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

The approved road transport route of ammonium nitrate (within NSW) for the Cowal Gold Project begins at the Orica Explosives Kooragang Island Manufacturing Facility (Newcastle), where it is then transferred by road to the Project. The approved road transport route of ammonium nitrate emulsion (within NSW) for the Cowal Gold Project begins at the Orica Liddell Manufacturing Facility (approximately 20 km south-east of Muswellbrook), where it is then transferred by road to the Project.

Evolution Mining (Cowal) Pty Limited (Evolution) has changed suppliers for ammonium nitrate and ammonium nitrate emulsion from Orica Australia to Maxam Australia. Accordingly a revised transport route originating from Maxam Australia’s depot is proposed that involves road transport of ammonium nitrate and ammonium nitrate emulsion from Bajool (in Queensland) to the Project.

An Addendum to the Transport of Hazardous Materials Study has been prepared to reflect the proposed route for the transport of ammonium nitrate and ammonium nitrate emulsion from Maxam Australia’s Bajool depot to the Project.

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COWAL GOLD PROJECT

ADDENDUM TO THE TRANSPORT OF HAZARDOUS MATERIALS STUDY

MARCH 2017 Document No. 00820062

Cowal Gold Project – Transport of Hazardous Materials Study

ADDENDUM Transport of Hazardous Materials Study

1. Replace Section 4.6 with the attached. 2. Delete Section 4.7. 3. Replace Attachment 6 with the attached. 4. Delete Attachment 7. 5. Delete the following from the Table of Contents: • Section 4.7; • Tables 24 to 28; • Figures 22 to 25; and • Attachment 7.

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SECTION 4.6

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4.6 AMMONIUM NITRATE AND AMMONIUM NITRATE EMULSION

Road transport of ammonium nitrate and ammonium nitrate emulsion within NSW begins from the Newell Highway (Goondiwindi) where it crosses the QLD/NSW border, and terminates at the Project. Prior to crossing the QLD/NSW border ammonium nitrate and ammonium nitrate emulsion would be transported by road from Maxam Australia’s Bajool depot (located approximately 35 km south of Rockhampton) to Goondiwindi.

• Segment 1 (Attachment 6A): from the Newell Highway (Goondiwindi) to the Newell Highway (Dubbo). • Segment 2 (Attachment 6B): from the Newell Highway (Dubbo) to the Newell Highway/Mid Western Highway (West Wyalong). • Segment 3 (Attachment 6C): 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 3, including the identification of suitable transport routes, is provided below. The overall ammonium nitrate and ammonium nitrate emulsion transport route to the Project and suitable transport routes for Segments 1 to 3 are shown on Figures 20 to 21.

HAL-02-07\00820062.doc 1

Cowal Gold Project – Transport of Hazardous Materials Study

Segment 1

Route 1A (Table 21) has been identified as a potential available route for heavy vehicles for the transport of ammonium nitrate and ammonium nitrate emulsion from Goondiwindi to Dubbo for Segment 1 and 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 land use factors).

Route 1A has been assessed as posing a minimal level of risk to surrounding people, property and the natural environment. This route has also been recommended by the NSW Roads and Maritime Services (RMS), the relevant Councils and the transport provider for the transport of hazardous materials. Therefore, Route 1A is considered suitable for the transport of hazardous materials and is the preferred route for the transport of ammonium nitrate and ammonium nitrate emulsion from Goondiwindi to Dubbo.

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

Table 21 Ammonium Nitrate and Ammonium Nitrate Emulsion – Segment 1 – Suitable Transport Route

Route Directions 1A On approach to Goondiwindi, B-Double vehicles travelling south-west on the Cunningham Highway continue onto the Newell Highway (immediately before the QLD/NSW border). Continue on Newell Highway through Boggabilla, Moree and Narrabri. Turn right at Oxley and Newell Highway and continue through Coonabarabran on the Oxley and Newell Highway which becomes the Newell Highway. Continue on Newell Highway through Gilgandra to Dubbo.

Route 1A is shown on Figure 20.

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 land use 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 RMS, the relevant Councils and the transport provider for the transport of hazardous materials. Therefore, Route 2A is suitable for the transport of hazardous materials and is the preferred route for the transport of ammonium nitrate and ammonium nitrate emulsion from the Newell Highway (Dubbo) to the Newell Highway/Mid Western Highway (West Wyalong).

Table 22 Ammonium Nitrate and Ammonium Nitrate Emulsion – Segment 2 – Suitable Transport Route

Route Directions 2A 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 2A is shown on Figure 20.

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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 land use factors). Route 3A 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 3A is suitable for the transport of hazardous materials and is the preferred route for the transport of ammonium nitrate and ammonium nitrate emulsion from the Newell Highway/Mid Western Highway (West Wyalong) to the Project.

