4 PRELIMINARY SCREENING FINDINGS 5D-9 5D5 PRELIMINARY LIST OF ROUTES 5D-10

5D6 SECONDARY SCREENING 5D-10 5D6.1 ROAD AND TRAFFIC FACTORS 5D-10 5D6.1.1 Accident Statistics 5D-11 5D6.1.2 Availability of Alternative Emergency Routes 5D-11 5D6.2 EMERGENCY RESPONSE CAPABILITY 5D-11 5D6.3 OPERATIONAL FACTORS 5D-12 5D6.4 RISK ASSESSMENT 5D-12 5D6.4.1 Hazard Identification 5D-12 5D6.4.1.1 Type of Hazardous Material 5D-12 5D6.4.1.2 Adjacent Landuse 5D-13 5D6.4.1.3 Transport Vehicle and Conditions of Transport 5D-13 5D6.4.1.4 Causes of Hazardous Incidents 5D-13 5D6.4.2 Consequence Analysis 5D-14 5D6.4.3 Estimation of the Likelihood of a Hazardous Incident 5D-14 5D6.4.4 Risk Analysis and Assessment of Risk Results 5D-15 5D7 SELECTION OF ROUTES 5D-17

5D8 RISK MANAGEMENT MEASURES 5D-17

5D9 REFERENCES 5D-19

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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 Ecosystems and Natural Landscapes Table 5 Summary of Subjective Factors Table 6 Preliminary List of Routes Table 7 Summary of Accident Statistics Table 8 Heavy Vehicle Incidents – Initiating and Contributing Causes Table 9 Summary of Risk Analysis Assessment Factors Table 10 Risk Analysis Findings

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5D1 INTRODUCTION

The Cowal Gold Project (the Project) is located approximately 38 kilometres (km) north-east of West Wyalong, New South Wales (NSW) (Figure 5-1). The Project is owned by Barrick Australia Ltd (Barrick).

As described in Section 1.2 of the Transport of Hazardous Materials Study (THMS), route evaluation is required for the road transport of hydrogen peroxide to the Project. Road transport of hydrogen peroxide within NSW begins at Banksmeadow, Sydney. Following transfer by road from Banksmeadow to the Camellia Freight Terminal, hydrogen peroxide will be transported by rail to Dubbo where it will resume transport by road to the Project.

The road transport route for hydrogen peroxide 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 hydrogen peroxide from the Newell Highway (Dubbo) to the Newell Highway/Mid Western Highway (West Wyalong). This part of the overall hydrogen peroxide road transport route is referred to as Segment 4. Route evaluations for Segments 1, 2, 3, and 5 are attached to the THMS as Attachments 5A, 5B, 5C, and 5E, respectively.

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 5-2 shows the assessment process flowsheet for this route evaluation.

5D2 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 4 is defined as the area between the Newell Highway (Dubbo) and the Newell Highway/Mid Western Highway (West Wyalong) (Figure 5-1)1. The transport area is situated within the Local Government Areas (LGAs) of Dubbo, Narromine, Parkes, Forbes, Weddin and Bland.

1 Note the potential truck routes outlined for Segment 5 for hydrogen peroxide transport (Attachment 5E) (i.e. Routes 5A, 5B and 5C) commence at various points along the Newell Highway/Mid Western Highway, namely (Figure 5-6): • Route 5A commences at the Ungarie Road turnoff from the Mid Western Highway; • Route 5B commences where Slee Street meets the Newell Highway; and • Route 5C commences where Bodels Lane meets the Newell Highway.

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5D3 IDENTIFICATION OF HAZARDOUS MATERIAL, SOURCE AND DESTINATION

5D3.1 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 1998 [ADG Code] [National Road Transport Commission, 1998]), the type of container and the movement quantity and frequency. The assessment identified hydrogen peroxide 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).

Hydrogen peroxide is classified as Class 5.1 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.

5D3.2 SOURCE AND DESTINATION

The source and destination of hydrogen peroxide for Segment 4 are outlined in Table 1 and shown on Figure 5-1. Table 1 Hazardous Material Source and Destination

Source: Destination: Newell Highway (Dubbo) West Wyalong Location Town/City LGA Location Town/City LGA Newell Highway Dubbo Dubbo Newell Highway/ West Wyalong Bland Mid Western Highway

Details of the transport of hydrogen peroxide from the Newell Highway (Dubbo) to the Newell Highway/Mid Western Highway (West Wyalong) are provided in Table 2.

Table 2 Transport Details

Hazardous Delivery Maximum Volume per Maximum Frequency Transported Packaging Material Vehicle Delivery of Deliveries State Hydrogen Single semi- 25.4 t 3 per week Liquid Bulk tanker Peroxide trailer (i.e. Isotainer)

5D4 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 5D5 provides the results of this analysis as a preliminary list of routes. Further screening of this preliminary list is provided in Section 5D6.

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5D4.1 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 5D4.1.1); and • the identification of routes suitable in general for the movement of trucks (Section 5D4.1.2).

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 5D4.1.3.

5D4.1.1 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).

National highways within the transport area include the Newell Highway. The RTA prefers heavy vehicles to utilise national highways and state roads wherever possible (RTA, pers. comm., 4 May 2005). Therefore, the Newell Highway would be used by heavy vehicles within the transport area where possible.

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.).

State roads within the transport area include the Mid Western 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, this road would also 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).

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).

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5D4.1.2 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 5D4.1.1. 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 (which includes B-doubles) throughout NSW (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 hydrogen peroxide. 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 (RTA, pers. comm., 1 August 2005; Bland Shire Council, pers. comm., 4 July 2005). One heavy vehicle bypass is located at West Wyalong2.

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.

5D4.1.3 Potential Available Routes for Heavy Vehicles and Selection of Potential Routes

Following a review of the road hierarchy and the identification of truck routes within the transport area, Route 4A has been identified as the only potential available route for heavy vehicles for Segment 43. Route 4A is set out in Table 3 and shown on Figure 5-1.

2 This heavy vehicle bypass is relevant to Route 5A described in Attachment 5E (Segment 5 of the hydrogen peroxide transport route). 3 Note the potential truck routes outlined for Segment 5 for hydrogen peroxide transport (Attachment 5E) (i.e. Routes 5A, 5B and 5C) commence at various points along the Newell Highway/Mid Western Highway, namely (Figure 5-6): • Route 5A commences at the Ungarie Road turnoff from the Mid Western Highway; • Route 5B commences where Slee Street meets the Newell Highway; and • Route 5C commences where Bodels Lane meets the Newell Highway.

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Table 3 Truck Routes

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 only utilises roads that are designated B-Double or road train routes (RTA, 2001). Route 4A is also the shortest and most direct route from Dubbo to West Wyalong. Other routes from Dubbo to West Wyalong utilising designated B-Double and road train routes could have been identified as truck routes but are significantly longer and were discounted from the route evaluation on the basis of increased travel time.

Route 4A was tested against mandatory and subjective factors. The assessment is set out below in Sections 5D4.2 and 5D4.3.

5D4.2 MANDATORY CONSIDERATIONS

5D4.2.1 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 hydrogen peroxide. No further assessment of physical capability has been undertaken for these roads.

Route 4A only utilises roads designated as B-Double or road train routes. Therefore, physical considerations do not preclude this transport route from the route evaluation.

5D4.2.2 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) were 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) (DOTARS, 2005b).

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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 is 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 4 does not involve the road transport of hydrogen peroxide 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.

The heavy vehicle bypass at West Wyalong is comprised of regional or local roads and therefore the local transport authority is the Bland Shire Council. The RTA is the transport authority for the Newell Highway and Mid Western Highway. 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.

Laws and regulations do not preclude Route 4A from the route evaluation.

5D4.3 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 5D4.3.1) and sensitive ecosystems and natural landscapes (such as park reservations and wetlands) (Section 5D4.3.2) (DUAP, 1995a). Emergency and evacuation planning and infrastructure are also usually included in the assessment of subjective factors (Section 5D4.3.3) (DUAP, 1995a).

5D4.3.1 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.

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Route 4A predominantly passes through rural areas comprising of areas of open space. Sensitive landuses such as those listed above are relatively uncommon along Route 4A and do not preclude it from the route evaluation. Therefore, further detailed consideration of sensitive landuses was not undertaken for this route evaluation.

Other Landuses

Other landuses may include residential, commercial or industrial areas and areas of open space. Route 4A predominantly passes through rural areas comprising areas of open space.

5D4.3.2 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 Route 4A are identified in Table 4 and described in the following sections.

Table 4 Sensitive Ecosystems and Natural Landscapes

Route Park Reservations Waterways Number Approximate Total Road Frontage (m) 4A 5 22,500 13

Park Reservations

Vehicles travelling on Route 4A would pass within approximately 100 m of five park reservations, including Boxalls State Forest, Back Creek State Forest, Momo State Forest and Carawandool State Forest.

To determine if Route 4A is suitable for the transport of hazardous materials, 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 Route 4A. The approximate total length of road frontage of park reservations for Route 4A is 22,500 m.

Waterways

Vehicles travelling on Route 4A would traverse or come within approximately 100 m of 13 waterways, including Barmedman Creek, Bland Creek, Lachlan River, Macquarie River, Backwater Cowal, Bogan River and Goobang Creek.

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5D4.3.3 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.

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 Route 4A. This route is therefore suitable for the transport of hazardous materials with respect to emergency and evacuation planning and infrastructure.

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5D4.3.4 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 Newell Highway (Dubbo) to Newell Highway/Mid Western Highway (West Wyalong). Route 4A is the route preferred by the RTA for the transport of hazardous materials from the Newell Highway (Dubbo) to Newell Highway/Mid Western Highway (West Wyalong) (RTA, pers. comm., 14 June 2005)

The transport provider was contacted to determine their preferred route for the transport of hazardous materials from the Newell Highway (Dubbo) to Newell Highway/Mid Western Highway (West Wyalong). Route 4A is the route preferred by the transporter for the transport of hazardous materials for Segment 4 (Solvay Interox, pers. comm., 22 April 2005).

5D4.4 PRELIMINARY SCREENING FINDINGS

Preliminary screening took into account available roads for heavy vehicles and mandatory and subjective factors (Sections 5D4.1, 5D4.2 and 5D4.3). Following a review of the road hierarchy and the identification of truck routes within the transport area, Route 4A has been identified as the only potential available route for heavy vehicles for Segment 4. Mandatory factors did not preclude this route from the route evaluation.

Table 5 provides a summary of subjective factors outlined in Section 5D4.3 for Route 4A.

Table 5 Summary of Subjective Factors

Assessment Factor Route 4A Schools # Number of School Students # Hospitals # Number of Hospital Beds # Aged Care Facilities # Churches # Items of Heritage or Cultural Significance # Other Landuse Predominantly open space Number of Park Reservations 5 Park Reservations – Approximate Total Road Frontage (m) 22,500 Waterways 13 Emergency Infrastructure Adequate RTA and Transporter Preferred Route RTA and transporter preferred route # Sensitive landuses along Route 4A are relatively uncommon and do not preclude this route from the route evaluation. Further information is provided in Section 5D4.3.1. RTA Roads and Traffic Authority

Table 5 indicates that Route 4A would have minimal impact on subjective factors and is suitable for the transport of hazardous materials.

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5D5 PRELIMINARY LIST OF ROUTES

On the basis of the preliminary screening in Section 5D4, the following preliminary list of routes from the Newell Highway (Dubbo) to Newell Highway/Mid Western Highway (West Wyalong) has been determined (Table 6).

Table 6 Preliminary List of Routes

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 into the Mid Western Highway until the junction with Ungarie Road.

5D6 SECONDARY SCREENING

Secondary screening involves the assessment of the preliminary list of routes (Section 5D5) against road and traffic factors (Section 5D6.1), emergency response capability (Section 5D6.2), operational factors (Section 5D6.3) and risk (including environmental and landuse factors) (Section 5D6.4) (Figure 5-2). The potential route has been assessed against each secondary screening factor to confirm that the route is suitable for the transport of hazardous materials. The final selection of routes for Segment 4 is detailed in Section 5D7.

5D6.1 ROAD AND TRAFFIC FACTORS

The Guidelines state that the assessment of a potential transport route 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 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 assess accident statistics for potential transport routes and infer from them the capability and level of service of the road system.

Accident statistics for Route 4A are provided in Section 5D6.1.1. An assessment of remaining road and traffic factors (i.e. the availability of alternative emergency routes) is provided in Section 5D6.1.2.

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5D6.1.1 Accident Statistics

Available accident statistics for Route 4A were obtained from the RTA and are summarised in Table 7.

Table 7 Summary of Accident Statistics

Route Length No. of Heavy % Increase of Heavy Vehicle Annual Million Heavy Vehicle (km) Vehicles Heavy Vehicles Accidents km of Heavy Accidents/Annual (per day)1,2,3,4 due to Project5 (per year)6,7 Vehicle Travel Million km of Heavy Vehicle Travel 4A 257 556 – 2,206 0.02% – 0.08% 10.0 0.03 – 46.29 0.00 – 0.38 1 RTA (2003b) Traffic Volume Data for the Western Region 2002. Prepared by the RTA Traffic and Transport Directorate. 2 RTA (2004b) Traffic Volume Data for the South Western Region 2003. Prepared by the RTA Traffic and Transport Directorate. 3 RTA (2000) Excel database of traffic composition for the South Western Region. Provided by David Amery on 22 July 2005. 4 RTA (2002) Excel database of traffic composition for the Western Region. Provided by Neil Peden on 25 July 2005. 5 Assumes 3 truck movements per week. 6 RTA (2005a) Excel database of traffic crash data for the Western Region 2000 - 2004. Provided by Neil Peden on 25 July 2005. 7 RTA (2005b) Excel database of traffic crash data for the South Western Region 2000 - 2004. Provided by David Amery on 5 August 2005.

Accident statistics for Route 4A are considered to be within normal operating levels for the road type 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. Route 4A is therefore suitable for the transport of hazardous materials with respect to accident statistics.

5D6.1.2 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 Route 4A.

5D6.2 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 5D4.3.3). Further information on the management of emergencies in NSW and an evaluation of the ease of access to a potential accident for Segment 4 are provided in Section 5D4.3.3.

Following a review of emergency management in NSW, emergency response capability is considered to be adequate for Route 4A. This route is therefore suitable for the transport of hazardous materials with respect to emergency response capability.

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5D6.3 OPERATIONAL FACTORS

Operating costs and distribution logistics have been considered for Segment 4. Route 4A is 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, the shortest route is the most preferable in respect of operating costs. Route 4A is the shortest available route for Segment 4 and is therefore cost effective and suitable on the basis of operating costs.

5D6.4 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 4 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.

5D6.4.1 Hazard Identification

5D6.4.1.1 Type of Hazardous Material

Hydrogen peroxide is classified under the ADG Code as Class 5.1 (oxidising substance) with a Subsidiary Risk of Class 8 (corrosive substance) and Packing Group II. It is a clear, colourless liquid with a sharp odour and is a strong oxidising agent. In its pure form and at low pH, hydrogen peroxide is relatively stable.

Hydrogen peroxide can react strongly with organic materials, reducing agents, some acids and alkalis, metals and flammable and combustible materials (including paper, cloth, leather etc.). It is catalytically decomposed (into water and oxygen) by heavy metals and their salts, dust, oxidisable organic materials, enzymes and rust. Decomposition can also be initiated or accelerated by light, heat, high pH or various other impurities, and may be extremely violent. Decomposition due to contact with any organic materials may generate enough heat and oxygen to start a fire.

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Hydrogen peroxide is not combustible but will strongly support the combustion of other materials. It is not toxic in itself, however can cause injury through its ability to form free, active oxygen. Irritation and burns to mucous membranes, skin, and eyes can occur. If people are exposed to hydrogen peroxide via ingestion, eye or skin contact or inhalation, relatively low toxic consequential impact is possible when compared to hydrochloric or sulphuric acids.

Hydrogen peroxide has no potential for bio-accumulation as it degrades rapidly in air and water. However in sufficient quantities, it can be toxic to aquatic biota and plants.

5D6.4.1.2 Adjacent Landuse

Refer to Section 5D4.3.1 for a description of adjacent landuse for Route 4A.

5D6.4.1.3 Transport Vehicle and Conditions of Transport

Hydrogen peroxide will be transported to the Project by single semi-trailer. It will be transported as a liquid and contained within a bulk tanker (i.e. Isotainer). Regulation of temperature and pressure are not required during the transport of this material.

5D6.4.1.4 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 8.

Table 8 Heavy Vehicle Incidents – Initiating and Contributing Causes

Human Error Equipment Failures System or Procedural External Events Failures • driver impairment, e.g. • non-dedicated trailer • driver incentives to • vandalism/sabotage alcohol or drugs • leaking valve work longer hours • rain • • speeding • leaking fitting driver training • fog/visibility • • driver overtired • brake failure carrier selection • wind • • driver exceeding safe • relief device failure container specification • flood/washout working hours • • tyre failure route selection • fire at rest area/parking • en-route inspection • • soft shoulder emergency response areas • contamination training • • overpressure earthquake • overfilling • speed enforcement • • material defect existing accident • other vehicle’s driver • driver rest periods • • steering failure animals on road • taking tight turns/ramps • maintenance • sloshing too quickly (overturns) • inspection • high centre of gravity • unsecured loads • • time of the day corrosion restrictions • 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)

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5D6.4.2 Consequence Analysis

An accident involving a heavy vehicle transporting hydrogen peroxide resulting in a release of the material is the hazardous incident relevant to the transport of hydrogen peroxide. The consequences of a release of hydrogen peroxide from this hazardous incident are largely dependent on what is contacted by the liquid. The following consequences of this hazardous incident are relevant:

• direct exposure to liquid or vapour hydrogen peroxide for those at or near to an accident scene; • contamination of waterways (from a large liquid release) causing a minor lower of pH resulting in a moderate impact on fish and other aquatic life including aquatic plants; and • burning of vegetation upon contact resulting in a possible fire.

Hydrogen peroxide does not bio-accumulate.

5D6.4.3 Estimation of the Likelihood of a Hazardous Incident

Accident data for heavy vehicles utilising Route 4A are detailed in Section 5D6.1.1 and Table 7. Approximately 10 accidents per year involving heavy vehicles occur for Route 4A.

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 hydrogen peroxide to the Project resulting in a release of the material must take into account the following:

• the number of vehicles transporting hydrogen peroxide 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 hydrogen peroxide to the Project resulting in a release of the material for Route 4A is estimated to be 4x10-4/year (i.e. such an accident is estimated to occur on Route 4A once every 2,500 years).

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

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5D6.4.4 Risk Analysis and Assessment of Risk Results

Risk analysis took into account the preliminary screening findings as well as road and traffic factors (Section 5D6.1), emergency response capability (Section 5D6.2) and operational factors (Section 5D6.3). Table 9 provides a summary of all assessment factors utilised in the risk analysis for Route 4A.

Table 9 Summary of Risk Analysis Assessment Factors

Assessment Factor Route 4A Schools # Number of School Students # Hospitals # Number of Hospital Beds # Aged Care Facilities # Churches # Items of Heritage or Cultural Significance # Other Landuse Predominantly open space Number of Park Reservations 5 Park Reservations – Approximate Total Road Frontage (m) 22,500 Waterways 13 Emergency Infrastructure Adequate RTA and Transporter Preferred Route RTA and Transporter preferred route Length (km) 257 No. of Heavy Vehicles (per day)1,2,3,4 556 – 2,206 % Increase of Heavy Vehicles due to Project5 0.02% – 0.08% Heavy Vehicle Accidents (per year)6,7 10.0 Annual Million km of Heavy Vehicle Travel 0.03 – 46.29 Heavy Vehicle Accidents/Annual Million km of Heavy Vehicle Travel 0.00 – 0.38 Availability of Alternative Emergency Routes Available Emergency Response Capability Adequate Operational Factors Cost effective 1 RTA (2003b) Traffic Volume Data for the Western Region 2002. Prepared by the RTA Traffic and Transport Directorate. 2 RTA (2004b) Traffic Volume Data for the South Western Region 2003. Prepared by the RTA Traffic and Transport Directorate. 3 RTA (2000) Excel database of traffic composition for the South Western Region. Provided by David Amery on 22 July 2005. 4 RTA (2002) Excel database of traffic composition for the Western Region. Provided by Neil Peden on 25 July 2005. 5 Assumes 3 truck movements per week. 6 RTA (2005a) Excel database of traffic crash data for the Western Region 2000 - 2004. Provided by Neil Peden on 25 July 2005. 7 RTA (2005b) Excel database of traffic crash data for the South Western Region 2000 - 2004. Provided by David Amery on 5 August 2005. # Sensitive landuses along Route 4A are relatively uncommon and do not preclude this route from the route evaluation. Further information is provided in Section 5D4.3.1. RTA Roads and Traffic Authority

Table 10 presents the results of the risk analysis for Route 4A, in which 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.

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Table 10 presents the results of the risk analysis in terms of minimal, acceptable, significant and unacceptable risk. For the purposes of this risk assessment the following definitions apply:

• minimal risk: the transport of hydrogen peroxide along Route 4A is assessed as posing a minimal risk to the factor of interest; • acceptable risk: the transport of hydrogen peroxide along Route 4A is assessed as posing an acceptable amount of risk to the factor of interest; • significant risk: the transport of hydrogen peroxide along Route 4A is assessed as posing a significant increase of risk to the factor of interest; and • unacceptable risk: the transport of hydrogen peroxide along Route 4A is assessed as posing an unacceptable level of risk to the factor of interest.

Table 10 Risk Analysis Findings

Assessment Factor Minimal Risk Acceptable Risk Significant Risk Unacceptable Risk Schools  Hospitals  Aged Care Facilities  Churches  Items of Heritage or Cultural  Significance Other Landuse  Park Reservations  Waterways  Emergency Infrastructure  RTA and Transporter Preferred Route  Heavy Vehicle Accidents (per year)  Heavy Vehicle Accidents/Annual Million  km of Heavy Vehicle Travel Availability of Alternative Emergency  Routes Emergency Response Capability  Operational Factors  Comparative Assessment of all  Factors 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 up to 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 9 and 10 deem Route 4A to pose a minimal level of risk to surrounding people, property and the natural environment. This route is therefore suitable for the transport of hazardous materials to the Project.

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5D7 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).

The Guidelines state that the results of the study are generally best presented on a comparative basis. Following the identification of available roads for heavy vehicles in the transport area, there is only one potential available route for heavy vehicles for Segment 4 (Section 5D4.1). Therefore, there is no basis for a comparative assessment. As an alternative to comparative assessment, the potential available route for Segment 4 was assessed against all remaining preliminary and secondary screening factors to confirm that the route is suitable for the transport of hazardous materials to the Project.

Selecting a route that is suitable for the transport of hazardous materials must be 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 4 is situated within the Dubbo, Narromine, Parkes, Forbes, Weddin and Bland LGAs. These Councils were consulted during the preparation of the THMS.

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 screening, Route 4A 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 hydrogen peroxide from the Newell Highway (Dubbo) to Newell Highway/Mid Western Highway (West Wyalong).

5D8 RISK MANAGEMENT MEASURES

The identification of risk management measures is the final step in the route evaluation process (Figure 5-2). 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).

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The level of risk associated with the transport of hydrogen peroxide 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. 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 the suitable transport route as risk management measures 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 hydrogen peroxide to the Project include:

• As hydrogen peroxide 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); - 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 12.1 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);

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- 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 19974. • 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 19974. • 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 19974. • 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 19974. • 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 19974. • Vehicles transporting hazardous materials to the Project are required to carry appropriate communication devices (such as a radio or telephone).

5D9 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.

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

National Road Transport Commission (1998) Australian Code for the Transport of Dangerous Goods by Road and Rail (ADG Code), Sixth Edition. Prepared by the National Road Transport Commission in conjunction with the Advisory Committee on the Transport of Dangerous Goods and the Federal Office of Road Safety.

Roads and Traffic Authority (RTA) (2000) Excel database of traffic composition for the South Western Region. Provided by David Amery on 22 July 2005.

Roads and Traffic Authority (RTA) (2001) Road Train and B-Double Routes in NSW and ACT. Map dated May 2001.

Roads and Traffic Authority (RTA) (2002) Excel database of traffic composition for the Western Region. Provided by Neil Peden on 25 July 2005.

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 Western 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) Traffic Volume Data for the South Western Region 2003. Prepared by the RTA Traffic and Transport Directorate.

Roads and Traffic Authority (RTA) (2005a) Excel database of traffic crash data for the Western Region 2000 - 2004. Provided by Neil Peden on 25 July 2005.

Roads and Traffic Authority (RTA) (2005b) Excel database of traffic crash data for the South Western Region 2000 - 2004. Provided by David Amery on 5 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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COWAL GOLD PROJECT TRANSPORT OF HAZARDOUS MATERIALS STUDY

ATTACHMENT 5E

HYDROGEN PEROXIDE ROAD TRANSPORT ROUTE EVALUATION

SEGMENT 5 NEWELL HIGHWAY/MID WESTERN HIGHWAY (WEST WYALONG) TO THE COWAL GOLD PROJECT

JANUARY 2006 Project No. HAL-02-07\1\21 Document No. ATTACHMENT 5E-J ID: 685445 Hydrogen Peroxide Road Transport Route Evaluation – Segment 5

TABLE OF CONTENTS

Section Page

5E1 INTRODUCTION 5E-1

5E2 DEFINITION OF THE TRANSPORT AREA 5E-1

5E3 IDENTIFICATION OF HAZARDOUS MATERIAL, SOURCE AND DESTINATION 5E-1 5E3.1 IDENTIFICATION OF HAZARDOUS MATERIAL 5E-1 5E3.2 SOURCE AND DESTINATION 5E-2 5E4 PRELIMINARY SCREENING 5E-2 5E4.1 IDENTIFICATION OF AVAILABLE ROADS FOR HEAVY VEHICLES 5E-2 5E4.1.1 Road Hierarchy 5E-2 5E4.1.2 Identification of Truck Routes 5E-3 5E4.1.3 Potential Available Routes for Heavy Vehicles and Selection of Potential Routes 5E-5 5E4.2 MANDATORY CONSIDERATIONS 5E-5 5E4.2.1 Physical Considerations 5E-5 5E4.2.2 Laws and Regulations 5E-6 5E4.3 SUBJECTIVE FACTORS 5E-6 5E4.3.1 Landuse 5E-6 5E4.3.2 Proximity of Sensitive Ecosystems and Natural Landscapes 5E-6 5E4.3.3 Emergency and Evacuation Planning and Infrastructure 5E-7 5E4.4 PRELIMINARY SCREENING FINDINGS 5E-8 5E5 PRELIMINARY LIST OF ROUTES 5E-9

5E6 SECONDARY SCREENING 5E-9 5E6.1 ROAD AND TRAFFIC FACTORS 5E-9 5E6.1.1 Accident Statistics 5E-10 5E6.1.2 Availability of Alternative Emergency Routes 5E-10 5E6.2 EMERGENCY RESPONSE CAPABILITY 5E-10 5E6.3 OPERATIONAL FACTORS 5E-10 5E6.4 RISK ASSESSMENT 5E-11 5E6.4.1 Hazard Identification 5E-11 5E6.4.1.1 Type of Hazardous Material 5E-11 5E6.4.1.2 Adjacent Landuse 5E-12 5E6.4.1.3 Transport Vehicle and Conditions of Transport 5E-12 5E6.4.1.4 Causes of Hazardous Incidents 5E-12 5E6.4.2 Consequence Analysis 5E-13 5E6.4.3 Estimation of the Likelihood of a Hazardous Incident 5E-13 5E6.4.4 Risk Analysis and Assessment of Risk Results 5E-13 5E7 SELECTION OF ROUTES 5E-15

5E8 RISK MANAGEMENT MEASURES 5E-16

5E9 REFERENCES 5E-18

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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 Ecosystems and Natural Landscapes Table 5 Summary of Subjective Factors Table 6 Preliminary List of Routes Table 7 Summary of Accident Statistics Table 8 Heavy Vehicle Incidents – Initiating and Contributing Causes Table 9 Summary of Risk Analysis Assessment Factors Table 10 Risk Analysis Findings

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5E1 INTRODUCTION

The Cowal Gold Project (the Project) is located approximately 38 kilometres (km) north-east of West Wyalong, New South Wales (NSW) (Figure 5-1). The Project is owned by Barrick Australia Ltd (Barrick).

As described in Section 1.2 of the Transport of Hazardous Materials Study (THMS), route evaluation is required for the road transport of hydrogen peroxide to the Project. Road transport of hydrogen peroxide within NSW begins at Banksmeadow, Sydney. Following transfer by road from Banksmeadow to the Camellia Freight Terminal, hydrogen peroxide will be transported by rail to Dubbo where it will resume transport by road to the Project.

The road transport route for hydrogen peroxide 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 hydrogen peroxide from the Newell Highway/Mid Western Highway (West Wyalong) to the Cowal Gold Project. This part of the overall hydrogen peroxide road transport route is referred to as Segment 5. Route evaluations for Segments 1, 2, 3 and 4 are attached to the THMS as Attachments 5A, 5B, 5C and 5D, respectively.

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 5-2 shows the assessment process flowsheet for this route evaluation.

5E2 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 5 is defined as the area between the Newell Highway/Mid Western Highway (West Wyalong) and the Cowal Gold Project (Figure 5-6). The transport area is wholly situated within the Bland Local Government Area (LGA). Bland LGA is part of the Central West Statistical Division.

5E3 IDENTIFICATION OF HAZARDOUS MATERIAL, SOURCE AND DESTINATION

5E3.1 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 1998 [ADG Code] [National Road Transport Commission, 1998]), the type of container and the movement quantity and frequency. The assessment identified hydrogen peroxide 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).

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Hydrogen peroxide is classified as Class 5.1 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.

5E3.2 SOURCE AND DESTINATION

The source and destination of hydrogen peroxide for Segment 5 are outlined in Table 1 and shown on Figure 5-6.

Table 1 Hazardous Material Source and Destination

Source: Destination: West Wyalong Cowal Gold Project Location Town/City LGA Location Town/City LGA Newell Highway/ West Wyalong Bland Bonehams Road, - Bland Mid Western 38 km north-east Highway of West Wyalong

Details of the transport of hydrogen peroxide from the Newell Highway/Mid Western Highway (West Wyalong) to the Cowal Gold Project are provided in Table 2.

Table 2 Transport Details

Hazardous Delivery Maximum Volume per Maximum Frequency Transported Packaging Material Vehicle Delivery of Deliveries State Hydrogen Single semi- 25.4 t 3 per week Liquid Bulk tanker Peroxide trailer (i.e. Isotainer)

5E4 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 5E5 provides the results of this analysis as a preliminary list of routes. Further screening of this preliminary list is provided in Section 5E6.

5E4.1 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 5E4.1.1); and • the identification of routes suitable in general for the movement of trucks (Section 5E4.1.2).

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 5E4.1.3.

5E4.1.1 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.

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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, 2004).

The RTA prefers heavy vehicles to utilise national highways and state roads wherever possible (RTA, pers. comm., 4 May 2005). National highways within the transport area include the Newell Highway.

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, 2004). State roads are characterised by high flows of general traffic over long distances and have a higher capacity relative to surrounding roads (ibid.).

Sate roads in the transport area include the Mid Western Highway.

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, 2004). The RTA considers regional roads to be suitable for heavy vehicles (RTA, pers. comm., 4 May 2005).

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).

5E4.1.2 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 5E4.1.1. 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 considers regional roads to be suitable for heavy vehicles (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, 2003). 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.

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The RTA has published a map showing B-Double and road train routes (which include B-doubles) throughout NSW (RTA, 2001). Road and train routes within the transport area include Ungarie Road and the Mid Western Highway (RTA, 2001). The Newell Highway is a B-double road. These roads are approved restricted access vehicle route and are specifically designed to accommodate these heavy vehicles and would therefore accommodate the single semi-trailers proposed to be used to transport hydrogen peroxide. These 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 (Bland Shire Council, pers. comm., 4 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.

The Project Environmental Impact Statement (EIS) (North Limited, 1998a) assessed potential access routes to the Project. The EIS identified three potential transport routes which were taken into consideration when identifying truck routes.

Potential truck routes to the Project for Segment 5 include (Figure 5-6):

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. 5B From the Newell Highway turn right into Slee Street, right into Clear Ridge Road, right into Blow Clear Road, left into Bonehams Lane and continue to the Cowal Gold Project. 5C From the Newell Highway turn right into Bodels Lane, continue into Clear Ridge Road, turn right into Blow Clear Road, left into Bonehams Lane and continue to the Cowal Gold Project.

The Traffic Impact Assessment of the Proposed Cowal Gold Project West Wyalong (Traffix, 1997) carried out for the EIS identified Route 5A as the preferred access road to the Project. Following submission and approval of the EIS, Route 5A is the approved Project Access Road and is currently being upgraded in accordance with Project Development Approval Conditions. The road works along the Access Road are being undertaken by Bland Shire Council to relevant AUSTROAD design standards.

Condition (i) of the Part 5 Approval for the Access Road requires that the Project Access Road development be carried out generally in accordance with the Cowal Gold Project Mine Access Road Upgrade Review of Environmental Factors (Resource Strategies, 1997), and all other relevant documentation including Cowal Gold Project Commission of Inquiry Primary Submission (North Limited, 1998b) and Cowal Gold Project Commission of Inquiry Submission in Reply (North Limited, 1998c) to the Commission of Inquiry, as may be modified by the conditions in the Part 5 Approval. Other relevant documentation includes Traffic Impact Assessment of the Proposed Cowal Gold Project West Wyalong (Traffix, 1997) and Section 94 Study and Plan (Bland Shire Council, 1999).

