Your guide to the Moorebank Intermodal Terminal Environmental Impact Statement
Contents The Environmental Impact Statement 1 Why we need a new terminal 1 Why Moorebank 3 Moorebank Intermodal Company’s role 4 Relationship to SIMTA 4 Terminal concept plan 5 The impacts and mitigation 6 Have your say on the EIS 20 In seeking these approvals, the EIS assesses the The Environmental impacts that the terminal is likely to have on the local area and wider environment. This involved a Impact Statement thorough review of all potential environmental and The Australian Government is proposing an social impacts of the proposed concept design. intermodal terminal at Moorebank to better manage The review was based on the conditions of highest growth in freight while reducing the growth in trucks impact to ensure effects can be managed under all on our roads. As part of the planning for the terminal, scenarios. The EIS considers all the following issues: an Environmental Impact Statement (EIS) has • Traffic, transport and access; been prepared. • Noise and vibration; • Biodiversity; What is an EIS? • Hazards and risks; An EIS is a formal process used to understand the • Contamination and soils; positive and negative consequences of a proposed development. It is used by approval bodies to enable • Hydrology, groundwater and water quality; them to decide if the development should proceed or • Local and regional air quality; not. If the development is approved, the EIS is used • Greenhouse gas assessment; by approval bodies to decide what measures are • Aboriginal and European heritage; needed to ensure the development does not impact • Visual and urban design; the surrounding area unacceptably. • Property and infrastructure; What does the EIS do? • Social and economic impacts; The EIS for the Moorebank Intermodal Terminal • Human health risks and impacts; is seeking: • Waste and resources management. • NSW Government approval of the terminal concept – a project approval for the terminal’s detailed design is also needed before Why we need a construction begins; new terminal • NSW Government approval to start some early works, like decontaminating the land and • It will enable more freight to move to and from establishing a conservation zone; and Port Botany by rail instead of road, which will allow • Commonwealth Government approval to develop our imports and exports to continue to grow; the terminal. • it will allow more freight to move between NSW and other states by rail, which will reduce costs and growth of trucks on our highways; • it will allow more freight to get closer to its destination in west and south-west Sydney without using the road network, which will slow the growth in traffic congestion; and • rail freight has lower social and environmental costs (e.g. costs of road accidents and greenhouse emissions).
Environmental Impact Statement exhibition – information booklet | 1 If these issues are not addressed they will add costs to the freight supply chain and, in turn, to the cost of goods. There would also be an increase in the economic, WARWICK FARM environmental and social impacts of road congestion in Sydney.
The terminal is one of a number LIVERPOOL of intermodal terminals needed to manage the increased number of containers expected to come LIVERPOOL through Sydney in the long term. MOOREBANK The terminal will have economic, SOUTH WESTERN MOTORWAY (M5) social and environmental benefits, including: M7 MOTORWAY CASULA • Close to $9 billion in economic benefits over 30 years. CASULA
This includes $120 million HUME HIGHWAY a year for south-west Sydney through improved WATTLE GROVE HOLSWORTHY productivity, reduced costs GLENFIELD EAST HILLS RAILWAY LINE of road damage, congestion and accidents, and better GLENFIELD environmental outcomes.
GEORGESRIVER MAIN SOUTH RAILWAY LINE
MAIN SOUTH RAILWAY LINE
MACQUARIE FIELDS
HOLSWORTHY
0 500 1000 RAILWAY LINE HIGHWAY
Metres POTENTIAL RAILWAY LINE MOTORWAY
TRAIN STATION RIVER
SUBURB
Terminal location: This map shows the terminal location near the M5 and M7 Motorways, and the Southern Sydney freight rail line.
2 | Environmental Impact Statement exhibition – information booklet • Up to 3,000 fewer truck journeys to and from What the intermodal terminal will do Port Botany each day.
• Creation of as many as 1,500 jobs during Interstate Intermodal facilities container loading & unloading Warehouse & construction and around 2,200 long-term Port Botany packing/unpacking facilities jobs when the terminal is fully operational in about 2030. • Enabling the movement of growing freight Frieght rail volumes around Australia.
FAQ – What is an intermodal terminal and what does it do? Container storage Heavy transport vehicles Transport vehicles
An intermodal terminal is an ‘inland port’, where To/from road network & local shipping containers, which arrive by rail, are markets (shops and employers) unloaded and their contents distributed via truck to their final destination. Where container freight is headed in 2013 Why Moorebank The site at Moorebank is an ideal location for an intermodal terminal to handle both interstate and import-export freight. This is because it is: • long enough for interstate freight trains, which can be 1.5 km to 1.8 km long; • big enough to handle the number of containers expected – 1.05 million containers a year of import-export freight and another 500,000 containers of interstate freight; • next to the dedicated freight rail line that provides a direct link to the interstate freight network and Port Botany; • next to the M5 Motorway, and near the M7 Motorway and Hume Highway; • next to existing industrial areas, and close to major freight markets in west and south‑west Sydney; • sufficiently far from Port Botany to make rail a viable alternative to trucks; • owned by the Australian Government. No other available site in south-western Sydney has these attributes.