Table 23 Ammonium Nitrate and Ammonium Nitrate Emulsion – Segment 3 – Suitable Transport Route

Route Directions 3A 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 3A is shown on Figure 21.

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ATTACHMENT 6

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AMMONIUM NITRATE AND AMMONIUM NITRATE EMULSION 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 Evolution Mining (Cowal) Pty Limited.

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 and ammonium nitrate emulsion to the Project. Road transport of ammonium nitrate and ammonium nitrate emulsion within NSW begins from the Newell Highway (Goondiwindi) where it crosses the QLD/NSW border, and terminates at the Project.

The road transport route for ammonium nitrate and ammonium nitrate emulsion to the Project has been divided into three segments (Segments 1 to 3) for the purpose of route evaluation. Route evaluations for Segments 1 to 3 are attached to the THMS as Attachments 6A, 6B and 6C respectively. An overview of Segments 1 to 3 is provided below.

Segment 1 Attachment 6A Transport of ammonium nitrate and ammonium nitrate emulsion from the Newell Highway (Goondiwindi) to the Newell Highway (Dubbo)

Segment 2 Attachment 6B Transport of ammonium nitrate and ammonium nitrate emulsion from the Newell Highway (Dubbo) to the Newell Highway/Mid Western Highway (West Wyalong)

Segment 3 Attachment 6C Transport of ammonium nitrate and 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 6A to 6C and are appended to this overview:

Figure 6-1 Project Location and Overall Ammonium Nitrate and Ammonium Nitrate Emulsion Transport Route Figure 6-2 Route Selection Assessment Process Figure 6-3 Ammonium Nitrate and Ammonium Nitrate Emulsion Segment 3 Potential Available Routes

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FIGURES 6-1 to 6-3

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Ammonium Nitrate and Ammonium Nitrate Emulsion Road Transport Route Evaluation

ATTACHMENT 6A

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COWAL GOLD PROJECT TRANSPORT OF HAZARDOUS MATERIALS STUDY

ATTACHMENT 6A AMMONIUM NITRATE AND AMMONIUM NITRATE EMULSION ROAD TRANSPORT ROUTE EVALUATION

SEGMENT 1 NEWELL HIGHWAY (GOONDIWINDI) TO NEWELL HIGHWAY (DUBBO)

MARCH 2017 Document No. 00820062

Ammonium Nitrate and Ammonium Nitrate Emulsion Road Transport Route Evaluation – Segment 1

TABLE OF CONTENTS

Section Page

6A1 INTRODUCTION 1 6A2 DEFINITION OF THE TRANSPORT AREA 1 6A3 IDENTIFICATION OF HAZARDOUS MATERIAL, SOURCE AND DESTINATION 2 6A3.1 IDENTIFICATION OF HAZARDOUS MATERIAL 2 6A3.2 SOURCE AND DESTINATION 2 6A4 PRELIMINARY SCREENING 3 6A4.1 IDENTIFICATION OF AVAILABLE ROADS FOR HEAVY VEHICLES 3 6A4.1.1 Road Hierarchy 3 6A4.1.2 Identification of Truck Routes 4 6A4.1.3 Potential Available Routes for Heavy Vehicles and Selection of Potential Routes 4 6A4.2 MANDATORY CONSIDERATIONS 5 6A4.2.1 Physical Considerations 5 6A4.2.2 Laws and Regulations 5 6A4.3 SUBJECTIVE FACTORS 7 6A4.3.1 Landuse 7 6A4.3.2 Proximity of Sensitive Ecosystems and Natural Landscapes 8 6A4.3.3 Emergency and Evacuation Planning and Infrastructure 8 6A4.3.4 RMS and Transporter Preferred Transport Routes 9 6A4.4 PRELIMINARY SCREENING FINDINGS 10 6A5 PRELIMINARY LIST OF ROUTES 10 6A6 SECONDARY SCREENING 11 6A6.1 ROAD AND TRAFFIC FACTORS 11 6A6.1.1 Accident Statistics 11 6A6.1.2 Availability of Alternative Emergency Routes 12 6A6.2 EMERGENCY RESPONSE CAPABILITY 12 6A6.3 OPERATIONAL FACTORS 12 6A6.4 RISK ASSESSMENT 13 6A6.4.1 Hazard Identification 13 6A6.4.2 Consequence Analysis 15 6A6.4.3 Estimation of the Likelihood of a Hazardous Incident 16 6A6.4.4 Risk Analysis and Assessment of Risk Results 16 6A7 SELECTION OF ROUTES 18 6A8 RISK MANAGEMENT MEASURES 19 6A9 REFERENCES 21

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TABLE OF CONTENTS (continued)

LIST OF TABLES

Table 1 Hazardous Material Source and Destinations 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 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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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 Evolution Mining (Cowal) Pty Limited (Evolution).