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The Project Access Road will be upgraded to provide a sealed carriageway over its entire length, with appropriate geometric and structural improvements (Traffix, 1997). The Project Access Road upgrade programme will include the following (North Limited, 1998b):

• widening and sealing of the existing dirt road within the existing road reserve from the Project site entrance to the Lake Cowal station silo across a gazetted rail crossing; • sealing the existing gravel road and adjustment of the alignment on some bends within the existing road reserve west along Blow Clear Road for a distance of approximately 10.5 km to its intersection with Wamboyne Road at Blow Clear; and • intersection improvements and some widening on curves within the existing road reserve (over a distance of 0.5 km to improve bends [Traffix, 1997]) south along Wamboyne Road for a distance of approximately 18.7 km to its intersection with Ungarie Road.

Other improvements to be undertaken include the provision of passing lanes and road shoulders and the upgrade of several major intersections where increased traffic numbers are identified as having the potential to compromise safety and/or operational efficiency.

The Project Access Road has been specifically designed to provide access to the Project. Other potential transport routes (i.e. Routes 5B and 5C) comprise segments of unsealed local roads of varying condition which, in their present state, would not provide suitable, all-weather access to the Project for heavy vehicles, particularly those carrying hazardous materials. These roads are therefore, not considered to be suitable for heavy vehicles.

5E4.1.3 Potential Available Routes for Heavy Vehicles and Selection of Potential Routes

Following a review of the road hierarchy and the identification of truck routes within the transport area, Route 5A has been identified as the only potential available route for heavy vehicles for Segment 5. Route 5A is also the approved Project Access Road. Route 5A is set out in Table 3 and shown on Figure 5-6.

Table 3 Truck Routes

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 was tested against mandatory and subjective factors. The assessment is set out below in Sections 5E4.2 and 5E4.3.

5E4.2 MANDATORY CONSIDERATIONS

5E4.2.1 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).

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The Project Access Road (Route 5A) has been specifically designed to provide access to the Project and is currently being upgraded in accordance with Project Development Approval Conditions. When complete, the Access Road will provide a sealed carriageway over its entire length, with appropriate geometric and structural improvements. Therefore, Route 5A is considered to be physically capable of accommodating heavy vehicles and physical considerations do not preclude this transport route from the route evaluation.

5E4.2.2 Laws and Regulations

Road works proposed for the Project Access Road (Route 5A) were described and assessed in the Access Road Upgrade Review of Environmental Factors (REF) (Resource Strategies, 1997). In 1999, approval under Part 5 of the Environmental Planning and Assessment Act 1979 was obtained which approves the Access Road for all Project traffic. Laws and regulations do not preclude Route 5A from the route evaluation.

5E4.3 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 5E4.3.1) and sensitive ecosystems and natural landscapes (such as park reservations and wetlands) (Section 5E4.3.2) (DUAP, 1995a). Emergency and evacuation planning and infrastructure are also usually included in the assessment of subjective factors (Section 5E4.3.3) (DUAP, 1995a).

5E4.3.1 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.

Route 5A predominantly passes through rural areas comprising of areas of open space. Sensitive landuses such as those listed above are relatively uncommon along Route 5A and do not preclude it from the route evaluation. Therefore, further detailed consideration of sensitive landuses was not undertaken for this route evaluation.

Other Landuses

Other landuses may include residential, commercial or industrial areas and areas of open space. Route 5A predominantly passes through rural areas comprising areas of open space.

5E4.3.2 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 Route 5A are identified in Table 4 and described in the following sections.

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Table 4 Sensitive Ecosystems and Natural Landscapes

Route Park Reservations Waterways Number Approximate Total Road Frontage (m) 5A 1 5,100 22

Park Reservations

Vehicles travelling on Route 5A would pass within approximately 100 m of Hiawatha State Forest.

To determine if Route 5A is suitable for the transport of hazardous materials, a measure of the quality and size of the potentially affected park reservation is required. It was conservatively assumed that the park reservation is of a 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 Route 5A. The approximate total length of road frontage of park reservations for Route 5A is 5,100 m.

Waterways

Vehicles travelling on Route 5A would traverse or come within approximately 100 m of 22 waterways.

5E4.3.3 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,

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local DISPLAN); the location of emergency response teams throughout NSW; and the ability of emergency response teams to respond to hazardous material release. 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 Route 5A. This route is therefore suitable for the transport of hazardous materials with respect to emergency and evacuation planning and infrastructure.

5E4.4 PRELIMINARY SCREENING FINDINGS

Preliminary screening took into account available roads for heavy vehicles and mandatory and subjective factors (Sections 5E4.1, 5E4.2 and 5E4.3). Following a review of the road hierarchy and the identification of truck routes within the transport area, Route 5A has been identified as the only potential available route for heavy vehicles for Segment 5. Mandatory factors did not preclude this route from the route evaluation.

Table 5 provides a summary of subjective factors outlined in Section 5E4.3 for Route 5A.

Table 5 Summary of Subjective Factors

Assessment Factor Route 5A Schools # Number of School Students # Hospitals # Number of Hospital Beds # Aged Care Facilities # Churches # Items of Heritage or Cultural Significance # Other Landuse Predominantly open space Number of Park Reservations 1 Park Reservations – Approximate Total Road Frontage (m) 5,100 Waterways 22 Emergency Infrastructure Adequate # Sensitive landuses along Route 5A are relatively uncommon and do not preclude this route from the route evaluation. Further information is provided in Section 5E4.3.1.

Table 5 indicates that Route 5A would have minimal impact on subjective factors and is suitable for the transport of hazardous materials.

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5E5 PRELIMINARY LIST OF ROUTES

On the basis of the preliminary screening in Section 5E4, the following preliminary list of routes from the Newell Highway/Mid Western Highway (West Wyalong) to the Cowal Gold Project has been determined (Table 6).

Table 6 Preliminary List of Routes

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.

5E6 SECONDARY SCREENING

Secondary screening involves the assessment of the preliminary list of routes (Section 5E5) against road and traffic factors (Section 5E6.1), emergency response capability (Section 5E6.2), operational factors (Section 5E6.3) and risk (including environmental and landuse factors) (Section 5E6.4) (Figure 5-2). The potential route has been assessed against each secondary screening factor to confirm that the route is suitable for the transport of hazardous materials. The final selection of routes for Segment 5 is detailed in Section 5E7.

5E6.1 ROAD AND TRAFFIC FACTORS

The Guidelines state that the assessment of a potential transport route 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 assess accident statistics for potential transport routes and infer from them the capability and level of service of the road system.

Accident statistics for Route 5A are provided in Section 5E6.1.1. An assessment of remaining road and traffic factors (i.e. the availability of alternative emergency routes) is provided in Section 5E6.1.2.

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5E6.1.1 Accident Statistics

Available accident statistics for Route 5A were obtained from the RTA and are summarised in Table 7.

Table 7 Summary of Accident Statistics

Route Length No. of Heavy % Increase of Heavy Vehicle Annual Million Heavy Vehicle (km) Vehicles Heavy Accidents km of Heavy Accidents/Annual (per day)1,2 Vehicles due (per year)4 Vehicle Travel Million km of Heavy to Project3 Vehicle Travel 5A 41 105 0.41% 0.0 0.04 0.0 1 North Limited (1998a) Cowal Gold Project Environmental Impact Statement (EIS) – Appendix J Traffic Impact Assessment. 2 RTA (2000) Excel database of traffic composition for the South Western Region. Provided by David Amery on 22 July 2005. 3 Assumes 3 truck movements per week. 4 RTA (2005) Excel database of traffic crash data for the South Western Region 2000 - 2004. Provided by David Amery on 5 August 2005.

Accident statistics for Route 5A are considered to be within normal operating levels for the road types and use. The data shown in Table 7 relates to the current road design for Route 5A (i.e. partially unsealed). Improved driving conditions will be achieved due to the upgrading of the Project Access Road (Route 5A) including sealing of the road to the Project (Section 5E4.1.2). The increase of heavy vehicles due to the Project would be small (approximately 0.4%) and would be unlikely to affect traffic flows or accident statistics. Route 5A is therefore suitable for the transport of hazardous materials with respect to accident statistics.

5E6.1.2 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 Route 5A.

5E6.2 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 5E4.3.3). Further information on the management of emergencies in NSW and an evaluation of the ease of access to a potential accident for Segment 5 are provided in Section 5E4.3.3.

Following a review of emergency management in NSW, emergency response capability is considered to be adequate for Route 5A. This route is therefore suitable for the transport of hazardous materials with respect to emergency response capability.

5E6.3 OPERATIONAL FACTORS

Operating costs and distribution logistics have been considered for Segment 5. Route 5A is suitable on the basis of logistical considerations.

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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, the shortest route is the most preferable in respect of operating costs. Route 5A is not the shortest available route for Segment 5. However, this route is only marginally longer than alternative routes and the increase in operating costs would be minimal. Route 5A is cost effective and is therefore suitable on the basis of operating costs.

5E6.4 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 5 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.

5E6.4.1 Hazard Identification

5E6.4.1.1 Type of Hazardous Material

Hydrogen peroxide is classified under the ADG Code as Class 5.1 (oxidising substance) with a Subsidiary Risk of Class 8 (corrosive substance) and Packing Group II. It is a clear, colourless liquid with a sharp odour and is a strong oxidising agent. In its pure form and at low pH, hydrogen peroxide is relatively stable.

Hydrogen peroxide can react strongly with organic materials, reducing agents, some acids and alkalis, metals and flammable and combustible materials (including paper, cloth, leather etc.). It is catalytically decomposed (into water and oxygen) by heavy metals and their salts, dust, oxidisable organic materials, enzymes and rust. Decomposition can also be initiated or accelerated by light, heat, high pH or various other impurities, and may be extremely violent. Decomposition due to contact with any organic materials may generate enough heat and oxygen to start a fire.

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Hydrogen peroxide is not combustible but will strongly support the combustion of other materials. It is not toxic in itself, however can cause injury through its ability to form free, active oxygen. Irritation and burns to mucous membranes, skin, and eyes can occur. If people are exposed to hydrogen peroxide via ingestion, eye or skin contact or inhalation, relatively low toxic consequential impact is possible when compared to hydrochloric or sulphuric acids.

Hydrogen peroxide has no potential for bio-accumulation as it degrades rapidly in air and water. However in sufficient quantities, it can be toxic to aquatic biota and plants.

5E6.4.1.2 Adjacent Landuse

Refer to Section 5E4.3.1 for a description of adjacent landuse for Route 5A.

5E6.4.1.3 Transport Vehicle and Conditions of Transport

Hydrogen peroxide will be transported to the Project by single semi-trailer. It will be transported as a liquid and contained within a bulk tanker (i.e. Isotainer). Regulation of temperature and pressure are not required during the transport of this material.

5E6.4.1.4 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 8.

Table 8 Heavy Vehicle Incidents – Initiating and Contributing Causes

Human Error Equipment Failures System or Procedural External Events Failures • driver impairment, e.g. • rail road crossing guard • driver incentives to • vandalism/sabotage alcohol or drugs failure work 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 • soft shoulder training • earthquake • • overfilling • overpressure speed enforcement • existing accident • • other vehicle’s driver • material defect driver rest periods • animals on road • • taking tight turns/ramps • steering failure maintenance too quickly (overturns) • • high centre of gravity inspection • unsecured loads • • corrosion time of the day restrictions • 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)

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5E6.4.2 Consequence Analysis

An accident involving a heavy vehicle transporting hydrogen peroxide resulting in a release of the material is the hazardous incident relevant to the transport of hydrogen peroxide. The consequences of a release of hydrogen peroxide from this hazardous incident are largely dependent on what is contacted by the liquid. The following consequences of this hazardous incident are relevant:

• direct exposure to liquid or vapour hydrogen peroxide for those at or near to an accident scene; • contamination of waterways (from a large liquid release) causing a minor lower of pH resulting in a moderate impact on fish and other aquatic life including aquatic plants; and • burning of vegetation upon contact resulting in a possible fire.

Hydrogen peroxide does not bio-accumulate.

5E6.4.3 Estimation of the Likelihood of a Hazardous Incident

Accident data for heavy vehicles utilising Route 5A are detailed in Section 5E6.1.1 and Table 7. No accidents involving heavy vehicles have occurred along Route 5A.

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 hydrogen peroxide to the Project resulting in a release of the material must take into account the following:

• the number of vehicles transporting hydrogen peroxide 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 recent accident data) involving a vehicle transporting hydrogen peroxide to the Project resulting in a release of the material for Route 5A is estimated to be 0/year.

This value indicates a low level of risk associated with the transport of hazardous materials.

5E6.4.4 Risk Analysis and Assessment of Risk Results

Risk analysis took into account the preliminary screening findings as well as road and traffic factors (Section 5E6.1), emergency response capability (Section 5E6.2) and operational factors (Section 5E6.3). Table 9 provides a summary of all assessment factors utilised in the risk analysis for Route 5A.

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Table 9 Summary of Risk Analysis Assessment Factors

Assessment Factor Route 5A Schools # Number of School Students # Hospitals # Number of Hospital Beds # Aged Care Facilities # Churches # Items of Heritage or Cultural Significance # Other Landuse Predominantly open space Number of Park Reservations 1 Park Reservations – Approximate Total Road Frontage (m) 5,100 Waterways 22 Emergency Infrastructure Adequate Length (km) 41 No. of Heavy Vehicles (per day)1,2 105 % Increase of Heavy Vehicles due to Project3 0.41% Heavy Vehicle Accidents (per year)4 0.0 Annual Million km of Heavy Vehicle Travel 0.04 Heavy Vehicle Accidents/Annual Million km of Heavy Vehicle Travel 0.0 Availability of Alternative Emergency Routes Available Emergency Response Capability Adequate Operational Factors Cost effective 1 North Limited (1998a) Cowal Gold Project Environmental Impact Statement (EIS) – Appendix J Traffic Impact Assessment. 2 RTA (2000) Excel database of traffic composition for the South Western Region. Provided by David Amery on 22 July 2005. 3 Assumes 3 truck movements per week. 4 RTA (2005) Excel database of traffic crash data for the South Western Region 2000 - 2004. Provided by David Amery on 5 August 2005. # Sensitive landuses along Route 5A are relatively uncommon and do not preclude this route from the route evaluation. Further information is provided in Section 5E4.3.1.

Table 10 presents the results of the risk analysis for Route 5A, in which 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 10 presents the results of the risk analysis in terms of minimal, acceptable, significant and unacceptable risk. For the purposes of this risk assessment the following definitions apply:

• minimal risk: the transport of hydrogen peroxide along Route 5A is assessed as posing a minimal risk to the factor of interest; • acceptable risk: the transport of hydrogen peroxide along Route 5A is assessed as posing an acceptable amount of risk to the factor of interest; • significant risk: the transport of hydrogen peroxide along Route 5A is assessed as posing a significant increase of risk to the factor of interest; and • unacceptable risk: the transport of hydrogen peroxide along Route 5A is assessed as posing an unacceptable level of risk to the factor of interest.

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Table 10 Risk Analysis Findings

Assessment Factor Minimal Risk Acceptable Risk Significant Risk Unacceptable Risk Schools  Hospitals  Aged Care Facilities  Churches  Items of Heritage or Cultural  Significance Other Landuse  Park Reservations  Waterways  Emergency Infrastructure  Heavy Vehicle Accidents (per year)  Heavy Vehicle Accidents/Annual Million  km of Heavy Vehicle Travel Availability of Alternative Emergency  Routes Emergency Response Capability  Operational Factors  Comparative Assessment of all  Factors

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 approximately 0.4% (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 9 and 10 deem Route 5A to pose a minimal level of risk to surrounding people, property and the natural environment. This route is therefore suitable for the transport of hazardous materials to the Project.

5E7 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).

The Guidelines state that the results of the study are generally best presented on a comparative basis. Following the identification of available roads for heavy vehicles in the transport area, there is only one potential available route for heavy vehicles for Segment 5 (Section 1E4.1). Therefore, there is no basis for a comparative assessment. As an alternative to comparative assessment, the potential available route for Segment 5 was assessed against all remaining preliminary and secondary screening factors to confirm that the route is suitable for the transport of hazardous materials to the Project.

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Selecting a route that is suitable for the transport of hazardous materials must be 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 5 is wholly situated within the Bland LGA and the Bland City Council was consulted during the preparation of the THMS.

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 screening, Route 5A 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 hydrogen peroxide from the Newell Highway/Mid western Highway (West Wyalong) to the Cowal Gold Project.

5E8 RISK MANAGEMENT MEASURES

The identification of risk management measures is the final step in the route evaluation process (Figure 5-2). 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 hydrogen peroxide 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. 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 the suitable transport route as risk management measures required to be implemented by the material supplier and transport provider (i.e. prime contractor) 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 hydrogen peroxide to the Project include:

• As hydrogen peroxide 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:

HAL-02-07\1\21\00685445.DOC 5E-16 Hydrogen Peroxide Road Transport Route Evaluation – Segment 5

- 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); - 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 12.1 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 19971.

1 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.

HAL-02-07\1\21\00685445.DOC 5E-17 Hydrogen Peroxide Road Transport Route Evaluation – Segment 5

• 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 19971. • 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 19971. • 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 19971. • 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 19971. • Vehicles transporting hazardous materials to the Project are required to carry appropriate communication devices (such as a radio or telephone).

5E9 REFERENCES

Bland Shire Council (1999) Section 94 Study and Plan. Prepared by Don Fox Planning Pty Ltd in conjunction with Bland Shire Council.

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

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 Road Transport Commission (1998) Australian Code for the Transport of Dangerous Goods by Road and Rail (ADG Code), Sixth Edition. Prepared by the National Road Transport Commission in conjunction with the Advisory Committee on the Transport of Dangerous Goods and the Federal Office of Road Safety.

North Limited (1998a) Cowal Gold Project Environmental Impact Statement (EIS) – Appendix J Traffic Impact Assessment.

North Limited (1998b) Cowal Gold Project Commission of Inquiry Primary Submission.

North Limited (1998c) Cowal Gold Project Commission of Inquiry Submission in Reply.

Resource Strategies Pty Ltd (1997) Cowal Gold Project Mine Access Road Upgrade Review of Environmental Factors. Appendix O in North Limited (1998a) Cowal Gold Project Environmental Impact Statement.

Roads and Traffic Authority (RTA) (2000) Excel database of traffic composition for the South Western Region. Provided by David Amery on 22 July 2005.

HAL-02-07\1\21\00685445.DOC 5E-18 Hydrogen Peroxide Road Transport Route Evaluation – Segment 5

Roads and Traffic Authority (RTA) (2001) Road Train and B-Double Routes in NSW and ACT. Map dated May 2001.

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

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

Roads and Traffic Authority (RTA) (2005) Excel database of traffic crash data for the South Western Region 2000 - 2004. Provided by David Amery on 5 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).

Traffix – Traffic and Transport Planners (1997) Traffic Impact Assessment of the Proposed Cowal Gold Project West Wyalong Appendix J in North Limited (1998a) Cowal Gold Project Environmental Impact Statement.

HAL-02-07\1\21\00685445.DOC 5E-19 Ammonium Nitrate Road Transport Route Evaluation – Overview

AMMONIUM NITRATE 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 Australia Ltd.

As described in Section 1.2 of the Transport of Hazardous Materials Study (THMS), route evaluation is required for the road transport of ammonium nitrate to the Project. Road transport of ammonium nitrate within NSW begins at Kooragang Island, Newcastle and terminates at the Project.

The road transport route for ammonium nitrate to the Project has been divided into four segments (Segments 1 to 4) for the purpose of route evaluation. Route evaluations for Segments 1 to 4 are attached to the THMS as Attachments 6A, 6B, 6C and 6D, respectively. An overview of Segments 1 to 4 is provided below.

Segment 1 Attachment 6A Transport of ammonium nitrate from the Orica Explosives Kooragang Island Manufacturing Facility to the New England Highway (Hexham)

Segment 2 Attachment 6B Transport of ammonium nitrate from the New England Highway (Hexham) to the Newell Highway (Dubbo)

Segment 3 Attachment 6C Transport of ammonium nitrate from the Newell Highway (Dubbo) to the Newell Highway/Mid Western Highway (West Wyalong)

Segment 4 Attachment 6D Transport of ammonium nitrate from the Newell Highway/Mid Western Highway (West Wyalong) to the Cowal Gold Project

The following figures are referred to in Attachments 6A to 6D and are appended to this overview:

Figure 6-1 Project Location, Overall Ammonium Nitrate Transport Route and Segments 2 and 3 Potential Available Routes Figure 6-2 Route Selection Assessment Process Figure 6-3 Ammonium Nitrate – Segment 1 Potential Available Routes Figure 6-4 Ammonium Nitrate – Segment 4 Potential Available Routes

HAL-02-07\1\21\00073767.DOC Ammonium Nitrate Road Transport Route Evaluation – Overview

FIGURES 6-1 to 6-4

HAL-02-07\1\21\00073767.DOC QUEENSLAND

MOREE

WALGETT BOURKE

NARRABRI COFFS HARBOUR ARMIDALE NEW SOUTH WALES

NYNGAN

DUNEDOO DUBBO MUSWELLBROOK

SEGMENT 2 SEGMENT 3 (Route 2A) SINGLETON (Route 3A) South

For SEGMENT 4 For SEGMENT 1 NEWCASTLE MOLONG detail see Figure 6-4 PARKES detail see Figure 6-3 COWAL BATHURST GOLD

535 PROJECT ML1 Pacific GRENFELL COWRA SYDNEY WEST WYALONG

MIRROOL YOUNG TEMORA WOLLONGONG Ocean GOULBURN NARRANDERA YASS

WAGGA WAGGA A.C.T.

TOCUMWAL ALBURY

LEGEND Route 2(Segment As 2) and VICTORIA 3A (Segment 3)

0 50 100 15 0 Kilometres Ammonium Nitrate Road Transport Route Evaluation FIGURE 6-1 Project Location, Overall Ammonium Nitrate Transport Route and Segments 2 and 3 Potential Available Routes HAL-02-07 THMS AN_001C Define Transport Area

Identify Hazardous Material, Source and Destination

Identify Available Roads for Heavy Vehicles

Mandatory Considerations Subjective Factors

Preliminary List of Routes

Emergency Response Risk Assessment Road and Traffic Factors Capability Operational Factors

Select Routes

Identify Risk Management Measures

Preliminary Screening Secondary Screening

Source: Adapted from DUAP, 1995 Ammonium Nitrate Road Transport Route Evaluation FIGURE 6-2 Route Selection Assessment Process

HAL-02-07 THMS AN_002B

Bight

Newcastle Nelson Bay Road Nelson Bay Ammonium Nitrate Ammonium Road Transport Route Evaluation Route Transport Road

FIGURE 6-3 Ammonium Nitrate - Segment 1 Available Route Potential

Cove Fullerton Orica Explosives Kooragang Island

Manufacturing Facility

Road Road

Stockton Greenleaf Greenleaf

Street Heron Road

Teal Teal Kooragang (South Arm Road)

River

Cormorant Road Mayfield

Hunter

Tourle Street Street Tourle Tourle

Drive

River Industrial Waratah Kooragang Island Kooragang

Hunter

Highway) (Pacific

Road Callaghan

Maitland

Lambton

Highway Highway

Pacific Pacific Jesmond Shortland New England Highway Hexham Gardens Birmingham Maryland Wallsend Kilometres Route A1 Route LEGEND Lenaghan 02 Fletcher HAL-02-07 THMS AN_003B HAL-02-07 Burcher Nerang

540 000 E

530 000 E 520 000 E Cowal

6 290 000 N 6 290 000 N

Bogeys Island

Wamboyne Mountain

6 280 000 N Road 6 280 000 N ML1535 Wamboyne Dip COWAL Gazetted GOLD Lake Rail Crossing PROJECT Cowal

Bonehams Wamboyne Road

Wests Lane Lane

Blow Clear Road Road Lake Cowal Blow Clear Bland 6 270 000 N Lonergans Lane 6 270 000 N

Billys Creek Lookout

Sandy Ridge Road

Wilsons Lane Creek

Clear

Bodels

Lane

Road To Forbes 6 260 000 N 6 260 000 N

Wamboyne

Railway

Road

Burcher

Ridge Highway

Newell West Wyalong Clear

LEGEND Route A4 6 250 000 N 6 260 000 N Route B4

Lake Cargelligo Route 4C Mid 0 2.5 5.0 Western Kilometres Highway West Wyalong Ammonium Nitrate Cootamundra Road Transport Route Evaluation

Slee Street oTemoraTo FIGURE 6-4 Ammonium Nitrate - Highway Railway Segment 4 Potential Available Routes

520 000 E

Newell 530 000 E HAL-02-07 THMS AN_004E Ammonium Nitrate Road Transport Route Evaluation – Segment 1

COWAL GOLD PROJECT TRANSPORT OF HAZARDOUS MATERIALS STUDY

ATTACHMENT 6A

AMMONIUM NITRATE ROAD TRANSPORT ROUTE EVALUATION

SEGMENT 1 ORICA EXPLOSIVES KOORAGANG ISLAND MANUFACTURING FACILITY TO NEW ENGLAND HIGHWAY (HEXHAM)

JANUARY 2006 Project No. HAL-02-07\1\21 Document No. ATTACHMENT 6A-K ID: 685447 Ammonium Nitrate Road Transport Route Evaluation – Segment 1

TABLE OF CONTENTS

Section Page

6A1 INTRODUCTION 6A-1

6A2 DEFINITION OF THE TRANSPORT AREA 6A-1

6A3 IDENTIFICATION OF HAZARDOUS MATERIAL, SOURCE AND DESTINATION 6A-1 6A3.1 IDENTIFICATION OF HAZARDOUS MATERIAL 6A-1 6A3.2 SOURCE AND DESTINATION 6A-2 6A4 PRELIMINARY SCREENING 6A-2 6A4.1 IDENTIFICATION OF AVAILABLE ROADS FOR HEAVY VEHICLES 6A-2 6A4.1.1 Road Hierarchy 6A-2 6A4.1.2 Identification of Truck Routes 6A-3 6A4.1.3 Potential Available Routes for Heavy Vehicles and Selection of Potential Routes 6A-4 6A4.2 MANDATORY CONSIDERATIONS 6A-4 6A4.2.1 Physical Considerations 6A-4 6A4.2.2 Laws and Regulations 6A-5 6A4.3 SUBJECTIVE FACTORS 6A-6 6A4.3.1 Landuse 6A-6 6A4.3.2 Proximity of Sensitive Ecosystems and Natural Landscapes 6A-7 6A4.3.3 Emergency and Evacuation Planning and Infrastructure 6A-8 6A4.3.4 RTA and Transporter Preferred Transport Routes 6A-9 6A4.4 PRELIMINARY SCREENING FINDINGS 6A-9 6A5 PRELIMINARY LIST OF ROUTES 6A-10

6A6 SECONDARY SCREENING 6A-10 6A6.1 ROAD AND TRAFFIC FACTORS 6A-10 6A6.1.1 Accident Statistics 6A-10 6A6.1.2 Availability of Alternative Emergency Routes 6A-11 6A6.2 EMERGENCY RESPONSE CAPABILITY 6A-11 6A6.3 OPERATIONAL FACTORS 6A-11 6A6.4 RISK ASSESSMENT 6A-11 6A6.4.1 Hazard Identification 6A-12 6A6.4.2 Consequence Analysis 6A-13 6A6.4.3 Estimation of the Likelihood of a Hazardous Incident 6A-13 6A6.4.4 Risk Analysis and Assessment of Risk Results 6A-14 6A7 SELECTION OF ROUTES 6A-16

6A8 RISK MANAGEMENT MEASURES 6A-16

6A9 REFERENCES 6A-18

HAL-02-07\1\21\00685447.DOC 6A-i Ammonium Nitrate 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 List of Routes Table 8 Heavy Vehicle Incidents – Initiating and Contributing Causes Table 9 Summary of Risk Analysis Assessment Factors Table 10 Risk Analysis Findings

HAL-02-07\1\21\00685447.DOC 6A-ii Ammonium Nitrate Road Transport Route Evaluation – Segment 1

6A1 INTRODUCTION

The Cowal Gold Project (the Project) is located approximately 38 kilometres (km) north-east of West Wyalong, New South Wales (NSW) (Figure 6-1). The Project is owned by Barrick Australia Ltd (Barrick).

As described in Section 1.2 of the Transport of Hazardous Materials Study (THMS), route evaluation is required for the road transport of ammonium nitrate to the Project. Road transport of ammonium nitrate within NSW begins at Kooragang Island, Newcastle and terminates at the Project. The road transport route for ammonium nitrate to the Project has been divided into four segments (Segments 1 to 4) for the purpose of route evaluation.

This attachment sets out the route evaluation for the road transport of ammonium nitrate from the Orica Explosives Kooragang Island Manufacturing Facility to the New England Highway (Hexham). This part of the overall road transport route is referred to as Segment 1. Route evaluations for Segments 2, 3 and 4 are attached to the THMS as Attachments 6B, 6C and 6D, respectively.

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 6-2 shows the assessment process flowsheet for this route evaluation.

6A2 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 Orica Explosives Kooragang Island Manufacturing Facility (Greenleaf Road, Kooragang Island) and the New England Highway (Hexham) (Figure 6-3). The transport area is wholly situated within the Local Government Area (LGA) of Newcastle.

6A3 IDENTIFICATION OF HAZARDOUS MATERIAL, SOURCE AND DESTINATION

6A3.1 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 1998 [ADG Code] [National Road Transport Commission, 1998]), the type of container and the movement quantity and frequency. The assessment identified ammonium nitrate 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).

Ammonium nitrate is classified as Class 5.1 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.

HAL-02-07\1\21\00685447.DOC 6A-1 Ammonium Nitrate Road Transport Route Evaluation – Segment 1

6A3.2 SOURCE AND DESTINATION

The source and destination of ammonium nitrate for Segment 1 are outlined in Table 1 and shown on Figure 6-3.

Table 1 Hazardous Material Source and Destination

Source: Destination: Kooragang Island Storage Facility New England Highway (Hexham) Location Town/City LGA Location Town/City LGA Greenleaf Road, Newcastle Newcastle New England Newcastle Newcastle Kooragang Island Highway (Hexham)

Details of the transport of ammonium nitrate from the Orica Explosives Kooragang Island Manufacturing Facility to the New England Highway (Hexham) are provided in Table 2.

Table 2 Transport Details

Hazardous Delivery Maximum Volume per Maximum Frequency Transported Packaging Material Vehicle Delivery of Deliveries State Ammonium Single semi- 25 t 4 per month Solid 1.2 t Bulka Nitrate trailer (flat bed) bags

6A4 PRELIMINARY SCREENING

The following subsections identify available roads for heavy vehicles within the transport area and examine mandatory and subjective factors for potential transport routes. Section 6A5 provides the results of this analysis as a preliminary list of routes. Further screening of this preliminary list is provided in Section 6A6.

6A4.1 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 6A4.1.1); and • the identification of routes suitable in general for the movement of trucks (Section 6A4.1.2).

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 6A4.1.3.

6A4.1.1 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.

HAL-02-07\1\21\00685447.DOC 6A-2 Ammonium Nitrate Road Transport Route Evaluation – Segment 1

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 several state roads in the transport area including Teal Street, Cormorant Road, Tourle Street, Industrial Drive and the Pacific 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).

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).

6A4.1.2 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 6A4.1.1. 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, 2003). 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.

HAL-02-07\1\21\00685447.DOC 6A-3 Ammonium Nitrate Road Transport Route Evaluation – Segment 1

The RTA has published a map showing B-Double and road train routes throughout NSW (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 ammonium nitrate. 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., 30 August 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 with respect to cost.

6A4.1.3 Potential Available Routes for Heavy Vehicles and Selection of Potential Routes

Following a review of the road hierarchy and the identification of truck routes within the transport area, Route 1A has been identified as the only available route for heavy vehicles for Segment 1. Route 1A is set out in Table 3 and shown on Figure 6-3.

Table 3 Truck Routes

Route Directions 1A From the Orica Explosives Kooragang Island Manufacturing Facility, turn left into Greenleaf Road and left into Teal Street. Continue until the roundabout and turn right into Cormorant Road, left into Tourle Street, right into Industrial Drive and right into the Pacific Highway, continuing until Hexham. At Hexham turn left into the New England Highway.

Route 1A predominantly utilises roads that are state roads (RTA, 2004b) and designated B-Double routes (RTA, 2001). Route 1A is also the shortest and most direct route from the Orica Explosives Kooragang Island Manufacturing Facility to the New England Highway (Hexham). Other routes utilising state roads and designated B-Double and road train routes could have been identified as truck routes but are significantly longer and were discounted from the route evaluation on the basis of increased travel time.

Route 1A was tested against mandatory and subjective factors. The assessment is set out below in Sections 6A4.2 and 6A4.3.

6A4.2 MANDATORY CONSIDERATIONS

6A4.2.1 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 ammonium nitrate. No further assessment of physical capability has been undertaken for these roads.

HAL-02-07\1\21\00685447.DOC 6A-4 Ammonium Nitrate Road Transport Route Evaluation – Segment 1

Route 1A utilises one road not designated as a B-Double or road train route (viz. Greenleaf Road). This road is physically capable of accommodating single semi-trailers (RLMC, pers. comm., 20 September 2005). Therefore, physical considerations do not preclude this transport route from the route evaluation.

6A4.2.2 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) were 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) (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 ammonium nitrate 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.

HAL-02-07\1\21\00685447.DOC 6A-5 Ammonium Nitrate Road Transport Route Evaluation – Segment 1

Route 1A utilises state roads and one private road (viz. Greenleaf Road) which is owned by the Minister for the NSW Department of Commerce and managed by the Regional Land Management Corporation (RLMC) (Newcastle City Council, pers. comm., 20 September 2005; RLMC, pers. comm. 20 September 2005). Therefore, the local transport authorities are the RTA and the RLMC. 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. The RLMC does not prohibit the transport of hazardous materials on Greenleaf Road (RLMC, pers. comm., 20 September 2005).

Laws and regulations do not preclude Route 1A from the route evaluation.

6A4.3 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 6A4.3.1) and sensitive ecosystems and natural landscapes (such as park reservations and wetlands) (Section 6A4.3.2) (DUAP, 1995a). Emergency and evacuation planning and infrastructure are also usually included in the assessment of subjective factors (Section 6A4.3.3) (DUAP, 1995a).