Environmental Impact Statement exhibition – information booklet | 3 import-export intermodal terminal only (i.e., unlike Moorebank Intermodal the MIC terminal, it does not include an interstate Company’s role intermodal terminal). An EIS for the concept of SIMTA’s proposed Moorebank Intermodal Company (MIC) is facilitating terminal has been approved by the Commonwealth the development of the Moorebank Intermodal Minister for the Environment. The terminal concept Terminal. MIC is an Australian Government business. has also been approved, with modifications, by A key part of MIC’s role is to select a private sector the NSW Planning Assessment Commission. operator for the terminal. The modifications include an annual 250,000 MIC must also ensure that the Government’s container limit on stage one of the development. policy objectives for the terminal are achieved. Subsequent development applications may be The objectives include that the terminal must submitted to increase the limit to 500,000 containers satisfy interstate, regional and import-export freight per year, if it can be shown that the transport needs; and be an open access facility that fosters network can support the additional throughput. competition among users of the terminal. Precinct opportunities MIC also has objectives to: MIC is currently negotiating with SIMTA to determine • attract employment and investment to west and whether it might be appointed to operate the south-western Sydney; Moorebank Intermodal Terminal. The negotiation is • achieve sound environmental and social exploring opportunities to enhance the Moorebank outcomes that are considerate of community freight precinct by combining the land for the MIC views; and terminal with the land owned by SIMTA. Combining • optimise value for money for the Commonwealth. the sites could provide more space for onsite warehousing, and help optimise the layout. FAQ – Why can’t the terminal be built at Eastern Creek or Badgerys Creek? If MIC and SIMTA can agree suitable terms for the development and operation of the terminal, there The growth in demand for overseas goods means will be a single terminal. It would handle the same a number of intermodals will be required in Sydney. volume of containers as proposed for the Moorebank Eastern Creek and Badgerys Creek may be suitable Intermodal Terminal; that is, 1.05 million containers sites in the future, but they need connections to of import-export freight and 500,000 containers of freight railway lines. Badgerys Creek may be too interstate freight each year at full capacity. far from freight markets for a commercially viable intermodal operation. The railway line from Port Botany places a practical constraint on the volume of import-export freight that can be handled at Moorebank. This constraint is Relationship to SIMTA created by the capacity of the railway infrastructure and expected demand from other users of the Separate from MIC’s proposal for the Moorebank railway line. It means the Moorebank area can Intermodal Terminal, SIMTA (the Sydney Intermodal only receive 1.05 million containers a year, so any Terminal Alliance, which comprises the logistics intermodal terminal at Moorebank, including a business Qube Holdings and the rail operator combined MIC-SIMTA terminal, would be limited to Aurizon) has proposed to build an intermodal terminal this number of import-export containers. on land opposite MIC’s site, on the eastern side of Moorebank Avenue. SIMTA’s proposal includes an
4 | Environmental Impact Statement exhibition – information booklet Terminal Proposed site for the Site for the relocation of Moorebank Intermodal the existing Defence concept plan Proposed Terminal, including National Storage and SIMTA site the Georges River Distribution Centre MIC has prepared a concept plan conservation area (DNSDC) for the Moorebank Intermodal Terminal. The concept plan was prepared to begin the process of obtaining environmental and planning approvals (through the EIS that is now on exhibition). However, the plans will be revised by the terminal operator so the final design is likely to be different from the concept plan. That said, the concept plan is useful for understanding the likely components of the terminal. The concept plan includes these key components: • An import-export freight terminal to ultimately handle 1.05 million shipping containers a year. • Around 137 trains (or 273 train movements) would enter and depart the terminal each week. • Import-export trains would enter and depart via a connection to the freight rail line at a maximum speed of 60 km/h. The rail speed in the terminal would be regulated at The MIC and SIMTA intermodal terminal sites. The rail connection to 25 km/h. a combined MIC‑SIMTA terminal is likely to enter the terminal at the south‑west corner of the MIC site. • The concept design includes eight working tracks each capable of accommodating 650 m import-export trains. Up to five import-export trains could be processed at a time.
Environmental Impact Statement exhibition – information booklet | 5 • An interstate and regional freight terminal to Three rail access options handle up to 500,000 TEU a year. –– Around 12 interstate trains (or 24 train There are three options for rail access to the site. The movements) would enter and depart the options are all along the western site boundary and terminal each week. A further three interstate are referred to as the northern, central and southern trains (six train movements) without cargo may options. The EIS assesses the impacts of each transit through the terminal each week. option. In particular, the noise and vibration impacts on nearby residents are of major concern. The need –– Interstate trains would enter and depart the to clear vegetation and visual impacts have also terminal via a connection to the freight rail line been considered. at a maximum speed of 60 km/h. –– The concept design includes four interstate The rail connection to the site determines how the arrival and departure tracks. These tracks will site is designed. Because there are three options, be designed to accommodate trains up to there are three concept designs. The concept 1.8 km long. Up to four interstate trains could designs feature the same components; however, be processed at the same time. they have different layouts. For example, the position • Warehousing with up to 300,000 m2 gross floor of warehousing, rail tracks, container storage and area. The warehouses provide an interface parking differs between the designs. between the terminals and commercial users The terminal operator will select its preferred option such as freight forwarders, logistics facilities and for rail access. The preferred option will be subject retail distribution centres. to further assessment and approval under NSW –– Most containers handled at the import-export planning laws. That approval is expected to be terminal would be temporarily stored in a stack sought in 2015. between trips from truck to train, and vice versa. Loaded containers would be stacked to a maximum height of 13 m or five containers The impacts and (2.6 m high per container). Empty containers may be stacked up to a maximum height of mitigation 20.8 m or eight containers (2.6 m high per container). Robust, scientific studies –– Trucks would travel through the container The EIS contains studies by technical experts that storage area to pick-up or drop off a container. identify the terminal’s potential impacts on the The container storage areas will be close to the local community and environment. The studies rail tracks to minimise the travelling distance investigated the impact on traffic, noise, air quality, of in-terminal vehicles that move containers water quality, light spill and biodiversity, among between the tracks and the storage area. other things. They also identified ways to reduce • A vegetation conservation area established along the impacts to meet environmental guidelines the Georges River. and standards. • A bridge crossing the Georges River to connect The studies are based on the terminal concept the terminal to the railway line. design and worst-case conditions. The studies use data collected near the terminal site since August 2012. This data provides a baseline against which the terminal’s development and operation will be monitored.