Ammonium nitrate and ammonium nitrate emulsion will be transported to the Project by road from Bajool, Queensland. 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 and ammonium nitrate emulsion to the Project. Road transport of ammonium nitrate and ammonium nitrate emulsion within NSW begins where the Newell Highway crosses the Queensland (QLD)/NSW border at Goondiwindi. From this point, ammonium nitrate and ammonium nitrate emulsion will be transported by road via the Newell Highway south through Moree, Narrabri, Coonabarabran, Gilgandra, Dubbo, Parkes, Forbes and West Wyalong to the Project.

The road transport route for ammonium nitrate and ammonium nitrate emulsion to the Project has been divided into three segments (Segments 1 to 3) for the purpose of route evaluation. This attachment sets out the route evaluation for the road transport of ammonium nitrate and ammonium nitrate emulsion from where the Newell Highway crosses the QLD/NSW border at Goondiwindi to Dubbo. This part of the overall ammonium nitrate and ammonium nitrate emulsion road transport route is referred to as Segment 1. Route evaluations for Segments 2 and 3 are attached to the THMS as Attachments 6B and 6C, respectively.

Evolution has recently changed its supplier for ammonium nitrate and ammonium nitrate emulsion from Orica Australia to Maxam Australia which has triggered the requirement for the road transport of ammonium nitrate and ammonium nitrate emulsion from the QLD/NSW border at Goondiwindi to Dubbo.

As such, this THMS has been revised to reflect the road transport route for ammonium nitrate and ammonium nitrate emulsion from the QLD/NSW border at Goondiwindi to Dubbo for Segment 1.

Route 1A has been previously approved as suitable for the transport of sodium cyanide from the QLD/NSW border at Goondiwindi to the Project.

This route evaluation has been carried out in accordance with the NSW Department of Planning’s (DoP) “Route Selection” guidelines (DoP, 2011) (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 where the Newell Highway enters NSW (near Goondiwindi) and where the Newell Highway crosses Cobra Street/Mitchell Highway in Dubbo (Figure 6-1).

The transport area is wholly situated within the Local Government Areas (LGAs) of Moree Plains, Narrabri, Warrumbungle, Gilgandra and Dubbo.

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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 former Australian Code for the Transport of Dangerous Goods by Road and Rail [National Transport Commission, 2007]), the type of container and the movement quantity and frequency. The assessment identified ammonium nitrate and ammonium nitrate emulsion as hazardous materials for which a route evaluation is required. The then DoP concurred with this assessment (as outlined in DoP correspondence dated 14 October 2005).

Ammonium nitrate and ammonium nitrate emulsion are both classified as Class 5.1 under the Australian Code for the Transport of Dangerous Goods by Road & Rail Edition 7.4 (ADG Code) (National Transport Commission, 2016). Details of the type of container (i.e. packaging) and the movement quantity and frequency are provided in the following section.

6A3.2 SOURCE AND DESTINATION

The source and destinations of ammonium nitrate and ammonium nitrate emulsion for Segment 1 within NSW are outlined in Table 1 and shown on Figure 6-1.

Table 1 Hazardous Material Source and Destinations

Source: Destination: Newell Highway, Goondiwindi Newell Highway, Dubbo Location Town/City LGA Location Town/City LGA Newell Highway, Goondiwindi Moree Plains Newell Highway, Dubbo Dubbo Goondiwindi (where it Dubbo (where it crosses the QLD/NSW crosses Cobra border) Street/Mitchell Highway)

Details of the transport of ammonium nitrate and ammonium nitrate emulsion from Goondiwindi to Dubbo are provided in Table 2.

Table 2 Transport Details

Hazardous Delivery Vehicle Maximum Volume Maximum Frequency Transported State Packaging Material per Delivery of Deliveries Ammonium B-Double 42 t 4 per month Solid (prilled) Bulk Tippers Nitrate Ammonium B-Double 42 t 4 per month Suspension Bulk tanker Nitrate Emulsion t – tonne.

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6A4 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 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 NSW Roads and Maritime Service (RMS) (formerly the Roads and Traffic Authority [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).

National Highways within the transport area include the Newell Highway (RMS, 2016a). The RMS has advised it has no objections to use of the Newell Highway for the transport of ammonium nitrate and ammonium nitrate emulsion to the Project (RMS [Andrew McIntrye], pers. comm., 13 February 2017).

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 (RTA, 2004). State roads are managed and financed by the RMS (RMS, 2016b).

