BANKSMEADOW TRANSFER TERMINAL ENVIRONMENTAL IMPACT STATEMENT

Transcription

1 BANKSMEADOW TRANSFER TERMINAL ENVIRONMENTAL IMPACT STATEMENT

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3 Hyder Consulting Pty Ltd ABN Level 5, 141 Walker Street Locked Bag 6503 North Sydney NSW 2060 Australia Tel: Fax: VEOLIA ENVIRONMENTAL SERVICES BANKSMEADOW TRANSFER TERMINAL Environmental Impact Statement Author Claire Hodgson and Sara-Rose Pogson Checker Michael Chillcott and Shannon Blackmore Approver Garth Lamb Report No N0001-AA EIS-03 Date 8 April 2014 Revision 4 This report has been prepared for Veolia Environmental Services in accordance with the terms and conditions of appointment for Banksmeadow Transfer Terminal dated 27 March Hyder Consulting Pty Ltd (ABN ) cannot accept any responsibility for any use of or reliance on the contents of this report by any third party. Hyder Consulting Pty Ltd-ABN z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx Page i

4 STATEMENT OF VALIDITY This Environmental Impact Statement has been prepared in accordance with relevant requirements of the Environmental Planning and Assessment Act 1979 and Environmental Planning and Assessment Regulation Title Name Qualification Associate Business Director Waste Garth Lamb Bachelor of Environmental Science (Land & Resource Management, Honours) and Master of Journalism and Graduate Certificate of Applied Finance Senior Environmental Consultant Shannon Blackmore Bachelor of Environmental Management and Laws Environmental Consultant Sara-Rose Pogson Bachelor of Engineering (Civil) (Hons) and Master of Environmental Management Graduate Environmental Consultant Claire Hodgson Bachelor of Arts (Environmental Studies) and Masters of Environmental Planning Address Level 5, 141 Walker Street Locked Bag 6503 North Sydney, New South Wales 2060 Australia In respect of: Applicant name: Banksmeadow Waste Transfer Terminal Veolia Environmental Services (Australia) Pty Ltd Applicant address: PO Box 171 Granville, New South Wales 2142 Australia Proposed development: Development of the Banksmeadow Waste Transfer Terminal, including: Demolition of existing buildings Construction and Operation of a waste transfer terminal and associated rail infrastructure to receive and process up to 400,000 tonnes per annum of putrescible waste and up to 100,000 tonnes per annum of non-putrescible waste Transfer of putrescible waste by rail to Woodlawn for treatment, recycling and energy recovery Transfer of non-putrescible waste by semi-trailer to resource recovery facilities, such as the Camellia Recycling Centre for recovery of recyclables prior to re-processing. Land to be developed: McPherson Street, Banksmeadow Lot 1 in DP , Lot A in DP & Lot B in DP Beauchamp Road Part of Lot 2 DP Environmental assessment An environmental impact statement is attached, which investigates potential impacts on the following: : Strategic land use planning Waste Management and Air Quality and Odour. Greenhouse Gas Page ii z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

5 Reduction Traffic, Transport and Access Noise Heritage Soil and Water Hazards and Risk Biodiversity and Vermin and Pest Management. Declaration: Name: Position: Pursuant to clause 6(f), Part 3, Schedule 2 of the Environmental Planning and Assessment Regulation 2000, I declare that this Environmental Impact Statement (EIS): Has been prepared in accordance with the requirements of the Environmental Planning and Assessment Act 1979, Environmental Planning and Assessment Regulation 2000, and the Director General Requirements (SSD 13_5855) dated April Contains all available information relevant to the environmental assessment of the development to which this EIS relates; and Contains information that is neither false nor misleading. Garth Lamb Associate Business Director Waste Signature: Hyder Consulting Pty Ltd-ABN z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx Page iii