6 | Environmental Impact Statement exhibition – information booklet Traffic and transport PARRAMATTA
Existing conditions SYDNEY CBD
The road network near the SITE LOCATION terminal site comprises local CAMPBELLTOWN roads — notably Moorebank 0 10 20 Kms Avenue, Anzac Road, Bapaume Road and Cambridge Avenue Georges River – as well as strategic roads, including the Hume Highway and the M5 Motorway. 5 1 At present, a number of these 8 4 roads experience congestion. In particular, congestion is experienced at the M5 Motorway over the Georges River 2 between Moorebank Avenue 6 and the Hume Highway, and at various intersections along Moorebank Avenue. 7 Transport modelling has shown EAST HILLS RAILWAY LINE that, without the terminal, the performance of the intersections MAIN SOUTH RAILWAY LINE (and SSFL) on Moorebank Avenue at Anzac 3 Road and Bapaume Road would SITE AND SURROUNDS progressively deteriorate over 1 Moorebank Business Park 2 Defence National Storage and Distribution Centre − currently time. This is due to growth in relocating to West Wattle Grove and proposed Sydney Intermodal Terminal Alliance (SIMTA) site background traffic. In particular, 3 Military Reserve (part) the Moorebank Avenue and 4 Moorebank Barracks – Base Administrative Support Centre 5 ABB Australlia Bapaume Road intersection 6 Steele Barracks – School of Military Engineering N 7 Glenfield Landfill would be unsatisfactory, with 0 1km 8 Liverpool City Council land extensive traffic delays. IMT boundary Three rail access options: the northern option (blue), Construction traffic impacts Project site boundary Northern rail access option central option (red) and southern option (purple). The terminal has the potential to Central rail access option Southern rail access option increase traffic and congestion on local roads and consequently increase journey times. Construction traffic access would largely be via Moorebank Avenue and the M5 Motorway.
Environmental Impact Statement exhibition – information booklet | 7 Some access, including access by construction Additional vehicles as a percentage of vehicles on staff cars, is also likely to be required through local M5 Motorway, when operating at capacity (2030) streets in Casula for construction of the northern or central rail access options. Access would be required Direction Percent through Glenfield for construction of the southern rail access option. AM peak hour M5 Motorway Eastbound 1.88% Some short-term partial and full road closures may west of Westbound 2.10 % be required during construction (most likely at night). Moorebank Avenue Operation traffic impacts M5 Motorway Eastbound 0.22% The terminal will reduce the growth in road-based east of Westbound 0.68% freight trips in Sydney. This includes a reduction Moorebank of approximately 56,000 truck vehicle kilometres Avenue travelled per day in the Sydney region by 2031. PM peak hour Once the terminal is operating at capacity in M5 Motorway Eastbound 2.18% around 2030, it will generate around 8,160 heavy west of Westbound 1.68% vehicle movements per day (4,080 inbound, Moorebank 4,080 outbound), and around 5,720 light vehicle Avenue movements (2,860 inbound, 2,860 outbound) M5 Motorway Eastbound 0.92% associated with warehousing and staff access. east of Westbound 0.30% Moorebank Total daily weekday vehicle trips generated by the Avenue terminal when operating at full capacity in 2030
Cars Heavy Vehicles FAQ – How much traffic would be generated if the site were used for a different type Import-export 674 3,007 of development? Interstate 522 1,155 A business park would generate 2.8 times more Warehouse 4,528 3,998 traffic than an intermodal terminal, during the Total trips 5,724 8,160 morning and/or afternoon peaks. A low density residential development would generate 15 times Most of the vehicles using the terminal, including all more traffic than an intermodal terminal, during trucks carrying containers, are expected to enter the the morning and/or afternoon peaks. A shopping terminal from, and exit to, the north (i.e. towards the centre would generate 14 times more traffic than M5). Entrances to the terminal will be designed to an intermodal terminal, during the morning and/or prevent trucks travelling to/from the south. afternoon peaks. Development of the terminal is likely to have a small impact on vehicle speeds on the M5 Motorway (west of Moorebank Avenue), M7 Motorway, Hume Highway and other roads near the terminal. Some local intersections may experience a slightly longer delay time. These impacts will be further investigated in the EIS for the terminal’s project approval.