There are several state roads proximal to the transport area including the Kamilaroi Highway, Castlereagh Highway and Oxley and Newell Highway. The RMS’ Restricted Access Vehicle (RAV) maps do not preclude the use of these state roads by B-Double heavy vehicles. Accordingly, these roads would be used by heavy vehicles within the transport area where possible.

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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). Regional roads are managed and financed by Councils and perform an intermediate function between the main arterial network of state roads and Council controlled local roads (RMS, 2016b). Due to their network significance RMS provides financial assistance to councils for the management of their Regional Roads (RMS, 2016b). The RMS 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. Local roads are managed and financed by Councils (RMS, 2016b). The RMS 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 including consideration of the RMS RAV maps and lists; 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 (DoP, 2011).

The RMS was consulted to determine the NSW truck route network and identify routes used by heavy vehicles within and through the transport area. The RMS has published a RAV map showing B-Double routes throughout NSW (RMS, 2016c). These roads are approved RAV routes and are specifically designed to accommodate these heavy vehicles and would therefore accommodate the B-Double’s proposed to be used to transport ammonium nitrate and ammonium nitrate emulsion. Designated B-Double routes were used 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 (RMS, 2016c).

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.

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 in 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 6-1.

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Table 3 Truck Routes

Route 1A utilises roads that are state roads and designated B-Double routes (RMS, 2016c). Route 1A is also the shortest and most direct route from the QLD/NSW border to the Newell Highway (Dubbo). Other routes utilising 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 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 (DoP, 2011). Roads designated by the RMS as B-Double routes are considered to be physically capable of accommodating the B-Doubles that are proposed to be used to transport ammonium nitrate and ammonium nitrate emulsion. No further assessment of physical capability has been undertaken for these roads.

6A4.2.2 Laws and Regulations

Laws and regulations may prohibit the transport of hazardous materials on certain roads or structures (DoP, 2011). The Guidelines provide that local, state and national transport authorities should be consulted and prohibited roadways eliminated from consideration unless there are no suitable alternative routes (DoP, 2011).

In NSW the legislation relevant to the transport of dangerous goods is the NSW Dangerous Goods (Road and Rail) Transport Act, 2008 (the DGT Act), and the NSW Dangerous Goods (Road and Rail) Transport Regulation, 2014 (DGT Regulation). The DGT Act appoints the NSW Environment Protection Authority (EPA) and SafeWork NSW as Competent Authorities to administer the legislation. The EPA regulates the on-road transport of dangerous goods while SafeWork NSW regulates activities prior to transport, including correct classification, packaging and labelling.

Although the above legislation does not include provisions which prohibit the transport of hazardous materials or dangerous goods on certain roads or structures, Part 3, Division 1, Clause 18 of the NSW Road Transport (General) Regulation, 2013 and Rule 300-2 of the NSW Road Rules, 2014 legislation provide dangerous goods must not be transported on or in certain prohibited areas. The potential transport route for Segment 1 proposed to be used to transport ammonium nitrate and ammonium nitrate emulsion does not involve transport through any of the prohibited areas listed in Rule 300-2 of the NSW Road Rules, 2014.

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National Transport Authority

The Australian Government Department of Infrastructure and Regional Development (DIRD) website (DIRD, 2017) advises that:

The Australian states and territories have responsibility for the road and rail transport of dangerous goods in Australia. For technical information on the transport of dangerous goods by road and rail in Australia, please contact the Competent Authority in your state or territory.

The DIRD lists the EPA as the NSW Competent Authority for Road and Rail Transport (refer sub-section below).

State Transport Authorities

NSW EPA

As described above, the EPA regulates the on-road transport of dangerous goods. Accordingly the EPA has been consulted and confirmed that Segment 1 does not involve the road transport of ammonium nitrate and ammonium nitrate emulsion through any prohibited areas (EPA, pers.comm., 15 March 2017).

NSW RMS

As described in Section 6A4.1.2, the RMS has published a RAV map showing B-Double routes throughout NSW (RMS, 2016c). These roads are approved RAV routes and are specifically designed to accommodate these heavy vehicles and would therefore accommodate the B-Double’s proposed to be used to transport ammonium nitrate and ammonium nitrate emulsion. The Segment 1 potential transport route is restricted to approved RAV routes. The RMS has been consulted regarding the proposed transport route and has no objections to the proposed route (RMS [Andrew McIntrye] pers. comm., 13 February 2017).

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 RMS, 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.

Although the potential transport route for Segment 1 utilises national highways and state roads only, the relevant local Councils through which these roads traverse have been consulted regarding the proposed transport route. These Councils include the Moree Plains Shire Council, Narrabri Shire Council, Warrumbungle Shire Council, Gilgandra Shire Council and Dubbo City Council.