6 EXECUTIVE SUMMARY Introduction This Environmental Impact Statement (EIS) has been prepared on behalf of Veolia Environmental Services (Australia) Pty Ltd (Veolia) to support a State Significant Development (SSD) application under Part 4, Division 4.1 of the Environmental Planning and Assessment Act Division 4.1 of the EP&A Act identifies the Minister for Planning and Infrastructure (the Minister) as the consent authority for development that is identified as SSD. The Proposal is for the construction of the Banksmeadow Transfer Terminal and associated rail infrastructure. The Proposal would containerise putrescible waste for rail haulage to the Woodlawn Eco- Project site, near Goulburn, NSW, for treatment, recycling and energy recovery. The terminal would also house an area where loads of non-putrescible waste would be consolidated into semi-trailers for transfer to resource recovery facilities, such as the proposed Camellia Recycling Centre, for further recovery of recyclable material. The Proposal would, once operational, be capable of processing up to 400,000 tonnes of putrescible waste and 100,000 t of non-putrescible waste per annum for transfer to various resource recovery facilities. This EIS has been prepared by Hyder Consulting (Hyder) on behalf of the Veolia, as the Proponent, to support an application for approval of the Banksmeadow Transfer Terminal, as described in Section 3 of this EIS. It has been prepared in accordance with the Director General Requirements (DGR s) issued in April 2013 by the Planning and Infrastructure (P&I), the Environmental Planning and Assessment Act 1979 and Schedule 2 of the Environmental Planning and Assessment Regulations Need for the Proposal Landfill diversion targets set by the NSW Government, in conjunction with the sustainability expectations of local communities and increasing waste disposal costs, are acting as catalysts for local governments, businesses and industries to seek alternatives to landfill disposal. For Sydney councils wishing to use Advanced Waste Treatments (AWTs) for processing of their residual waste, there is a lack of choice and competition as current AWTs within the immediate Sydney region are owned or controlled by one company. In order to address the lack of alternatives in AWT facilities, Veolia is constructing the Woodlawn Mechanical Biological Treatment (MBT) facility for processing of mixed residual waste. Landfill capacity in the immediate Sydney region is also limited, and the remaining operational putrescible waste landfills are also controlled by one company. The sole alternative for disposal of putrescible waste is the Woodlawn Bioreactor at Veolia s Woodlawn Eco-Project site. Veolia has recently entered into a contract with eight SSROC member councils for processing in excess of 100,000 tpa of their residual household waste through the Woodlawn approved MBT facility. Veolia currently uses its Clyde Transfer Terminal (Clyde TT) facility for transport of up to 500,000 tpa of waste from Sydney to the Woodlawn Eco-Project site (which includes the MBT facility and the Woodlawn Bioreactor), which is approximately 250 km south of Sydney. However, despite approved capacity at the Woodlawn Eco-Project site to handle more than twice this volume of waste, the Clyde TT is currently operating at full capacity. In order to create choice and competition within Sydney for the management of residual waste, there is a need to develop a new transfer facility in Sydney to service the Woodlawn Eco-Project site. The Banksmeadow TT is proposed to meet this need. Proposal scope The Banksmeadow TT would involve the development of a new waste transfer building, as well as associated road and rail infrastructure, including: Page iv z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