6A4.3.1 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 Route 1A.

Table 4 Sensitive Landuses

Route Schools Hospitals Aged Care Churches Items of Facilities Heritage or Number of Number of Number of Number of Cultural Schools Students Hospitals Beds Significance 1A 0 0 0 0 0 1 14

Schools

No schools would be passed by heavy vehicles using Route 1A.

Hospitals/Aged Care Facilities

No hospitals would be passed by heavy vehicles using Route 1A.

Churches

One church is located along Route 1A (Industrial Drive).

HAL-02-07\1\21\00685447.DOC 6A-6 Ammonium Nitrate Road Transport Route Evaluation – Segment 1

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. Fourteen items of heritage or cultural significance would be passed by heavy vehicles using Route 1A.

Other Landuses

Other landuses may include residential, commercial or industrial areas and areas of open space. Route 1A predominantly passes through residential and industrial areas.

6A4.3.2 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 Route 1A are identified in Table 5 and described in the following sections.

Table 5 Sensitive Ecosystems and Natural Landscapes

Route Park Reservations Waterways Number Approximate Total Road Frontage (m) 1A 11 6,345 12

Park Reservations

Vehicles travelling on Route 1A would pass within approximately 100 m of 11 park reservations, including Hexham Park, Walsh Point Reserve, Shell Beach Park and Stevenson Park.

To determine if Route 1A is suitable for the transport of hazardous materials, 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 Route 1A. The approximate total length of road frontage of park reservations for Route 1A is 6,345 m.

Waterways

Vehicles travelling on Route 1A would traverse or come within approximately 100 m of 12 waterways, including the Hunter River and Ironbark Creek.

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6A4.3.3 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.

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 Route 1A. This route is therefore suitable for the transport of hazardous materials with respect to emergency and evacuation planning and infrastructure.

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6A4.3.4 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 Orica Explosives Kooragang Island Manufacturing Facility to the New England Highway (Hexham). Route 1A is the route preferred by the RTA for the transport of hazardous materials from the Orica Explosives Kooragang Island Manufacturing Facility to the New England Highway (Hexham) (RTA, pers. comm., 11 August 2005 and 18 August 2005b).

The transport provider was contacted to determine their preferred route for the transport of hazardous materials from the Orica Explosives Kooragang Island Manufacturing Facility to the New England Highway (Hexham). Route 1A is the route preferred by the transporter for the transport of hazardous materials for Segment 1 (R&H Transport Services, pers. comm., 15 August 2005).

6A4.4 PRELIMINARY SCREENING FINDINGS

Preliminary screening took into account available roads for heavy vehicles and mandatory and subjective factors (Sections 6A4.1, 6A4.2 and 6A4.3). Following a review of the road hierarchy and the identification of truck routes within the transport area, Route 1A has been identified as the only potential available route for heavy vehicles for Segment 1. Mandatory factors did not preclude this route from the route evaluation.

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

Table 6 Summary of Subjective Factors

Assessment Factor Route 1A Schools 0 Number of School Students 0 Hospitals 0 Number of Hospital Beds 0 Aged Care Facilities 0 Churches 1 Items of Heritage or Cultural Significance 14 Other Landuse Predominantly open space Number of Park Reservations 11 Park Reservations – Approximate Total Road Frontage (m) 6,345 Waterways 12 Emergency Infrastructure Adequate RTA and Transporter Preferred Route RTA and Transporter preferred route RTA Roads and Traffic Authority

Table 6 indicates that Route 1A would have minimal impact on subjective factors and is suitable for the transport of hazardous materials.

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6A5 PRELIMINARY LIST OF ROUTES

On the basis of the preliminary screening in Section 6A4, the following preliminary list of routes from the Orica Explosives Kooragang Island Manufacturing Facility to the New England Highway (Hexham) has been determined (Table 7).

Table 7 Preliminary List of Routes

Route Directions 1A From the Orica Explosives Kooragang Island Manufacturing Facility, turn left into Greenleaf Road and left into Teal Street. Continue until the roundabout and turn right into Cormorant Road, left into Tourle Street, right into Industrial Drive and right into the Pacific Highway, continuing until Hexham. At Hexham turn left into the New England Highway.

6A6 SECONDARY SCREENING

Secondary screening involves the assessment of the preliminary list of routes (Section 6A5) against road and traffic factors (Section 6A6.1), emergency response capability (Section 6A6.2), operational factors (Section 6A6.3) and risk (including environmental and landuse factors) (Section 6A6.4) (Figure 6-2). The potential route has been assessed against each secondary screening factor to confirm that the route is suitable for the transport of hazardous materials. The final selection of routes for Segment 1 is detailed in Section 6A7.

6A6.1 ROAD AND TRAFFIC FACTORS

The Guidelines state that the assessment of a potential transport route 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 assess accident statistics for potential transport routes and infer from them the capability and level of service of the road system.

Accident statistics for Route 1A are provided in Section 6A6.1.1. An assessment of remaining road and traffic factors (i.e. the availability of alternative emergency routes) is provided in Section 6A6.1.2.

6A6.1.1 Accident Statistics

Available accident statistics for Route 1A were obtained from the RTA. Approximately 6.2 accidents involving heavy vehicles occur along Route 1A per year. This annual number of accidents for Route 1A is considered to be within normal operating levels for the road types and use. Route 1A is

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therefore suitable for the transport of hazardous materials with respect to accident statistics. Route 1A is approximately 17 km in length. 6A6.1.2 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 Route 1A.

6A6.2 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 6A4.3.3). 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 6A4.3.3.

Following a review of emergency management in NSW, emergency response capability is considered to be adequate for Route 1A. This route is therefore suitable for the transport of hazardous materials with respect to emergency response capability.

6A6.3 OPERATIONAL FACTORS

Operating costs and distribution logistics have been considered for Segment 1. Route 1A is 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 increases the cost of transport. Therefore, the shortest route is the most preferable in respect to operating costs. Route 1A is the shortest available route for Segment 1 and is therefore cost effective and suitable on the basis of operating costs.

6A6.4 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.

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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.

6A6.4.1 Hazard Identification

6A6.4.1.1 Type of Hazardous Material

Ammonium nitrate is classified under the ADG Code as Class 5.1 (oxidising substance) and Packing Group III.

Ammonium nitrate is a stable compound and is generally difficult to explode. It may explode, however, when subjected to energy (heat and/or shock), especially when confined and/or in the presence of contaminants (e.g. chlorides, organics such as waxes and oils, urea, chromium, manganese, zinc, lead, copper, cobalt and nickel). In a large quantity of ammonium nitrate, localised areas of high temperature may be sufficiently confined by the total quantity to initiate an explosion. Sympathetic detonations (i.e. propagation from an initial small explosion to a secondary larger explosion) may occur.

Ammonium nitrate is not combustible but in contact with other combustible materials (e.g. wooden pallets) it increases the fire hazard. It can support and intensify a fire even in the absence of air. Fires involving ammonium nitrate can release toxic nitrogen oxides (yellow to brown fumes) and ammonia. A fire involving ammonium nitrate in a confined space could lead to an explosion. Closed containers can rupture violently when heated.

6A6.4.1.2 Adjacent Landuse

Refer to Section 6A4.3.1 for a description of adjacent landuse for Route 1A.

6A6.4.1.3 Transport Vehicle and Conditions of Transport

Ammonium nitrate will be transported to the Project by single semi-trailer. It will be transported as a solid and contained within 1.2 t Bulka bags. Regulation of temperature and pressure are not required during the transport of this solid material.

6A6.4.1.4 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 8.

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Table 8 Heavy Vehicle Incidents – Initiating and Contributing Causes

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

6A6.4.2 Consequence Analysis

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

• release of the material together with the combustion of other materials resulting in propagation of the fire by the ammonium nitrate and exposure to nitrogen oxides for those at or near to the accident scene; • heating of the ammonium nitrate (whilst confined) resulting in an explosion and subsequent impact on people, property and the environment; and • contamination of waterways causing an increase in the nitrogen content resulting in fatality for fish and other aquatic life including aquatic plants.

6A6.4.3 Estimation of the Likelihood of a Hazardous Incident

Accident data for heavy vehicles utilising Route 1A are detailed in Section 6A6.1.1. Approximately 6.2 accidents per year involving heavy vehicles occur along Route 1A.

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).

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An estimation of the likelihood of an accident involving a vehicle transporting ammonium nitrate to the Project resulting in a release of the material or explosion must take into account the following:

• the number of vehicles transporting ammonium nitrate 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 approximate transport data) involving a vehicle transporting ammonium nitrate to the Project resulting in a release of the material or explosion for Route 1A is estimated to be 1.5x10-5/year (i.e. such an accident is estimated to occur on Route 1A once every 66,700 years).

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

6A6.4.4 Risk Analysis and Assessment of Risk Results

Risk analysis took into account the preliminary screening findings as well as road and traffic factors (Section 6A6.1), emergency response capability (Section 6A6.2) and operational factors (Section 6A6.3). Table 9 provides a summary of all assessment factors utilised in the risk analysis for Route 1A.

Table 9 Summary of Risk Analysis Assessment Factors

Assessment Factor Route 1A Schools 0 Number of School Students 0 Hospitals 0 Number of Hospital Beds 0 Aged Care Facilities 0 Churches 1 Items of Heritage or Cultural Significance 14 Other Landuse Predominantly open space Number of Park Reservations 11 Park Reservations – Approximate Total Road Frontage (m) 6,345 Waterways 12 Emergency Infrastructure Adequate RTA and Transporter Preferred Route RTA and Transporter preferred route Length (km) 17 Heavy Vehicle Accidents (per year)1 6.2 Availability of Alternative Emergency Routes Available Emergency Response Capability Adequate Operational Factors Cost effective 1 RTA (2005) Excel database of traffic crash data for the Hunter Region. Provided by Bronwyn Bosse on 8 September 2005. RTA Roads and Traffic Authority

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Table 10 presents the results of the risk analysis for Route 1A, in which 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 10 presents the results of the risk analysis in terms of minimal, acceptable, significant and unacceptable risk. For the purposes of this risk assessment the following definitions apply:

• minimal risk: the transport of ammonium nitrate along Route 1A is assessed as posing a minimal risk to the factor of interest; • acceptable risk: the transport of ammonium nitrate along Route 1A is assessed as posing an acceptable amount of risk to the factor of interest; • significant risk: the transport of ammonium nitrate along Route 1A is assessed as posing a significant increase of risk to the factor of interest; and • unacceptable risk: the transport of ammonium nitrate along Route 1A is assessed as posing an unacceptable level of risk to the factor of interest.

Table 10 Risk Analysis Findings

Assessment Factor Minimal Risk Acceptable Risk Significant Risk Unacceptable Risk Schools  Hospitals  Aged Care Facilities  Churches  Items of Heritage or Cultural  Significance Other Landuse  Park Reservations  Waterways  Emergency Infrastructure  RTA and Transporter Preferred Route  Heavy Vehicle Accidents (per year)  Availability of Alternative Emergency  Routes Emergency Response Capability  Operational Factors  Comparative Assessment of all  Factors 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. From a risk perspective, the results detailed in Tables 9 and 10 deem Route 1A to pose a minimal level of risk to surrounding people, property and the natural environment. This route is therefore suitable for the transport of hazardous materials to the Project.

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6A7 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).

The Guidelines state that the results of the study are generally best presented on a comparative basis. Following the identification of available roads for heavy vehicles in the transport area, there is only one potential available route for heavy vehicles for Segment 1 (Section 6A4.1). Therefore, there is no basis for a comparative assessment. As an alternative to comparative assessment, the potential available route for Segment 1 was assessed against all remaining preliminary and secondary screening factors to confirm that the route is suitable for the transport of hazardous materials to the Project.

Selecting a route that is suitable for the transport of hazardous materials must be 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 or explosion).

In order to make a balanced judgement, consultation with Councils was also undertaken. The transport area for Segment 1 is wholly situated within the Newcastle LGA and the Newcastle City Council was consulted during the preparation of the THMS.

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 screening, Route 1A has been identified as the only potential available route for heavy vehicles 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 1A 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 the Newcastle City Council regarding Route 1A was also undertaken and Council’s comments have been taken into consideration by the THMS. Therefore, Route 1A is suitable for the transport of hazardous materials and is the preferred route for the transport of ammonium nitrate from the Orica Explosives Kooragang Island Manufacturing Facility to the New England Highway (Hexham).

6A8 RISK MANAGEMENT MEASURES

The identification of risk management measures is the final step in the route evaluation process (Figure 6-2). 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 ammonium nitrate 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

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risk. 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 the suitable transport route 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 ammonium nitrate to the Project include:

• As ammonium nitrate 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); - 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 12.1 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

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- 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 19971. • 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 19971. • 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 19971. • 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 19971. • 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 19971. • Vehicles transporting hazardous materials to the Project are required to carry appropriate communication devices (such as a radio or telephone).

6A9 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).

1 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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National Road Transport Commission (1998) Australian Code for the Transport of Dangerous Goods by Road and Rail (ADG Code), Sixth Edition. Prepared by the National Road Transport Commission in conjunction with the Advisory Committee on the Transport of Dangerous Goods and the Federal Office of Road Safety.

Roads and Traffic Authority (RTA) (2001) Road Train and B-Double Routes in NSW and ACT. Map dated May 2001.

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

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 Hunter Region. Provided by Bronwyn Bosse on 8 September 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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COWAL GOLD PROJECT TRANSPORT OF HAZARDOUS MATERIALS STUDY

ATTACHMENT 6B

AMMONIUM NITRATE ROAD TRANSPORT ROUTE EVALUATION

SEGMENT 2 NEW ENGLAND HIGHWAY (HEXHAM) TO NEWELL HIGHWAY (DUBBO)

JANUARY 2006 Project No. HAL-02-07\1\21 Document No. ATTACHMENT 6B-J ID: 685451 Ammonium Nitrate Road Transport Route Evaluation – Segment 2

TABLE OF CONTENTS

Section Page

6B1 INTRODUCTION 6B-1

6B2 DEFINITION OF THE TRANSPORT AREA 6B-1

6B3 IDENTIFICATION OF HAZARDOUS MATERIAL, SOURCE AND DESTINATION 6B-1 6B3.1 IDENTIFICATION OF HAZARDOUS MATERIAL 6B-1 6B3.2 SOURCE AND DESTINATION 6B-2 6B4 PRELIMINARY SCREENING 6B-2 6B4.1 IDENTIFICATION OF AVAILABLE ROADS FOR HEAVY VEHICLES 6B-2 6B4.1.1 Road Hierarchy 6B-2 6B4.1.2 Identification of Truck Routes 6B-3 6B4.1.3 Potential Available Routes for Heavy Vehicles and Selection of Potential Routes 6B-4 6B4.2 MANDATORY CONSIDERATIONS 6B-4 6B4.2.1 Physical Considerations 6B-4 6B4.2.2 Laws and Regulations 6B-5 6B4.3 SUBJECTIVE FACTORS 6B-6 6B4.3.1 Landuse 6B-6 6B4.3.2 Proximity of Sensitive Ecosystems and Natural Landscapes 6B-6 6B4.3.3 Emergency and Evacuation Planning and Infrastructure 6B-7 6B4.3.4 RTA and Transporter Preferred Transport Routes 6B-8 6B4.4 PRELIMINARY SCREENING FINDINGS 6B-8 6B5 PRELIMINARY LIST OF ROUTES 6B-9

6B6 SECONDARY SCREENING 6B-9 6B6.1 ROAD AND TRAFFIC FACTORS 6B-9 6B6.1.1 Accident Statistics 6B-10 6B6.1.2 Availability of Alternative Emergency Routes 6B-10 6B6.2 EMERGENCY RESPONSE CAPABILITY 6B-10 6B6.3 OPERATIONAL FACTORS 6B-11 6B6.4 RISK ASSESSMENT 6B-11 6B6.4.1 Hazard Identification 6B-11 6B6.4.2 Consequence Analysis 6B-13 6B6.4.3 Estimation of the Likelihood of a Hazardous Incident 6B-13 6B6.4.4 Risk Analysis and Assessment of Risk Results 6B-14 6B7 SELECTION OF ROUTES 6B-16

6B8 RISK MANAGEMENT MEASURES 6B-16

6B9 REFERENCES 6B-18

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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 Ecosystems and Natural Landscapes Table 5 Summary of Subjective Factors Table 6 Preliminary List of Routes Table 7 Summary of Accident Statistics Table 8 Heavy Vehicle Incidents – Initiating and Contributing Causes Table 9 Summary of Risk Analysis Assessment Factors Table 10 Risk Analysis Findings

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6B1 INTRODUCTION

The Cowal Gold Project (the Project) is located approximately 38 kilometres (km) north-east of West Wyalong, New South Wales (NSW) (Figure 6-1). The Project is owned by Barrick Australia Ltd (Barrick).

As described in Section 1.2 of the Transport of Hazardous Materials Study (THMS), route evaluation is required for the road transport of ammonium nitrate to the Project. Road transport of ammonium nitrate within NSW begins at Kooragang Island, Newcastle and terminates at the Project. The road transport route for ammonium nitrate to the Project has been divided into four segments (Segments 1 to 4) for the purpose of route evaluation.

This attachment sets out the route evaluation for the road transport of ammonium nitrate from the New England Highway (Hexham) to the Newell Highway (Dubbo). This part of the overall road transport route is referred to as Segment 2. The route evaluation for Segments 1, 3 and 4 are attached to the THMS as Attachments 6A, 6C and 6D, respectively.

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 6-2 shows the assessment process flowsheet for this route evaluation.

6B2 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 2 is defined as the area between the New England Highway (Hexham) and the Newell Highway (Dubbo) (Figure 6-1). The transport area is situated within the Local Government Areas (LGAs) of Newcastle, Maitland, Cessnock, Singleton, Muswellbrook, Upper Hunter, Warrumbungle, Wellington and Dubbo.

6B3 IDENTIFICATION OF HAZARDOUS MATERIAL, SOURCE AND DESTINATION

6B3.1 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 1998 [ADG Code] [National Road Transport Commission, 1998]), the type of container and the movement quantity and frequency. The assessment identified ammonium nitrate 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).

Ammonium nitrate is classified as Class 5.1 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.

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6B3.2 SOURCE AND DESTINATION

The source and destination of ammonium nitrate for Segment 2 are outlined in Table 1 and shown on Figure 6-1.

Table 1 Hazardous Material Source and Destination

Source: Destination: New England Highway (Hexham) Newell Highway (Dubbo) Location Town/City LGA Location Town/City LGA New England Newcastle Newcastle Newell Highway Dubbo Dubbo Highway (Hexham)

Details of the transport of ammonium nitrate from the New England Highway (Hexham) to the Newell Highway (Dubbo) are provided in Table 2.

Table 2 Transport Details

Hazardous Delivery Maximum Volume per Maximum Frequency Transported Packaging Material Vehicle Delivery of Deliveries State Ammonium Single semi- 25 t 4 per month Solid 1.2 t Bulka Nitrate trailer (flat bed) bags

6B4 PRELIMINARY SCREENING

The following subsections identify available roads for heavy vehicles within the transport area and examine mandatory and subjective factors for potential transport routes. Section 6B5 provides the results of this analysis as a preliminary list of routes. Further screening of this preliminary list is provided in Section 6B6.

6B4.1 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 6B4.1.1); and • the identification of routes suitable in general for the movement of trucks (Section 6B4.1.2).

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 6B4.1.3.

6B4.1.1 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.

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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 New England Highway is the only national highway within the transport area. The RTA prefers heavy vehicles to utilise national highways and state roads wherever possible (RTA, pers. comm., 4 May 2005). The New England Highway would be used by heavy vehicles within the transport area where possible.

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.).

State roads in the transport area include the Golden 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, the Golden Highway would also 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).

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).

6B4.1.2 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 6B4.1.1. 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.

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The RTA has published a map showing B-Double and road train routes throughout NSW (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 ammonium nitrate. 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., 30 August 2005 and 7 September 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 with respect to cost.

6B4.1.3 Potential Available Routes for Heavy Vehicles and Selection of Potential Routes

Following a review of the road hierarchy and the identification of truck routes within the transport area, Route 2A has been identified as the only available route for heavy vehicles for Segment 2. Route 2A is set out in Table 3 and shown on Figure 6-1.

Table 3 Truck Routes

Route Directions 2A From the New England Highway (Hexham) continue through Branxton and turn left onto the Golden Highway. Continue along the Golden Highway which intersects the Newell Highway at Dubbo.

Route 2A only utilises roads that are national highways or state roads (RTA, 2004b) and designated B-Double or road train routes (RTA, 2001). Route 2A is also the shortest and most direct route from the New England Highway (Hexham) to the Newell Highway (Dubbo). Other routes from the New England Highway (Hexham) to the Newell Highway (Dubbo) utilising national highways and state roads and designated B-Double and road train routes could have been identified as truck routes but are significantly longer and were discounted from the route evaluation on the basis of increased travel time.

Route 2A was tested against mandatory and subjective factors. The assessment is set out below in Sections 6B4.2 and 6B4.3.

6B4.2 MANDATORY CONSIDERATIONS

6B4.2.1 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 ammonium nitrate. No further assessment of physical capability has been undertaken for these roads.

Route 2A only utilises roads designated as B-Double or road train routes. Therefore, physical considerations do not preclude this transport route from the route evaluation.

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6B4.2.2 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) were 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) (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 2 does not involve the road transport of ammonium nitrate 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.

Route 2A only utilises national highways and state roads, therefore the local transport authority is the RTA. 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.

Laws and regulations do not preclude Route 2A from the route evaluation.

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6B4.3 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 6A4.3.1) and sensitive ecosystems and natural landscapes (such as park reservations and wetlands) (Section 6B4.3.2) (DUAP, 1995a). Emergency and evacuation planning and infrastructure are also usually included in the assessment of subjective factors (Section 6B4.3.3) (DUAP, 1995a).

6B4.3.1 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.

Route 2A predominantly passes through rural areas comprising of areas of open space. Sensitive landuses such as those listed above are relatively uncommon along Route 2A and do not preclude it from the route evaluation. Therefore, further detailed consideration of sensitive landuses was not undertaken for this route evaluation.

Other Landuses

Other landuses may include residential, commercial or industrial areas and areas of open space. Route 2A predominantly passes through rural areas comprising areas of open space.

6B4.3.2 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 Route 2A are identified in Table 4 and described in the following sections.

Table 4 Sensitive Ecosystems and Natural Landscapes

Route Park Reservations Waterways Number Approximate Total Road Frontage (m) 2A 3 7,550 20

Park Reservations

Vehicles travelling on Route 2A would pass within approximately 100 m of three park reservations, including Belford State Forest, Turill State Forest and Dubbo State Forest.

To determine if Route 2A is suitable for the transport of hazardous materials, 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 Route 2A. The approximate total length of road frontage of park reservations for Route 2A is 7,550 m.

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Waterways

Vehicles travelling on Route 2A would traverse or come within approximately 100 m of 20 waterways, including the Hunter River, Lake Liddell and the Macquarie River.

6B4.3.3 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.

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 Route 2A. This route is therefore suitable for the transport of hazardous materials with respect to emergency and evacuation planning and infrastructure.

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6B4.3.4 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 New England Highway (Hexham) to the Newell Highway (Dubbo). Route 2A is the route preferred by the RTA for the transport of hazardous materials from the New England Highway (Hexham) to the Newell Highway (Dubbo) (RTA, pers. comm., 11 August 2005).

The transport provider was contacted to determine their preferred route for the transport of hazardous materials from the New England Highway (Hexham) to the Newell Highway (Dubbo). Route 2A is the route preferred by the transporter for the transport of hazardous materials for Segment 2 (R&H Transport Services, pers. comm., 15 August 2005).

6B4.4 PRELIMINARY SCREENING FINDINGS

Preliminary screening took into account available roads for heavy vehicles and mandatory and subjective factors (Sections 6B4.1, 6B4.2 and 6B4.3). Following a review of the road hierarchy and the identification of truck routes within the transport area, Route 2A has been identified as the only potential available route for heavy vehicles for Segment 2. Mandatory factors did not preclude this route from the route evaluation.

Table 5 provides a summary of subjective factors outlined in Section 6B4.3 for Route 2A.

Table 5 Summary of Subjective Factors

Assessment Factor Route 2A Schools # Number of School Students # Hospitals # Number of Hospital Beds # Aged Care Facilities # Churches # Items of Heritage or Cultural Significance # Other Landuse Predominantly open space Number of Park Reservations 3 Park Reservations – Approximate Total Road Frontage (m) 7,550 Waterways 20 Emergency Infrastructure Adequate RTA and Transporter Preferred Route RTA and Transporter preferred route # Sensitive landuses along Route 2A are relatively uncommon and do not preclude this route from the route evaluation. Further information is provided in Section 6B4.3.1. RTA Roads and Traffic Authority

Table 5 indicates that Route 2A would have minimal impact on subjective factors and is suitable for the transport of hazardous materials.

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6B5 PRELIMINARY LIST OF ROUTES

On the basis of the preliminary screening in Section 6B4, the following preliminary list of routes from the England Highway, Hexham to the Newell Highway (Dubbo) has been determined (Table 6).

Table 6 Preliminary List of Routes

Route Directions 2A From the New England Highway (Hexham) continue through Branxton and turn left onto the Golden Highway. Continue along the Golden Highway which intersects the Newell Highway at Dubbo.

6B6 SECONDARY SCREENING

Secondary screening involves the assessment of the preliminary list of routes (Section 6B5) against road and traffic factors (Section 6B6.1), emergency response capability (Section 6B6.2), operational factors (Section 6B6.3) and risk (including environmental and landuse factors) (Section 6B6.4) (Figure 6-2). The potential route has been assessed against each secondary screening factor to confirm that the route is suitable for the transport of hazardous materials. The final selection of routes for Segment 2 is detailed in Section 6B7.

6B6.1 ROAD AND TRAFFIC FACTORS

The Guidelines state that the assessment of a potential transport route 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 assess accident statistics for potential transport routes and infer from them the capability and level of service of the road system.

Accident statistics for Route 2A are provided in Section 6B6.1.1. An assessment of remaining road and traffic factors (i.e. the availability of alternative emergency routes) is provided in Section 6B6.1.2.

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6B6.1.1 Accident Statistics

Available accident statistics for Route 2A were obtained from the RTA and are summarised in Table 7.

Table 7 Summary of Accident Statistics

Route Length No. of Heavy % Increase of Heavy Vehicle Annual Million Heavy Vehicle (km) Vehicles Heavy Vehicles Accidents km of Heavy Accidents/Annual (per day)1,2,3,4 due to Project5 (per year)6,7 Vehicle Travel Million km of Heavy Vehicle Travel 2A 351 135 – 1,191 0.01% – 0.1% 6.6 2.10 – 7.23 0.11 – 0.19 1 RTA (2003b) Traffic Volume Data for the Western Region 2002. Prepared by the RTA Traffic and Transport Directorate. 2 RTA (2002a) Traffic Volume Data for the Hunter Region 2001. Prepared by the RTA Traffic and Transport Directorate. 3 RTA (2002b) Excel database of traffic composition for the Western Region. Provided by Neil Peden on 25 July 2005. 4 RTA (2004c) Excel database of traffic composition for the Hunter Region. Provided by Andrew Dorrian on 5 September 2005. 5 Assumes 4 truck movements per month. 6 RTA (2005a) Excel database of traffic crash data for the Western Region 2000 - 2004. Provided by Neil Peden on 25 July 2005. 7 RTA (2005b) Excel database of traffic crash data for the Hunter Region. Provided by Bronwyn Bosse on 8 September 2005.

Accident statistics for Route 2A 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. Route 2A is therefore suitable for the transport of hazardous materials with respect to accident statistics.

6B6.1.2 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 Route 2A.

6B6.2 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 6B4.3.3). Further information on the management of emergencies in NSW and an evaluation of the ease of access to a potential accident for Segment 2 are provided in Section 6B4.3.3.

Following a review of emergency management in NSW, emergency response capability is considered to be adequate for Route 2A. This route is therefore suitable for the transport of hazardous materials with respect to emergency response capability.

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6B6.3 OPERATIONAL FACTORS

Operating costs and distribution logistics have been considered for Segment 2. Route 2A is 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, the shortest route is the most preferable in respect to operating costs. Route 2A is the shortest available route for Segment 2 and is therefore cost effective and suitable on the basis of operating costs.

6B6.4 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 2 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.

6B6.4.1 Hazard Identification

6B6.4.1.1 Type of Hazardous Material

Ammonium nitrate is classified under the ADG Code as Class 5.1 (oxidising substance) and Packing Group III.

Ammonium nitrate is a stable compound and is generally difficult to explode. It may explode, however, when subjected to energy (heat and/or shock), especially when confined and/or in the presence of contaminants (e.g. chlorides, organics such as waxes and oils, urea, chromium, manganese, zinc, lead, copper, cobalt and nickel). In a large quantity of ammonium nitrate, localised areas of high temperature may be sufficiently confined by the total quantity to initiate an explosion. Sympathetic detonations (i.e. propagation from an initial small explosion to a secondary larger explosion) may occur.

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Ammonium nitrate is not combustible but in contact with other combustible materials (e.g. wooden pallets) it increases the fire hazard. It can support and intensify a fire even in the absence of air. Fires involving ammonium nitrate can release toxic nitrogen oxides (yellow to brown fumes) and ammonia. A fire involving ammonium nitrate in a confined space could lead to an explosion. Closed containers can rupture violently when heated.

6B6.4.1.2 Adjacent Landuse

Refer to Section 6B4.3.1 for a description of adjacent landuse for Route 2A.

6B6.4.1.3 Transport Vehicle and Conditions of Transport

Ammonium nitrate will be transported to the Project by single semi-trailer. It will be transported as a solid and contained within 1.2 t Bulka bags. Regulation of temperature and pressure are not required during the transport of this material.

6B6.4.1.4 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 8.

Table 8 Heavy Vehicle Incidents – Initiating and Contributing Causes

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

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6B6.4.2 Consequence Analysis

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

• release of the material together with the combustion of other materials resulting in propagation of the fire by the ammonium nitrate and exposure to nitrogen oxides for those at or near to the accident scene; • heating of the ammonium nitrate (whilst confined) resulting in an explosion and subsequent impact on people, property and the environment; and • contamination of waterways causing an increase in the nitrogen content resulting in fatality for fish and other aquatic life including aquatic plants.

6B6.4.3 Estimation of the Likelihood of a Hazardous Incident

Accident data for heavy vehicles utilising Route 2A are detailed in Section 6B6.1.1 and Table 7. Approximately 6.6 accidents per year involving heavy vehicles occur for Route 2A.

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 ammonium nitrate to the Project resulting in a release of the material or explosion must take into account the following:

• the number of vehicles transporting ammonium nitrate 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 involving a vehicle transporting ammonium nitrate to the Project resulting in a release of the material or explosion for Route 2A is estimated to be 1x10-4/year (i.e. such an accident is estimated to occur on Route 2A once every 10,000 years).

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

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6B6.4.4 Risk Analysis and Assessment of Risk Results

Risk analysis took into account the preliminary screening findings as well as road and traffic factors (Section 6B6.1), emergency response capability (Section 6B6.2) and operational factors (Section 6B6.3). Table 9 provides a summary of all assessment factors utilised in the risk analysis for Route 2A.

Table 9 Summary of Risk Analysis Assessment Factors

Assessment Factor Route 2A Schools # Number of School Students # Hospitals # Number of Hospital Beds # Aged Care Facilities # Churches # Items of Heritage or Cultural Significance # Other Landuse Predominantly open space Number of Park Reservations 3 Park Reservations – Approximate Total Road Frontage (m) 7,550 Waterways 20 Emergency Infrastructure Adequate RTA and Transporter Preferred Route RTA and Transporter preferred route Length (km) 351 No. of Heavy Vehicles (per day)1,2,3,4 135 – 1,191 % Increase of Heavy Vehicles due to Project5 0.01% – 0.1% Heavy Vehicle Accidents (per year)6,7 6.6 Annual Million km of Heavy Vehicle Travel 2.10 – 7.23 Heavy Vehicle Accidents/Annual Million km of Heavy Vehicle Travel 0.11 – 0.19 Availability of Alternative Emergency Routes Available Emergency Response Capability Adequate Operational Factors Cost effective 1 RTA (2003b) Traffic Volume Data for the Western Region 2002. Prepared by the RTA Traffic and Transport Directorate. 2 RTA (2002a) Traffic Volume Data for the Hunter Region 2001. Prepared by the RTA Traffic and Transport Directorate. 3 RTA (2002b) Excel database of traffic composition for the Western Region. Provided by Neil Peden on 25 July 2005. 4 RTA (2004c) Excel database of traffic composition for the Hunter Region. Provided by Andrew Dorrian on 5 September 2005. 5 Assumes 4 truck movements per month. 6 RTA (2005a) Excel database of traffic crash data for the Western Region 2000 - 2004. Provided by Neil Peden on 25 July 2005. 7 RTA (2005b) Excel database of traffic crash data for the Hunter Region. Provided by Bronwyn Bosse on 8 September 2005. # Sensitive landuses along Route 2A are relatively uncommon and do not preclude this route from the route evaluation. Further information is provided in Section 6B4.3.1. RTA Roads and Traffic Authority

Table 10 presents the results of the risk analysis for Route 2A, in which 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.

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Table 10 presents the results of the risk analysis in terms of minimal, acceptable, significant and unacceptable risk. For the purposes of this risk assessment the following definitions apply:

• minimal risk: the transport of ammonium nitrate along Route 2A is assessed as posing a minimal risk to the factor of interest; • acceptable risk: the transport of ammonium nitrate along Route 2A is assessed as posing an acceptable amount of risk to the factor of interest; • significant risk: the transport of ammonium nitrate along Route 2A is assessed as posing a significant increase of risk to the factor of interest; and • unacceptable risk: the transport of ammonium nitrate along Route 2A is assessed as posing an unacceptable level of risk to the factor of interest.