Consultation with the relevant Councils above identified that the transport of hazardous materials was not prohibited on the potential transport route for Segment 1. Dubbo City Council requested that heavy vehicle movements through Dubbo occur outside the hours of 7:00 am to 9:30 am and 3:30 pm and 6:00 pm, including the local road of Erskine Street within the Dubbo LGA (pers. comm. Steve Clayton, 1 March 2017).

Based on the above, laws and regulations do not preclude the potential transport route for Segment 1.

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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) (DoP, 2011). Emergency and evacuation planning and infrastructure are also usually included in the assessment of subjective factors (Section 6A4.3.3) (DoP, 2011).

6A4.3.1 Landuse

Sensitive Landuses

Sensitive landuses include schools (pre-schools, 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

Schools Hospitals Items of Aged Care Heritage or Route Churches Number of Number of Number of Number of Facilities Cultural Schools Students Hospitals Beds Significance 1A 6 1,613 1 36 1 3 2

Schools

Vehicles travelling along Route 1A would pass several schools including Moree Secondary College (Carol Avenue Campus), Moree East Public School, Narrabri West Public School, Coonabarabran Public School, Coonabarabran High School and Dubbo West Public School.

Hospitals/Aged Care Facilities

Vehicles travelling along Route 1A would pass the Moree District Health Service and the Narrabri Public Hospital.

There is one aged care facility located along Route 1A, ‘The Whiddon Group’ aged care facilities, Narrabri.

Churches

There are three churches located along Route 1A.

Items of Heritage or Cultural Significance

The NSW State Heritage Inventory was searched for items of heritage or cultural significance located along the potential transport route. Two items of heritage or cultural significance are located along Route 1A; the Dubbo Railway Station and Yard Group and the Dubbo Rail Bridge over the Macquarie River (NSW Office of Environment and Heritage, 2017).

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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 areas of open space, rural residential and commercial areas.

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

6A4.3.2 Proximity of Sensitive Ecosystems and Natural Landscapes

Sensitive ecosystems and natural landscapes include park reservations (i.e. national parks and reserves, 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 metres (m) of Route 1A are identified in Table 5 and described in the following sections.

Table 5 Sensitive Ecosystems and Natural Landscapes

Park Reservations Route Approximate Total Road Waterways Number Frontage (m) 1A 19 74,396 56

Park Reservations

Vehicles travelling on Routes 1A would pass within 100 m of one National Park, the Pilliga Nature Reserve, and would pass within 100 m of several park reservations including six state forests and 12 reserves.

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 similarly 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 Route 1A is 74,396 m.

It is noted that Route 1A has a large total road frontage as this route involves road transport for the entire length of the park reservations.

Waterways

Vehicles travelling on Route 1A would cross or come within approximately 100 m of numerous waterways, including the Macintyre River, Gwydir River, Mehi River, Namoi River, Castlereagh River and Macquarie River.

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 (DoP, 2011).

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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 State Emergency and Rescue Management Act, 1989 and is responsible for emergency planning at the state level. The SEMC has prepared a NSW State Emergency Management Plan (EMPLAN) that provides a strategic overview to emergency management in NSW (SEMC, 2012).

A Hazardous Materials/Chemicals, Biological, Radiological and Nuclear Emergency Sub Plan (HAZMAT/CBRN PLAN) has been prepared as a sub-plan to the EMPLAN. The HAZMAT/CBRN PLAN details the arrangements relating to an imminent or actual, accidental or deliberate release of a hazardous material in NSW.

Route 1A falls within the New England and Central West Emergency Management Regions. Each Emergency Management Region is responsible for preparing District or Regional Emergency Management Plans which describe the arrangements at the Regional level to effectively and efficiently prevent, prepare for, respond to and recover from emergencies.

The above approach to emergency management in NSW ensures: the availability of formalised emergency and evacuation procedures and plans (i.e. EMPLAN, HAZMAT/CBRN PLAN, District or Regional Emergency Management Plans); 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 the potential transport route. Route 1A is therefore considered suitable for the transport of hazardous materials with respect to emergency and evacuation planning and infrastructure.

6A4.3.4 RMS and Transporter Preferred Transport Routes

The RMS, an authority which maintains the majority of the NSW road system (i.e. national highways and state roads) and which acts as an advisory body to Councils, was contacted to determine their preferred route for the transport of ammonium nitrate and ammonium nitrate emulsion from the QLD/NSW border (Goondiwindi) to Dubbo. Route 1A is the route preferred by the RMS for the transport of hazardous materials from the QLD/NSW border (Goondiwindi) to Dubbo (RMS, pers. comm., 17 February 2017).