7 An access road for putrescible and non-putrescible waste trucks entering and exiting the facility from Beauchamp Road. Incoming and outgoing weighbridges to check the waste type and weight of the waste being delivered to the facility. An enclosed building for the unloading and handling of waste, with environmental controls such as dust suppression and odour control systems. A hardstand area for temporary storage and manoeuvring of full and empty sealed shipping containers prior to loading on to trains. Rail sidings for the loading of fully sealed containers onto trains for rail transport to the Woodlawn Eco- Project site. The Banksmeadow TT incorporates key learnings from Veolia s other waste management operations, in particular the Clyde TT. Changes, following Veolia s operational experience, which have been introduced to improve odour control at the Clyde TT, have included: A modification to air extraction systems, in response to clogging/blinding of filters in original design Surfacing to avoid leachate penetration and subsequent odour emission, into the concrete tipping floor. These, and other measures, have been adopted from the outset in this proposal. Veolia continually reviews its waste operations to improve environmental performance and, as necessary, undertakes alterations to operational management and facility design. The design of the Banksmeadow TT facility does not preclude the introduction of additional odour control measures in the future, in the unlikely event that they are required. Potential additional measures may include: Installation of rapid-close roller doors Adjusting ventilation rates (at present the air extraction system has been over-designed to accommodate this). Any future implementation of additional odour management measures would be considered by Veolia based on operational performance of the facility. Prior to commencement of construction the site would be remediated to a level appropriate for use as a waste transfer terminal. Construction of the Proposal would involve the demolition of two main engineering buildings and four smaller structures presently on the Proposal site, and the removal of the existing asphalt driveway and parking area. Description of operations The Banksmeadow TT would be designed to receive and containerise up to 400,000 t of putrescible waste for transfer via rail to the Woodlawn Eco Project site. Once the waste has been deposited on the floor of the enclosed building, it would be pushed by a front end loader to one of two chutes that feed the waste compactors. A scale with an electric display would inform the front end loader operator when the compactor is approaching the maximum capacity. Once the correct weight is loaded, the compactor would compress the waste into a consolidated bale that is inserted into specially designed shipping containers, which have seals to prevent the release of any leachate and carbon filters to prevent the release of odour from the waste during transport. Once the waste has been inserted into the container, any residual waste is removed from around the container door, and the container is sealed. The container would then be moved outside the terminal building where a container handler would lift it and transport it either directly to a waiting train, or to a container storage area, ready for transport on the next available train. The compacting and filling process would take approximately 20 minutes per container. It is proposed that two compactors would operate at the Banksmeadow TT, allowing for regular maintenance of the compactors as part of the continued operation of the facility. Hyder Consulting Pty Ltd-ABN z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx Page v

8 The specially constructed shipping containers would be railed to the Crisps Creek Intermodal Facility near the Woodlawn Eco-Project site. From there the waste would be trucked approximately 8 km to the Woodlawn Eco-Project site. When the train returns to Sydney with the empty containers ready for re-loading, any surplus empty waste containers would be stored at the Banksmeadow TT site in the container storage area. The Proposal would have the capacity to containerise approximately189 t of putrescible waste per hour and would be open to receive waste 24 hours a day, seven days a week. The timing of the train operations will be dependent on availability of train pathways on the main railway line. The Banksmeadow TT would be designed to receive up to 100,000 t of non-putrescible waste, which will be consolidated into semi-trailers within the transfer building for transfer to resource recovery facilities, such as the proposed Camellia Recycling Centre, for recovery of recyclables prior to re-processing. Segregated loads of greenwaste, timber, concrete and scrap metal would be directed to specific storage bays. Mixed non-putrescible waste would be deposited on the floor of the terminal building. A front end loader will push mixed non-putrescible material to the edge of tipping floor, where an excavator with a grapple arm will be used to load material into an open-top walking floor trailer. Timing Subject to approval, the Proposal is expected to start accepting waste by late 2015 to early Initially the terminal is expected to process 200,000 tonnes per annum of putrescible waste, increasing at 50,000 tonnes per annum until it reaches its capacity of 400,000 tonnes per annum. The facility would commence receipt of approximately 100,000 tonnes per annum non-putrescible waste in Proponent and site details The Proponent is Veolia Environmental Services (Australia) Pty Ltd (Veolia) which is a subsidiary of Veolia Environment. The Proposal site (the Site) is situated in the suburb of Banksmeadow, on the western side of Beauchamp Road, and the northern side of McPherson Street. It includes part of the land owned by Asciano Services Pty Ltd. (Asciano) at 14 Beauchamp Road, as well as land owned by Keith Engineering Pty Ltd at McPherson Street. The Site is located largely within the City of Botany Bay local government area (LGA). The proposed entry at the intersection between Beauchamp Road and Perry Street is located in the LGA of Randwick City Council. The Asciano owned portion of the site is presently used for rolling stock storage and is temporarily being used for container handling purposes. These activities would cease prior to commencement of construction at the Proposal site. The Keith Engineering owned portion of the site is currently used for a variety of uses, including skip bin storage and for storage by Keith Engineering, Rosemounts & Co. and Harvest Maid Dehydrators. The main factory building holds items such as truck trailers, stadium collapsible chairs and machinery used by adjacent buildings. The hardstand area of the Keith Engineering site immediately in front of the large warehouse is currently used to store semi-trailers and containers. Consultation As part of an ongoing commitment to stakeholder engagement, Veolia has implemented a program of communication and consultation during the preparation of the Environmental Impact Statement. Veolia has consulted with statutory agencies and stakeholders throughout the preparation of including: Environment Protection Authority Randwick City Council Botany Bay City Council Transport for NSW, including Sydney Ports NSW Ports Page vi z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