Table 10 Risk Analysis Findings

Assessment Factor Minimal Risk Acceptable Risk Significant Risk Unacceptable Risk Schools  Hospitals  Aged Care Facilities  Churches  Items of Heritage or Cultural  Significance Other Landuse  Park Reservations  Waterways  Emergency Infrastructure  RTA and Transporter Preferred Route  Heavy Vehicle Accidents (per year)  Heavy Vehicle Accidents/Annual Million  km of Heavy Vehicle Travel Availability of Alternative Emergency  Routes Emergency Response Capability  Operational Factors  Comparative Assessment of all  Factors 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 up to approximately 0.2% (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 9 and 10 deem Route 2A to pose a minimal level of risk to surrounding people, property and the natural environment. This route is therefore suitable for the transport of hazardous materials to the Project.

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6B7 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).

The Guidelines state that the results of the study are generally best presented on a comparative basis. Following the identification of available roads for heavy vehicles in the transport area, there is only one potential available route for heavy vehicles for Segment 2 (Section 6B4.1). Therefore, there is no basis for a comparative assessment. As an alternative to comparative assessment, the potential available route for Segment 2 was assessed against all remaining preliminary and secondary screening factors to confirm that the route is suitable for the transport of hazardous materials to the Project.

Selecting a route that is suitable for the transport of hazardous materials must be 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 or explosion).

In order to make a balanced judgement, consultation with Councils was also undertaken. The transport area for Segment 2 is situated within the Newcastle, Maitland, Cessnock, Singleton, Muswellbrook, Upper Hunter, Warrumbungle, Wellington and Dubbo LGAs. These Councils were consulted during the preparation of the THMS.

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 screening, Route 2A has been identified as the only potential available route for heavy vehicles for Segment 2 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 2A 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 2A was also undertaken and Council comments have been taken into consideration by the THMS. Therefore, Route 2A is suitable for the transport of hazardous materials and is the preferred route for the transport of ammonium nitrate from the New England Highway (Hexham) to the Newell Highway (Dubbo).

6B8 RISK MANAGEMENT MEASURES

The identification of risk management measures is the final step in the route evaluation process (Figure 6-2). 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 ammonium nitrate 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

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risk. 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 the suitable transport route 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 ammonium nitrate to the Project include:

• As ammonium nitrate 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); - 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 12.1 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

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- 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 19971. • 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 19971. • 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 19971. • 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 19971. • 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 19971. • Vehicles transporting hazardous materials to the Project are required to carry appropriate communication devices (such as a radio or telephone).

6B9 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).

1 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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National Road Transport Commission (1998) Australian Code for the Transport of Dangerous Goods by Road and Rail (ADG Code), Sixth Edition. Prepared by the National Road Transport Commission in conjunction with the Advisory Committee on the Transport of Dangerous Goods and the Federal Office of Road Safety.

Roads and Traffic Authority (RTA) (2001) Road Train and B-Double Routes in NSW and ACT. Map dated May 2001.

Roads and Traffic Authority (RTA) (2002a) Traffic Volume Data for the Hunter Region 2001. Prepared by the RTA Traffic and Transport Directorate.

Roads and Traffic Authority (RTA) (2002b) Excel database of traffic composition for the Western Region. Provided by Neil Peden on 25 July 2005.

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 Western 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) (2004c) Excel database of traffic composition for the Hunter Region. Provided by Andrew Dorrian on 5 September 2005.

Roads and Traffic Authority (RTA) (2005a) Excel database of traffic crash data for the Western Region 2000 - 2004. Provided by Neil Peden on 25 July 2005.

Roads and Traffic Authority (RTA) (2005b) Excel database of traffic crash data for the Hunter Region. Provided by Bronwyn Bosse on 8 September 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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COWAL GOLD PROJECT TRANSPORT OF HAZARDOUS MATERIALS STUDY

ATTACHMENT 6C

AMMONIUM NITRATE ROAD TRANSPORT ROUTE EVALUATION

SEGMENT 3 NEWELL HIGHWAY (DUBBO) TO NEWELL HIGHWAY/MID WESTERN HIGHWAY (WEST WYALONG)

JANUARY 2006 Project No. HAL-02-07\1\21 Document No. ATTACHMENT 6C-LID: 685452 Ammonium Nitrate Road Transport Route Evaluation – Segment 3

TABLE OF CONTENTS

Section Page

6C1 INTRODUCTION 6C-1

6C2 DEFINITION OF THE TRANSPORT AREA 6C-1

6C3 IDENTIFICATION OF HAZARDOUS MATERIAL, SOURCE AND DESTINATION 6C-1 6C3.1 IDENTIFICATION OF HAZARDOUS MATERIAL 6C-1 6C3.2 SOURCE AND DESTINATION 6C-2 6C4 PRELIMINARY SCREENING 6C-2 6C4.1 IDENTIFICATION OF AVAILABLE ROADS FOR HEAVY VEHICLES 6C-2 6C4.1.1 Road Hierarchy 6C-3 6C4.1.2 Identification of Truck Routes 6C-3 6C4.1.3 Potential Available Routes for Heavy Vehicles and Selection of Potential Routes 6C-4 6C4.2 MANDATORY CONSIDERATIONS 6C-5 6C4.2.1 Physical Considerations 6C-5 6C4.2.2 Laws and Regulations 6C-5 6C4.3 SUBJECTIVE FACTORS 6C-6 6C4.3.1 Landuse 6C-6 6C4.3.2 Proximity of Sensitive Ecosystems and Natural Landscapes 6C-6 6C4.3.3 Emergency and Evacuation Planning and Infrastructure 6C-7 6C4.3.4 RTA and Transporter Preferred Transport Routes 6C-8 6C4.4 PRELIMINARY SCREENING FINDINGS 6C-8 6C5 PRELIMINARY LIST OF ROUTES 6C-9

6C6 SECONDARY SCREENING 6C-9 6C6.1 ROAD AND TRAFFIC FACTORS 6C-10 6C6.1.1 Accident Statistics 6C-10 6C6.1.2 Availability of Alternative Emergency Routes 6C-10 6C6.2 EMERGENCY RESPONSE CAPABILITY 6C-11 6C6.3 OPERATIONAL FACTORS 6C-11 6C6.4 RISK ASSESSMENT 6C-11 6C6.4.1 Hazard Identification 6C-12 6C6.4.2 Consequence Analysis 6C-13 6C6.4.3 Estimation of the Likelihood of a Hazardous Incident 6C-13 6C6.4.4 Risk Analysis and Assessment of Risk Results 6C-14 6C7 SELECTION OF ROUTES 6C-16

6C8 RISK MANAGEMENT MEASURES 6C-17

6C9 REFERENCES 6C-19

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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 Ecosystems and Natural Landscapes Table 5 Summary of Subjective Factors Table 6 Preliminary List of Routes Table 7 Summary of Accident Statistics Table 8 Heavy Vehicle Incidents – Initiating and Contributing Causes Table 9 Summary of Risk Analysis Assessment Factors Table 10 Risk Analysis Findings

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6C1 INTRODUCTION

The Cowal Gold Project (the Project) is located approximately 38 kilometres (km) north-east of West Wyalong, New South Wales (NSW) (Figure 6-1). The Project is owned by Barrick Australia Ltd (Barrick).

As described in Section 1.2 of the Transport of Hazardous Materials Study (THMS), route evaluation is required for the road transport of ammonium nitrate to the Project. Road transport of ammonium nitrate within NSW begins at Kooragang Island, Newcastle and terminates at the Project. The road transport route for ammonium nitrate to the Project has been divided into four segments (Segments 1 to 4) for the purpose of route evaluation.

This attachment sets out the route evaluation for the road transport of ammonium nitrate from the Newell Highway (Dubbo) to the Newell Highway/Mid Western Highway (West Wyalong). This part of the overall ammonium nitrate road transport route is referred to as Segment 3. Route evaluations for Segments 1, 2 and 4 are attached to the THMS as Attachments 6A, 6B and 6D, respectively.

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 6-2 shows the assessment process flowsheet for this route evaluation.

6C2 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 3 is defined as the area between the Newell Highway (Dubbo) and the Newell Highway/Mid Western Highway (West Wyalong) (Figure 6-1)1. The transport area is situated within the Local Government Areas (LGAs) of Dubbo, Narromine, Parkes, Forbes, Weddin and Bland.

6C3 IDENTIFICATION OF HAZARDOUS MATERIAL, SOURCE AND DESTINATION

6C3.1 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 1998 [ADG Code] [National Road Transport Commission, 1998]), the type of container and the movement quantity and frequency. The assessment identified ammonium nitrate 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).

1 Note the potential truck routes outlined for Segment 4 for ammonium nitrate transport (Attachment 6D) (i.e. Routes 4A, 4B and 4C) commence at various points along the Newell Highway/Mid Western Highway, namely (Figure 6-4): • Route 4A commences at the Ungarie Road turnoff from the Mid Western Highway; • Route 4B commences where Slee Street meets the Newell Highway; and • Route 4C commences where Bodels Lane meets the Newell Highway.

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Ammonium nitrate is classified as Class 5.1 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.

6C3.2 SOURCE AND DESTINATION

The source and destination of ammonium nitrate for Segment 3 are outlined in Table 1 and shown on Figure 6-1.

Table 1 Hazardous Material Source and Destination

Source: Destination: Newell Highway (Dubbo) West Wyalong Location Town/City LGA Location Town/City LGA Newell Highway Dubbo Dubbo Newell Highway/ West Wyalong Bland Mid Western Highway

Details of the transport of ammonium nitrate from the Newell Highway (Dubbo) to the Newell Highway/Mid Western Highway (West Wyalong) are provided in Table 2.

Table 2 Transport Details

Hazardous Delivery Maximum Volume per Maximum Frequency Transported Packaging Material Vehicle Delivery of Deliveries State Ammonium Single semi- 25 t 4 per month Solid 1.2 t Bulka Nitrate trailer (flat bed) bags

6C4 PRELIMINARY SCREENING

The following subsections identify available roads for heavy vehicles within the transport area and examine mandatory and subjective factors for potential transport routes. Section 6C5 provides the results of this analysis as a preliminary list of routes. Further screening of this preliminary list is provided in Section 6C6.

6C4.1 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 6C4.1.1); and • the identification of routes suitable in general for the movement of trucks (Section 6C4.1.2).

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 6C4.1.3.

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6C4.1.1 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).

National highways within the transport area include the Newell Highway. The RTA prefers heavy vehicles to utilise national highways and state roads wherever possible (RTA, pers. comm., 4 May 2005). Therefore, the Newell Highway would be used by heavy vehicles within the transport area where possible.

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.).

State roads within the transport area include the Mid Western Highway. The RTA prefers heavy vehicles to utilise national highways and state roads wherever possible (RTA, pers. comm., 4 May 2005). Accordingly the Mid Western Highway would also 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).

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).

6C4.1.2 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 6C4.1.1. 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.

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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 (which includes B-doubles) throughout NSW (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 ammonium nitrate. 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 (RTA, pers. comm., 1 August 2005; Bland Shire Council, pers. comm., 4 July 2005). One heavy vehicle bypass is located at West Wyalong2.

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 with respect to cost.

6C4.1.3 Potential Available Routes for Heavy Vehicles and Selection of Potential Routes

Following a review of the road hierarchy and the identification of truck routes within the transport area, Route 3A has been identified as the only potential available route for heavy vehicles for Segment 33. Route 3A is set out in Table 3 and shown on Figure 6-1.

Table 3 Truck Routes

Route Directions 3A 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 3A only utilises roads that are designated B-Double routes or road train routes (RTA, 2001). Route 3A is also the shortest and most direct route from Dubbo to West Wyalong. Other routes from Dubbo to West Wyalong utilising designated B-Double and road train routes could have been identified as truck routes but are significantly longer and were discounted from the route evaluation on the basis of increased travel time.

2 This heavy vehicle bypass is relevant to Route 4A described in Attachment 6D (Segment 4 of the ammonium nitrate transport route). 3 Note the potential truck routes outlined for Segment 4 for ammonium nitrate transport (Attachment 6D) (i.e. Routes 4A, 4B and 4C) commence at various points along the Newell Highway/Mid Western Highway, namely (Figure 6-4): • Route 4A commences at the Ungarie Road turnoff from the Mid Western Highway; • Route 4B commences where Slee Street meets the Newell Highway; and • Route 4C commences where Bodels Lane meets the Newell Highway

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Route 3A was tested against mandatory and subjective factors. The assessment is set out below in Sections 6C4.2 and 6C4.3.

6C4.2 MANDATORY CONSIDERATIONS

6C4.2.1 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 ammonium nitrate. No further assessment of physical capability has been undertaken for these roads.

Route 3A only utilises roads designated as B-Double or road train routes. Therefore, physical considerations do not preclude this transport route from the route evaluation.

6C4.2.2 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) were 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) (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 is 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 3 does not involve the road transport of ammonium nitrate 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.

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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.

The heavy vehicle bypass at West Wyalong is comprised of regional or local roads and therefore the local transport authority is the Bland Shire Council. The RTA is the transport authority for the Newell Highway and Mid Western Highway. 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.

Laws and regulations do not preclude Route 3A from the route evaluation.

6C4.3 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 6C4.3.1) and sensitive ecosystems and natural landscapes (such as park reservations and wetlands) (Section 6C4.3.2) (DUAP, 1995a). Emergency and evacuation planning and infrastructure are also usually included in the assessment of subjective factors (Section 6C4.3.3) (DUAP, 1995a).

6C4.3.1 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.

Route 3A predominantly passes through rural areas comprising of areas of open space. Sensitive landuses such as those listed above are relatively uncommon along Route 3A and do not preclude it from the route evaluation. Therefore, further detailed consideration of sensitive landuses was not undertaken for this route evaluation.

Other Landuses

Other landuses may include residential, commercial or industrial areas and areas of open space. Route 3A predominantly passes through rural areas comprising areas of open space.

6C4.3.2 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 Route 3A are identified in Table 4 and described in the following sections.

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Table 4 Sensitive Ecosystems and Natural Landscapes

Route Park Reservations Waterways Number Approximate Total Road Frontage (m) 3A 5 22,500 13

Park Reservations

Vehicles travelling on Route 3A would pass within approximately 100 m of five park reservations, including Boxalls State Forest, Back Creek State Forest, Momo State Forest and Carawandool State Forest.

To determine if Route 3A is suitable for the transport of hazardous materials, 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 Route 3A. The approximate total length of road frontage of park reservations for Route 3A is 22,500 m.

Waterways

Vehicles travelling on Route 3A would traverse or come within approximately 100 m of 13 waterways, including Barmedman Creek, Bland Creek, Lachlan River, Macquarie River, Backwater Cowal, Bogan River and Goobang Creek.

6C4.3.3 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

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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.

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 Route 3A. This route is therefore suitable for the transport of hazardous materials with respect to emergency and evacuation planning and infrastructure.

6C4.3.4 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 Newell Highway (Dubbo) to the Newell Highway/Mid Western Highway (West Wyalong). Route 3A is the route preferred by the RTA for the transport of hazardous materials from the Newell Highway (Dubbo) to the Newell Highway/Mid Western Highway (West Wyalong) (RTA, pers. comm., 14 June 2005).

The transport provider was contacted to determine their preferred route for the transport of hazardous materials from the Newell Highway (Dubbo) to the Newell Highway/Mid Western Highway (West Wyalong). Route 3A is the route preferred by the transporter for the transport of hazardous materials for Segment 3 (R&H Transport Services, pers. comm., 15 August 2005).

6C4.4 PRELIMINARY SCREENING FINDINGS

Preliminary screening took into account available roads for heavy vehicles and mandatory and subjective factors (Sections 6C4.1, 6C4.2 and 6C4.3). Following a review of the road hierarchy and the identification of truck routes within the transport area, Route 3A has been identified as the only potential available route for heavy vehicles for Segment 3. Mandatory factors did not preclude this route from the route evaluation.

Table 5 provides a summary of subjective factors outlined in Section 6C4.3 for Route 3A.

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Table 5 Summary of Subjective Factors

Assessment Factor Route 3A Schools # Number of School Students # Hospitals # Number of Hospital Beds # Aged Care Facilities # Churches # Items of Heritage or Cultural Significance # Other Landuse Predominantly open space Number of Park Reservations 5 Park Reservations – Approximate Total Road Frontage (m) 22,500 Waterways 13 Emergency Infrastructure Adequate RTA and Transporter Preferred Route RTA and Transporter preferred route # Sensitive landuses along Route 3A are relatively uncommon and do not preclude this route from the route evaluation. Further information is provided in Section 6C4.3.1. RTA Roads and Traffic Authority

Table 5 indicates that Route 3A would have minimal impact on subjective factors and is suitable for the transport of hazardous materials.

6C5 PRELIMINARY LIST OF ROUTES

On the basis of the preliminary screening in Section 6C4, the following preliminary list of routes from the Newell Highway (Dubbo) to the Newell Highway/Mid Western Highway (West Wyalong) has been determined (Table 6).

Table 6 Preliminary List of Routes

Route Directions 3A 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 into the Mid Western Highway until the junction with Ungarie Road.

6C6 SECONDARY SCREENING

Secondary screening involves the assessment of the preliminary list of routes (Section 6C5) against road and traffic factors (Section 6C6.1), emergency response capability (Section 6C6.2), operational factors (Section 6C6.3) and risk (including environmental and landuse factors) (Section 6C6.4) (Figure 6-2). The potential route has been assessed against each secondary screening factor to confirm that the route is suitable for the transport of hazardous materials. The final selection of routes for Segment 3 is detailed in Section 6C7.

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6C6.1 ROAD AND TRAFFIC FACTORS

The Guidelines state that the assessment of a potential transport route 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 assess accident statistics for potential transport routes and infer from them the capability and level of service of the road system.

Accident statistics for Route 3A are provided in Section 6C6.1.1. An assessment of remaining road and traffic factors (i.e. the availability of alternative emergency routes) is provided in Section 6C6.1.2.

6C6.1.1 Accident Statistics

Available accident statistics for Route 3A were obtained from the RTA and are summarised in Table 7.

Table 7 Summary of Accident Statistics

Route Length No. of Heavy % Increase of Heavy Vehicle Annual Million Heavy Vehicle (km) Vehicles Heavy Vehicles Accidents km of Heavy Accidents/Annual (per day)1,2,3,4 due to Project5 (per year)6,7 Vehicle Travel Million km of Heavy Vehicle Travel 3A 257 556 – 2,206 0.01% – 0.02% 10.0 0.03 – 46.29 0.00 – 0.38 1 RTA (2003b) Traffic Volume Data for the Western Region 2002. Prepared by the RTA Traffic and Transport Directorate. 2 RTA (2004b) Traffic Volume Data for the South Western Region 2003. Prepared by the RTA Traffic and Transport Directorate. 3 RTA (2000) Excel database of traffic composition for the South Western Region. Provided by David Amery on 22 July 2005. 4 RTA (2002) Excel database of traffic composition for the Western Region. Provided by Neil Peden on 25 July 2005. 5 Assumes 4 truck movements per month. 6 RTA (2005a) Excel database of traffic crash data for the Western Region 2000 - 2004. Provided by Neil Peden on 25 July 2005. 7 RTA (2005b) Excel database of traffic crash data for the South Western Region 2000 - 2004. Provided by David Amery on 5 August 2005.

Accident statistics for Route 3A are considered to be within normal operating levels for the road type and use. The increase of heavy vehicles due to the Project would be very small (up to approximately 0.02%) and would be unlikely to affect traffic flows or accident statistics. Route 3A is therefore suitable for the transport of hazardous materials with respect to accident statistics.

6C6.1.2 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 Route 3A.

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6C6.2 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 6C4.3.3). Further information on the management of emergencies in NSW and an evaluation of the ease of access to a potential accident for Segment 3 are provided in Section 6C4.3.3.

Following a review of emergency management in NSW, emergency response capability is considered to be adequate for Route 3A. This route is therefore suitable for the transport of hazardous materials with respect to emergency response capability.

6C6.3 OPERATIONAL FACTORS

Operating costs and distribution logistics have been considered for Segment 3. Route 3A is 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, the shortest route is the most preferable in respect to operating costs. Route 3A is the shortest available route for Segment 3 and is therefore cost effective and suitable on the basis of operating costs.

6C6.4 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 3 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.

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6C6.4.1 Hazard Identification

6C6.4.1.1 Type of Hazardous Material

Ammonium nitrate is classified under the ADG Code as Class 5.1 (oxidising substance) and Packing Group III.

Ammonium nitrate is a stable compound and is generally difficult to explode. It may explode, however, when subjected to energy (heat and/or shock), especially when confined and/or in the presence of contaminants (e.g. chlorides, organics such as waxes and oils, urea, chromium, manganese, zinc, lead, copper, cobalt and nickel). In a large quantity of ammonium nitrate, localised areas of high temperature may be sufficiently confined by the total quantity to initiate an explosion. Sympathetic detonations (i.e. propagation from an initial small explosion to a secondary larger explosion) may occur.

Ammonium nitrate is not combustible but in contact with other combustible materials (e.g. wooden pallets) it increases the fire hazard. It can support and intensify a fire even in the absence of air. Fires involving ammonium nitrate can release toxic nitrogen oxides (yellow to brown fumes) and ammonia. A fire involving ammonium nitrate in a confined space could lead to an explosion. Closed containers can rupture violently when heated.

6C6.4.1.2 Adjacent Landuse

Refer to Section 6C4.3.1 for a description of adjacent landuse for Route 3A.

6C6.4.1.3 Transport Vehicle and Conditions of Transport

Ammonium nitrate will be transported to the Project by single semi-trailer. It will be transported as a solid and contained within 1.2 t Bulka bags. Regulation of temperature and pressure are not required during the transport of this solid material.

6C6.4.1.4 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 8.

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Table 8 Heavy Vehicle Incidents – Initiating and Contributing Causes

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

6C6.4.2 Consequence Analysis

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

• release of the material together with the combustion of other materials resulting in propagation of the fire by the ammonium nitrate and exposure to nitrogen oxides for those at or near to the accident scene; • heating of the ammonium nitrate (whilst confined) resulting in an explosion and subsequent impact on people, property and the environment; and • contamination of waterways causing an increase in the nitrogen content resulting in fatality for fish and other aquatic life including aquatic plants.

6C6.4.3 Estimation of the Likelihood of a Hazardous Incident

Accident data for heavy vehicles utilising Route 3A are detailed in Section 6C6.1.1 and Table 7. Approximately 10 accidents per year involving heavy vehicles occur for Route 3A.

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).

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An estimation of the likelihood of an accident involving a vehicle transporting ammonium nitrate to the Project resulting in a release of the material or explosion must take into account the following:

• the number of vehicles transporting ammonium nitrate 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 ammonium nitrate to the Project resulting in a release of the material or explosion for Route 3A is estimated to be approximately 1x10-4/year (i.e. such an accident is estimated to occur on Route 3A once every 10,000 years).

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

6C6.4.4 Risk Analysis and Assessment of Risk Results

Risk analysis took into account the preliminary screening findings as well as road and traffic factors (Section 6C6.1), emergency response capability (Section 6C6.2) and operational factors (Section 6C6.3). Table 9 provides a summary of all assessment factors utilised in the risk analysis for Route 3A.

Table 9 Summary of Risk Analysis Assessment Factors

Assessment Factor Route 3A Schools # Number of School Students # Hospitals # Number of Hospital Beds # Aged Care Facilities # Churches # Items of Heritage or Cultural Significance # Other Landuse Predominantly open space Number of Park Reservations 5 Park Reservations – Approximate Total Road Frontage (m) 22,500 Waterways 13 Emergency Infrastructure Adequate RTA and Transporter Preferred Route RTA and Transporter preferred route Length (km) 257 No. of Heavy Vehicles (per day)1,2,3,4 556 – 2,206 % Increase of Heavy Vehicles due to Project5 0.01% – 0.02% Heavy Vehicle Accidents (per year)6,7 10.0 Annual Million km of Heavy Vehicle Travel 0.03 – 46.29 Heavy Vehicle Accidents/Annual Million km of Heavy Vehicle Travel 0.00 – 0.38

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Table 9 (Continued) Summary of Risk Analysis Assessment Factors

Assessment Factor Route 3A Availability of Alternative Emergency Routes Available Emergency Response Capability Adequate Operational Factors Cost effective 1 RTA (2003b) Traffic Volume Data for the Western Region 2002. Prepared by the RTA Traffic and Transport Directorate. 2 RTA (2004b) Traffic Volume Data for the South Western Region 2003. Prepared by the RTA Traffic and Transport Directorate. 3 RTA (2000) Excel database of traffic composition for the South Western Region. Provided by David Amery on 22 July 2005. 4 RTA (2002) Excel database of traffic composition for the Western Region. Provided by Neil Peden on 25 July 2005. 5 Assumes 4 truck movements per month. 6 RTA (2005a) Excel database of traffic crash data for the Western Region 2000 - 2004. Provided by Neil Peden on 25 July 2005. 7 RTA (2005b) Excel database of traffic crash data for the South Western Region 2000 - 2004. Provided by David Amery on 5 August 2005. # Sensitive landuses along Route 3A are relatively uncommon and do not preclude this route from the route evaluation. Further information is provided in Section 6C4.3.1. RTA Roads and Traffic Authority

Table 10 presents the results of the risk analysis for Route 3A, in which 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 10 presents the results of the risk analysis in terms of minimal, acceptable, significant and unacceptable risk. For the purposes of this risk assessment the following definitions apply:

• minimal risk: the transport of ammonium nitrate along Route 3A is assessed as posing a minimal risk to the factor of interest; • acceptable risk: the transport of ammonium nitrate along Route 3A is assessed as posing an acceptable amount of risk to the factor of interest; • significant risk: the transport of ammonium nitrate along Route 3A is assessed as posing a significant increase of risk to the factor of interest; and • unacceptable risk: the transport of ammonium nitrate along Route 3A is assessed as posing an unacceptable level of risk to the factor of interest.

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Table 10 Risk Analysis Findings

Assessment Factor Minimal Risk Acceptable Risk Significant Risk Unacceptable Risk Schools  Hospitals  Aged Care Facilities  Churches  Items of Heritage or Cultural  Significance Other Landuse  Park Reservations  Waterways  Emergency Infrastructure  RTA and Transporter Preferred Route  Heavy Vehicle Accidents (per year)  Heavy Vehicle Accidents/Annual Million  km of Heavy Vehicle Travel Availability of Alternative Emergency  Routes Emergency Response Capability  Operational Factors  Comparative Assessment of all  Factors 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 up to approximately 0.02% (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 9 and 10 deem Route 3A to pose a minimal level of risk to surrounding people, property and the natural environment. This route is therefore suitable for the transport of hazardous materials to the Project.

6C7 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).

The Guidelines state that the results of the study are generally best presented on a comparative basis. Following the identification of available roads for heavy vehicles in the transport area, there is only one potential available route for heavy vehicles for Segment 3 (Section 6C4.1). Therefore, there is no basis for a comparative assessment. As an alternative to comparative assessment, the potential available route for Segment 3 was assessed against all remaining preliminary and secondary screening factors to confirm that the route is suitable for the transport of hazardous materials to the Project.

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Selecting a route that is suitable for the transport of hazardous materials must be 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 or explosion).

In order to make a balanced judgement, consultation with Councils was also undertaken. The transport area for Segment 3 is situated within the Dubbo, Narromine, Parkes, Forbes, Weddin and Bland LGAs. These Councils have been consulted during the preparation of the THMS.

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 screening, Route 3A has been identified as the only potential available route for heavy vehicles for Segment 3 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 3A 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 3A was also undertaken and Council comments have been taken into consideration by the THMS. Therefore, Route 3A is suitable for the transport of hazardous materials and is the preferred route for the transport of ammonium nitrate from the Newell Highway (Dubbo) to the Newell Highway/Mid Western Highway (West Wyalong).

6C8 RISK MANAGEMENT MEASURES

The identification of risk management measures is the final step in the route evaluation process (Figure 6-2). 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 ammonium nitrate 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. 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 the suitable transport route 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 ammonium nitrate to the Project include:

• As ammonium nitrate 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:

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- 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); - 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 12.1 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 19974.

4 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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• 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 19974. • 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 19974. • 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 19974. • 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 19974. • Vehicles transporting hazardous materials to the Project are required to carry appropriate communication devices (such as a radio or telephone).

6C9 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 Road Transport Commission (1998) Australian Code for the Transport of Dangerous Goods by Road and Rail (ADG Code), Sixth Edition. Prepared by the National Road Transport Commission in conjunction with the Advisory Committee on the Transport of Dangerous Goods and the Federal Office of Road Safety.

Roads and Traffic Authority (RTA) (2000) Excel database of traffic composition for the South Western Region. Provided by David Amery on 22 July 2005.

Roads and Traffic Authority (RTA) (2001) Road Train and B-Double Routes in NSW and ACT. Map dated May 2001.

Roads and Traffic Authority (RTA) (2002) Excel database of traffic composition for the Western Region. Provided by Neil Peden on 25 July 2005.

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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 Western 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) Traffic Volume Data for the South Western Region 2003. Prepared by the RTA Traffic and Transport Directorate.

Roads and Traffic Authority (RTA) (2005a) Excel database of traffic crash data for the Western Region 2000 - 2004. Provided by Neil Peden on 25 July 2005.

Roads and Traffic Authority (RTA) (2005b) Excel database of traffic crash data for the South Western Region 2000 - 2004. Provided by David Amery on 5 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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COWAL GOLD PROJECT TRANSPORT OF HAZARDOUS MATERIALS STUDY

ATTACHMENT 6D

AMMONIUM NITRATE ROAD TRANSPORT ROUTE EVALUATION

SEGMENT 4 NEWELL HIGHWAY/MID WESTERN HIGHWAY (WEST WYALONG) TO THE COWAL GOLD PROJECT

JANUARY 2006 Project No. HAL-02-07\1\21 Document No. ATTACHMENT 6D-K ID: 685455 Ammonium Nitrate Road Transport Route Evaluation – Segment 4

TABLE OF CONTENTS

Section Page

6D1 INTRODUCTION 6D-1

6D2 DEFINITION OF THE TRANSPORT AREA 6D-1

6D3 IDENTIFICATION OF HAZARDOUS MATERIAL, SOURCE AND DESTINATION 6D-1 6D3.1 IDENTIFICATION OF HAZARDOUS MATERIAL 6D-1 6D3.2 SOURCE AND DESTINATION 6D-2 6D4 PRELIMINARY SCREENING 6D-2 6D4.1 IDENTIFICATION OF AVAILABLE ROADS FOR HEAVY VEHICLES 6D-2 6D4.1.1 Road Hierarchy 6D-2 6D4.1.2 Identification of Truck Routes 6D-3 6D4.1.3 Potential Available Routes for Heavy Vehicles and Selection of Potential Routes 6D-5 6D4.2 MANDATORY CONSIDERATIONS 6D-5 6D4.2.1 Physical Considerations 6D-5 6D4.2.2 Laws and Regulations 6D-6 6D4.3 SUBJECTIVE FACTORS 6D-6 6D4.3.1 Landuse 6D-6 6D4.3.2 Proximity of Sensitive Ecosystems and Natural Landscapes 6D-6 6D4.3.3 Emergency and Evacuation Planning and Infrastructure 6D-7 6D4.4 PRELIMINARY SCREENING FINDINGS 6D-8 6D5 PRELIMINARY LIST OF ROUTES 6D-9

6D6 SECONDARY SCREENING 6D-9 6D6.1 ROAD AND TRAFFIC FACTORS 6D-9 6D6.1.1 Accident Statistics 6D-10 6D6.1.2 Availability of Alternative Emergency Routes 6D-10 6D6.2 EMERGENCY RESPONSE CAPABILITY 6D-10 6D6.3 OPERATIONAL FACTORS 6D-11 6D6.4 RISK ASSESSMENT 6D-11 6D6.4.1 Hazard Identification 6D-11 6D6.4.2 Consequence Analysis 6D-13 6D6.4.3 Estimation of the Likelihood of a Hazardous Incident 6D-13 6D6.4.4 Risk Analysis and Assessment of Risk Results 6D-13 6D7 SELECTION OF ROUTES 6D-15

6D8 RISK MANAGEMENT MEASURES 6D-16

6D9 REFERENCES 6D-18

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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 Ecosystems and Natural Landscapes Table 5 Summary of Subjective Factors Table 6 Preliminary List of Routes Table 7 Summary of Accident Statistics Table 8 Heavy Vehicle Incidents – Initiating and Contributing Causes Table 9 Summary of Risk Analysis Assessment Factors Table 10 Risk Analysis Findings

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6D1 INTRODUCTION

The Cowal Gold Project (the Project) is located approximately 38 kilometres (km) north-east of West Wyalong, New South Wales (NSW) (Figure 6-1). The Project is owned by Barrick Australia Ltd (Barrick).

As described in Section 1.2 of the Transport of Hazardous Materials Study (THMS), route evaluation is required for the road transport of ammonium nitrate to the Project. Road transport of ammonium nitrate within NSW begins at Kooragang Island, Newcastle and terminates at the Project. The road transport route for ammonium nitrate to the Project has been divided into four segments (Segments 1 to 4) for the purpose of route evaluation.

This attachment sets out the route evaluation for the road transport of ammonium nitrate from the Newell Highway/Mid Western Highway (West Wyalong) to the Cowal Gold Project. This part of the overall ammonium nitrate road transport route is referred to as Segment 4. Route evaluations for Segments 1, 2 and 3 are attached to the THMS as Attachments 6A, 6B and 6C, respectively.

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 6-2 shows the assessment process flowsheet for this route evaluation.

6D2 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 4 is defined as the area between the Newell Highway/Mid Western Highway (West Wyalong) and the Cowal Gold Project (Figure 6-4). The transport area is wholly situated within the Bland Local Government Area (LGA). Bland LGA is part of the Central West Statistical Division.

6D3 IDENTIFICATION OF HAZARDOUS MATERIAL, SOURCE AND DESTINATION

6D3.1 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 1998 [ADG Code] [National Road Transport Commission, 1998]), the type of container and the movement quantity and frequency. The assessment identified ammonium nitrate 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).