The transport provider was contacted to determine their preferred route for the transport of ammonium nitrate and ammonium nitrate emulsion from the QLD/NSW border (Goondiwindi) to Dubbo. Route 1A is the route preferred by the transport provider for the transport of hazardous materials from the QLD/NSW border (Goondiwindi) to Dubbo.

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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, and the mandatory and subjective factors, 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

Table 6 indicates that Route 1A would have minimal impact on subjective factors and is suitable for the transport of hazardous materials.

6A5 PRELIMINARY LIST OF ROUTES

On the basis of the preliminary screening analysis in Section 6A4, the following preliminary list of routes from the QLD/NSW border (Goondiwindi) to Dubbo has been determined (Table 7).

Table 7 Preliminary List of Routes

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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 is detailed in Section 6A7.

6A6.1 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 (e.g. road structural condition) to establish the capability and level of service of the road system (DoP, 2011). 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; vehicle 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 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 Transport for NSW (2015) Newell Highway Corridor Strategy and are summarised in Table 8.

Table 8 Summary of Accident Statistics

Route Length No. of Heavy % Increase of Heavy Heavy Vehicle Heavy Vehicle Crash Rate/ (km)1 Vehicles Vehicles due to Project3 Accidents 100 Million Vehicle Kilometres (per day)2 (per year)4 Travelled5 1F 501 802 – 1,508 0.04% - 0.07% 33 2.2 – 5.1 1 Transport for NSW (2015) Newell Highway Corridor Strategy May 2015 (Table 4.1 Highway Sections [Length of Sections 13 to 19]). 2 Transport for NSW (2015) Newell Highway Corridor Strategy May 2015 (Table 4.9 Average Daily Traffic [ADT] volumes in 2011 [rural sections] [Average heavy vehicle ADT for Sections 13 to 19]). 3 Assumes 16 truck movements per month (i.e. 8 truck deliveries per month, as per Table 2 Transport Details of this THMS Addendum). 4 Transport for NSW (2015) Newell Highway Corridor Strategy May 2015 (Table 4.8 Contributing factors in crashes on the Newell Highway, 2007 to 2011). 33 Heavy Vehicle Accidents (per year) reflects number of heavy truck crashes per year over 5 years from 2007 to 2011 (165 crashes recorded between 2007 and 2011). Note, the number of heavy vehicle accidents per year reflects accidents for entire Newell Highway corridor, not just Sections 13 to 19 from Dubbo to Goondiwindi. 5 Transport for NSW (2015) Newell Highway Corridor Strategy May 2015 (Table 4.4 Crashes per 100 MVKT [rural sections]). Heavy Vehicle Crash Rate reflects Sections 13 to 19 of Table 4.4 and assumes 20% of crashes are heavy vehicle crashes (as per Table 4.8 of Newell Highway Corridor Strategy May 2015). Crash rates range from 11.02 to 25.53 for Sections 13 to 19. Therefore rates reflect 20% of 11.02 and 25.53.

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The accident statistics for Route 1A 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 1A is therefore suitable for the transport of hazardous materials with respect to accident statistics.

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 (DoP, 2011).

The formalised approach to emergency management in NSW ensures: the availability of emergency combat equipment at a local, regional 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 the cost of transport. Therefore, from an operating cost perspective, the shortest route is the most preferable. Route 1A is the shortest available route for Segment 1 and is therefore cost effective and suitable on the basis of operating costs.

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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, 1995).

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.

6A6.4.1 Hazard Identification

6A6.4.1.1 Type of Hazardous Material

Ammonium nitrate and ammonium nitrate emulsion are classified under the ADG Code as Class 5.1 (oxidising substance) and Packing Groups II (ammonium nitrate emulsion) and III (ammonium nitrate).

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.

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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 – 80°C). 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.

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 B-Double. It will be transported as a solid (prilled) and contained within bulk tippers. Regulation of temperature and pressure are not required during the transport of this solid material.

Ammonium nitrate emulsion will be transported to the Project by B-Double. It will be transported as a liquid suspension in a purpose-built bulk tanker. Regulation of temperature and pressure are not required for this 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 (Centre of Chemical Process Safety [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

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

6A6.4.2 Consequence Analysis

An accident involving a heavy vehicle transporting ammonium nitrate or ammonium nitrate emulsion resulting in a release of the material or explosion is the hazardous incident relevant to the transport of ammonium nitrate and 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 or 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 or 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 – 80°C) ammonium nitrate emulsion material; and • contamination of waterways causing an increase in the nitrogen content resulting in fatality for fish and other aquatic life including aquatic plants.

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6A6.4.3 Estimation of the Likelihood of a Hazardous Incident

Accident data for heavy vehicles utilising Route 1A is detailed in Section 6A6.1.1. Approximately 33 accidents per year involving heavy vehicles occur on the entire Newell Highway.