9 NSW Office of Water. Key issues raised during consultation with statutory agencies and stakeholders included: Waste management and reduction: How the Proposal would achieve the resource recovery targets under the WARR and document how the proposal would work with the Woodlawn MBT. Traffic, transport and access: Consideration of existing traffic on the surrounding road network, consideration of existing and future traffic from port related development and local development proposals. Identification of road upgrade requirements and mechanisms for funding. Rail access: Details of connection and access requirements to the Botany Goods line. Noise: Noise impacts of the proposal on residential and adjacent industrial receivers. Air quality and odour: Odour impacts on surrounding area and measures to mitigate. Stormwater and flooding: Consideration of existing flood studies undertaken by Botany City Council and impacts of the development on flooding. Control of stormwater leaving site and prevention of stormwater from entering ARTC land. Contamination: Assessment of site contamination on site and identification of USTs present on site. Development of remedial strategies. Hazards and risk: Determine hazardous materials with existing structures and identification of hazardous substances to be used or transported to site. The key objectives of the community focused communication and consultation program have been to: Educate stakeholders regarding key aspects of the proposal and the EIS process; Inform community groups and neighbours to help the project team understand concerns; and Proactively engage with all stakeholders to identify issues that can be addressed before the public exhibition period of the EIS. Consultation with community groups, individuals and organisations has focused on providing general project information and on obtaining feedback on the proposed Banksmeadow TT. Key community consultation activities undertaken to date have included: Establishment of a dedicated webpage, offering general information on the Proposal. Establishment of a 1800 community line and project to provide a central point and contact for community enquiries. Letter notifications of the nearest residential areas, in the suburbs of Hillsdale and Matraville. Community briefing at the Matraville Precinct meeting. Issues raised by the community during consultation have been addressed within this EIS. Key environmental issues The various components of the biophysical, social, and economic environment have been considered in this EIS. The key environmental aspects and associated impacts of the Proposal are those aspects which require a more detailed assessment to identify their potential impacts on the environment. These key aspects relate to: Soils and contamination. Hydrology and flooding. Traffic and access. Waste Management. Hyder Consulting Pty Ltd-ABN z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx Page vii