Ammonium nitrate is classified as Class 5.1 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.

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6D3.2 SOURCE AND DESTINATION

The source and destination of ammonium nitrate for Segment 4 are outlined in Table 1 and shown on Figure 6-4.

Table 1 Hazardous Material Source and Destination

Source: Destination: West Wyalong Cowal Gold Project Location Town/City LGA Location Town/City LGA Newell Highway/ West Wyalong Bland Bonehams Road, - Bland Mid Western 38 km north-east Highway of West Wyalong

Details of the transport of ammonium nitrate from the Newell Highway/Mid Western Highway (West Wyalong) to the Cowal Gold Project are provided in Table 2.

Table 2 Transport Details

Hazardous Delivery Maximum Volume per Maximum Frequency Transported Packaging Material Vehicle Delivery of Deliveries State Ammonium Single semi- 25 t 4 per month Solid 1.2 t Bulka Nitrate trailer (flat bed) bags

6D4 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 6D5 provides the results of this analysis as a preliminary list of routes. Further screening of this preliminary list is provided in Section 6D6.

6D4.1 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 6D4.1.1); and • the identification of routes suitable in general for the movement of trucks (Section 6D4.1.2).

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 6D4.1.3.

6D4.1.1 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.

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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, 2004).

The RTA prefers heavy vehicles to utilise national highways and state roads wherever possible (RTA, pers. comm., 4 May 2005). National highways within the transport area include the Newell Highway.

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, 2004). State roads are characterised by high flows of general traffic over long distances and have a higher capacity relative to surrounding roads (ibid.).

State roads in the transport area include the Mid Western Highway.

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, 2004). The RTA considers regional roads to be suitable for heavy vehicles (RTA, pers. comm., 4 May 2005).

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).

6D4.1.2 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 6D4.1.1. 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 considers regional roads to be suitable for heavy vehicles (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, 2003). 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.

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The RTA has published a map showing B-Double and road train routes (which include B-doubles) throughout NSW (RTA, 2001). Road train routes within the transport area include Ungarie Road and the Mid Western Highway (RTA, 2001). The Newell Highway is a B-double route. These roads are approved restricted access vehicle route and are specifically designed to accommodate these heavy vehicles and would therefore accommodate the single semi-trailers proposed to be used to transport ammonium nitrate. These 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. One heavy vehicle bypass is located at West Wyalong.

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 with respect to cost.

The Project Environmental Impact Statement (EIS) (North Limited, 1998a) assessed potential access routes to the Project from West Wyalong. The EIS identified three potential transport routes which were taken into consideration when identifying truck routes.

Potential truck routes to the Project identified for Segment 4 include (Figure 6-4):

Route Directions 4A 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. 4B From the Newell Highway turn right into Slee Street, right into Clear Ridge Road, right into Blow Clear Road, left into Bonehams Lane and continue to the Cowal Gold Project. 4C From the Newell Highway turn right into Bodels Lane, continue into Clear Ridge Road, turn right into Blow Clear Road, left into Bonehams Lane and continue to the Cowal Gold Project.

The Traffic Impact Assessment of the Proposed Cowal Gold Project West Wyalong (Traffix, 1997) carried out for the EIS identified Route 4A as the preferred access road to the Project. Following submission and approval of the EIS, Route 4A is the approved Project Access Road and is currently being upgraded in accordance with Project Development Approval Conditions. The road works along the Access Road are being undertaken by Bland Shire Council to relevant AUSTROAD design standards.

Condition (i) of the Part 5 Approval for the Access Road requires that the Project Access Road development be carried out generally in accordance with the Cowal Gold Project Mine Access Road Upgrade Review of Environmental Factors (Resource Strategies, 1997), and all other relevant documentation including Cowal Gold Project Commission of Inquiry Primary Submission (North Limited, 1998b) and Cowal Gold Project Commission of Inquiry Submission in Reply (North Limited, 1998c) to the Commission of Inquiry, as may be modified by the conditions in the Part 5 Approval. Other relevant documentation includes Traffic Impact Assessment of the Proposed Cowal Gold Project West Wyalong (Traffix, 1997) and Section 94 Study and Plan (Bland Shire Council, 1999).

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The Project Access Road will be upgraded to provide a sealed carriageway over its entire length, with appropriate geometric and structural improvements (Traffix, 1997). The Project Access Road upgrade programme will include the following (North Limited, 1998b):

• widening and sealing of the existing dirt road within the existing road reserve from the Project site entrance to the Lake Cowal station silo across a gazetted rail crossing; • sealing the existing gravel road and adjustment of the alignment on some bends within the existing road reserve west along Blow Clear Road for a distance of approximately 10.5 km to its intersection with Wamboyne Road at Blow Clear; and • intersection improvements and some widening on curves within the existing road reserve (over a distance of 0.5 km to improve bends [Traffix, 1997]) south along Wamboyne Road for a distance of approximately 18.7 km to its intersection with Ungarie Road.

Other improvements to be undertaken include the provision of passing lanes and road shoulders and the upgrade of several major intersections where increased traffic numbers are identified as having the potential to compromise safety and/or operational efficiency.

The Project Access Road has been specifically designed to provide access to the Project. Other potential transport routes (i.e. Routes 4B and 4C) comprise segments of unsealed local roads of varying condition which, in their present state, would not provide suitable, all-weather access to the Project for heavy vehicles, particularly those carrying hazardous materials. These roads are therefore, not considered to be suitable for heavy vehicles.

6D4.1.3 Potential Available Routes for Heavy Vehicles and Selection of Potential Routes

Following a review of the road hierarchy and the identification of truck routes within the transport area, Route 4A has been identified as the only potential available route for heavy vehicles for Segment 4. Route 4A is set out in Table 3 and shown on Figure 6-4.

Table 3 Truck Routes

Route Directions 4A 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 4A was tested against mandatory and subjective factors. The assessment is set out below in Sections 6D4.2 and 6D4.3.

6D4.2 MANDATORY CONSIDERATIONS

6D4.2.1 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).

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The Project Access Road (Route 4A) has been specifically designed to provide access to the Project and is currently being upgraded in accordance with Project Development Approval Conditions. When complete, the Access Road will provide a sealed carriageway over its entire length, with appropriate geometric and structural improvements. Therefore, Route 4A is considered to be physically capable of accommodating heavy vehicles and physical considerations do not preclude this transport route from the route evaluation.

6D4.2.2 Laws and Regulations

Road works proposed for the Project Access Road (Route 4A) were described and assessed in the Access Road Upgrade Review of Environmental Factors (REF) (Resource Strategies, 1997). In 1999, approval under Part 5 of the Environmental Planning and Assessment Act 1979 was obtained which approves the Access Road for all Project traffic. Laws and regulations do not preclude Route 4A from the route evaluation.

6D4.3 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 6D4.3.1) and sensitive ecosystems and natural landscapes (such as park reservations and wetlands) (Section 6D4.3.2) (DUAP, 1995a). Emergency and evacuation planning and infrastructure are also usually included in the assessment of subjective factors (Section 6D4.3.3) (DUAP, 1995a).

6D4.3.1 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.

Route 4A predominantly passes through rural areas comprising of areas of open space. Sensitive landuses such as those listed above are relatively uncommon along Route 4A and do not preclude it from the route evaluation. Therefore, further detailed consideration of sensitive landuses was not undertaken for this route evaluation.

Other Landuses

Other landuses may include residential, commercial or industrial areas and areas of open space. Route 4A predominantly passes through rural areas comprising areas of open space.

6D4.3.2 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 Route 4A are identified in Table 4 and described in the following sections.

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Table 4 Sensitive Ecosystems and Natural Landscapes

Route Park Reservations Waterways Number Approximate Total Road Frontage (m) 4A 1 5,100 22

Park Reservations

Vehicles travelling on Route 4A would pass within approximately 100 m of Hiawatha State Forest.

To determine if Route 4A is suitable for the transport of hazardous materials, a measure of the quality and size of the potentially affected park reservation is required. It was conservatively assumed that the park reservation is of a 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 Route 4A. The approximate total length of road frontage of park reservations for Route 4A is 5,100 m.

Waterways

Vehicles travelling on Route 4A would traverse or come within approximately 100 m of 22 waterways.

6D4.3.3 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,

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local DISPLAN); the location of emergency response teams throughout NSW; and the ability of emergency response teams to respond to hazardous material release. 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 Route 4A. This route is therefore suitable for the transport of hazardous materials with respect to emergency and evacuation planning and infrastructure.

6D4.4 PRELIMINARY SCREENING FINDINGS

Preliminary screening took into account available roads for heavy vehicles and mandatory and subjective factors (Sections 6D4.1, 6D4.2 and 6D4.3). Following a review of the road hierarchy and the identification of truck routes within the transport area, Route 4A has been identified as the only potential available route for heavy vehicles for Segment 4. Mandatory factors did not preclude this route from the route evaluation.

Table 5 provides a summary of subjective factors outlined in Section 6D4.3 for Route 4A.

Table 5 Summary of Subjective Factors

Assessment Factor Route 4A Schools # Number of School Students # Hospitals # Number of Hospital Beds # Aged Care Facilities # Churches # Items of Heritage or Cultural Significance # Other Landuse Predominantly open space Number of Park Reservations 1 Park Reservations – Approximate Total Road Frontage (m) 5,100 Waterways 22 Emergency Infrastructure Adequate # Sensitive landuses along Route 4A are relatively uncommon and do not preclude this route from the route evaluation. Further information is provided in Section 6D4.3.1.

Table 5 indicates that Route 4A would have minimal impact on subjective factors and is suitable for the transport of hazardous materials.

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6D5 PRELIMINARY LIST OF ROUTES

On the basis of the preliminary screening in Section 6D4, the following preliminary list of routes from the Newell Highway/Mid Western Highway (West Wyalong) to the Cowal Gold Project has been determined (Table 6).

Table 6 Preliminary List of Routes

Route Directions 4A 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.

6D6 SECONDARY SCREENING

Secondary screening involves the assessment of the preliminary list of routes (Section 6D5) against road and traffic factors (Section 6D6.1), emergency response capability (Section 6D6.2), operational factors (Section 6D6.3) and risk (including environmental and landuse factors) (Section 6D6.4) (Figure 6-2). The potential route has been assessed against each secondary screening factor to confirm that the route is suitable for the transport of hazardous materials. The final selection of routes for Segment 4 is detailed in Section 6D7.

6D6.1 ROAD AND TRAFFIC FACTORS

The Guidelines state that the assessment of a potential transport route 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 assess accident statistics for potential transport routes and infer from them the capability and level of service of the road system.

Accident statistics for Route 4A are provided in Section 6D6.1.1. An assessment of remaining road and traffic factors (i.e. the availability of alternative emergency routes) is provided in Section 6D6.1.2.

HAL-02-07\1\21\ 00685455.DOC 6D-9 Ammonium Nitrate Road Transport Route Evaluation – Segment 4

6D6.1.1 Accident Statistics

Available accident statistics for Route 4A were obtained from the RTA and are summarised in Table 7.

Table 7 Summary of Accident Statistics

Route Length No. of Heavy % Increase of Heavy Vehicle Annual Million Heavy Vehicle (km) Vehicles Heavy Accidents km of Heavy Accidents/Annual (per day)1,2 Vehicles due (per year)4 Vehicle Travel Million km of Heavy to Project3 Vehicle Travel 4A 41 105 0.12% 0.0 0.04 0.0 1 North Limited (1998a) Cowal Gold Project Environmental Impact Statement (EIS) – Appendix J Traffic Impact Assessment. 2 RTA (2000) Excel database of traffic composition for the South Western Region. Provided by David Amery on 22 July 2005. 3 Assumes 4 truck movements per month. 4 RTA (2005) Excel database of traffic crash data for the South Western Region 2000 - 2004. Provided by David Amery on 5 August 2005.

Accident statistics for Route 4A are considered to be within normal operating levels for the road types and use. The data shown in Table 7 relates to the current road design for Route 4A (i.e. partially unsealed). Improved driving conditions will be achieved due to the upgrading of the Project Access Road (Route 4A) including sealing of the road to the Project (Section 6D4.1.2). The increase of heavy vehicles due to the Project would be small (approximately 0.1%) and would be unlikely to affect traffic flows or accident statistics. Route 4A is therefore suitable for the transport of hazardous materials with respect to accident statistics.

6D6.1.2 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 Route 4A.

6D6.2 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 6D4.3.3). Further information on the management of emergencies in NSW and an evaluation of the ease of access to a potential accident for Segment 4 are provided in Section 6D4.3.3.

Following a review of emergency management in NSW, emergency response capability is considered to be adequate for Route 4A. This route is therefore suitable for the transport of hazardous materials with respect to emergency response capability.

HAL-02-07\1\21\ 00685455.DOC 6D-10 Ammonium Nitrate Road Transport Route Evaluation – Segment 4

6D6.3 OPERATIONAL FACTORS

Operating costs and distribution logistics have been considered for Segment 4. Route 4A is 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, the shortest route is the most preferable in respect to operating costs. Route 4A is not the shortest available route for Segment 4. However, this route is only marginally longer than alternative routes and the increase in operating costs would be minimal. Route 4A is cost effective and is therefore suitable on the basis of operating costs.

6D6.4 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 4 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.

6D6.4.1 Hazard Identification

6D6.4.1.1 Type of Hazardous Material

Ammonium nitrate is classified under the ADG Code as Class 5.1 (oxidising substance) and Packing Group III.

Ammonium nitrate is a stable compound and is generally difficult to explode. It may explode, however, when subjected to energy (heat and/or shock), especially when confined and/or in the presence of contaminants (e.g. chlorides, organics such as waxes and oils, urea, chromium, manganese, zinc, lead, copper, cobalt and nickel). In a large quantity of ammonium nitrate, localised areas of high temperature may be sufficiently confined by the total quantity to initiate an explosion. Sympathetic detonations (i.e. propagation from an initial small explosion to a secondary larger explosion) may occur.

HAL-02-07\1\21\ 00685455.DOC 6D-11 Ammonium Nitrate Road Transport Route Evaluation – Segment 4

Ammonium nitrate is not combustible but in contact with other combustible materials (e.g. wooden pallets) it increases the fire hazard. It can support and intensify a fire even in the absence of air. Fires involving ammonium nitrate can release toxic nitrogen oxides (yellow to brown fumes) and ammonia. A fire involving ammonium nitrate in a confined space could lead to an explosion. Closed containers can rupture violently when heated.

6D6.4.1.2 Adjacent Landuse

Refer to Section 6D4.3.1 for a description of adjacent landuse for Route 4A.

6D6.4.1.3 Transport Vehicle and Conditions of Transport

Ammonium nitrate will be transported to the Project by single semi-trailer. It will be transported as a solid and contained within 1.2 t Bulka bags. Regulation of temperature and pressure are not required during the transport of this solid material.

6D6.4.1.4 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 8.

Table 8 Heavy Vehicle Incidents – Initiating and Contributing Causes

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

HAL-02-07\1\21\ 00685455.DOC 6D-12 Ammonium Nitrate Road Transport Route Evaluation – Segment 4

6D6.4.2 Consequence Analysis

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

• release of the material together with the combustion of other materials resulting in propagation of the fire by the ammonium nitrate and exposure to nitrogen oxides for those at or near to the accident scene; • heating of the ammonium nitrate (whilst confined) resulting in an explosion and subsequent impact on people, property and the environment; and • contamination of waterways causing an increase in the nitrogen content resulting in fatality for fish and other aquatic life including aquatic plants.

6D6.4.3 Estimation of the Likelihood of a Hazardous Incident

Accident data for heavy vehicles utilising Route 4A are detailed in Section 6D6.1.1 and Table 7. No accidents involving heavy vehicles have occurred along Route 4A.

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 ammonium nitrate to the Project resulting in a release of the material or explosion must take into account the following:

• the number of vehicles transporting ammonium nitrate 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 recent accident data) involving a vehicle transporting ammonium nitrate to the Project resulting in a release of the material or explosion for Route 4A is estimated to be 0/year.

This value indicates a low level of risk associated with the transport of hazardous materials.

6D6.4.4 Risk Analysis and Assessment of Risk Results

Risk analysis took into account the preliminary screening findings as well as road and traffic factors (Section 6D6.1), emergency response capability (Section 6D6.2) and operational factors (Section 6D6.3). Table 9 provides a summary of all assessment factors utilised in the risk analysis for Route 4A.

HAL-02-07\1\21\ 00685455.DOC 6D-13 Ammonium Nitrate Road Transport Route Evaluation – Segment 4

Table 9 Summary of Risk Analysis Assessment Factors

Assessment Factor Route 4A Schools # Number of School Students # Hospitals # Number of Hospital Beds # Aged Care Facilities # Churches # Items of Heritage or Cultural Significance # Other Landuse Predominantly open space Number of Park Reservations 1 Park Reservations – Approximate Total Road Frontage (m) 5,100 Waterways 22 Emergency Infrastructure Adequate Length (km) 41 No. of Heavy Vehicles (per day)1,2 105 % Increase of Heavy Vehicles due to Project3 0.12% Heavy Vehicle Accidents (per year)4 0.0 Annual Million km of Heavy Vehicle Travel 0.04 Heavy Vehicle Accidents/Annual Million km of Heavy Vehicle Travel 0.0 Availability of Alternative Emergency Routes Available Emergency Response Capability Adequate Operational Factors Cost effective 1 North Limited (1998a) Cowal Gold Project Environmental Impact Statement (EIS) – Appendix J Traffic Impact Assessment. 2 RTA (2000) Excel database of traffic composition for the South Western Region. Provided by David Amery on 22 July 2005. 3 Assumes 4 truck movements per month. 4 RTA (2005) Excel database of traffic crash data for the South Western Region 2000 - 2004. Provided by David Amery on 5 August 2005. # Sensitive landuses along Route 4A are relatively uncommon and do not preclude this route from the route evaluation. Further information is provided in Section 6D4.3.1.

Table 10 presents the results of the risk analysis for Route 4A, in which 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 10 presents the results of the risk analysis in terms of minimal, acceptable, significant and unacceptable risk. For the purposes of this risk assessment the following definitions apply:

• minimal risk: the transport of ammonium nitrate along Route 4A is assessed as posing a minimal risk to the factor of interest; • acceptable risk: the transport of ammonium nitrate along Route 4A is assessed as posing an acceptable amount of risk to the factor of interest; • significant risk: the transport of ammonium nitrate along Route 4A is assessed as posing a significant increase of risk to the factor of interest; and • unacceptable risk: the transport of ammonium nitrate along Route 4A is assessed as posing an unacceptable level of risk to the factor of interest.

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Table 10 Risk Analysis Findings

Assessment Factor Minimal Risk Acceptable Risk Significant Risk Unacceptable Risk Schools  Hospitals  Aged Care Facilities  Churches  Items of Heritage or Cultural  Significance Other Landuse  Park Reservations  Waterways  Emergency Infrastructure  Heavy Vehicle Accidents (per year)  Heavy Vehicle Accidents/Annual Million  km of Heavy Vehicle Travel Availability of Alternative Emergency  Routes Emergency Response Capability  Operational Factors  Comparative Assessment of all  Factors

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 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 9 and 10 deem Route 4A to pose a minimal amount of risk to surrounding people, property and the natural environment. This route is therefore suitable for the transport of hazardous materials to the Project.

6D7 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).

The Guidelines state that the results of the study are generally best presented on a comparative basis. Following the identification of available roads for heavy vehicles in the transport area, there is only one potential available route for heavy vehicles for Segment 4 (Section 6D4.1). Therefore, there is no basis for a comparative assessment. As an alternative to comparative assessment, the potential available route for Segment 4 was assessed against all remaining preliminary and secondary screening factors to confirm that the route is suitable for the transport of hazardous materials to the Project.

HAL-02-07\1\21\ 00685455.DOC 6D-15 Ammonium Nitrate Road Transport Route Evaluation – Segment 4

Selecting a route that is suitable for the transport of hazardous materials must be 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 or explosion).

In order to make a balanced judgement, consultation with Councils was also undertaken. The transport area for Segment 4 is wholly situated within the Bland LGA and the Bland City Council was consulted during the preparation of the THMS.

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 screening, Route 4A 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 is also the approved Project Access Road. Therefore, Route 4A is suitable for the transport of hazardous materials and is the preferred route for the transport of ammonium nitrate from the Newell Highway/Mid Western Highway (West Wyalong) to the Cowal Gold Project.

6D8 RISK MANAGEMENT MEASURES

The identification of risk management measures is the final step in the route evaluation process (Figure 6-2). 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 ammonium nitrate 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. 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 the suitable transport route 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 ammonium nitrate to the Project include:

• As ammonium nitrate 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);

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- 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); - 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 12.1 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 19971. • 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 19971.

1 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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• 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 19971. • 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 19971. • 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 19971. • Vehicles transporting hazardous materials to the Project are required to carry appropriate communication devices (such as a radio or telephone).

6D9 REFERENCES

Bland Shire Council (1999) Section 94 Study and Plan. Prepared by Don Fox Planning Pty Ltd in conjunction with Bland Shire Council.

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

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 Road Transport Commission (1998) Australian Code for the Transport of Dangerous Goods by Road and Rail (ADG Code), Sixth Edition. Prepared by the National Road Transport Commission in conjunction with the Advisory Committee on the Transport of Dangerous Goods and the Federal Office of Road Safety.

North Limited (1998a) Cowal Gold Project Environmental Impact Statement (EIS) – Appendix J Traffic Impact Assessment.

North Limited (1998b) Cowal Gold Project Commission of Inquiry Primary Submission.

North Limited (1998c) Cowal Gold Project Commission of Inquiry Submission in Reply.

Resource Strategies Pty Ltd (1997) Cowal Gold Project Mine Access Road Upgrade Review of Environmental Factors. Appendix O in North Limited (1998a) Cowal Gold Project Environmental Impact Statement.

Roads and Traffic Authority (RTA) (2000) Excel database of traffic composition for the South Western Region. Provided by David Amery on 22 July 2005.

Roads and Traffic Authority (RTA) (2001) Road Train and B-Double Routes in NSW and ACT. Map dated May 2001.

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

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

Roads and Traffic Authority (RTA) (2005) Excel database of traffic crash data for the South Western Region 2000 - 2004. Provided by David Amery on 5 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).

Traffix – Traffic and Transport Planners (1997) Traffic Impact Assessment of the Proposed Cowal Gold Project West Wyalong Appendix J in North Limited (1998a) Cowal Gold Project Environmental Impact Statement.

HAL-02-07\1\21\ 00685455.DOC 6D-19 Ammonium Nitrate Emulsion Road Transport Route Evaluation – Overview

AMMONIUM NITRATE EMULSION ROAD TRANSPORT ROUTE EVALUATION

OVERVIEW

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

As described in Section 1.2 of the Transport of Hazardous Materials Study (THMS), route evaluation is required for the road transport of ammonium nitrate emulsion to the Project. Road transport of ammonium nitrate emulsion within NSW begins at Liddell (approximately 20 km south-east of Muswellbrook) and terminates at the Project.

The road transport route for ammonium nitrate emulsion to the Project has been divided into four segments (Segments 1 to 4) for the purpose of route evaluation. Route evaluations for Segments 1 to 4 are attached to the THMS as Attachments 7A, 7B, 7C and 7D, respectively. An overview of Segments 1 to 4 is provided below.

Segment 1 Attachment 7A Transport of ammonium nitrate emulsion from the Orica Liddell Manufacturing Facility to the Golden Highway (Denman)

Segment 2 Attachment 7B Transport of ammonium nitrate emulsion from the Golden Highway (Denman) to the Newell Highway (Dubbo)

Segment 3 Attachment 7C Transport of ammonium nitrate emulsion from the Newell Highway (Dubbo) to the Newell Highway/Mid Western Highway (West Wyalong)

Segment 4 Attachment 7D Transport of ammonium nitrate emulsion from the Newell Highway/Mid Western Highway (West Wyalong) to the Cowal Gold Project

The following figures are referred to in Attachments 7A to 7D and are appended to this overview:

Figure 7-1 Project Location, Overall Ammonium Nitrate Emulsion Transport Route and Segments 2 and 3 Potential Available Routes Figure 7-2 Route Selection Assessment Process Figure 7-3 Ammonium Nitrate Emulsion – Segment 1 Potential Available Routes Figure 7-4 Ammonium Nitrate Emulsion – Segment 4 Potential Available Routes

HAL-02-07\1\21\00073768.DOC Ammonium Nitrate Emulsion Road Transport Route Evaluation – Overview

FIGURES 7-1 to 7-4

HAL-02-07\1\21\00073768.DOC QUEENSLAND

MOREE

WALGETT BOURKE

NARRABRI COFFS HARBOUR ARMIDALE NEW SOUTH WALES

NYNGAN

DUNEDOO DUBBO MUSWELLBROOK

SEGMENT 2 SEGMENT 3 (Route 2A) SINGLETON (Route 3A) South For SEGMENT 1 For SEGMENT 4 detail see Figure 7-3 NEWCASTLE MOLONG detail see Figure 7-4 PARKES COWAL BATHURST GOLD

535 PROJECT ML1 Pacific GRENFELL COWRA SYDNEY WEST WYALONG

MIRROOL YOUNG TEMORA WOLLONGONG Ocean GOULBURN NARRANDERA YASS

WAGGA WAGGA A.C.T.

TOCUMWAL ALBURY

LEGEND Route 2(Segment As 2) and VICTORIA 3A (Segment 3)

0 50 100 15 0 Kilometres Ammonium Nitrate Emulsion Road Transport Route Evaluation FIGURE 7-1 Project Location, Overall Ammonium Nitrate Emulsion Transport Route and Segments 2 and 3 Potential Available Routes HAL-02-07 THMS ANE_001C Define Transport Area

Identify Hazardous Material, Source and Destination

Identify Available Roads for Heavy Vehicles

Mandatory Considerations Subjective Factors

Preliminary List of Routes

Emergency Response Risk Assessment Road and Traffic Factors Capability Operational Factors

Select Routes

Identify Risk Management Measures

Preliminary Screening Secondary Screening

Source: Adapted from DUAP, 1995 Ammonium Nitrate Emulsion Road Transport Route Evaluation FIGURE 7-2 Route Selection Assessment Process

HAL-02-07 THMS ANE_002B

Road Road

Liddell

Gully Gully

To SingletonTo

Pikes Pikes Antiene Muscle Creek Lake Liddell Grasstree Ammonium Nitrate Emulsion Nitrate Ammonium Orica Liddell Road Transport Route Evaluation Route Transport Road Main Northern Railway Manufacturing Facility FIGURE 7-3 Ammonium Nitrate Emulsion - Segment 1 Available Routes Potential

New England Highway Plashett Reservoir Muswellbrook

Road Ayredale

Edenglassie River

Edderton Road

Balmoral Corner

Railway Railway

Merriwa Merriwa

Road Road

- -

Roxburgh Roxburgh

Denman Road Road Denman Denman

Muswellbrook Muswellbrook

Golden Highway

Hunter

Mangoola Road Road Mangoola Mangoola 4

Castle Rock

Highway Highway

Golden Golden 2 Kilometres Route A1 Route B1 Route LEGEND Denman

Highway To Dubbo

Golden 0 HAL-02-07 THMS ANE_003C HAL-02-07 Burcher Nerang

540 000 E

530 000 E 520 000 E Cowal

6 290 000 N 6 290 000 N

Bogeys Island

Wamboyne Mountain

6 280 000 N Road 6 280 000 N ML1535 Wamboyne Dip COWAL Gazetted GOLD Lake Rail Crossing PROJECT Cowal

Bonehams Wamboyne Road

Wests Lane Lane

Blow Clear Road Road Lake Cowal Blow Clear Bland 6 270 000 N Lonergans Lane 6 270 000 N

Billys Creek Lookout

Sandy Ridge Road

Wilsons Lane Creek

Clear

Bodels

Lane

Road To Forbes 6 260 000 N 6 260 000 N

Wamboyne

Railway

Road

Burcher

Ridge Highway

Newell West Wyalong Clear

LEGEND Route A4 6 250 000 N 6 260 000 N Route B4

Lake Cargelligo Route 4C Mid 0 2.5 5.0 Western Kilometres Highway West Wyalong Ammonium Nitrate Emulsion Cootamundra Road Transport Route Evaluation

Slee Street oTemoraTo FIGURE 7-4 Ammonium Nitrate Emulsion - Highway Railway Segment 4 Potential Available Routes

520 000 E

Newell 530 000 E HAL-02-07 THMS ANE_004E Ammonium Nitrate Emulsion Road Transport Route Evaluation – Segment 1

COWAL GOLD PROJECT TRANSPORT OF HAZARDOUS MATERIALS STUDY

ATTACHMENT 7A

AMMONIUM NITRATE EMULSION ROAD TRANSPORT ROUTE EVALUATION

SEGMENT 1 ORICA LIDDELL MANUFACTURING FACILITY TO THE GOLDEN HIGHWAY (DENMAN)

JANUARY 2006 Project No. HAL-02-07\1\21 Document No. ATTACHMENT 7A-K ID: 685457 Ammonium Nitrate Emulsion Road Transport Route Evaluation – Segment 1

TABLE OF CONTENTS

Section Page

7A1 INTRODUCTION 7A-1

7A2 DEFINITION OF THE TRANSPORT AREA 7A-1

7A3 IDENTIFICATION OF HAZARDOUS MATERIAL, SOURCE AND DESTINATION 7A-1 7A3.1 IDENTIFICATION OF HAZARDOUS MATERIAL 7A-1 7A3.2 SOURCE AND DESTINATION 7A-2 7A4 PRELIMINARY SCREENING 7A-2 7A4.1 IDENTIFICATION OF AVAILABLE ROADS FOR HEAVY VEHICLES 7A-2 7A4.1.1 Road Hierarchy 7A-3 7A4.1.2 Identification of Truck Routes 7A-3 7A4.1.3 Available Routes for Heavy Vehicles and Selection of Potential Routes 7A-4 7A4.2 MANDATORY CONSIDERATIONS 7A-4 7A4.2.1 Physical Considerations 7A-4 7A4.2.2 Laws and Regulations 7A-5 7A4.3 SUBJECTIVE FACTORS 7A-6 7A4.3.1 Landuse 7A-6 7A4.3.2 Proximity of Sensitive Ecosystems and Natural Landscapes 7A-7 7A4.3.3 Emergency and Evacuation Planning and Infrastructure 7A-7 7A4.3.4 RTA and Transporter Preferred Transport Routes 7A-8 7A4.4 PRELIMINARY SCREENING FINDINGS 7A-9 7A5 PRELIMINARY LIST OF ROUTES 7A-10

7A6 SECONDARY SCREENING 7A-11 7A6.1 ROAD AND TRAFFIC FACTORS 7A-11 7A6.1.1 Accident Statistics 7A-11 7A6.1.2 Availability of Alternative Emergency Routes 7A-12 7A6.2 EMERGENCY RESPONSE CAPABILITY 7A-12 7A6.3 OPERATIONAL FACTORS 7A-12 7A6.4 RISK ASSESSMENT 7A-12 7A6.4.1 Hazard Identification 7A-13 7A6.4.2 Consequence Analysis 7A-14 7A6.4.3 Estimation of the Likelihood of a Hazardous Incident 7A-15 7A6.4.4 Risk Analysis and Assessment of Risk Results 7A-15 7A7 SELECTION OF ROUTES 7A-17

7A8 RISK MANAGEMENT MEASURES 7A-19

7A9 REFERENCES 7A-21

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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

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7A1 INTRODUCTION

The Cowal Gold Project (the Project) is located approximately 38 kilometres (km) north-east of West Wyalong, New South Wales (NSW) (Figure 7-1). The Project is owned by Barrick Australia Ltd (Barrick).

As described in Section 1.2 of the Transport of Hazardous Materials Study (THMS), route evaluation is required for the road transport of ammonium nitrate emulsion to the Project. Road transport of ammonium nitrate emulsion within NSW begins at Liddell (approximately 20 km south-east of Muswellbrook) and terminates at the Project. The road transport route for ammonium nitrate emulsion to the Project has been divided into four segments (Segments 1 to 4) for the purpose of route evaluation.

This attachment sets out the route evaluation for the road transport of ammonium nitrate emulsion from the Orica Liddell Manufacturing Facility to the Golden Highway (Denman). This part of the overall ammonium nitrate emulsion road transport route is referred to as Segment 1. Route evaluations for Segments 2, 3 and 4 are attached to the THMS as Attachments 7B, 7C and 7D, respectively.

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 7-2 shows the assessment process flowsheet for this route evaluation.

7A2 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 Orica Liddell Manufacturing Facility and the Golden Highway (Denman) (Figure 7-3).

The transport area is wholly situated within the Singleton and Muswellbrook Local Government Areas (LGA). Both LGAs are part of the Hunter Statistical Division.

7A3 IDENTIFICATION OF HAZARDOUS MATERIAL, SOURCE AND DESTINATION

7A3.1 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 1998 [ADG Code] [National Road Transport Commission, 1998]), the type of container and the movement quantity and frequency. The assessment identified ammonium nitrate emulsion 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).

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Ammonium nitrate emulsion is classified as Class 5.1 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.

7A3.2 SOURCE AND DESTINATION

The source and destination of ammonium nitrate emulsion for Segment 1 are outlined in Table 1 and shown on Figure 7-3.

Table 1 Hazardous Material Source and Destination

Source: Destination: Orica Liddell Manufacturing Facility Golden Highway (Denman) Location Town/City LGA Location Town/City LGA Pikes Gully Road Ravensworth Singleton Golden Highway, Denman Muswellbrook 3 km north of Denman

Details of the transport of ammonium nitrate emulsion from the Orica Liddell Manufacturing Facility to the Golden Highway (Denman) are provided in Table 2.

Table 2 Transport Details

Hazardous Delivery Maximum Volume per Maximum Frequency Transported Packaging Material Vehicle Delivery of Deliveries State Ammonium Single semi- 25 t 4 per month Liquid Purpose-built Nitrate trailer bulk tanker Emulsion

7A4 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 7A5 provides the results of this analysis as a preliminary list of routes. Further screening of this preliminary list is provided in Section 7A6.