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 or ammonium nitrate emulsion to the Project resulting in a release of the materials must take into account the following:

• the number of vehicles transporting ammonium nitrate or 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 or ammonium nitrate emulsion to the Project resulting in a release of the material or explosion for Route 1A is estimated to be approximately 18.15 x10-4/year (i.e. such an accident is estimated to occur on Route 1A once every 550 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 10 provides a summary of all assessment factors utilised in the risk analysis for Route 1A.

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Table 10 Summary of Risk Analysis Assessment Factors

Assessment Factor Route 1A Schools 6 Number of School Students 1,613 Hospitals 1 Number of Hospital Beds 36 Aged Care Facilities 1 Churches 3 Items of Heritage or Cultural Significance 2 Other Landuse Predominantly open space, rural residential and commercial areas Number of Park Reservations 19 Park Reservations – Approximate Total Road Frontage (m) 74,396 Waterways 56 Emergency Infrastructure Adequate RMS and Transport Provider Preferred Route RMS and Transport Provider preferred route Length (km) 503.2 No. of Heavy Vehicles (per day)1 802 – 1,508 % Increase of Heavy Vehicles due to Project2 0.04% – 0.07% Heavy Vehicle Accidents (per year)3 33 Heavy Vehicle Crash Rate/100 Million Vehicle Kilometres Travelled4 2.2 – 5.1 Availability of Alternative Emergency Routes Available Emergency Response Capability Adequate Operational Factors Cost effective 1 Transport for NSW (2015) Newell Highway Corridor Strategy May 2015 (Table 4.9 Average Daily Traffic [ADT] volumes in 2011 [rural sections] [Average heavy vehicle ADT for Sections 13 to 19]). 2 Assumes 16 truck movements per month (i.e. 8 truck deliveries per month, as per Table 2 Transport Details of this THMS Addendum). 3 Transport for NSW (2015) Newell Highway Corridor Strategy May 2015 (Table 4.8 Contributing factors in crashes on the Newell Highway, 2007 to 2011). 33 Heavy Vehicle Accidents (per year) reflects number of heavy truck crashes per year over 5 years from 2007 to 2011 (165 crashes recorded between 2007 and 2011). Note, the number of heavy vehicle accidents per year reflects accidents for entire Newell Highway corridor, not just Sections 13 to 19 from Dubbo to Goondiwindi. 4 Transport for NSW (2015) Newell Highway Corridor Strategy May 2015 (Table 4.4 Crashes per 100 MVKT [rural sections]). Heavy Vehicle Crash Rate reflects Sections 13 to 19 of Table 4.4 and assumes 20% of crashes are heavy vehicle crashes (as per Table 4.8 of Newell Highway Corridor Strategy May 2015). Crash rates range from 11.02 to 25.53 for Sections 13 to 19. Therefore rates reflect 20% of 11.02 and 25.53. Source: RMS.

Table 11 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/New Zealand Standard (AS/NZS) ISO 31000:2009 Risk Management – Principles and Guidelines and HIPAP No. 6.

Table 11 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 and ammonium nitrate emulsion along Route 1A is assessed as posing a minimal risk to the factor of interest; • acceptable risk: the transport of ammonium nitrate and ammonium nitrate emulsion along Route 1A is assessed as posing an acceptable amount of risk to the factor of interest;

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• significant risk: the transport of ammonium nitrate and ammonium nitrate emulsion 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 and ammonium nitrate emulsion along Route 1A is assessed as posing an unacceptable level of risk to the factor of interest.

Table 11 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 RMS and Transporter Preferred Route Heavy Vehicle Accidents (per year) Availability of Alternative Emergency Routes Emergency Response Capability Operational Factors Comparative Assessment of all Factors Source: RMS.

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 10 and 11 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.

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.

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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 (DoP, 2011). 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 situated within the Moree Plains, Narrabri, Warrumbungle, Gilgandra 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 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 RMS and transport provider for the transport of hazardous materials. Consultation with the Moree Plains, Narrabri, Warrumbungle, Gilgandra and Dubbo Shire 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 ammonium nitrate and ammonium nitrate emulsion from the QLD/NSW border (Goondiwindi) to Dubbo.

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 (DoP, 2011).