8 | Environmental Impact Statement exhibition – information booklet Average delay at intersections (seconds), with and without the terminal (2030) 250 With terminal Without terminal 200
150 Seconds 100
50
0 AM PM AM PM AM PM AM PM AM PM Moorebank Avenue/ Moorebank Avenue/ Moorebank Avenue/ Hume Highway/ Hume Highway/ Newbridge Road Heathcote Road M5 Motorway M5 Motorway Hoxton Park Drive
On the whole, the Sydney road network will Proposed mitigation measures experience reduced growth in congestion, A suite of construction and operational mitigation particularly on the M5 Motorway (east of Moorebank measures are proposed to minimise traffic, Avenue), the M2 Motorway and in the inner western transport and access impacts of the terminal. suburbs. Overall, impacts on surrounding road Key measures include: infrastructure are predicted to be negligible. • Widening Moorebank Avenue to a dual The terminal will add about 1–2% to M5 traffic at carriageway (four lanes) between the M5 Moorebank. During the busiest one hour of the Motorway and the East Hills railway line, morning peak this equates to 145 additional vehicles redeveloping the Moorebank Avenue/Anzac Road (32 light and 113 heavy). intersection, and developing new intersections for the access points along Moorebank Avenue The terminal will be designed so there would – these improvements will occur before terminal be no need for heavy vehicle parking on operations commence; they will improve the Moorebank Avenue. intersections’ performance (compared to the existing road network) so they have a good level FAQ – Will Cambridge Avenue close? of service and acceptable delay times. MIC is not aware of plans to close Cambridge • Car parking on site for both construction and Avenue. MIC has proposed to the NSW Government operation to avoid the need for workers to park on that, in the future, Cambridge Avenue could be local streets. upgraded and extended to provide a new road link • Truck parking on site for trucks that arrive outside for traffic growth from development in the area, of their allotted time so they don’t park on particularly the south-west growth centre. Moorebank Avenue. • Scheduling truck arrivals to avoid peak hours. • Detailed construction and operation traffic management plans. • Ongoing community consultation.
•
Environmental Impact Statement exhibition – information booklet | 9 Orange Grove Road
680 Hume Highway 50 690 110 Governor Nuwarra Macquarie 730 Road Drive Elizabeth Drive 40 40 60 800 50 10 420 460 Newbridge Road 770 10 430 440 370 400 Memorial Avenue 10 470 860 Brickmakers Drive 440 780 Macquarie Street 490 Hoxton Park Avenue 20 Industry Park access 40 30 860 40 440 800 510 Church Road 60 Congressional Drive 90 890 480 90 860 600 1940 2800 M5 Motorway 940 M5 Motorway 680 1880 2820 690 570 Heathcote Road Hume Highway
4080 Anzac Road
4080
Inbound Outbound 4080 4080
Moorebank Avenue Trip distribution: the origin and destination of heavy vehicles using the terminal once it is operating at full capacity in around 2030.
FAQ – How will you stop trucks taking short cuts The East Hills (passenger) Rail Line runs west to through local roads? east, to the south of the terminal site, but would not be affected by the terminal. Freight generally does There are existing load and vehicle size limits on not use the passenger rail network because it is Anzac Road for B-Double vehicles and these limits restricted to passenger trains for significant parts of will continue. MIC will work with Liverpool City the day. Council and local community members to determine if further restrictions are needed and, if so, how they might be implemented. Potential impacts of the terminal Additional rail trips will be generated by the import- Rail access export freight terminal. Ultimately, there will be up to 39 train movements per day on the SSFL. This will Existing conditions not impact on passenger rail services. The Southern Sydney Freight Line (SSFL) is the Up to 12 interstate trains (or 24 train movements) a main southbound rail freight line in Sydney and the week will travel on the SSFL. A further three interstate proposed rail line for trains using the terminal. It runs trains (six train movements) may transit through parallel to the western border of the terminal site. the terminal.