7A4.1 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 7A4.1.1); and • the identification of routes suitable in general for the movement of trucks (Section 7A4.1.2).

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 7A4.1.3.

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7A4.1.1 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, 2004).

The New England Highway is the only national highway in the transport area. The RTA prefers heavy vehicles to utilise national highways and state roads wherever possible (RTA, pers. comm., 4 May 2005). Therefore, the New England Highway would be used by heavy vehicles within the transport area where possible.

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, 2004). State roads are characterised by high flows of general traffic over long distances and have a higher capacity relative to surrounding roads (ibid.).

State roads in the transport area include Sydney Street and Denman Road. The RTA prefers heavy vehicles to utilise national highways and state roads wherever possible (RTA, pers. comm., 4 May 2005). Accordingly, these roads would also 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, 2004). The RTA considers regional roads to be suitable for heavy vehicles (RTA, pers. comm., 4 May 2005).

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).

7A4.1.2 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 7A4.1.1. 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.

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The RTA were 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, 2003). 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 NSW (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 ammonium nitrate emulsion. 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., 30 August 2005; Muswellbrook Shire Council, pers. comm., 12 September 2005; Singleton Shire Council, pers. comm., 23 September 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 with respect to cost.

7A4.1.3 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 and 1B have been identified as potential available routes for heavy vehicles for Segment 1. Routes 1A and 1B are set out in Table 3 and shown on Figure 7-3. Routes 1A and 1B were then tested against mandatory and subjective factors. The assessment is set out below in Sections 7A4.2 and 7A4.3.

Table 3 Truck Routes

Route Directions 1A From the Orica Liddell Manufacturing Facility on Pikes Gully Road, turn right into the New England Highway and continue until Muswellbrook. On entering Muswellbrook turn left into Sydney Street. Continue along Sydney Street (which becomes Denman Road) and turn right into the Golden Highway approximately 3 km north-east of Denman. 1B From the Orica Liddell Manufacturing Facility on Pikes Gully Road, turn right into the New England Highway and left into Thomas Mitchell Drive before entering Muswellbrook. Continue along Thomas Mitchell Drive and turn left onto Denman Road and right into the Golden Highway approximately 3 km north-east of Denman.

7A4.2 MANDATORY CONSIDERATIONS

7A4.2.1 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 ammonium nitrate emulsion. No further assessment of physical capability has been undertaken for these roads.

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Both potential routes utilise one road not designated as a B-Double or road train route (viz. Pikes Gully Road). Pikes Gully Road is physically capable of accommodating single semi-trailers (Singleton Shire Council, pers. comm., 23 September 2005). Therefore, physical considerations do not preclude either of the potential transport routes.

7A4.2.2 Laws and Regulations

Laws and regulations may prohibit the transport of hazardous materials through 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) (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 ammonium nitrate emulsion 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, 2004). Therefore, the RTA is the local transport authority for national highways and state roads. Councils are accountable for regional and local roads (RTA, 2004) and are therefore the local transport authorities for these roads.

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Potential transport routes utilise local and state roads as well as a national highway, therefore the local transport authorities are the RTA, Singleton Shire Council and Muswellbrook Shire 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. Singleton and Muswellbrook Shire Councils do not prohibit the transport of hazardous materials on any roads for which they are accountable (Singleton Shire Council, pers. comm., 23 September 2005; Muswellbrook Shire Council, pers. comm., 23 September 2005).

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

7A4.3 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 7A4.3.1) and sensitive ecosystems and natural landscapes (such as park reservations and wetlands) (Section 7A4.3.2) (DUAP, 1995a). Emergency and evacuation planning and infrastructure are also usually included in the assessment of subjective factors (Section 7A4.3.3) (DUAP, 1995a.).

7A4.3.1 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 and 1B.

Table 4 Sensitive Landuses

Route Schools Hospitals Aged Care Churches Items of Facilities Heritage or Number of Number of Number of Number of Cultural Schools Students Hospitals Beds Significance 1A 1 427 0 0 0 1 6 1B 0 0 0 0 0 0 1

While there are no schools or churches located along Route 1B, vehicles travelling along Route 1A would pass Muswellbrook South Public School and Muswellbrook Baptist Church.

There are no hospitals or aged care facilities along Routes 1A or 1B.

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.

Six items of heritage or cultural significance would be passed by vehicles travelling along Route 1A and only one item would be passed by vehicles travelling along Route 1B (NSW Heritage Office, 2005).

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Other Landuses

Other landuses may include residential, commercial or industrial areas and areas of open space. Route 1B predominantly passes through industrial areas and areas of open space. Whilst Route 1A predominantly passes through areas of open space, approximately 4 km of Route 1A would pass through the town of Muswellbrook. The adjacent landuse along this section of Route 1A is predominantly residential and commercial.

7A4.3.2 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 and 1B are identified in Table 5 and described in the following sections.

Table 5 Sensitive Ecosystems and Natural Landscapes

Route Park Reservations Waterways Number Approximate Total Road Frontage (m) 1A 0 0 53 1B 0 0 51

Park Reservations

No park reservations would be passed by vehicles using Routes 1A or 1B.

Waterways

Vehicles travelling on Routes 1A and 1B would cross or come within approximately 100 m of numerous waterways including Pikes Creek, Tinkers Creek, Lake Liddell, Maidswater Creek, Ramrod Creek and Whites Creek. Vehicles travelling on Route 1A would also cross or come within approximately 100 m of Muscle Creek and the Hunter River.

7A4.3.3 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).

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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.

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 both potential routes. These routes are therefore equally suitable for the transport of hazardous materials with respect to emergency and evacuation planning and infrastructure.

7A4.3.4 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 Orica Liddell Manufacturing Facility to the Golden Highway (Denman). Route 1A is the route preferred by the RTA for the transport of hazardous materials from the Orica Liddell Manufacturing Facility to the Golden Highway (Denman) (RTA, pers. comm., 11 August 2005).

The transport provider was contacted to determine their preferred route for the transport of hazardous materials from the Orica Liddell Manufacturing Facility to the Golden Highway (Denman). Route 1B is the route preferred by the transporter for the transport of hazardous materials for Segment 1 (R&H Transport Services, pers. comm., 26 August 2005).

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7A4.4 PRELIMINARY SCREENING FINDINGS

Preliminary screening took into account available roads for heavy vehicles and mandatory and subjective factors (Sections 7A4.1, 7A4.2 and 7A4.3). Following a review of the road hierarchy and the identification of truck routes within the transport area, Routes 1A and 1B 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 7A4.3 for Routes 1A and 1B.

Table 6 Summary of Subjective Factors

Assessment Factor Route 1A Route 1B Schools 1 0 Number of School Students 427 0 Hospitals 0 0 Number of Hospital Beds 0 0 Aged Care Facilities 0 0 Churches 1 0 Items of Heritage or Cultural Significance 6 1 Other Landuse Predominantly areas of open space Predominantly industrial areas and and approximately 4 km of areas of open space residential and commercial areas Number of Park Reservations 0 0 Park Reservations – Approximate Total Road 0 0 Frontage (m) Waterways 53 51 Emergency Infrastructure Adequate Adequate RTA and Transporter Preferred Route RTA preferred route Transporter preferred route RTA Roads and Traffic Authority

Table 6 indicates that Routes 1A and 1B 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 7A4.3. 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

Assessment Factor Most Preferred Acceptable Least Preferred Excluded Route Route Route Route Schools 1B 1A - - Hospitals 1A, 1B - - - Aged Care Facilities 1A, 1B - - - Churches 1B 1A - - Items of Heritage or Cultural 1B 1A - - Significance Other Landuse 1B 1A - - Park Reservations 1A, 1B - - - Waterways - 1A, 1B - - Emergency Infrastructure 1A, 1B - - - RTA and Transporter Preferred Route 1A 1B - - Comparative Assessment of all 1B 1A - - Factors RTA Roads and Traffic Authority

Tables 6 and 7 indicate that Route 1B is the initial preferred route for Segment 1 following preliminary screening. This route is the preferred route for eight 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 ammonium nitrate emulsion. The preliminary screening has identified Route 1A as an acceptable route and worthy of further assessment.

7A5 PRELIMINARY LIST OF ROUTES

On the basis of the preliminary screening analysis in Section 7A4, the following preliminary list of routes from the Orica Liddell Manufacturing Facility to the Golden Highway (Denman) has been determined (Table 8).

Table 8 Preliminary List of Routes

Route Directions 1A From the Orica Liddell Manufacturing Facility on Pikes Gully Road, turn right into the New England Highway and continue until Muswellbrook. On entering Muswellbrook turn left into Sydney Street. Continue along Sydney Street (which becomes Denman Road) and turn right into the Golden Highway approximately 3 km north-east of Denman. 1B From the Orica Liddell Manufacturing Facility on Pikes Gully Road, turn right into the New England Highway and left into Thomas Mitchell Drive before entering Muswellbrook. Continue along Thomas Mitchell Drive and turn left onto Denman Road and right into the Golden Highway approximately 3 km north-east of Denman.

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7A6 SECONDARY SCREENING

Secondary screening involves the assessment of the preliminary list of routes (Section 7A5) against road and traffic factors (Section 7A6.1), emergency response capability (Section 7A6.2), operational factors (Section 7A6.3) and risk (including environmental and landuse factors) (Section 7A6.4) (Figure 7-2). 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 7A7.

7A6.1 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 7A6.1.1. An assessment of remaining road and traffic factors (i.e. the availability of alternative emergency routes) is provided in Section 7A6.1.2.

7A6.1.1 Accident Statistics

Available accident statistics for Routes 1A and 1B 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 Vehicle Annual Million Heavy Vehicle (km) Vehicles Heavy Vehicles Accidents km of Heavy Accidents/Annual (per day)1 due to Project2 (per year)3 Vehicle Travel Million km of Heavy Vehicle Travel 1A 44 1,208 - 2,029 0.006% - 0.011% 2.4 1.16 - 9.26 0.00 - 0.76 1B 42 1,208 0.011% 1.4 5.29 0.23 1 RTA (2002) Traffic Volume Data for the Hunter Region 2001. Prepared by the RTA Traffic and Transport Directorate. Assumes 10% heavy vehicles. 2 Assumes 4 truck movements per month. 3 RTA (2005) Excel database of traffic crash data for the Hunter Region. Provided by Bronwyn Bosse on 13 September 2005.

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Accident statistics for Routes 1A and 1B 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 0.01%) and would be unlikely to affect traffic flows or accident statistics. Routes 1A and 1B are therefore suitable for the transport of hazardous materials with respect to accident statistics. Accident statistics for Routes 1A and 1B are compared in Table 12, Section 7A6.4.4.

7A6.1.2 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 and 1B.

7A6.2 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 7A4.3.3). 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 7A4.3.3.

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

7A6.3 OPERATIONAL FACTORS

Operating costs and distribution logistics have been considered in the selection of the preferred transport route for Segment 1. Routes 1A and 1B are both 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, the shortest route is the most preferable in respect to operating costs. Route 1B is the shortest available route for Segment 1 and is therefore cost effective. However, both routes are similar in length and operating costs would not differ considerably between routes. Therefore both routes are cost effective and equally suitable on the basis of operating costs.

7A6.4 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).

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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.

7A6.4.1 Hazard Identification

7A6.4.1.1 Type of Hazardous Material

Ammonium nitrate emulsion is classified under the ADG Code as Class 5.1 (oxidising substance) and Packing Group II.

Ammonium nitrate emulsion is an ingredient for explosives and has a creamy consistency. It is stable for the purposes of general handling and transport but may explode, however, when subjected to energy (heat and/or shock), especially when confined and/or in the presence of contaminants (e.g. chlorides, organics such as tetranitromethane, strong acids, strong alkalis, hypochlorite, metal powders, nitrites, chlorates and permanganates). Sympathetic detonations (i.e. propagation from an initial small explosion to a secondary larger explosion) may occur. Heating can also result in decomposition of the material and a thickening of the emulsion over time. Decomposition products include nitrogen oxide, white ammonium nitrate fumes and water.

The material may be warm to hot (60 – 80oC). Direct exposure can lead to burn injuries.

Ammonium nitrate emulsion is not combustible but in contact with other combustible materials (e.g. wooden pallets) it increases the fire hazard. It can support and intensify a fire even in the absence of air. Fires involving ammonium nitrate emulsion can release toxic nitrogen oxides (yellow to brown fumes) and ammonia. A fire involving ammonium nitrate in a confined space could lead to an explosion. Closed containers can rupture violently when heated.

7A6.4.1.2 Adjacent Landuse

Refer to Section 7A4.3.1 for a description of adjacent landuse for potential transport routes.

7A6.4.1.3 Transport Vehicle and Conditions of Transport

Ammonium nitrate emulsion will be transported to the Project by single semi-trailer. It will be transported as a liquid in a purpose-built bulk tanker. Regulation of temperature and pressure are not required during the transport of this material.

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7A6.4.1.4 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.

Table 10 Heavy Vehicle Incidents – Initiating and Contributing Causes

Human Error Equipment Failures System or Procedural External Events Failures • driver impairment, e.g. • non-dedicated trailer • driver incentives to • vandalism/sabotage alcohol or drugs • leaking valve work longer hours • rain • • speeding • leaking fitting driver training • fog/visibility • • driver overtired • brake failure carrier selection • wind • • driver exceeding safe • relief device failure container specification • flood/washout working hours • • tyre failure route selection • fire at rest area/parking • en-route inspection • • soft shoulder emergency response areas • contamination training • • overpressure earthquake • overfilling • speed enforcement • • material defect existing accident • other vehicle’s driver • driver rest periods • • steering failure animals on road • taking tight turns/ramps • maintenance • high centre of gravity too quickly (overturns) • inspection • corrosion • unsecured loads • • time of the day bad weld restrictions • 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)

7A6.4.2 Consequence Analysis

An accident involving a heavy vehicle transporting ammonium nitrate emulsion resulting in a release of the material or explosion is the hazardous incident relevant to the transport of ammonium nitrate emulsion. The following consequences of this hazardous incident are relevant:

• release of the material together with the combustion of other materials resulting in propagation of the fire by the ammonium nitrate in the emulsion and exposure to nitrogen oxides for those at or near to the accident scene; • heating of the ammonium nitrate emulsion (whilst confined) resulting in an explosion and subsequent impact on people, property and the environment; • burn injuries to those at or near to the accident scene who come into contact with released warm to hot (60 – 80oC) material; and • contamination of waterways causing in an increase in the nitrogen content and pollution from the hydrocarbons present resulting in fatality for fish and other aquatic life including aquatic plants.

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7A6.4.3 Estimation of the Likelihood of a Hazardous Incident

Accident data for heavy vehicles utilising Routes 1A and 1B are detailed in Section 7A6.1.1. Approximately 2.4 accidents per year involving heavy vehicles occur along Route 1A and 1.4 accidents per year involving heavy vehicles occur along Route 1B (RTA, 2005).

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 ammonium nitrate emulsion to the Project resulting in a release of the material or explosion must take into account the following:

• the number of vehicles transporting ammonium nitrate emulsion 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 involving a vehicle transporting ammonium nitrate emulsion to the Project resulting in a release of the material or explosion for Routes 1A and 1B is estimated to be 2x10-5/year and 1.6x10-5/year, respectively (i.e. such an accident is estimated to occur on Route 1A once every 50,000 years and on Route 1B once every 62,500 years).

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

7A6.4.4 Risk Analysis and Assessment of Risk Results

Risk analysis took into account the preliminary screening findings as well as road and traffic factors (Section 7A6.1), emergency response capability (Section 7A6.2) and operational factors (Section 7A6.3). Table 11 provides a summary of all assessment factors utilised in the risk analysis for Routes 1A and 1B.

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Table 11 Summary of Risk Analysis Assessment Factors

Assessment Factor Route 1A Route 1B Schools 1 0 Number of School Students 427 0 Hospitals 0 0 Number of Hospital Beds 0 0 Aged Care Facilities 0 0 Churches 1 0 Items of Heritage or Cultural Significance 6 1 Other Landuse Predominantly areas of open Predominantly industrial areas space and approximately 4 km and areas of open space of residential and commercial areas Number of Park Reservations 0 0 Park Reservations – Approximate Total Road Frontage (m) 0 0 Waterways 53 51 Emergency Infrastructure Adequate Adequate RTA and Transporter Preferred Route RTA preferred route Transporter preferred route Length (km) 44 42 No. of Heavy Vehicles (per day)1 1,208 - 2,029 1,208 % Increase of Heavy Vehicles due to Project2 0.006% - 0.011% 0.011% Heavy Vehicle Accidents (per year)3 2.4 1.4 Annual Million km of Heavy Vehicle Travel 1.16 - 9.26 5.29 Heavy Vehicle Accidents/Annual Million km of Heavy 0.00 - 0.76 0.23 Vehicle Travel Availability of Alternative Emergency Routes Available Available Emergency Response Capability Adequate Adequate Operational Factors Cost effective Cost effective 1 RTA (2002) Traffic Volume Data for the Hunter Region 2001. Prepared by the RTA Traffic and Transport Directorate. Assumes 10% heavy vehicles. 2 Assumes 4 truck movements per month. 3 RTA (2005) Excel database of traffic crash data for the Hunter Region. Provided by Bronwyn Bosse on 13 September 2005. 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; • 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

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• 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 1B 1A - - Hospitals 1A, 1B - - - Aged Care Facilities 1A, 1B - - - Churches 1B 1A - - Items of Heritage or Cultural Significance 1B 1A - - Other Landuse 1B 1A - - Park Reservations 1A, 1B - - - Waterways - 1A, 1B - - Emergency Infrastructure 1A,1B - - - RTA and Transporter Preferred Route 1A 1B - - Heavy Vehicle Accidents (per year)1 1B 1A - - Heavy Vehicle Accidents/Annual Million 1A, 1B - - - km of Heavy Vehicle Travel Availability of Alternative Emergency 1A, 1B - - - Routes Emergency Response Capability 1A, 1B - - - Operational Factors 1A, 1B - - - Comparative Assessment of all Factors 1B 1A - - 1 RTA (2005) Excel database of traffic crash data for the Hunter Region. Provided by Bronwyn Bosse on 13 September 2005. 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 up to approximately 0.01% (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 deem both potential routes to pose a minimal to acceptable level of risk to surrounding people, property and the natural environment. However, these results show a relatively minor difference in the level of risk associated with Routes 1A and 1B (i.e. there would be marginally greater consequential impact to surrounding sensitive landuses along Route 1A when compared to Route 1B in the unlikely event the heavy vehicle carrying the material of interest was involved in an accident resulting in a release of material or explosion). Therefore, following risk assessment, there is a minor preference for Route 1B, however, both routes are suitable for the transport of hazardous materials from a comparative risk perspective.

7A7 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).

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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 or explosion).

In order to make a balanced judgement, consultation with Councils was also undertaken. The transport area for Segment 1 is located within the Singleton and Muswellbrook 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 and 1B 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). Both routes are assessed as posing a minimal to acceptable level of risk to surrounding people, property and the natural environment. Therefore, Routes 1A and 1B are both suitable for the transport of ammonium nitrate emulsion for Segment 1. However, following risk assessment, there is a minor preference for Route 1B. This route has also has been recommended by the Muswellbrook Shire Council (Muswellbrook Shire Council, pers. comm., 25 August 2004) and the transport provider for the transport of hazardous materials. The Singleton Shire Council was also consulted and Council’s comments taken into consideration by the THMS. Therefore, Route 1B has been identified as the preferred route for the transport of ammonium nitrate emulsion from the Orica Liddell Manufacturing Facility to the Golden Highway (Denman).

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

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7A8 RISK MANAGEMENT MEASURES

The identification of risk management measures is the final step in the route evaluation process (Figure 7-2). 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 ammonium nitrate emulsion 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. 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 ammonium nitrate emulsion to the Project include:

• As ammonium nitrate emulsion 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). - 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;

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- an emergency information holder must be securely placed on a road vehicle in accordance with Clause 11.2.4; - Table 12.1 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; - 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. • 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. • 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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7A9 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 Road Transport Commission (1998) Australian Code for the Transport of Dangerous Goods by Road and Rail (ADG Code),Sixth Edition. Prepared by the National Road Transport Commission in conjunction with the Advisory Committee on the Transport of Dangerous Goods and the Federal Office of Road Safety.

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) Road Train and B-Double Routes in NSW and ACT. Map dated May 2001.

Roads and Traffic Authority (RTA) (2002) Traffic Volume Data for the Hunter Region 2001. Prepared by the RTA Traffic and Transport Directorate.

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

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

Roads and Transport Authority (RTA) (2005) Excel database of traffic crash data for the Hunter Region. Provided by Bronwyn Bosse on 13 September 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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COWAL GOLD PROJECT TRANSPORT OF HAZARDOUS MATERIALS STUDY

ATTACHMENT 7B

AMMONIUM NITRATE EMULSION ROAD TRANSPORT ROUTE EVALUATION

SEGMENT 2 GOLDEN HIGHWAY (DENMAN) TO NEWELL HIGHWAY (DUBBO)

JANUARY 2006 Project No. HAL-02-07\1\21 Document No. ATTACHMENT 7B-L ID: 685460 Ammonium Nitrate Emulsion Road Transport Route Evaluation – Segment 2

TABLE OF CONTENTS

Section Page

7B1 INTRODUCTION 7B-1

7B2 DEFINITION OF THE TRANSPORT AREA 7B-1

7B3 IDENTIFICATION OF HAZARDOUS MATERIAL, SOURCE AND DESTINATION 7B-1 7B3.1 IDENTIFICATION OF HAZARDOUS MATERIAL 7B-1 7B3.2 SOURCE AND DESTINATION 7B-2 7B4 PRELIMINARY SCREENING 7B-2 7B4.1 IDENTIFICATION OF AVAILABLE ROADS FOR HEAVY VEHICLES 7B-2 7B4.1.1 Road Hierarchy 7B-2 7B4.1.2 Identification of Truck Routes 7B-3 7B4.1.3 Potential Available Routes for Heavy Vehicles and Selection of Potential Routes 7B-4 7B4.2 MANDATORY CONSIDERATIONS 7B-4 7B4.2.1 Physical Considerations 7B-4 7B4.2.2 Laws and Regulations 7B-5 7B4.3 SUBJECTIVE FACTORS 7B-6 7B4.3.1 Landuse 7B-6 7B4.3.2 Proximity of Sensitive Ecosystems and Natural Landscapes 7B-6 7B4.3.3 Emergency and Evacuation Planning and Infrastructure 7B-7 7B4.3.4 RTA and Transporter Preferred Transport Routes 7B-8 7B4.4 PRELIMINARY SCREENING FINDINGS 7B-8 7B5 PRELIMINARY LIST OF ROUTES 7B-9

7B6 SECONDARY SCREENING 7B-9 7B6.1 ROAD AND TRAFFIC FACTORS 7B-9 7B6.1.1 Accident Statistics 7B-10 7B6.1.2 Availability of Alternative Emergency Routes 7B-10 7B6.2 EMERGENCY RESPONSE CAPABILITY 7B-10 7B6.3 OPERATIONAL FACTORS 7B-11 7B6.4 RISK ASSESSMENT 7B-11 7B6.4.1 Hazard Identification 7B-11 7B6.4.2 Consequence Analysis 7B-13 7B6.4.3 Estimation of the Likelihood of a Hazardous Incident 7B-13 7B6.4.4 Risk Analysis and Assessment of Risk Results 7B-14 7B7 SELECTION OF ROUTES 7B-16

7B8 RISK MANAGEMENT MEASURES 7B-16

7B9 REFERENCES 7B-18

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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 Ecosystems and Natural Landscapes Table 5 Summary of Subjective Factors Table 6 Preliminary List of Routes Table 7 Summary of Accident Statistics Table 8 Heavy Vehicle Incidents – Initiating and Contributing Causes Table 9 Summary of Risk Analysis Assessment Factors Table 10 Risk Analysis Findings

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7B1 INTRODUCTION

The Cowal Gold Project (the Project) is located approximately 38 kilometres (km) north-east of West Wyalong, New South Wales (NSW) (Figure 7-1). The Project is owned by Barrick Australia Ltd (Barrick).

As described in Section 1.2 of the Transport of Hazardous Materials Study (THMS), route evaluation is required for the road transport of ammonium nitrate emulsion to the Project. Road transport of ammonium nitrate emulsion within NSW begins at Liddell (approximately 20 km south-east of Muswellbrook) and terminates at the Project. The road transport route for ammonium nitrate emulsion to the Project has been divided into four segments (Segments 1 to 4) for the purpose of route evaluation.

This attachment sets out the route evaluation for the road transport of ammonium nitrate emulsion from the Golden Highway (Denman) to the Newell Highway (Dubbo). This part of the overall road transport route is referred to as Segment 2. Route evaluations for Segments 1, 3 and 4 are attached to the THMS as Attachments 7A, 7C and 7D, respectively.

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 7-2 shows the assessment process flowsheet for this route evaluation.

7B2 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 2 is defined as the area between the Golden Highway (Denman) and the Newell Highway (Dubbo) (Figure 7-1). The transport area is situated within the Local Government Areas (LGAs) of Muswellbrook, Upper Hunter, Warrumbungle, Wellington and Dubbo.

7B3 IDENTIFICATION OF HAZARDOUS MATERIAL, SOURCE AND DESTINATION

7B3.1 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 1998 [ADG Code] [National Road Transport Commission, 1998]), the type of container and the movement quantity and frequency. The assessment identified ammonium nitrate emulsion 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).

Ammonium nitrate emulsion is classified as Class 5.1 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.

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7B3.2 SOURCE AND DESTINATION

The source and destination of ammonium nitrate emulsion for Segment 2 are outlined in Table 1 and shown on Figure 7-1.

Table 1 Hazardous Material Source and Destination

Source: Destination: Golden Highway (Denman) Newell Highway (Dubbo) Location Town/City LGA Location Town/City LGA Golden Highway, Denman Muswellbrook Newell Highway Dubbo Dubbo 3 km north of Denman

Details of the transport of ammonium nitrate emulsion from the Golden Highway (Denman) to the Newell Highway (Dubbo) are provided in Table 2.

Table 2 Transport Details

Hazardous Delivery Maximum Volume per Maximum Frequency Transported Packaging Material Vehicle Delivery of Deliveries State Ammonium Single semi- 25 t 4 per month Liquid Purpose-built Nitrate trailer bulk tanker Emulsion

7B4 PRELIMINARY SCREENING

The following subsections identify available roads for heavy vehicles within the transport area and examine mandatory and subjective factors for potential transport routes. Section 7B5 provides the results of this analysis as a preliminary list of routes. Further screening of this preliminary list is provided in Section 7B6.

7B4.1 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 7B4.1.1); and • the identification of routes suitable in general for the movement of trucks (Section 7B4.1.2).

Results of the review of the road hierarchy and the identification of routes suitable in general for movement of trucks are provided in Section 7B4.1.3.

7B4.1.1 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.

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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 several state roads in the transport area including the Golden Highway. The RTA prefers heavy vehicles to utilise national highways and state 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).

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).

7B4.1.2 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 7B4.1.1. 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.

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The RTA has published a map showing B-Double and road train routes throughout NSW (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 ammonium nitrate emulsion. 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., 30 August 2005 and 7 September 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 with respect to cost.

7B4.1.3 Potential Available Routes for Heavy Vehicles and Selection of Potential Routes

Following a review of the road hierarchy and the identification of truck routes within the transport area, Route 2A has been identified as the only potential available route for heavy vehicles for Segment 2. Route 2A is set out in Table 3 and shown on Figure 7-1.

Table 3 Truck Routes

Route Directions 2A From the Golden Highway (approximately 3 km north of Denman) continue on the highway which intersects the Newell Highway at Dubbo.

Route 2A only utilises roads that are state roads (RTA, 2004b) and designated B-Double or road train routes (RTA, 2001). Route 2A is also the shortest and most direct route from the Golden Highway (Denman) to the Newell Highway (Dubbo). Other routes from the Golden Highway (Denman) to the Newell Highway (Dubbo) utilising state roads and designated B-Double and road train routes could have been identified as truck routes but are significantly longer and were discounted from the route evaluation on the basis of increased travel time.

Route 2A was tested against mandatory and subjective factors. The assessment is set out below in Sections 7B4.2 and 7B4.3.

7B4.2 MANDATORY CONSIDERATIONS

7B4.2.1 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 ammonium nitrate emulsion. No further assessment of physical capability has been undertaken for these roads.

Route 2A only utilises roads designated as B-Double or road train routes. Therefore, physical considerations do not preclude this transport route from the route evaluation.

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7B4.2.2 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) were 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) (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 2 does not involve the road transport of ammonium nitrate emulsion 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.

Route 2A only utilises the Golden Highway (a state road), therefore the local transport authority is the RTA. 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.

Laws and regulations do not preclude Route 2A from the route evaluation.

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7B4.3 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 7B4.3.1) and sensitive ecosystems and natural landscapes (such as park reservations and wetlands) (Section 7B4.3.2) (DUAP, 1995a). Emergency and evacuation planning and infrastructure are also usually included in the assessment of subjective factors (Section 7B4.3.3) (DUAP, 1995a).

7B4.3.1 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.

Route 2A predominantly passes through rural areas comprising of areas of open space. Sensitive landuses such as those listed above are relatively uncommon along Route 2A and do not preclude it from the route evaluation. Therefore, further detailed consideration of sensitive landuses was not undertaken for this route evaluation.

Other Landuses

Other landuses may include residential, commercial or industrial areas and areas of open space. Route 2A predominantly passes through rural areas comprising areas of open space.

7B4.3.2 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 Route 2A are identified in Table 4 and described in the following sections.

Table 4 Sensitive Ecosystems and Natural Landscapes

Route Park Reservations Waterways Number Approximate Total Road Frontage (m) 2A 2 5,280 12

Park Reservations

Vehicles travelling on Route 2A would pass within approximately 100 m of two park reservations, including Turill State Forest and Dubbo State Forest.

To determine if Route 2A is suitable for the transport of hazardous materials, 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 Route 2A. The approximate total length of road frontage of park reservations for Route 2A is 5,280 m.

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Waterways

Vehicles travelling on Route 2A would traverse or come within approximately 100 m of 12 waterways, including the Hunter River, Talbragar River and Macquarie River.

7B4.3.3 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.

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 Route 2A. This route is therefore suitable for the transport of hazardous materials with respect to emergency and evacuation planning and infrastructure.

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7B4.3.4 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 Golden Highway (Denman) to the Newell Highway (Dubbo). Route 2A is the route preferred by the RTA for the transport of hazardous materials from the Golden Highway (Denman) to the Newell Highway (Dubbo) (RTA, pers. comm., 11 August 2005).

The transport provider was contacted to determine their preferred route for the transport of hazardous materials from the Golden Highway (Denman) to the Newell Highway (Dubbo). Route 2A is the route preferred by the transporter for the transport of hazardous materials for Segment 2 (R&H Transport Services, pers. comm., 26 August 2005).

7B4.4 PRELIMINARY SCREENING FINDINGS

Preliminary screening took into account available roads for heavy vehicles and mandatory and subjective factors (Sections 7B4.1, 7B4.2 and 7B4.3). Following a review of the road hierarchy and the identification of truck routes within the transport area, Route 2A has been identified as the only potential available route for heavy vehicles for Segment 2. Mandatory factors did not preclude this route from the route evaluation.

Table 5 provides a summary of subjective factors outlined in Section 7B4.3 for Route 2A.

Table 5 Summary of Subjective Factors

Assessment Factor Route 2A Schools # Number of School Students # Hospitals # Number of Hospital Beds # Aged Care Facilities # Churches # Items of Heritage or Cultural Significance # Other Landuse Predominantly open space Number of Park Reservations 2 Park Reservations – Approximate Total Road Frontage (m) 5,280 Waterways 12 Emergency Infrastructure Adequate RTA and Transporter Preferred Route RTA and Transporter preferred route # Sensitive landuses along Route 2A are relatively uncommon and do not preclude this route from the route evaluation. Further information is provided in Section 7B4.3.1. RTA Roads and Traffic Authority

Table 5 indicates that Route 2A would have minimal impact on subjective factors and is suitable for the transport of hazardous materials.

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7B5 PRELIMINARY LIST OF ROUTES

On the basis of the preliminary screening in Section 7B4, the following preliminary list of routes from the Golden Highway (Denman) to the Newell Highway (Dubbo) has been determined (Table 6).

Table 6 Preliminary List of Routes

Route Directions 2A From the Golden Highway, (approximately 3 km north of Denman) continue on the highway which intersects the Newell Highway at Dubbo.

7B6 SECONDARY SCREENING

Secondary screening involves the assessment of the preliminary list of routes (Section 7B5) against road and traffic factors (Section 7B6.1), emergency response capability (Section 7B6.2), operational factors (Section 7B6.3) and risk (including environmental and landuse factors) (Section 7B6.4) (Figure 7-2). The potential route has been assessed against each secondary screening factor to confirm that the route is suitable for the transport of hazardous materials. The final selection of routes for Segment 2 is detailed in Section 7B7.

7B6.1 ROAD AND TRAFFIC FACTORS

The Guidelines state that the assessment of a potential transport route 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 assess accident statistics for potential transport routes and infer from them the capability and level of service of the road system.

Accident statistics for Route 2A are provided in Section 7B6.1.1. An assessment of remaining road and traffic factors (i.e. the availability of alternative emergency routes) is provided in Section 7B6.1.2.

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7B6.1.1 Accident Statistics

Available accident statistics for Route 2A were obtained from the RTA and are summarised in Table 7.