The level of risk associated with the transport of ammonium nitrate and 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 (including environmental and landuse factors). Suitable routes identified in this route evaluation for the transport of hazardous materials shall be used in accordance with Development 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 and ammonium nitrate emulsion 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 DGT Regulation 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 tank vehicle if the tank 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; or is not free from dangerous goods which are incompatible with the dangerous goods to be transported (Clause 4.4.2.4.1); - road tank vehicles must be inspected and maintained in accordance with AS 2890 (where the tank of a road or rail tank vehicle is also a pressure vessel, it must be maintained, tested and inspected in accordance with AS 3778 and any State or Territory law applicable to pressure vessels) (Clause 6.9.2.3.1); - a vehicle used to transport dangerous goods: must be suitable for transporting the goods; must be free of any defect that is likely to create a risk in transporting the goods; must be clean; in the case of tank vehicle – must be selected and used in accordance with Section 4.4.2; in the case of a road vehicle used to transport a freight container, portable tank or bulk container fitter with corner castings – must be fitted with twistlocks or other equipment for securing a container on a vehicle set out in AS/NZS 3711.10; in the case of a road vehicle to transport a demountable tank or bulk container without corner castings – must be fitted with devices to secure the container (Clause 4.4.1); - except as exempted by Clause 5.3.8, a portable tank or bulk container that contains dangerous goods, or has contained dangerous goods and has not been cleaned free from dangerous goods, must be placarded with emergency information panels that are: selected in accordance with Clause 5.3.4.2; and displayed in accordance with Clause 5.3.1.4; and located on two sides of the tank or container so that, when it is placed on a vehicle, the emergency information panels will, as far as practical, be visible from both sides of the vehicle (Clause 5.3.4.1); - in addition to the placards required by Clause 5.3.6.1, a road vehicle on which any dangerous goods are carried in bulk containers, tanks or placardable units must be placarded with emergency information panels in accordance with Clause 5.3.6.3; - dangerous goods must not be transported on the same road vehicle or train with incompatible goods unless the dangerous goods and the incompatible goods: are segregated in accordance with Part 9 of the ADG Code; or are otherwise allowed under the ADG Code to be transported together (Clause 9.2.1.3); - an emergency information holder must be securely placed on a road vehicle in accordance with Clause 11.2.2; - the minimum personal protective and safety equipment (including respiratory protection equipment) must be provided, based on the classification of the dangerous goods being transported, in accordance with Table 12.2 of Clause 12.1.3.1; - a road vehicle used in the transport of a placard load of dangerous goods should be equipped with safety equipment in accordance with 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 12.1 of Clause 12.1.2.1; - if a road vehicle transporting dangerous goods is disabled on a road or street, or has stopped and constitutes a road hazard, other road users must be alerted in accordance with Clause 13.1.2. • Drivers transporting dangerous goods in bulk by a road vehicle must hold a dangerous goods driver licence that authorises them to drive the vehicle with those goods under Part 18 of the DGT Regulation. • Vehicles transporting dangerous goods by road in bulk are required to be licensed to transport the goods under Part 18 of the DGT Regulation.

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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, unloading, packing and consigning dangerous goods) are required to be appropriately instructed and trained under Part 1 of the DGT Regulation. • The driver of a road vehicle transporting dangerous goods that is involved in an incident resulting in a dangerous situation must: notify the prime contractor, the Competent Authority, and the police or fire service, of the incident as soon as practicable; and provide any reasonable assistance required by an authorised officer, or an officer of an emergency service, to deal with the situation in accordance with Part 14 of the DGT Regulation. • As soon as practicable, after becoming aware of the incident, the prime contractor responsible for the transport of the goods must provide the Competent Authority with details of the incident as well as a written report about the incident no later than 21 days after the day the incident happens in accordance with Part 14 of the DGT Regulation. • 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 (1995) Guidelines for Chemical Transportation Risk Analysis.

Department of Planning (2011) Hazardous Industry Planning and Advisory Paper No. 11, Route Selection.

Department of Infrastructure and Regional Development (2017) The Department of Infrastructure and Regional Development. Website: https://infrastructure.gov.au/

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

National Transport Commission (2007) Australian Code for the Transport of Dangerous Goods by Road and Rail.

National Transport Commission (2016) Australian Code for the Transport of Dangerous Goods by Road and Rail (ADG Code). Edition 7.4.

Office of Environment and Heritage (2017) Search for NSW Heritage ‘combined map search’. Website: http://www.environment.nsw.gov.au/heritageapp/heritagesearch.aspx.

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

Roads and Maritime Service (2016a) Newell Highway Website: http://www.rms.nsw.gov.au/projects/western-nsw/newell-highway/index.html

Roads and Maritime Service (2016b) Schedule of Classified Roads and Unclassified Regional Roads. Website: http://www.rms.nsw.gov.au/business-industry/partners- suppliers/lgr/documents/classified-roads-schedule.pdf

Roads and Maritime Service (2016c) RAV maps and website link.

State Emergency Management Committee (2012) NSW State Emergency Management Plan.

Transport for NSW (2015) Newell Highway Corridor Strategy May 2015.

HAL-02-07\00820062.doc 6A-21