10 Noise and vibration. Air quality and odour. Hazards and risk. Greenhouse gas. The results of the assessments of these key environmental aspects are presented within Section 8 and are summarised as follows. Soils and contamination Construction of the Proposal would require clearing of the whole Proposal site, which has the potential to cause erosion and sedimentation. The Site has been determined to pose a low potential erosion hazard, and the highly permeable course sand grains found within the area means that the sedimentation risk is lowered. Increased salinity may also become an issue during the construction phase and there is potential that potential acid sulphate soils (PASS) may be disturbed. Mitigation and management measures to minimise these risks would be implemented and an acid sulphate soils management plan should be prepared. Douglas Partners have undertaken detailed site investigations on the Site and identified six areas of environmental concern that require remediation and/ or management prior to use of the Keith Engineering site for the purposes of the Proposal. Management of soil contamination would also be required on Asciano land to make the land suitable for the Proposal. Douglas Partners (2013) undertook a review of remedial and management options that are available for the Proposal site. Remediation and on-going management to render the Site appropriate for the operation of the Banksmeadow TT would be undertaken as part of the Proposal. Key measures to manage soils and contamination on the Site include: A Construction Soil and Water Management Plan (CSWMP) would be developed prior to commencement of construction, in accordance with the Blue Book (Landcom, 2004). Progressive erosion and sediment control plans (ESCP) would be developed in accordance with CSWMP to reflect changes to the level of disturbance. A Remedial Action Plan prepared for the Keith Engineering land and a plan, detailing measures for the management of contamination identified on Asciano land would be implemented. The plans would be subject to review and approval of a NSW EPA accredited Site Auditor. An Acid Sulphate Soil Management Plan (ASSMP) would be developed prior to commencement of construction. Construction workers would be instructed on the identification of PASS and ASS during the site induction and the requirements of the ASSMP. Hydrology and flooding A Stormwater Management Report was prepared as part of the EIS. Construction of the Proposal would require clearing of the whole Proposal site, which has the potential to cause erosion and sedimentation. However, the Site has been determined to pose a low potential erosion hazard. There would be a minor impact on the groundwater level during the construction of the facility due to dewatering, infiltration systems would not be utilised due to the proximity of the water table to surface level. The majority of the Site would be paved due to the nature of the development and their intermodal transport requirements. There is potential to significantly increase the amount of runoff from the Site once it is developed due to an increase in impervious surfaces and the interception of runoff that was previously escaping the Site in an uncontrolled manner. On-site detention (OSD) would be provided to mitigate the increase in flows leaving the Site and offset the increase in run-off. The area around the Site has been heavily disturbed and is a predominately industrial area; there are no permanent water resources on the Site and groundwater quality is low due to contamination from industrial activity in the area. The quality of these water resources is unlikely to be reduced further by the Proposal. Page viii z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

11 The Proposal has the potential to have an impact on stormwater quality leaving the Site. This would be mitigated through the implementation of water sensitive urban design (WSUD) measures to reduce the impact on stormwater quality as result of the Proposal. Flood mapping prepared for Botany Bay City Council suggests that flood risk at the Site is low and any flood waters would be classified as part of the flood fringe. The Proposal has the potential to reduce the flood storage levels on-site due to levelling of the Site. To mitigate this impact it is proposed that the stormwater strategy would provide sufficient on-site storage to offset any loss in flood storage. Key measures to mitigate impacts on stormwater and flooding include: On site detention would be provided onsite to achieve Botany Bay City Council s requirement of 20% annual exceedance probability event natural condition detention and to offset the calculated flood storage volume of 810 m 3. A 40 kl tank for stormwater storage would be provided beneath the terminal building for the purposes of washdown and toilet flushing to minimise potable water demand at the facility. Water sensitive urban design measures would be included within the detailed design for the Site and would include the provision of bioretention basins and oil and grease interceptors within the new drainage pits. Traffic and Access Construction traffic would temporarily increase local traffic movements over an eleven month period. Construction traffic would be restricted to typical construction work hours and would have short term and localised impacts. At its peak up to 60 trucks per day would access the Proposal site during the construction phase. A Traffic Impact Assessment was undertaken to assess the potential impacts of the project on traffic and transport, once the terminal is operating at full capacity. Once operating at full capacity the Proposal would be expected to require up to 215 trucks per day for the delivery of putrescible waste and up to 140 trucks per day for the delivery of non-putrescible. The transfer of putrescible waste from the facility would by via rail, requiring one train per day, and the transfer of non-putrescible waste from the facility would be expected to require up to 16 trucks per day. As a result of these truck movements the assessment determined that there would be changes in traffic performance at the Perry Street / Beauchamp Road intersection. The assessment identified that mitigation measures would be required to accommodate traffic demands from background growth and additional traffic generated by the Banksmeadow TT when the Site is fully developed and operational. Mitigation measures identified include: Veolia would enter into a Works Authorisation Deed with RMS for the upgrade of the Beauchamp Road/Perry Street intersection. Site Access would provide access for future land use development proposals on Asciano land, to the immediate north of the Banksmeadow TT site. Interconnectivity would be provided within the Proposal site between McPherson Street entry and the Perry Street / Beauchamp Road access. A Traffic Management Plan (TMP) and Construction Traffic Management Plan (CTMP) will be developed for the Proposal in consultation with Botany Bay City Council and Randwick City Council. These mitigation measures would be designed to restore capacity at the Beauchamp Road / Perry Street intersection. The assessment concluded that the mitigation measures proposed would be effective in accommodating all traffic. The proposed mitigation measures would also provide access for future land use development proposals on the adjacent Asciano Botany Site. Hyder Consulting Pty Ltd-ABN z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx Page ix