Table 7 Summary of Accident Statistics

Route Length No. of Heavy % Increase of Heavy Vehicle Annual Million Heavy Vehicle (km) Vehicles Heavy Vehicles Accidents km of Heavy Accidents/Annual (per day)1,2,3,4 due to Project5 (per year)6,7 Vehicle Travel Million km of Heavy Vehicle Travel 2A 236 135 – 1,191 0.01% – 0.10% 3.4 3.28 – 7.23 0.11 – 0.12 1 RTA (2003b) Traffic Volume Data for the Western Region 2002. Prepared by the RTA Traffic and Transport Directorate. 2 RTA (2002a) Traffic Volume Data for the Hunter Region 2001. Prepared by the RTA Traffic and Transport Directorate. 3 RTA (2002b) Excel database of traffic composition for the Western Region. Provided by Neil Peden on 25 July 2005. 4 RTA (2004c) Excel database of traffic composition for the Hunter Region. Provided by Andrew Dorrian on 5 September 2005. 5 Assumes 4 truck movements per month. 6 RTA (2005a) Excel database of traffic crash data for the Western Region 2000 - 2004. Provided by Neil Peden on 25 July 2005. 7 RTA (2005b) Excel database of traffic crash data for the Hunter Region. Provided by Bronwyn Bosse on 13 September 2005.

Accident statistics for Route 2A are considered to be within normal operating levels for the road type and use. Further, the increase of heavy vehicles due to the Project would be very small (up to approximately 0.1%) and is unlikely to affect traffic flows or accident statistics. Route 2A is therefore suitable for the transport of hazardous materials with respect to accident statistics.

7B6.1.2 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 Route 2A.

7B6.2 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 7B4.3.3). Further information on the management of emergencies in NSW and an evaluation of the ease of access to a potential accident for Segment 2 are provided in Section 7B4.3.3.

Following a review of emergency management in NSW, emergency response capability is considered to be adequate for Route 2A. This route is therefore suitable for the transport of hazardous materials with respect to emergency response capability.

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7B6.3 OPERATIONAL FACTORS

Operating costs and distribution logistics have been considered for Segment 2. Route 2A is suitable the basis of on 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, the shortest route is the most preferable in respect to operating costs. Route 2A is the shortest available route for Segment 2 and is therefore cost effective and suitable on the basis of operating costs.

7B6.4 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 2 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.

7B6.4.1 Hazard Identification

7B6.4.1.1 Type of Hazardous Material

Ammonium nitrate emulsion is classified under the ADG Code as Class 5.1 (oxidising substance) and Packing Group II.

Ammonium nitrate emulsion is an ingredient for explosives and has a creamy consistency. It is stable for the purposes of general handling and transport but may explode, however, when subjected to energy (heat and/or shock), especially when confined and/or in the presence of contaminants (e.g. chlorides, organics such as tetranitromethane, strong acids, strong alkalis, hypochlorite, metal powders, nitrites, chlorates and permanganates). Sympathetic detonations (i.e. propagation from an initial small explosion to a secondary larger explosion) may occur. Heating can also result in decomposition of the material and a thickening of the emulsion over time. Decomposition products include nitrogen oxide, white ammonium nitrate fumes and water.

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The material may be warm to hot (60 – 80oC). Direct exposure can lead to burn injuries.

Ammonium nitrate emulsion is not combustible but in contact with other combustible materials (e.g. wooden pallets) it increases the fire hazard. It can support and intensify a fire even in the absence of air. Fires involving ammonium nitrate emulsion can release toxic nitrogen oxides (yellow to brown fumes) and ammonia. A fire involving ammonium nitrate in a confined space could lead to an explosion. Closed containers can rupture violently when heated.

7B6.4.1.2 Adjacent Landuse

Refer to Section 7B4.3.1 for a description of adjacent landuse for Route 2A.

7B6.4.1.3 Transport Vehicle and Conditions of Transport

Ammonium nitrate emulsion will be transported to the Project by single semi-trailer. It will be transported as a liquid in a purpose-built bulk tanker. Regulation of temperature and pressure are not required during the transport of this material.

7B6.4.1.4 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 8.

Table 8 Heavy Vehicle Incidents – Initiating and Contributing Causes

Human Error Equipment Failures System or Procedural External Events Failures • driver impairment, e.g. • non-dedicated trailer • driver incentives to • vandalism/sabotage alcohol or drugs • leaking valve work longer hours • rain • • speeding • leaking fitting driver training • fog/visibility • • driver overtired • brake failure carrier selection • wind • • driver exceeding safe • relief device failure container specification • flood/washout working hours • • tyre failure route selection • fire at rest area/parking • en-route inspection • • soft shoulder emergency response areas • contamination training • • overpressure earthquake • overfilling • speed enforcement • • material defect existing accident • other vehicle’s driver • driver rest periods • • steering failure animals on road • taking tight turns/ramps • maintenance • high centre of gravity too quickly (overturns) • inspection • corrosion • unsecured loads • • time of the day bad weld restrictions • 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)

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7B6.4.2 Consequence Analysis

An accident involving a heavy vehicle transporting ammonium nitrate emulsion resulting in a release of the material or explosion is the hazardous incident relevant to the transport of ammonium nitrate emulsion. The following consequences of this hazardous incident are relevant:

• release of the material together with the combustion of other materials resulting in propagation of the fire by the ammonium nitrate in the emulsion and exposure to nitrogen oxides for those at or near to the accident scene; • heating of the ammonium nitrate emulsion (whilst confined) resulting in an explosion and subsequent impact on people, property and the environment; and • burn injuries to those at or near to the accident scene who come into contact with released warm to hot (60 – 80oC) material; • contamination of waterways causing in an increase in the nitrogen content and pollution from the hydrocarbons present resulting in fatality for fish and other aquatic life including aquatic plants.

7B6.4.3 Estimation of the Likelihood of a Hazardous Incident

Accident data for heavy vehicles utilising Route 2A are detailed in Section 7B6.1.1 and Table 7. Approximately 3.4 accidents per year involving heavy vehicles occur for Route 2A.

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 ammonium nitrate emulsion to the Project resulting in a release of the material or explosion must take into account the following:

• the number of vehicles transporting ammonium nitrate emulsion 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 involving a vehicle transporting ammonium nitrate emulsion to the Project resulting in a release of the material or explosion for Route 2A is estimated to be 7x10-5/year (i.e. such an accident is estimated to occur on Route 2A once every 14,300 years).

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

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7B6.4.4 Risk Analysis and Assessment of Risk Results

Risk analysis took into account the preliminary screening findings as well as road and traffic factors (Section 7B6.1), emergency response capability (Section 7B6.2) and operational factors (Section 7B6.3). Table 9 provides a summary of all assessment factors utilised in the risk analysis for Route 2A.

Table 9 Summary of Risk Analysis Assessment Factors

Assessment Factor Route 2A Schools # Number of School Students # Hospitals # Number of Hospital Beds # Aged Care Facilities # Churches # Items of Heritage or Cultural Significance # Other Landuse Predominantly open space Number of Park Reservations 2 Park Reservations – Approximate Total Road Frontage (m) 5,280 Waterways 12 Emergency Infrastructure Adequate RTA and Transporter Preferred Route RTA and Transporter preferred route Length (km) 236 No. of Heavy Vehicles (per day)1,2,3,4 135 - 1191 % Increase of Heavy Vehicles due to Project5 0.01% – 0.10% Heavy Vehicle Accidents (per year)6,7 3.4 Annual Million km of Heavy Vehicle Travel 3.28 – 7.23 Heavy Vehicle Accidents/Annual Million km of Heavy Vehicle Travel 0.11 – 0.12 Availability of Alternative Emergency Routes Available Emergency Response Capability Adequate Operational Factors Cost effective 1 RTA (2003b) Traffic Volume Data for the Western Region 2002. Prepared by the RTA Traffic and Transport Directorate. 2 RTA (2002a) Traffic Volume Data for the Hunter Region 2001. Prepared by the RTA Traffic and Transport Directorate. 3 RTA (2002b) Excel database of traffic composition for the Western Region. Provided by Neil Peden on 25 July 2005. 4 RTA (2004c) Excel database of traffic composition for the Hunter Region. Provided by Andrew Dorrian on 5 September 2005. 5 Assumes 4 truck movements per month. 6 RTA (2005a) Excel database of traffic crash data for the Western Region 2000 - 2004. Provided by Neil Peden on 25 July 2005. 7 RTA (2005b) Excel database of traffic crash data for the Hunter Region. Provided by Bronwyn Bosse on 13 September 2005. # Sensitive landuses along Route 2A are relatively uncommon and do not preclude this route from the route evaluation. Further information is provided in Section 7B4.3.1. RTA Roads and Traffic Authority

Table 10 presents the results of the risk analysis for Route 2A, in which 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.

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Table 10 presents the results of the risk analysis in terms of minimal, acceptable, significant and unacceptable risk. For the purposes of this risk assessment the following definitions apply:

• minimal risk: the transport of ammonium nitrate emulsion along Route 2A is assessed as posing a minimal risk to the factor of interest; • acceptable risk: the transport of ammonium nitrate emulsion along Route 2A is assessed as posing an acceptable amount of risk to the factor of interest; • significant risk: the transport of ammonium nitrate emulsion along Route 2A is assessed as posing a significant increase of risk to the factor of interest; and • unacceptable risk: the transport of ammonium nitrate emulsion along Route 2A is assessed as posing an unacceptable level of risk to the factor of interest.

Table 10 Risk Analysis Findings

Assessment Factor Minimal Risk Acceptable Risk Significant Risk Unacceptable Risk Schools  Hospitals  Aged Care Facilities  Churches  Items of Heritage or Cultural  Significance Other Landuse  Park Reservations  Waterways  Emergency Infrastructure  RTA and Transporter Preferred Route  Heavy Vehicle Accidents (per year)  Heavy Vehicle Accidents/Annual Million  km of Heavy Vehicle Travel Availability of Alternative Emergency  Routes Emergency Response Capability  Operational Factors  Comparative Assessment of all  Factors 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 up to 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 9 and 10 deem Route 2A to pose a minimal level of risk to surrounding people, property and the natural environment. This route is therefore suitable for the transport of hazardous materials to the Project.

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7B7 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).

The Guidelines state that the results of the study are generally best presented on a comparative basis. Following the identification of available roads for heavy vehicles in the transport area, there is only one potential available route for heavy vehicles for Segment 2 (Section 7B4.1). Therefore, there is no basis for a comparative assessment. As an alternative to comparative assessment, the potential available route for Segment 2 was assessed against all remaining preliminary and secondary screening factors to confirm that the route is suitable for the transport of hazardous materials to the Project.

Selecting a route that is suitable for the transport of hazardous materials must be 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 or explosion).

In order to make a balanced judgement, consultation with Councils was also undertaken. The transport area for Segment 2 is situated within the Muswellbrook, Upper Hunter, Warrumbungle, Wellington and Dubbo LGAs. These Councils were consulted during the preparation of the THMS.

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 screening, Route 2A has been identified as the only potential available route for heavy vehicles for Segment 2 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 2A 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 2A was also undertaken and Council comments have been taken into consideration by the THMS. Therefore, Route 2A is suitable for the transport of hazardous materials and is the preferred route for the transport of ammonium nitrate emulsion from the Golden Highway (Denman) to the Newell Highway (Dubbo).

7B8 RISK MANAGEMENT MEASURES

The identification of risk management measures is the final step in the route evaluation process (Figure 7-2). 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 ammonium nitrate emulsion 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

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factors and risk. 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 the suitable transport route 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 ammonium nitrate emulsion to the Project include:

• As ammonium nitrate emulsion 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); - 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 12.1 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;

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- 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 19971. • 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 19971. • 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 19971. • 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 19971. • 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 19971. • Vehicles transporting hazardous materials to the Project are required to carry appropriate communication devices (such as a radio or telephone).

7B9 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).

1 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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National Road Transport Commission (1998) Australian Code for the Transport of Dangerous Goods by Road and Rail (ADG Code), Sixth Edition. Prepared by the National Road Transport Commission in conjunction with the Advisory Committee on the Transport of Dangerous Goods and the Federal Office of Road Safety.

Roads and Traffic Authority (RTA) (2001) Road Train and B-Double Routes in NSW and ACT. Map dated May 2001.

Roads and Traffic Authority (RTA) (2002a) Traffic Volume Data for the Hunter Region 2001. Prepared by the RTA Traffic and Transport Directorate.

Roads and Traffic Authority (RTA) (2002b) Excel database of traffic composition for the Western Region. Provided by Neil Peden on 25 July 2005.

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 Western 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) (2004c) Excel database of traffic composition for the Hunter Region. Provided by Andrew Dorrian on 5 September 2005.

Roads and Traffic Authority (RTA) (2005a) Excel database of traffic crash data for the Western Region 2000 - 2004. Provided by Neil Peden on 25 July 2005.

Roads and Traffic Authority (RTA) (2005b) Excel database of traffic crash data for the Hunter Region. Provided by Bronwyn Bosse on 13 September 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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COWAL GOLD PROJECT TRANSPORT OF HAZARDOUS MATERIALS STUDY

ATTACHMENT 7C

AMMONIUM NITRATE EMULSION ROAD TRANSPORT ROUTE EVALUATION

SEGMENT 3 NEWELL HIGHWAY (DUBBO) TO NEWELL HIGHWAY/MID WESTERN HIGHWAY (WEST WYALONG)

JANUARY 2006 Project No. HAL-02-07\1\21 Document No. ATTACHMENT 7C-L ID: 685461 mmonium Nitrate Emulsion Road Transport Route Evaluation – Segment 3

TABLE OF CONTENTS

Section Page

7C1 INTRODUCTION 7C-1

7C2 DEFINITION OF THE TRANSPORT AREA 7C-1

7C3 IDENTIFICATION OF HAZARDOUS MATERIAL, SOURCE AND DESTINATION 7C-2 7C3.1 IDENTIFICATION OF HAZARDOUS MATERIAL 7C-2 7C3.2 SOURCE AND DESTINATION 7C-2 7C4 PRELIMINARY SCREENING 7C-2 7C4.1 IDENTIFICATION OF AVAILABLE ROADS FOR HEAVY VEHICLES 7C-3 7C4.1.1 Road Hierarchy 7C-3 7C4.1.2 Identification of Truck Routes 7C-4 7C4.1.3 Potential Available Routes for Heavy Vehicles and Selection of Potential Routes 7C-4 7C4.2 MANDATORY CONSIDERATIONS 7C-5 7C4.2.1 Physical Considerations 7C-5 7C4.2.2 Laws and Regulations 7C-5 7C4.3 SUBJECTIVE FACTORS 7C-6 7C4.3.1 Landuse 7C-6 7C4.3.2 Proximity of Sensitive Ecosystems and Natural Landscapes 7C-7 7C4.3.3 Emergency and Evacuation Planning and Infrastructure 7C-8 7C4.3.4 RTA and Transporter Preferred Transport Routes 7C-9 7C4.4 PRELIMINARY SCREENING FINDINGS 7C-9 7C5 PRELIMINARY LIST OF ROUTES 7C-10

7C6 SECONDARY SCREENING 7C-10 7C6.1 ROAD AND TRAFFIC FACTORS 7C-10 7C6.1.1 Accident Statistics 7C-11 7C6.1.2 Availability of Alternative Emergency Routes 7C-11 7C6.2 EMERGENCY RESPONSE CAPABILITY 7C-11 7C6.3 OPERATIONAL FACTORS 7C-12 7C6.4 RISK ASSESSMENT 7C-12 7C6.4.1 Hazard Identification 7C-12 7C6.4.2 Consequence Analysis 7C-14 7C6.4.3 Estimation of the Likelihood of a Hazardous Incident 7C-14 7C6.4.4 Risk Analysis and Assessment of Risk Results 7C-15 7C7 SELECTION OF ROUTES 7C-17

7C8 RISK MANAGEMENT MEASURES 7C-17

7C9 REFERENCES 7C-19

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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 Ecosystems and Natural Landscapes Table 5 Summary of Subjective Factors Table 6 Preliminary List of Routes Table 7 Summary of Accident Statistics Table 8 Heavy Vehicle Incidents – Initiating and Contributing Causes Table 9 Summary of Risk Analysis Assessment Factors Table 10 Risk Analysis Findings

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7C1 INTRODUCTION

The Cowal Gold Project (the Project) is located approximately 38 kilometres (km) north-east of West Wyalong, New South Wales (NSW) (Figure 7-1). The Project is owned by Barrick Australia Ltd (Barrick).

As described in Section 1.2 of the Transport of Hazardous Materials Study (THMS), route evaluation is required for the road transport of ammonium nitrate emulsion to the Project. Road transport of ammonium nitrate emulsion within NSW begins at Liddell (approximately 20 km south-east of Muswellbrook) and terminates at the Project. The road transport route for ammonium nitrate emulsion to the Project has been divided into four segments (Segments 1 to 4) for the purpose of route evaluation.

This attachment sets out the route evaluation for the road transport of ammonium nitrate emulsion from the Newell Highway (Dubbo) to the Newell Highway/Mid Western Highway (West Wyalong). This part of the overall ammonium nitrate emulsion road transport route is referred to as Segment 3. Route evaluations for Segments 1, 2 and 4 are attached to the THMS as Attachments 7A, 7B and 7D, respectively.

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 7-2 shows the assessment process flowsheet for this route evaluation.

7C2 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 3 is defined as the area between the Newell Highway (Dubbo) and the Newell Highway/Mid Western Highway (West Wyalong) (Figure 7-1)1. The transport area is situated within the Local Government Areas (LGAs) of Dubbo, Narromine, Parkes, Forbes, Weddin and Bland.

1 Note the potential truck routes outlined for Segment 4 for ammonium nitrate emulsion transport (Attachment 7D) (i.e. Routes 4A, 4B and 4C) commence at various points along the Newell Highway/Mid Western Highway, namely (Figure 7-4): • Route 4A commences at the Ungarie Road turnoff from the Mid Western Highway; • Route 4B commences where Slee Street meets the Newell Highway; and • Route 4C commences where Bodels Lane meets the Newell Highway.

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7C3 IDENTIFICATION OF HAZARDOUS MATERIAL, SOURCE AND DESTINATION

7C3.1 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 1998 [ADG Code] [National Road Transport Commission, 1998]), the type of container and the movement quantity and frequency. The assessment identified ammonium nitrate emulsion 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).

Ammonium nitrate emulsion is classified as Class 5.1 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.

7C3.2 SOURCE AND DESTINATION

The source and destination of ammonium nitrate emulsion for Segment 3 are outlined in Table 1 and shown on Figure 7-1.

Table 1 Hazardous Material Source and Destination

Source: Destination: Newell Highway (Dubbo) West Wyalong Location Town/City LGA Location Town/City LGA Newell Highway Dubbo Dubbo Newell Highway/ West Wyalong Bland Mid Western Highway

Details of the transport of ammonium nitrate emulsion from the Newell Highway (Dubbo) to the Newell Highway/Mid Western Highway (West Wyalong) are provided in Table 2.

Table 2 Transport Details

Hazardous Delivery Maximum Volume per Maximum Frequency Transported Packaging Material Vehicle Delivery of Deliveries State Ammonium Single semi- 25 t 4 deliveries per month Liquid Purpose-built Nitrate trailer bulk tanker Emulsion

7C4 PRELIMINARY SCREENING

The following subsections identify available roads for heavy vehicles within the transport area and examine mandatory and subjective factors for potential transport routes. Section 7C5 provides the results of this analysis as a preliminary list of routes. Further screening of this preliminary list is provided in Section 7C6.

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7C4.1 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 7C4.1.1); and • the identification of routes suitable in general for the movement of trucks (Section 7C4.1.2).

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 7C4.1.3.

7C4.1.1 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).

National highways within the transport area include the Newell Highway. The RTA prefers heavy vehicles to utilise national highways and state roads wherever possible (RTA, pers. comm., 4 May 2005). Therefore, the Newell Highway would be used by heavy vehicles within the transport area where possible.

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.).

State roads within the transport area include the Mid Western Highway. The RTA prefers heavy vehicles to utilise national highways and state roads wherever possible (RTA, pers. comm., 4 May 2005). Accordingly, the Mid Western Highway would also 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 by heavy vehicles (RTA, pers. comm., 4 May 2005).

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).

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7C4.1.2 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 7C4.1.1. 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 (which includes B-doubles) throughout NSW (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 ammonium nitrate emulsion. 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 (RTA, pers. comm., 1 August 2005; Bland Shire Council, pers. comm., 4 July 2005). One heavy vehicle bypass is located at West Wyalong2.

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 with respect to cost.

7C4.1.3 Potential Available Routes for Heavy Vehicles and Selection of Potential Routes

Following a review of the road hierarchy and the identification of truck routes within the transport area, Route 3A has been identified as the only potential available route for heavy vehicles for Segment 33. Route 3A is set out in Table 3 and shown on Figure 7-1.

2 This heavy vehicle bypass is relevant to Route 4A described in Attachment 7D (Segment 4 of the ammonium nitrate emulsion transport route). 3 Note the potential truck routes outlined for Segment 4 for ammonium nitrate emulsion transport (Attachment 7D) (i.e. Routes 4A, 4B and 4C) commence at various points along the Newell Highway/Mid Western Highway, namely (Figure 7-4): • Route 4A commences at the Ungarie Road turnoff from the Mid Western Highway; • Route 4B commences where Slee Street meets the Newell Highway; and • Route 4C commences where Bodels Lane meets the Newell Highway.

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Table 3 Truck Routes

Route Directions 3A 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 3A only utilises roads that are designated B-Double routes or road train routes (RTA, 2001). Route 3A is also the shortest and most direct route from Dubbo to West Wyalong. Other routes from Dubbo to West Wyalong utilising designated B-Double and road train routes could have been identified as potential truck routes but are significantly longer and were discounted from the route evaluation on the basis of increased travel time.

Route 3A was tested against mandatory and subjective factors. The assessment is set out below in Sections 7C4.2 and 7C4.3.

7C4.2 MANDATORY CONSIDERATIONS

7C4.2.1 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 ammonium nitrate emulsion. No further assessment of physical capability has been undertaken for these roads.

Route 3A only utilises roads designated as B-Double or road train routes. Therefore, physical considerations do not preclude this transport route from the route evaluation.

7C4.2.2 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) were 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) (DOTARS, 2005b).

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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 is 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 3 does not involve the road transport of ammonium nitrate emulsion 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.

The heavy vehicle bypass at West Wyalong is comprised of regional or local roads and therefore the local transport authority is the Bland Shire Council. The RTA is the transport authority for the Newell Highway and Mid Western Highway. 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.

Laws and regulations do not preclude Route 3A from the route evaluation.

7C4.3 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 7C4.3.1) and sensitive ecosystems and natural landscapes (such as park reservations and wetlands) (Section 7C4.3.2) (DUAP, 1995a). Emergency and evacuation planning and infrastructure are also usually included in the assessment of subjective factors (Section 7C4.3.3) (DUAP, 1995a).

7C4.3.1 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.

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Route 3A predominantly passes through rural areas comprising of areas of open space. Sensitive landuses such as those listed above are relatively uncommon along Route 3A and do not preclude it from the route evaluation. Therefore, further detailed consideration of sensitive landuses was not undertaken for this route evaluation.

Other Landuses

Other landuses may include residential, commercial or industrial areas and areas of open space. Route 3A predominantly passes through rural areas comprising areas of open space.

7C4.3.2 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 Route 3A are identified in Table 4 and described in the following sections.

Table 4 Sensitive Ecosystems and Natural Landscapes

Route Park Reservations Waterways Number Approximate Total Road Frontage (m) 3A 5 22,500 13

Park Reservations

Vehicles travelling on Route 3A would pass within approximately 100 m of five park reservations, including Boxalls State Forest, Back Creek State Forest, Momo State Forest and Carawandool State Forest.

To determine if Route 3A is suitable for the transport of hazardous materials, 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 Route 3A. The approximate total length of road frontage of park reservations for Route 3A is 22,500 m.

Waterways

Vehicles travelling on Route 3A would traverse or come within approximately 100 m of 13 waterways, including Barmedman Creek, Bland Creek, Lachlan River, Macquarie River, Backwater Cowal, Bogan River and Goobang Creek.

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7C4.3.3 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.

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 Route 3A. This route is therefore suitable for the transport of hazardous materials with respect to emergency and evacuation planning and infrastructure.

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7C4.3.4 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 Newell Highway (Dubbo) to the Newell Highway/Mid Western Highway (West Wyalong). Route 3A is the route preferred by the RTA for the transport of hazardous materials from the Newell Highway (Dubbo) to the Newell Highway/Mid Western Highway (West Wyalong) (RTA, pers. comm., 14 June 2005).

The transport provider was contacted to determine their preferred route for the transport of hazardous materials from the Newell Highway (Dubbo) to the Newell Highway/Mid Western Highway (West Wyalong). Route 3A is the route preferred by the transporter for the transport of hazardous materials for Segment 3 (R&H Transport Services, pers. comm., 26 August 2005).

7C4.4 PRELIMINARY SCREENING FINDINGS

Preliminary screening took into account available roads for heavy vehicles and mandatory and subjective factors (Sections 7C4.1, 7C4.2 and 7C4.3). Following a review of the road hierarchy and the identification of truck routes within the transport area, Route 3A has been identified as the only potential available route for heavy vehicles for Segment 3. Mandatory factors did not preclude this route from the route evaluation.

Table 5 provides a summary of subjective factors outlined in Section 7C4.3 for Route 3A.

Table 5 Summary of Subjective Factors

Assessment Factor Route 3A Schools # Number of School Students # Hospitals # Number of Hospital Beds # Aged Care Facilities # Churches # Items of Heritage or Cultural Significance # Other Landuse Predominantly open space Number of Park Reservations 5 Park Reservations – Approximate Total Road Frontage (m) 22,500 Waterways 13 Emergency Infrastructure Adequate RTA and Transporter Preferred Route RTA and Transporter preferred route # Sensitive landuses along Route 3A are relatively uncommon and do not preclude this route from the route evaluation. Further information is provided in Section 7C4.3.1. RTA Roads and Traffic Authority

Table 5 indicates that Route 3A would have minimal impact on subjective factors and is suitable for the transport of hazardous materials.

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7C5 PRELIMINARY LIST OF ROUTES

On the basis of the preliminary screening in Section 7C4, the following preliminary list of routes from the Newell Highway (Dubbo) to the Newell Highway/Mid Western Highway (West Wyalong) has been determined (Table 6).

Table 6 Preliminary List of Routes

Route Directions 3A 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 into the Mid Western Highway until the junction with Ungarie Road.

7C6 SECONDARY SCREENING

Secondary screening involves the assessment of the preliminary list of routes (Section 7C5) against road and traffic factors (Section 7C6.1), emergency response capability (Section 7C6.2), operational factors (Section 7C6.3) and risk (including environmental and landuse factors) (Section 7C6.4) (Figure 7-2). The potential route has been assessed against each secondary screening factor to confirm that the route is suitable for the transport of hazardous materials. The final selection of routes for Segment 3 is detailed in Section 7C7.

7C6.1 ROAD AND TRAFFIC FACTORS

The Guidelines state that the assessment of a potential transport route 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 assess accident statistics for potential transport routes and infer from them the capability and level of service of the road system.

Accident statistics for Route 3A are provided in Section 7C6.1.1. An assessment of remaining road and traffic factors (i.e. the availability of alternative emergency routes) is provided in Section 7C6.1.2.

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7C6.1.1 Accident Statistics

Available accident statistics for Route 3A were obtained from the RTA and are summarised in Table 7.

Table 7 Summary of Accident Statistics

Route Length No. of Heavy % Increase of Heavy Vehicle Annual Million Heavy Vehicle (km) Vehicles Heavy Vehicles Accidents km of Heavy Accidents/Annual (per day)1,2,3,4 due to Project5 (per year)6,7 Vehicle Travel Million km of Heavy Vehicle Travel 3A 257 556 – 2,206 0.01% – 0.02% 10.0 0.03 – 46.29 0.00 – 0.38 1 RTA (2003b) Traffic Volume Data for the Western Region 2002. Prepared by the RTA Traffic and Transport Directorate. 2 RTA (2004b) Traffic Volume Data for the South Western Region 2003. Prepared by the RTA Traffic and Transport Directorate. 3 RTA (2000) Excel database of traffic composition for the South Western Region. Provided by David Amery on 22 July 2005. 4 RTA (2002) Excel database of traffic composition for the Western Region. Provided by Neil Peden on 25 July 2005. 5 Assumes 4 truck movements per month. 6 RTA (2005a) Excel database of traffic crash data for the Western Region 2000 - 2004. Provided by Neil Peden on 25 July 2005. 7 RTA (2005b) Excel database of traffic crash data for the South Western Region 2000 - 2004. Provided by David Amery on 5 August 2005.

Accident statistics for Route 3A are considered to be within normal operating levels for the road type and use. The increase of heavy vehicles due to the Project would be very small (up to approximately 0.02%) and would be unlikely to affect traffic flows or accident statistics. Route 3A is therefore suitable for the transport of hazardous materials with respect to accident statistics.

7C6.1.2 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 Route 3A.

7C6.2 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 7C4.3.3). Further information on the management of emergencies in NSW and an evaluation of the ease of access to a potential accident for Segment 3 are provided in Section 7C4.3.3.

Following a review of emergency management in NSW, emergency response capability is considered to be adequate for Route 3A. This route is therefore suitable for the transport of hazardous materials with respect to emergency response capability.

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7C6.3 OPERATIONAL FACTORS

Operating costs and distribution logistics have been considered for Segment 3. Route 3A is 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, the shortest route is the most preferable in respect to operating costs. Route 3A is the shortest available route for Segment 3 and is therefore cost effective and suitable on the basis of operating costs.

7C6.4 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 3 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.

7C6.4.1 Hazard Identification

7C6.4.1.1 Type of Hazardous Material

Ammonium nitrate emulsion is classified under the ADG Code as Class 5.1 (oxidising substance) and Packing Group II.

Ammonium nitrate emulsion is an ingredient for explosives and has a creamy consistency. It is stable for the purposes of general handling and transport but may explode, however, when subjected to energy (heat and/or shock), especially when confined and/or in the presence of contaminants (e.g. chlorides, organics such as tetranitromethane, strong acids, strong alkalis, hypochlorite, metal powders, nitrites, chlorates and permanganates). Sympathetic detonations (i.e. propagation from an initial small explosion to a secondary larger explosion) may occur. Heating can also result in decomposition of the material and a thickening of the emulsion over time. Decomposition products include nitrogen oxide, white ammonium nitrate fumes and water.

The material may be warm to hot (60 – 80oC). Direct exposure can lead to burn injuries.

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Ammonium nitrate emulsion is not combustible but in contact with other combustible materials (e.g. wooden pallets) it increases the fire hazard. It can support and intensify a fire even in the absence of air. Fires involving ammonium nitrate emulsion can release toxic nitrogen oxides (yellow to brown fumes) and ammonia. A fire involving ammonium nitrate in a confined space could lead to an explosion. Closed containers can rupture violently when heated.

7C6.4.1.2 Adjacent Landuse

Refer to Section 7C4.3.1 for a description of adjacent landuse for Route 3A.

7C6.4.1.3 Transport Vehicle and Conditions of Transport

Ammonium nitrate emulsion will be transported to the Project by single semi-trailer. It will be transported as a liquid in a purpose-built bulk tanker. Regulation of temperature and pressure are not required during the transport of this material.

7C6.4.1.4 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 8.

Table 8 Heavy Vehicle Incidents – Initiating and Contributing Causes

Human Error Equipment Failures System or Procedural External Events Failures • driver impairment, e.g. • non-dedicated trailer • driver incentives to • vandalism/sabotage alcohol or drugs • leaking valve work longer hours • rain • • speeding • leaking fitting driver training • fog/visibility • • driver overtired • brake failure carrier selection • wind • • driver exceeding safe • relief device failure container specification • flood/washout working hours • • tyre failure route selection • fire at rest area/parking • en-route inspection • • soft shoulder emergency response areas • contamination training • • overpressure earthquake • overfilling • speed enforcement • • material defect existing accident • other vehicle’s driver • driver rest periods • • steering failure animals on road • taking tight turns/ramps • maintenance • high centre of gravity too quickly (overturns) • inspection • corrosion • unsecured loads • • time of the day bad weld restrictions • 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)

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7C6.4.2 Consequence Analysis

An accident involving a heavy vehicle transporting ammonium nitrate emulsion resulting in a release of the material or explosion is the hazardous incident relevant to the transport of ammonium nitrate emulsion. The following consequences of this hazardous incident are relevant:

• release of the material together with the combustion of other materials resulting in propagation of the fire by the ammonium nitrate in the emulsion and exposure to nitrogen oxides for those at or near to the accident scene; • heating of the ammonium nitrate emulsion (whilst confined) resulting in an explosion and subsequent impact on people, property and the environment; • burn injuries to those at or near to the accident scene who come into contact with released warm to hot (60 – 80oC) material; and • contamination of waterways causing in an increase in the nitrogen content and pollution from the hydrocarbons present resulting in fatality for fish and other aquatic life including aquatic plants.

7C6.4.3 Estimation of the Likelihood of a Hazardous Incident

Accident data for heavy vehicles utilising Route 3A are detailed in Section 7C6.1.1 and Table 7. Approximately 10 accidents per year involving heavy vehicles occur for Route 3A.

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 ammonium nitrate emulsion to the Project resulting in a release of the material or explosion must take into account the following:

• the number of vehicles transporting ammonium nitrate emulsion 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 ammonium nitrate emulsion to the Project resulting in a release of the material or explosion for Route 3A is estimated to be 1x10-4/year (i.e. such an accident is estimated to occur on Route 3A once every 10,000 years).

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

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7C6.4.4 Risk Analysis and Assessment of Risk Results

Risk analysis took into account the preliminary screening findings as well as road and traffic factors (Section 7C6.1), emergency response capability (Section 7C6.2) and operational factors (Section 7C6.3). Table 9 provides a summary of all assessment factors utilised in the risk analysis for Route 3A.