10 | Environmental Impact Statement exhibition – information booklet Noise and vibration impacts Construction noise impacts During construction, noise levels at the sensitive Existing noise conditions locations were predicted to mostly comply with The residential suburbs of Casula, Wattle Grove and the noise guidelines set for construction, which North Glenfield are the closest to the terminal site. are based on the NSW Government’s Interim Future noise levels from the terminal were estimated Construction Noise Guideline (DECC 2009). at locations in these suburbs that are potentially In particular, most daytime construction works sensitive to noise and vibration, including residences, (including the early works) are predicted to comply education institutions, places of worship, child care with the guidelines at all locations and will not facilities, aged care facilities and places of recreation. require mitigation. The nearest residences in Casula are approximately At Casula, Wattle Grove and Glenfield, noise levels 10 to 30 m above the level of the terminal site, and during piling and rail access construction works are around 200 m or more from the site boundary. are predicted to temporarily exceed the guidelines At Wattle Grove and Glenfield, sensitive locations are and therefore trigger the need for reasonable noise approximately 2 to 5 m above the terminal. These mitigation measures. locations are expected to be the most susceptible to noise from the terminal. If all proposed construction noise mitigation measures are implemented, it is likely the noise levels A noise monitoring program is underway and at the assessed locations in Wattle Grove, Casula will continue during construction and operation. and North Glenfield will be less than the guidelines. Noise monitoring data, which has been collected This will be assessed further before the project since August 2012, has been included in MIC’s approval for the terminal is sought. assessments of noise impacts, and is also available on MIC’s website. Operational noise impacts When the terminal is fully operating (in 2030) if Potential impacts of the terminal no noise mitigation were implemented, noise The noise and vibration impact assessment from terminal operations would exceed the noise considered when the terminal will have its maximum assessment criteria at the nearest residences in noise and vibration impacts. Casula, Wattle Grove and North Glenfield. This would occur under certain conditions for all three layout MIC’s technical assessment approach and results options. Due to the proximity of residences to the are based on a ‘worst case’ situation, that is, without western boundary of the terminal, Casula residents the presence of noise walls or other noise-reducing are predicted to be the most affected. measures that could be required for the terminal. For operation of the rail connection to the SSFL, Consequently, the results include some exceedances noise levels at the nearest residences in Casula were of noise guidelines. However, when the detailed predicted to exceed the amenity noise criteria if the design of the terminal is prepared (in 2015) mitigation northern rail option were constructed, but comply measures will be chosen to ensure noise levels are with the criteria for the central and southern rail beneath the guideline limits. options. Noise levels at all non-residential locations were predicted to comply with the amenity noise criteria for all layout options.
Environmental Impact Statement exhibition – information booklet | 11 FAINT MODERATE VERY LOUD EXTREMELY LOUD PAINFUL • Designing the layout of the terminal to have noisy activities further away from noise-sensitive dB 30 40 50 60 70 80 90 100 110 120 130 140 locations and providing buffering from other quieter activities.
Quiet • Undertaking noisy construction work during the room Vacuum Firecrackers, Hair dryer, Whisper cleaner Power gun blast less sensitive evening period when works are motorcycle, lawn Normal truck traffic mower Jackhammer required outside of the standard daytime hours, conversation Chain saw, snowmobile where practical. Moderate Alarm clock, Sandblasting, rainfall city traffic loud rock concert • Ongoing community consultation and complaints Common noise levels management process. • Ongoing monitoring of noise levels. Operational noise mitigation will be required to The potential reduction in noise needed to meet address the exceedances. With mitigation in place, noise guidelines is summarised in the table below. and providing they achieve their full potential, all noise During the early morning and night-time of the goals are expected to be met. This will be confirmed winter months, the local temperature inversion when the project approval for the terminal is sought. may enhance noise and, at these times, additional mitigation by 1 to 3 decibels dB(A) may be needed. Noise mitigation options A suite of mitigation measures is available to Reduction in noise levels to achieve guidelines manage noise and vibration impacts. Some of these (neutral conditions) measures are subject to further detailed assessment, Noise from terminal operations: which will be undertaken as detailed designs for the Up to 9 dBA northern rail option; terminal are developed. Up to 13 dBA central rail option; Key measures may include: Up to 11 dBA southern rail option. • Restricting construction works to standard Rail access to the SSFL: construction hours unless essential and approved. Up to 17 dBA norther rail option. • Terminal design and equipment to minimise noise. This could include noise reduction barriers such as noise walls or earth mounds, silencers on plant and equipment, equipment covers, or tonal reversing alarms.
12 | Environmental Impact Statement exhibition – information booklet Noise levels: Daytime noise levels with the northern rail connection (2030) – before mitigation.
Environmental Impact Statement exhibition – information booklet | 13 Modelling of a possible noise mitigation scenario (noise barriers Georges River and acoustic enclosures for the Liverpool Public School 32 northern rail option) found that: 31 Liverpool West Public School • noise from terminal operations would be reduced by up to Impact Church Liverpool 30 11 dB(A) at nearby homes – 29 St Francis Xavier Catholic Church this would comply with noise 18 Church Road guidelines at most homes. Residual noise at some of Lakewood Crescent 1 the nearest homes in Casula and Wattle Grove would Lurnea High School 28 St Andrews Boulevard 2 Casula Primary School 27 14 Anzac Road 37 Wattle Grove Long Day still be 1–4 dB(A) above the 3 Buckland Road Care Centre guidelines, depending on Dunmore Crescent 4 35 DNSDC (2015-2030) weather conditions. 38 Casula Powerhouse Arts Centre 26 Casula High School 5 Leacocks Lane 39 Boundary point • noise from the rail connection 13 Martindale Court All Saints Catholic College 25 33 DNSDC (2014) would be reduced by up to Maple Grove 24 6 Leacocks Lane St Marks Coptic College 23 Retirement Village 15 dB(A) – this would comply Corryton Crescent 12 with noise guidelines at all 22 Wattle Grove Public School
homes, with the exception Slessor Road 7 Yallum Crescent 17
of a 2 dB(A) exceedance of Wallcliff Crescent 11 the night‑time noise goal at Glenfield rise development 34 EAST HILLS RAILWAY LINE
Lakewood Crescent in Casula. 15 Cambridge Avenue 8 Canterbury Road Ferguson Street 9 Hurlstone 21 10 Goodenough Street Mitigation options will be further Agricultural School 20 Glenfield Public School investigated when detailed 36 Playground Learning Centre terminal designs are prepared. 19 Glenwood Public School
AIN SOUTH(and RAILWAY SSFL) LINE FAQ – Will there be a curfew to M reduce noise at night? No. Once fully operational the 16 Guise Public School N terminal will operate 24 hours 0 1km a day, 7 days a week. While the terminal is being built, from IMT boundary Air quality assessment sites: the 38 potentially 2018 to 2030, truck gates to the 1 Assessed receiver sensitive locations where local air quality impacts of terminals are expected to be open the terminal were assessed. 16 hours a day, 5.5 days a week.