Table 9 Summary of Risk Analysis Assessment Factors

Assessment Factor Route 3A Schools # Number of School Students # Hospitals # Number of Hospital Beds # Aged Care Facilities # Churches # Items of Heritage or Cultural Significance # Other Landuse Predominantly open space Number of Park Reservations 5 Park Reservations – Approximate Total Road Frontage (m) 22,500 Waterways 13 Emergency Infrastructure Adequate RTA and Transporter Preferred Route RTA and Transporter preferred route Length (km) 257 No. of Heavy Vehicles (per day)1,2,3,4 556 – 2,206 % Increase of Heavy Vehicles due to Project5 0.01% – 0.02% Heavy Vehicle Accidents (per year)6,7 10.0 Annual Million km of Heavy Vehicle Travel 0.03 – 46.29 Heavy Vehicle Accidents/Annual Million km of Heavy Vehicle Travel 0.00 – 0.38 Availability of Alternative Emergency Routes Available Emergency Response Capability Adequate Operational Factors Cost effective 1 RTA (2003b) Traffic Volume Data for the Western Region 2002. Prepared by the RTA Traffic and Transport Directorate. 2 RTA (2004b) Traffic Volume Data for the South Western Region 2003. Prepared by the RTA Traffic and Transport Directorate. 3 RTA (2000) Excel database of traffic composition for the South Western Region. Provided by David Amery on 22 July 2005. 4 RTA (2002) Excel database of traffic composition for the Western Region. Provided by Neil Peden on 25 July 2005. 5 Assumes 4 truck movements per month. 6 RTA (2005a) Excel database of traffic crash data for the Western Region 2000 - 2004. Provided by Neil Peden on 25 July 2005. 7 RTA (2005b) Excel database of traffic crash data for the South Western Region 2000 - 2004. Provided by David Amery on 5 August 2005. # Sensitive landuses along Route 3A are relatively uncommon and do not preclude this route from the route evaluation. Further information is provided in Section 7C4.3.1. RTA Roads and Traffic Authority

Table 10 presents the results of the risk analysis for Route 3A, in which 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.

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Table 10 presents the results of the risk analysis in terms of minimal, acceptable, significant and unacceptable risk. For the purposes of this risk assessment the following definitions apply:

• minimal risk: the transport of ammonium nitrate emulsion along Route 3A is assessed as posing a minimal risk to the factor of interest; • acceptable risk: the transport of ammonium nitrate emulsion along Route 3A is assessed as posing an acceptable amount of risk to the factor of interest; • significant risk: the transport of ammonium nitrate emulsion along Route 3A is assessed as posing a significant increase of risk to the factor of interest; and • unacceptable risk: the transport of ammonium nitrate emulsion along Route 3A is assessed as posing an unacceptable level of risk to the factor of interest.

Table 10 Risk Analysis Findings

Assessment Factor Minimal Risk Acceptable Risk Significant Risk Unacceptable Risk Schools  Hospitals  Aged Care Facilities  Churches  Items of Heritage or Cultural  Significance Other Landuse  Park Reservations  Waterways  Emergency Infrastructure  RTA and Transporter Preferred Route  Heavy Vehicle Accidents (per year)  Heavy Vehicle Accidents/Annual Million  km of Heavy Vehicle Travel Availability of Alternative Emergency  Routes Emergency Response Capability  Operational Factors  Comparative Assessment of all  Factors 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 up to approximately 0.02% (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 9 and 10 deem Route 3A to pose a minimal level of risk to surrounding people, property and the natural environment. This route is therefore suitable for the transport of hazardous materials to the Project.

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7C7 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).

The Guidelines state that the results of the study are generally best presented on a comparative basis. Following the identification of available roads for heavy vehicles in the transport area, there is only one potential available route for heavy vehicles for Segment 3 (Section 7C4.1). Therefore, there is no basis for a comparative assessment. As an alternative to comparative assessment, the potential available route for Segment 3 was assessed against all remaining preliminary and secondary screening factors to confirm that the route is suitable for the transport of hazardous materials to the Project.

Selecting a route that is suitable for the transport of hazardous materials must be 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 or explosion).

In order to make a balanced judgement, consultation with Councils was also undertaken. The transport area for Segment 3 is situated within the Dubbo, Narromine, Parkes, Forbes, Weddin and Bland LGAs. These Councils were consulted during the preparation of the THMS.

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 screening, Route 3A has been identified as the only potential available route for heavy vehicles for Segment 3 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 3A 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 3A was also undertaken and Council comments have been taken into consideration by the THMS. Therefore, Route 3A is suitable for the transport of hazardous materials and is the preferred route for the transport of ammonium nitrate emulsion from the Newell Highway (Dubbo) to the Newell Highway/Mid Western Highway (West Wyalong).

7C8 RISK MANAGEMENT MEASURES

The identification of risk management measures is the final step in the route evaluation process (Figure 7-2). 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).

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The level of risk associated with the transport of ammonium nitrate emulsion 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. 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 the suitable transport route 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 ammonium nitrate emulsion to the Project include:

• As ammonium nitrate emulsion 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); - 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 12.1 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);

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- 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 19974. • 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 19974. • 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 19974. • 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 19974. • 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 19974. • Vehicles transporting hazardous materials to the Project are required to carry appropriate communication devices (such as a radio or telephone).

7C9 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.

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

National Road Transport Commission (1998) Australian Code for the Transport of Dangerous Goods by Road and Rail (ADG Code), Sixth Edition. Prepared by the National Road Transport Commission in conjunction with the Advisory Committee on the Transport of Dangerous Goods and the Federal Office of Road Safety.

Roads and Traffic Authority (RTA) (2000) Excel database of traffic composition for the South Western Region. Provided by David Amery on 22 July 2005.

Roads and Traffic Authority (RTA) (2001) Road Train and B-Double Routes in NSW and ACT. Map dated May 2001.

Roads and Traffic Authority (RTA) (2002) Excel database of traffic composition for the Western Region. Provided by Neil Peden on 25 July 2005.

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 Western 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) Traffic Volume Data for the South Western Region 2003. Prepared by the RTA Traffic and Transport Directorate.

Roads and Traffic Authority (RTA) (2005a) Excel database of traffic crash data for the Western Region 2000 - 2004. Provided by Neil Peden on 25 July 2005.

Roads and Traffic Authority (RTA) (2005b) Excel database of traffic crash data for the South Western Region 2000 - 2004. Provided by David Amery on 5 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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COWAL GOLD PROJECT TRANSPORT OF HAZARDOUS MATERIALS STUDY

ATTACHMENT 7D

AMMONIUM NITRATE EMULSION ROAD TRANSPORT ROUTE EVALUATION

SEGMENT 4 NEWELL HIGHWAY/MID WESTERN HIGHWAY (WEST WYALONG) TO THE COWAL GOLD PROJECT

JANUARY 2006 Project No. HAL-02-07\1\21 Document No. ATTACHMENT 7D-K ID: 685462 Ammonium Nitrate Emulsion Road Transport Route Evaluation – Segment 4

TABLE OF CONTENTS

Section Page

7D1 INTRODUCTION 7D-1

7D2 DEFINITION OF THE TRANSPORT AREA 7D-1

7D3 IDENTIFICATION OF HAZARDOUS MATERIAL, SOURCE AND DESTINATION 7D-1 7D3.1 IDENTIFICATION OF HAZARDOUS MATERIAL 7D-1 7D3.2 SOURCE AND DESTINATION 7D-2 7D4 PRELIMINARY SCREENING 7D-2 7D4.1 IDENTIFICATION OF AVAILABLE ROADS FOR HEAVY VEHICLES 7D-2 7D4.1.1 Road Hierarchy 7D-3 7D4.1.2 Identification of Truck Routes 7D-3 7D4.1.3 Potential Available Routes for Heavy Vehicles and Selection of Potential Routes 7D-5 7D4.2 MANDATORY CONSIDERATIONS 7D-5 7D4.2.1 Physical Considerations 7D-5 7D4.2.2 Laws and Regulations 7D-6 7D4.3 SUBJECTIVE FACTORS 7D-6 7D4.3.1 Landuse 7D-6 7D4.3.2 Proximity of Sensitive Ecosystems and Natural Landscapes 7D-6 7D4.3.3 Emergency and Evacuation Planning and Infrastructure 7D-7 7D4.4 PRELIMINARY SCREENING FINDINGS 7D-8 7D5 PRELIMINARY LIST OF ROUTES 7D-9

7D6 SECONDARY SCREENING 7D-9 7D6.1 ROAD AND TRAFFIC FACTORS 7D-9 7D6.1.1 Accident Statistics 7D-10 7D6.1.2 Availability of Alternative Emergency Routes 7D-10 7D6.2 EMERGENCY RESPONSE CAPABILITY 7D-10 7D6.3 OPERATIONAL FACTORS 7D-11 7D6.4 RISK ASSESSMENT 7D-11 7D6.4.1 Hazard Identification 7D-11 7D6.4.2 Consequence Analysis 7D-13 7D6.4.3 Estimation of the Likelihood of a Hazardous Incident 7D-13 7D6.4.4 Risk Analysis and Assessment of Risk Results 7D-14 7D7 SELECTION OF ROUTES 7D-16

7D8 RISK MANAGEMENT MEASURES 7D-16

7D9 REFERENCES 7D-18

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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 Ecosystems and Natural Landscapes Table 5 Summary of Subjective Factors Table 6 Preliminary List of Routes Table 7 Summary of Accident Statistics Table 8 Heavy Vehicle Incidents – Initiating and Contributing Causes Table 9 Summary of Risk Analysis Assessment Factors Table 10 Risk Analysis Findings

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7D1 INTRODUCTION

The Cowal Gold Project (the Project) is located approximately 38 kilometres (km) north-east of West Wyalong, New South Wales (NSW) (Figure 7-1). The Project is owned by Barrick Australia Ltd (Barrick).

As described in Section 1.2 of the Transport of Hazardous Materials Study (THMS), route evaluation is required for the road transport of ammonium nitrate emulsion to the Project. Road transport of ammonium nitrate emulsion within NSW begins at Liddell (approximately 20 km south-east of Muswellbrook) and terminates at the Project. The road transport route for ammonium nitrate emulsion to the Project has been divided into four segments (Segments 1 to 4) for the purpose of route evaluation.

This attachment sets out the route evaluation for the road transport of ammonium nitrate emulsion from the Newell Highway/Mid Western Highway (West Wyalong) to the Cowal Gold Project. This part of the overall ammonium nitrate emulsion road transport route is referred to as Segment 4. Route evaluations for Segments 1, 2 and 3 are attached to the THMS as Attachments 7A, 7B and 7C, respectively.

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 7-2 shows the assessment process flowsheet for this route evaluation.

7D2 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 4 is defined as the area between the Newell Highway/Mid Western Highway (West Wyalong) and the Cowal Gold Project (Figure 7-4). The transport area is wholly situated within the Bland Local Government Area (LGA). Bland LGA is part of the Central West Statistical Division.

7D3 IDENTIFICATION OF HAZARDOUS MATERIAL, SOURCE AND DESTINATION

7D3.1 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 1998 [ADG Code] [National Road Transport Commission, 1998]), the type of container and the movement quantity and frequency. The assessment identified ammonium nitrate emulsion 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).

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Ammonium nitrate emulsion is classified as Class 5.1 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.

7D3.2 SOURCE AND DESTINATION

The source and destination of ammonium nitrate emulsion for Segment 4 are outlined in Table 1 and shown on Figure 7-4.

Table 1 Hazardous Material Source and Destination

Source: Destination: West Wyalong Cowal Gold Project Location Town/City LGA Location Town/City LGA Newell Highway/ West Wyalong Bland Bonehams Road, - Bland Mid Western 38 km north-east Highway of West Wyalong

Details of the transport of ammonium nitrate emulsion from the Newell Highway/Mid Western Highway (West Wyalong) to the Cowal Gold Project are provided in Table 2.

Table 2 Transport Details

Hazardous Delivery Maximum Volume per Maximum Frequency Transported Packaging Material Vehicle Delivery of Deliveries State Ammonium Single semi- 25 t 4 per month Liquid Purpose-built Nitrate trailer bulk tanker Emulsion

7D4 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 7D5 provides the results of this analysis as a preliminary list of routes. Further screening of this preliminary list is provided in Section 7D6.

7D4.1 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 7D4.1.1); and • the identification of routes suitable in general for the movement of trucks (Section 7D4.1.2).

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 7D4.1.3.

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7D4.1.1 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, 2004).

The RTA prefers heavy vehicles to utilise national highways and state roads wherever possible (RTA, pers. comm., 4 May 2005). National highways within the transport area include the Newell Highway.

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, 2004). State roads are characterised by high flows of general traffic over long distances and have a higher capacity relative to surrounding roads (ibid.).

State roads in the transport area include the Mid Western Highway.

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, 2004). The RTA considers regional roads to be suitable for heavy vehicles (RTA, pers. comm., 4 May 2005).

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).

7D4.1.2 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 7D4.1.1. 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 considers regional roads to be suitable for heavy vehicles (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, 2003). 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.

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The RTA has published a map showing B-Double and road train routes (which include B-doubles) throughout NSW (RTA, 2001). Road train routes within the transport area include Ungarie Road and the Mid Western Highway (RTA, 2001). The Newell Highway is a B-double route. These roads are approved restricted access vehicle route and are specifically designed to accommodate these heavy vehicles and would therefore accommodate the single semi-trailers proposed to be used to transport ammonium nitrate emulsion. These 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. One heavy vehicle bypass is located at West Wyalong.

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 with respect to cost.

The Project Environmental Impact Statement (EIS) (North Limited, 1998a) assessed potential access routes to the Project from West Wyalong. The EIS identified three potential transport routes which were taken into consideration when identifying truck routes.

Potential truck routes to the Project for Segment 4 include (Figure 7-4):

Route Directions 4A 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. 4B From the Newell Highway turn right into Slee Street, right into Clear Ridge Road, right into Blow Clear Road, left into Bonehams Lane and continue to the Cowal Gold Project. 4C From the Newell Highway turn right into Bodels Lane, continue into Clear Ridge Road, turn right into Blow Clear Road, left into Bonehams Lane and continue to the Cowal Gold Project.

The Traffic Impact Assessment of the Proposed Cowal Gold Project West Wyalong (Traffix, 1997) carried out for the EIS identified Route 4A as the preferred access road to the Project. Following submission and approval of the EIS, Route 4A is the approved Project Access Road and is currently being upgraded in accordance with Project Development Approval Conditions. The road works along the Access Road are being undertaken by Bland Shire Council to relevant AUSTROAD design standards.

Condition (i) of the Part 5 Approval for the Access Road requires that the Project Access Road development be carried out generally in accordance with the Cowal Gold Project Mine Access Road Upgrade Review of Environmental Factors (Resource Strategies, 1997), and all other relevant documentation including Cowal Gold Project Commission of Inquiry Primary Submission (North Limited, 1998b) and Cowal Gold Project Commission of Inquiry Submission in Reply (North Limited, 1998c) to the Commission of Inquiry, as may be modified by the conditions in the Part 5 Approval. Other relevant documentation includes Traffic Impact Assessment of the Proposed Cowal Gold Project West Wyalong (Traffix, 1997) and Section 94 Study and Plan (Bland Shire Council, 1999).

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The Project Access Road will be upgraded to provide a sealed carriageway over its entire length, with appropriate geometric and structural improvements (Traffix, 1997). The Project Access Road upgrade programme will include the following (North Limited, 1998b):

• widening and sealing of the existing dirt road within the existing road reserve from the Project site entrance to the Lake Cowal station silo across a gazetted rail crossing; • sealing the existing gravel road and adjustment of the alignment on some bends within the existing road reserve west along Blow Clear Road for a distance of approximately 10.5 km to its intersection with Wamboyne Road at Blow Clear; and • intersection improvements and some widening on curves within the existing road reserve (over a distance of 0.5 km to improve bends [Traffix, 1997]) south along Wamboyne Road for a distance of approximately 18.7 km to its intersection with Ungarie Road.

Other improvements to be undertaken include the provision of passing lanes and road shoulders and the upgrade of several major intersections where increased traffic numbers are identified as having the potential to compromise safety and/or operational efficiency.

The Project Access Road has been specifically designed to provide access to the Project. Other potential transport routes (i.e. Routes 4B and 4C) comprise segments of unsealed local roads of varying condition which, in their present state, would not provide suitable, all-weather access to the Project for heavy vehicles, particularly those carrying hazardous materials. These roads are therefore, not considered to be suitable for heavy vehicles.

7D4.1.3 Potential Available Routes for Heavy Vehicles and Selection of Potential Routes

Following a review of the road hierarchy and the identification of truck routes within the transport area, Route 4A has been identified as the only potential available route for heavy vehicles for Segment 4. Route 4A is also the approved Project Access Road. Route 4A is set out in Table 3 and shown on Figure 7-4.

Table 3 Truck Routes

Route Directions 4A 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 4A was tested against mandatory and subjective factors. The assessment is set out below in Sections 7D4.2 and 7D4.3.

7D4.2 MANDATORY CONSIDERATIONS

7D4.2.1 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).

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The Project Access Road (Route 4A) has been specifically designed to provide access to the Project and is currently being upgraded in accordance with Project Development Approval Conditions. When complete, the Access Road will provide a sealed carriageway over its entire length, with appropriate geometric and structural improvements. Therefore, Route 4A is considered to be physically capable of accommodating heavy vehicles and physical considerations do not preclude this transport route from the route evaluation.

7D4.2.2 Laws and Regulations

Road works proposed for the Project Access Road (Route 4A) were described and assessed in the Access Road Upgrade Review of Environmental Factors (REF) (Resource Strategies, 1997). In 1999, approval under Part 5 of the Environmental Planning and Assessment Act 1979 was obtained which approves the Access Road for all Project traffic. Laws and regulations do not preclude Route 4A from the route evaluation.

7D4.3 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 7D4.3.1) and sensitive ecosystems and natural landscapes (such as park reservations and wetlands) (Section 7D4.3.2) (DUAP, 1995a). Emergency and evacuation planning and infrastructure are also usually included in the assessment of subjective factors (Section 7D4.3.3) (DUAP, 1995a).

7D4.3.1 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.

Route 4A predominantly passes through rural areas comprising of areas of open space. Sensitive landuses such as those listed above are relatively uncommon along Route 4A and do not preclude it from the route evaluation. Therefore, further detailed consideration of sensitive landuses was not undertaken for this route evaluation.

Other Landuses

Other landuses may include residential, commercial or industrial areas and areas of open space. Route 4A predominantly passes through rural areas comprising areas of open space.

7D4.3.2 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 Route 4A are identified in Table 4 and described in the following sections.

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Table 4 Sensitive Ecosystems and Natural Landscapes

Route Park Reservations Waterways Number Approximate Total Road Frontage (m) 4A 1 5,100 22

Park Reservations

Vehicles travelling on Route 4A would pass within approximately 100 m of Hiawatha State Forest.

To determine if Route 4A is suitable for the transport of hazardous materials, a measure of the quality and size of the potentially affected park reservation is required. It was conservatively assumed that the park reservation is of a 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 Route 4A. The approximate total length of road frontage of park reservations for Route 4A is 5,100 m.

Waterways

Vehicles travelling on Route 4A would traverse or come within approximately 100 m of 22 waterways.

7D4.3.3 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,

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local DISPLAN); the location of emergency response teams throughout NSW; and the ability of emergency response teams to respond to hazardous material release. 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 Route 4A. This route is therefore suitable for the transport of hazardous materials with respect to emergency and evacuation planning and infrastructure.

7D4.4 PRELIMINARY SCREENING FINDINGS

Preliminary screening took into account available roads for heavy vehicles and mandatory and subjective factors (Sections 7D4.1, 7D4.2 and 7D4.3). Following a review of the road hierarchy and the identification of truck routes within the transport area, Route 4A has been identified as the only potential available route for heavy vehicles for Segment 4. Mandatory factors did not preclude this route from the route evaluation.

Table 5 provides a summary of subjective factors outlined in Section 7D4.3 for Route 4A.

Table 5 Summary of Subjective Factors

Assessment Factor Route 4A Schools # Number of School Students # Hospitals # Number of Hospital Beds # Aged Care Facilities # Churches # Items of Heritage or Cultural Significance # Other Landuse Predominantly open space Number of Park Reservations 1 Park Reservations – Approximate Total Road Frontage (m) 5,100 Waterways 22 Emergency Infrastructure Adequate # Sensitive landuses along Route 4A are relatively uncommon and do not preclude this route from the route evaluation. Further information is provided in Section 7D4.3.1.

Table 5 indicates that Route 4A would have minimal impact on subjective factors and is suitable for the transport of hazardous materials.

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7D5 PRELIMINARY LIST OF ROUTES

On the basis of the preliminary screening in Section 7D4, the following preliminary list of routes from the Newell Highway/Mid Western Highway (West Wyalong) to the Cowal Gold Project has been determined (Table 6).

Table 6 Preliminary List of Routes

Route Directions 4A 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.

7D6 SECONDARY SCREENING

Secondary screening involves the assessment of the preliminary list of routes (Section 7D5) against road and traffic factors (Section 7D6.1), emergency response capability (Section 7D6.2), operational factors (Section 7D6.3) and risk (including environmental and landuse factors) (Section 7D6.4) (Figure 7-2). The potential route has been assessed against each secondary screening factor to confirm that the route is suitable for the transport of hazardous materials. The final selection of routes for Segment 4 is detailed in Section 7D7.

7D6.1 ROAD AND TRAFFIC FACTORS

The Guidelines state that the assessment of a potential transport route 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 assess accident statistics for potential transport routes and infer from them the capability and level of service of the road system.

Accident statistics for Route 4A are provided in Section 7D6.1.1. An assessment of remaining road and traffic factors (i.e. the availability of alternative emergency routes) is provided in Section 7D6.1.2.

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7D6.1.1 Accident Statistics

Available accident statistics for Route 4A were obtained from the RTA and are summarised in Table 7.

Table 7 Summary of Accident Statistics

Route Length No. of Heavy % Increase of Heavy Vehicle Annual Million Heavy Vehicle (km) Vehicles Heavy Accidents km of Heavy Accidents/Annual (per day)1,2 Vehicles due (per year)4 Vehicle Travel Million km of Heavy to Project3 Vehicle Travel 4A 41 105 0.12% 0.0 0.04 0.0 1 North Limited (1998a) Cowal Gold Project Environmental Impact Statement (EIS) – Appendix J Traffic Impact Assessment. 2 RTA (2000) Excel database of traffic composition for the South Western Region. Provided by David Amery on 22 July 2005. 3 Assumes 4 truck movements per month. 4 RTA (2005) Excel database of traffic crash data for the South Western Region 2000 - 2004. Provided by David Amery on 5 August 2005.

Accident statistics for Route 4A are considered to be within normal operating levels for the road types and use. The data shown in Table 7 relates to the current road design for Route 4A (i.e. partially unsealed). Improved driving conditions will be achieved due to the upgrading of the Project Access Road (Route 4A) including sealing of the road to the Project (Section 7D4.1.2). The increase of heavy vehicles due to the Project would be small (approximately 0.1%) and would be unlikely to affect traffic flows or accident statistics. Route 4A is therefore suitable for the transport of hazardous materials with respect to accident statistics.

7D6.1.2 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 Route 4A

7D6.2 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 7D4.3.3). Further information on the management of emergencies in NSW and an evaluation of the ease of access to a potential accident for Segment 4 are provided in Section 7D4.3.3.

Following a review of emergency management in NSW, emergency response capability is considered to be adequate for Route 4A. This route is therefore suitable for the transport of hazardous materials with respect to emergency response capability.

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7D6.3 OPERATIONAL FACTORS

Operating costs and distribution logistics have been considered for Segment 4. Route 4A is 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, the shortest route is the most preferable in respect to operating costs. Route 4A is not the shortest available route for Segment 4. However, this route is only marginally longer than alternative routes and the increase in operating costs would be minimal. Route 4A is cost effective and is therefore suitable on the basis of operating costs.

7D6.4 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 4 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.

7D6.4.1 Hazard Identification

7D6.4.1.1 Type of Hazardous Material

Ammonium nitrate emulsion is classified under the ADG Code as Class 5.1 (oxidising substance) and Packing Group II.

Ammonium nitrate emulsion is an ingredient for explosives and has a creamy consistency. It is stable for the purposes of general handling and transport but may explode, however, when subjected to energy (heat and/or shock), especially when confined and/or in the presence of contaminants (e.g. chlorides, organics such as tetranitromethane, strong acids, strong alkalis, hypochlorite, metal powders, nitrites, chlorates and permanganates). Sympathetic detonations (i.e. propagation from an initial small explosion to a secondary larger explosion) may occur. Heating can also result in

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decomposition of the material and a thickening of the emulsion over time. Decomposition products include nitrogen oxide, white ammonium nitrate fumes and water. The material may be warm to hot (60 – 80oC). Direct exposure can lead to burn injuries.

Ammonium nitrate emulsion is not combustible but in contact with other combustible materials (e.g. wooden pallets) it increases the fire hazard. It can support and intensify a fire even in the absence of air. Fires involving ammonium nitrate emulsion can release toxic nitrogen oxides (yellow to brown fumes) and ammonia. A fire involving ammonium nitrate in a confined space could lead to an explosion. Closed containers can rupture violently when heated.

7D6.4.1.2 Adjacent Landuse

Refer to Section 7D4.3.1 for a description of adjacent landuse for Route 4A.

7D6.4.1.3 Transport Vehicle and Conditions of Transport

Ammonium nitrate emulsion will be transported to the Project by single semi-trailer. It will be transported as a liquid in a purpose-built bulk tanker. Regulation of temperature and pressure are not required during the transport of this material.

7D6.4.1.4 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 8.

Table 8 Heavy Vehicle Incidents – Initiating and Contributing Causes

Human Error Equipment Failures System or Procedural External Events Failures • driver impairment, e.g. • non-dedicated trailer • driver incentives to • vandalism/sabotage alcohol or drugs • leaking valve work longer hours • rain • • speeding • leaking fitting driver training • fog/visibility • • driver overtired • brake failure carrier selection • wind • • driver exceeding safe • relief device failure container specification • flood/washout working hours • • tyre failure route selection • fire at rest area/parking • en-route inspection • • soft shoulder emergency response areas • contamination training • • overpressure earthquake • overfilling • speed enforcement • • material defect existing accident • other vehicle’s driver • driver rest periods • • steering failure animals on road • taking tight turns/ramps • maintenance • high centre of gravity too quickly (overturns) • inspection • corrosion • unsecured loads • • time of the day bad weld restrictions • 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)

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7D6.4.2 Consequence Analysis

An accident involving a heavy vehicle transporting ammonium nitrate emulsion resulting in a release of the material or explosion is the hazardous incident relevant to the transport of ammonium nitrate emulsion. The following consequences of this hazardous incident are relevant:

• release of the material together with the combustion of other materials resulting in propagation of the fire by the ammonium nitrate in the emulsion and exposure to nitrogen oxides for those at or near to the accident scene; • heating of the ammonium nitrate emulsion (whilst confined) resulting in an explosion and subsequent impact on people, property and the environment; • burn injuries to those at or near to the accident scene who come into contact with released warm to hot (60 – 80oC) material; and • contamination of waterways causing in an increase in the nitrogen content and pollution from the hydrocarbons present resulting in fatality for fish and other aquatic life including aquatic plants.

7D6.4.3 Estimation of the Likelihood of a Hazardous Incident

Accident data for heavy vehicles utilising Route 4A are detailed in Section 7D6.1.1. As detailed in Table 7, no accidents involving heavy vehicles have occurred along Route 4A.

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 ammonium nitrate emulsion to the Project resulting in a release of the material or explosion must take into account the following:

• the number of vehicles transporting ammonium nitrate emulsion 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 recent accident data) involving a vehicle transporting ammonium nitrate emulsion to the Project resulting in a release of the material or explosion for Route 4A is estimated to be 0/year.

This value indicates a low level of risk associated with the transport of hazardous materials.

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7D6.4.4 Risk Analysis and Assessment of Risk Results

Risk analysis took into account the preliminary screening findings as well as road and traffic factors (Section 7D6.1), emergency response capability (Section 7D6.2) and operational factors (Section 7D6.3). Table 9 provides a summary of all assessment factors utilised in the risk analysis for Route 4A.

Table 9 Summary of Risk Analysis Assessment Factors

Assessment Factor Route 4A Schools # Number of School Students # Hospitals # Number of Hospital Beds # Aged Care Facilities # Churches # Items of Heritage or Cultural Significance # Other Landuse Predominantly open space Number of Park Reservations 1 Park Reservations – Approximate Total Road Frontage (m) 5,100 Waterways 22 Emergency Infrastructure Adequate Length (km) 41 No. of Heavy Vehicles (per day)1,2 105 % Increase of Heavy Vehicles due to Project3 0.12% Heavy Vehicle Accidents (per year)4 0.0 Annual Million km of Heavy Vehicle Travel 0.04 Heavy Vehicle Accidents/Annual Million km of Heavy Vehicle Travel 0.0 Availability of Alternative Emergency Routes Available Emergency Response Capability Adequate Operational Factors Cost effective 1 North Limited (1998a) Cowal Gold Project Environmental Impact Statement (EIS) – Appendix J Traffic Impact Assessment. 2 RTA (2000) Excel database of traffic composition for the South Western Region. Provided by David Amery on 22 July 2005. 3 Assumes 4 truck movements per month. 4 RTA (2005) Excel database of traffic crash data for the South Western Region 2000 - 2004. Provided by David Amery on 5 August 2005. # Sensitive landuses along Route 4A are relatively uncommon and do not preclude this route from the route evaluation. Further information is provided in Section 7D4.3.1.

Table 10 presents the results of the risk analysis for Route 4A, in which 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.

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Table 10 presents the results of the risk analysis in terms of minimal, acceptable, significant and unacceptable risk. For the purposes of this risk assessment the following definitions apply:

• minimal risk: the transport of ammonium nitrate emulsion along Route 4A is assessed as posing a minimal risk to the factor of interest; • acceptable risk: the transport of ammonium nitrate emulsion along Route 4A is assessed as posing an acceptable amount of risk to the factor of interest; • significant risk: the transport of ammonium nitrate emulsion along Route 4A is assessed as posing a significant increase of risk to the factor of interest; and • unacceptable risk: the transport of ammonium nitrate emulsion along Route 4A is assessed as posing an unacceptable level of risk to the factor of interest.

Table 10 Risk Analysis Findings

Assessment Factor Minimal Risk Acceptable Risk Significant Risk Unacceptable Risk Schools  Hospitals  Aged Care Facilities  Churches  Items of Heritage or Cultural  Significance Other Landuse  Park Reservations  Waterways  Emergency Infrastructure  Heavy Vehicle Accidents (per year)  Heavy Vehicle Accidents/Annual Million  km of Heavy Vehicle Travel Availability of Alternative Emergency  Routes Emergency Response Capability  Operational Factors  Comparative Assessment of all  Factors

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 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 9 and 10 deem Route 4A to pose a minimal level of risk to surrounding people, property and the natural environment. This route is therefore suitable for the transport of hazardous materials to the Project.

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7D7 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).

The Guidelines state that the results of the study are generally best presented on a comparative basis. Following the identification of available roads for heavy vehicles in the transport area, there is only one potential available route for heavy vehicles for Segment 4 (Section 7D4.1). Therefore, there is no basis for a comparative assessment. As an alternative to comparative assessment, the potential available route for Segment 4 was assessed against all remaining preliminary and secondary screening factors to confirm that the route is suitable for the transport of hazardous materials to the Project.

Selecting a route that is suitable for the transport of hazardous materials must be 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 or explosion).

In order to make a balanced judgement, consultation with Councils was also undertaken. The transport area for Segment 4 is wholly situated within the Bland LGA and the Bland City Council was consulted during the preparation of the THMS.

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 screening, Route 4A 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 is also the approved Project Access Road. Therefore, Route 4A is suitable for the transport of hazardous materials and is the preferred route for the transport of ammonium nitrate emulsion from the Newell Highway/Mid Western Highway (West Wyalong) to the Cowal Gold Project.

7D8 RISK MANAGEMENT MEASURES

The identification of risk management measures is the final step in the route evaluation process (Figure 7-2). 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 ammonium nitrate emulsion 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. 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).

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This route evaluation did not identify undesirable levels of risk for the suitable transport route 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 ammonium nitrate emulsion to the Project include:

• As ammonium nitrate emulsion 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); - 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 12.1 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

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- 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 19971. • 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 19971. • 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 19971. • 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 19971. • 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 19971. • Vehicles transporting hazardous materials to the Project are required to carry appropriate communication devices (such as a radio or telephone).

7D9 REFERENCES

Bland Shire Council (1999) Section 94 Study and Plan. Prepared by Don Fox Planning Pty Ltd in conjunction with Bland Shire Council.

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

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 Road Transport Commission (1998) Australian Code for the Transport of Dangerous Goods by Road and Rail (ADG Code), Sixth Edition. Prepared by the National Road Transport Commission in conjunction with the Advisory Committee on the Transport of Dangerous Goods and the Federal Office of Road Safety.

North Limited (1998a) Cowal Gold Project Environmental Impact Statement (EIS) – Appendix J Traffic Impact Assessment.

1 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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North Limited (1998b) Cowal Gold Project Commission of Inquiry Primary Submission.

North Limited (1998c) Cowal Gold Project Commission of Inquiry Submission in Reply.

Resource Strategies Pty Ltd (1997) Cowal Gold Project Mine Access Road Upgrade Review of Environmental Factors. Appendix O in North Limited (1998a) Cowal Gold Project Environmental Impact Statement.

Roads and Traffic Authority (RTA) (2000) Excel database of traffic composition for the South Western Region. Provided by David Amery on 22 July 2005.

Roads and Traffic Authority (RTA) (2001) Road Train and B-Double Routes in NSW and ACT. Map dated May 2001.

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

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

Roads and Traffic Authority (RTA) (2005) Excel database of traffic crash data for the South Western Region 2000 - 2004. Provided by David Amery on 5 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).

Traffix – Traffic and Transport Planners (1997) Traffic Impact Assessment of the Proposed Cowal Gold Project West Wyalong Appendix J in North Limited (1998a) Cowal Gold Project Environmental Impact Statement.

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