214 | | EnvironmentalEnvironmental Impact Impact Statement Statement exhibition exhibition – – information information booklet booklet Vibration impacts — and other pollutants associated with combustion engines from vehicles, plant and machinery. This Vibration from construction and operation of the is particularly evident during the peak period of terminal was assessed against guidelines from construction expected in 2016. the NSW Environment Protection Authority and international standards. No exceedances of the Operational air quality impacts construction or operational guidelines were predicted. Vibration impacts are expected to be minor and The terminal will make a small contribution to existing manageable through standard mitigation measures. concentrations, which will remain below guideline limits. In the case of particulate matter, the terminal will not cause any additional exceedances of Local air quality impacts guidelines (i.e. beyond those that are already caused, Existing air quality and allowed for in the guidelines, by events like bushfires and dust storms). The air quality impact of the terminal was estimated at 38 locations in the local area, including residential Combustion engine emissions from locomotives, properties, schools, and aged care facilities. heavy vehicles and in-terminal mobile equipment fuelled by liquefied natural gas and diesel present the The assessment included the impact of a number greatest potential for local air quality impacts. These of industrial and non-industrial sources close to the pollutants include oxides of nitrogen (NOx), carbon terminal site, which have the potential to influence the monoxide (CO), sulphur dioxide (SO2), PM10, PM2.5, local airshed. These include existing industries to the volatile organic compounds (VOCs) and poly‑cyclic east and north-east, the Glenfield Landfill to the south- aromatic hydrocarbons (PAHs). west, traffic emissions from the surrounding road network, including the M5 Motorway, and diesel trains Air quality mitigation options on the SSFL to the west. A suite of management and mitigation measures Existing local air quality generally complies with can reduce local air quality impacts to prevent the air quality guidelines. For particulate matter terminal from causing new exceedances of air quality (PM), the guidelines allow some exceedances to guidelines during construction and operation. accommodate events like bushfires. Because of such events, the area near the terminal already Key measures could include: experiences some exceedances of the PM10 and • development and implementation of regulator-
PM2.5 guidelines, but these are within the allowance approved air quality management plans for for exceedances. construction and operation; A local air quality monitoring program for the project • operational plant and equipment to be gas or has been in place since August 2012. The data is electric powered to minimise emissions; available on MIC’s website. • ambient air quality monitoring to ensure compliance with environmental limits; Construction air quality impacts • regulator-approved measures for dust The terminal will make a small contribution to management, screening and watering processes; existing concentrations, which will remain below • covering of loads and stockpiles; guideline limits. • avoiding pollutant generating activities during adverse weather conditions such as high winds; Certain pollutants have the greatest potential for local air quality impacts. These include emissions • use of vehicles compliant with relevant emission standards; of particulate matter — including PM10, PM2.5 total suspended particulates (TSPs) and deposited dust • avoiding motor idling, using cleaner fuel technology as available and feasible.
Environmental Impact Statement exhibition – information booklet | 15 PM10 and PM2.5 PM10 is particulate matter less than or equal to 10 micrometres in aerodynamic diameter – or ‘dust Particulate matter (PM) is an air pollutant that particles’. PM has a diameter less than or equal to community members have expressed concern 2.5 2.5 micrometres. (A micrometre is one thousandth of about. The graphs on this page show the existing a millimetre). background levels of PM10 and PM2.5 (green) and the additional particulate matter predicted from the terminal (orange). The graphs show that the FAQ – Liverpool already has air quality issues, terminal will not cause additional exceedances of the won’t this increase them? guidelines and, generally, particulate matter levels are Air quality monitoring has demonstrated that the below the guidelines. As noted above, the guidelines concentration of different airborne pollutants in permit some exceedances to allow for events like Liverpool is generally well below guidelines. bushfires and dust storms, which significantly increase particulate matter in the atmosphere. Human health risks and impacts Two health impact studies were undertaken – PM10 levels with and without the terminal (24-hour average, µg/m3) a human health risk assessment and a health impact assessment. These studies used the most up-to-date science, including reports and data from the World Health Organization and Australian government bodies. The human health risk assessment analysed existing and likely future air quality conditions, and investigated the link between these conditions and the future health of the community (e.g. asthma and other respiratory diseases). The health impact assessment took into account the findings of the health risk assessment but also investigated health impacts more broadly, and considered issues such as noise, disturbance, light spill and other social impacts on the health of the PM2.5 levels with and without the terminal (24-hour average, µg/m3) community. In this context, health includes factors such as stress as well as positive factors such as improved economic conditions. The studies found exposure to particulate matter emissions can be linked to various health impacts such as respiratory illnesses. However, the assessment found that the likely effects are low due to the low levels of exposure and low particulate matter emissions from the terminal in the surrounding area. As such, any potential health risks or impacts of the terminal are considered acceptable within existing requirements.
16 | Environmental Impact Statement exhibition – information booklet Noise can have health impacts such as sleep FAQ – What guarantee is there that the offset disturbance and cardiovascular problems. land won’t be built on? Without mitigation, construction and operational The offset land must be conserved in perpetuity noise from the terminal would potentially lead to through a secure conservation agreement with health concerns. However, with the proposed relevant regulators. There are various ways to do implementation of construction and operational noise this, including through a BioBanking agreement, a mitigation, noise from the terminal should not create Voluntary Conservation Agreement under the NSW health concerns. National Parks and Wildlife Act 1974, or a Property Traffic congestion has the potential to contribute Vegetation Plan under the NSW Native Vegetation to health impacts such as stress and anxiety. This Act 2003. would notably affect users of Moorebank Avenue during construction. However, once proposed Water quality mitigation measures are implemented (e.g. widening Moorebank Avenue), the terminal is expected to Water capture and treatment ponds incorporating have net positive health outcomes in relation to environmental habitat, and other water sensitive traffic congestion. urban design features, will be included in the design to ensure no degradation of water quality in the Considering these conclusions, the mitigation Georges River. Additional water quality monitoring measures proposed for local air quality, noise in the Georges River is currently being undertaken and vibration, and traffic, transport and access to better understand current conditions and monitor would ensure that any human health impacts future water quality. The data is available on MIC’s are insignificant. website. An independent peer review of the HIA was carried out, which found the HIA to be well-developed Contamination and comprehensive. Existing areas of contamination on the site will be remediated before construction begins to remove risk FAQ – Won’t this terminal make our already bad to workers and the surrounding environment. rates of asthma worse? The human health risk assessment identified there Managing waste would not be an increase in respiratory illnesses due to the terminal. Waste will be minimised and managed sustainably using measures set out in a waste management Biodiversity offset land plan. Resource use (including energy, fuels, water and construction materials) would be consistent with Although up to 50 hectares of vegetation may be the sustainability principles of the development. Best cleared and fauna habitats removed for the site of practice technologies and regular auditing will reduce the terminal, vegetation along the Georges River will energy consumption, resource use and greenhouse be retained and enhanced as part of a conservation gas emissions. zone. Other vegetated land will be protected as part of a package of biodiversity offsets to compensate for on-site vegetation clearing. The technical assessments show that the construction and operation of the terminal will not significantly impact any threatened species or ecological community.
Environmental Impact Statement exhibition – information booklet | 17 Aboriginal heritage Noise impacts The greatest noise impact on the arts centre is Some areas of Aboriginal significance were identified, likely to occur during the construction of the rail including three potential scarred trees and some infrastructure, particularly the rail bridge over the potential archaeological deposits. In consultation Georges River, if the northern option is selected. with the local Aboriginal community, a range of The bridge would be approximately 600 m north of mitigation strategies will be further considered the arts centre. and implemented during the detailed design and construction phases of the project to respect and During construction of the bridge some exceedances preserve Aboriginal heritage. of noise guidelines in the Casula area are expected, although these should be localised and short-term. European heritage It is likely that these impacts can be reduced to guideline levels. A number of items of European heritage significance will be preserved and relocated, and the detailed If the southern or central rail access option is designs for the site will explore opportunities to avoid selected, less noise would be experienced at the impacts. Archival recording of all impacted heritage arts centre. However, with a northern rail connection, items will be undertaken. only interstate trains would travel past the arts centre (12 trains a week). With a southern or central rail connection, all trains associated with the terminal Riverside amenity and the Casula would travel past the arts centre. import-export trains Powerhouse Arts Centre (137 trains a week) would travel southbound on the way in and northbound on the way out. The connection between the freight rail line and the Moorebank site is a key component of the terminal. If Traffic and access impacts the terminal operator selects the northern rail access option, the Australian Government would need to During the construction of the rail bridge over the acquire some land owned by Liverpool City Council Georges River (northern or central options), works for the rail connection. This land is located to the would be undertaken from the west side of the north of the Casula Powerhouse Arts Centre. Once river in the vicinity of the arts centre. During this the bridge is built, surplus land would be returned to time, the area may experience traffic and access Council to minimise impacts on the arts centre and impacts from the movement of heavy vehicles and the surrounding parkland. construction machinery, or short term periodic road closures. When the construction works are finalised, Our technical assessments included studies of the specific impacts will be described in the construction potential impacts of the terminal on the Georges environment management plan, which will include River area and the arts centre. Key results regarding detailed traffic management measures to prevent impacts specific to this area are summarised below. and control traffic and access impacts to the area. Road access to the arts centre would be maintained at all times.
18 | Environmental Impact Statement exhibition – information booklet Impact of a combined The cumulative operational impacts could include: MIC‑SIMTA terminal • increased traffic congestion due to additional warehousing, particularly at the Moorebank The EIS considers the impacts if development Avenue and Anzac Road intersection; occurred on both the MIC and SIMTA sites. Given • a slight increase in noise levels at sites close to the capacity constraints on the rail network and the terminal taking noise levels above guidelines at forecast demand for freight in south-west Sydney, some locations in Wattle Grove and Casula during the SIMTA project and the Moorebank Intermodal the evening and night time; Terminal would not operate concurrently in their • additional air quality impacts, including levels of current proposed forms. Therefore, three cumulative diesel or petrol emissions being above guidelines, scenarios were assessed in detail in the EIS to due to additional trucks association with the consider the impacts of both projects: additional warehousing. • Scenario 1: Operation of the Moorebank terminal as described in the EIS, alongside development of Design and mitigation measures at both sites would 300,000 m2 of warehousing on the SIMTA site; be required to reduce these impacts to guidelines. • Scenario 2: Operation of the Moorebank These measures would include upgrades to terminal with an import-export terminal (500,000 Moorebank Avenue and intersection design changes containers per year capacity), an interstate at Moorebank Avenue and Anzac Road. Additional terminal (500,000 containers per year capacity) local air quality and noise mitigation may also and 300,000 m2 warehousing alongside be required. development of the SIMTA site with an import- Coordinated construction management plans may export terminal (500,000 containers per year also be required, along with a coordinated approach 2 capacity) and 300,000 m of warehousing; and to the operation of both developments. • Scenario 3: Operation of the Moorebank terminal with an interstate terminal only (500,000 A further EIS would be required if SIMTA is chosen containers per year capacity) and 300,000 m2 as the operator of the MIC terminal and, as result, the of warehousing alongside the operation of the terminals are combined. SIMTA site as currently proposed (1 million import- export containers per year and 300,000 m2 of warehousing). These scenarios will assist the regulators to assess the impacts if MIC’s and SIMTA’s terminals were combined (i.e. if SIMTA is selected as the operator of MIC’s terminal). As such, the EIS looks at the impacts of all three scenarios on traffic and transport, noise and vibration, local air quality and human health. The assessments found that during construction of a combined development, no significant cumulative impacts are expected because the most significant construction works for each project would take place at different times and in different locations. If there was a potential for concurrent works, the projects would coordinate their activities to minimise any impacts.
Environmental Impact Statement exhibition – information booklet | 19 Have your say on the EIS You can make a written submission on the EIS until View the EIS 8 December 2014 by: You can view the full EIS online at: • Using the online form at: majorprojects.planning.nsw.gov.au www.micl.com.au/community/eis or • Posting a written submission that majorprojects.planning.nsw.gov.au notes the application number SSD 5066/EPBC 2011/6086 to: Hard copies of the EIS are also available at the following locations during regular business hours: Attention: Director, Infrastructure Projects • Liverpool City Council Customer Service Centre – Planning Systems Level 2, 33 Moore Street, Liverpool; Department of Planning and Environment GPO Box 39 • Liverpool City Library – Library Plaza, SYDNEY NSW 2001 170 George St, Liverpool; • Campbelltown City Council – Council Chamber, The Department of Planning and Environment will Corner Queen and Broughton Streets, publish your submission on its website in accordance Campbelltown; with the privacy statement. • Glenquarie Branch Library – Brooks Street, Macquarie Fields; Making a submission • NSW Department of Planning and Environment All submissions are considered as part of the Information Centre – 23–33 Bridge Street Sydney; approval process and the issues they raise must be • Nature Conservation Council of NSW – addressed by MIC in a report to the regulators. Level 2, 5 Wilson St, Newtown. The following tips may help make sure your submission is as effective as possible: Stay involved • Clearly note the application number SSD 5066/ • Visit the MIC website at www.micl.com.au to EPBC 2011/6086 and that you are commenting register for updates or view more information on the Moorebank Intermodal Terminal Project about the project. Environmental Impact Statement; • Provide your name, address, phone and/or email address (in case any clarification is needed about your submission); • State whether you support or object to the proposal and the reasons for your view; • If you are addressing multiple matters use sub‑headings and address each matter separately; • Give source details of any information you have used to support your views; • Ideally, type your submission, using double spacing and page numbers.
20 | Environmental Impact Statement exhibition – information booklet What happens next? We are here Concept approval
1. EIS containing concept design and early works package on display for public exhibition
2. MIC considers all submissions before reporting back to the environment and planning authorities
3. Commonwealth and NSW environmental and planning authorities asess the submissions report and the EIS, and approve decisions made Detailed design
4. Private proponent selected and early works commence mid-2015 – these are works to prepare the site for the construction of the terminal, such as removal of contamination and demolition of buildings
5. Finalise detailed designs for the terminal and undertake a new EIS for the final design for the first stage of the If this concept design terminal development receives Commonwealth approval, no further assessment by the Commonwealth Detailed design approval process is required
6. EIS containing detailed design for first stage of terminal development on public exhibition
7. MIC considers all submissions before reporting back to the NSW environmental and planning authority
8. MIC’s response to submissions and the EIS is assessed and approval decision about the first stage of terminal development made
9. If approved, construction can commence
Environmental Impact Statement exhibition – information booklet | 21 MOOREBANK INTERMODAL COMPANY 1300 382 239 www.micl.com.au