12 Potential measures to improve road safety performance on McPherson Street and at the Beauchamp Road/ McPherson Street intersection were also identified and would be implemented as appropriate, in consultation with the Roads and Maritime Services, Botany Bay City Council and Randwick City Council. Discussions between relevant rail asset owners and Pacific National, as Veolia's proposed train operator, are underway regarding a connection agreement for trains associated with the Proposal. Based on existing train paths, there is sufficient access available to accommodate train movements for the operation of the Proposal. The payments made for the access paths would contribute to consolidated revenue of the rail asset managers, providing for rail network upgrades as identified as required by the rail asset managers. Waste Management Construction of the Proposal would require demolition of several existing buildings, which would generate quantities of waste, and the construction of the new facilities, which would also generate further waste in the form of packaging and excess materials. A Construction Waste Management Plan would be developed for the Proposal to identify the key waste streams, likely quantities and disposal locations. Once operational, the Proposal would be capable of processing and consolidating 400,000 t per annum of general solid (putrescible) waste for transport to the Woodlawn Eco-Project site, and 100,000 t of general solid waste (non-putrescible) for transport to various resource recovery facilities. Leachate generated at the Proposal site would be captured within the leachate drainage system, which would be separate from the stormwater system, and would be pumped out into ISO tankers for transport to the Woodlawn Eco-Project site. To minimise impacts associated with waste handling, waste received at the site would be handled on a first in / first out basis, to minimise the residence time at the Proposal site. Procedures for identification and management of non-conforming wastes would be developed and included in the Operational Environmental Management Plan (OEMP) for the Proposal. Key waste management measures would include the following: Development of a Waste Management Plan that would be incorporated into the OEMP for the Site, which would detail waste screening processes, waste handling and loading procedures and including an Asbestos Waste Management Procedure. Development of an Operational Contingency Plan which would be incorporated into the OEMP and specify the procedures to be followed in the event of external or internal events that disrupt the operation of the Proposal. Noise and Vibration Wilkinson Murray was engaged to undertake a noise and vibration assessment for the Proposal. Operational noise emissions from the Site would be expected to fully comply with the relevant Industrial Noise Policy (INP) derived project-specific noise levels at all identified receivers. Full compliance is predicted under both neutral and prevailing adverse meteorological conditions. The assessment also concluded that, given the existing background noise levels experienced by the closest residential receivers to the Site, operational activities would be expected to be rendered inaudible at these localities. Operational noise would not be expected to result in any material increase in cumulative noise levels experience by existing residents and predicted noise levels would be expected to be within the sleep disturbance noise limits. During both the construction and operational phases, road traffic and rail noise levels are predicted to increase by less than 1 db each, complying with the Road Noise Policy (RNP) and Interim Guideline for the Assessment of Noise from Rail Infrastructure Projects (IGANRIP) criteria respectively. Construction noise is not expected to exceed the Interim Construction Noise Guideline (ICNG) construction noise criteria at any residential location, however there is potential for exceedances at the closest commercial and industrial receivers. This impact is considered to be low and best practice measures would be adopted by the developer to appropriately manage construction noise impacts on surrounding businesses. No vibration impacts or structural damage is anticipated at either residential or commercial/ industrial buildings. Monitoring of vibration impacts on the closest receiver, being Botany Building Recyclers, prior to construction is proposed, to determine appropriate mitigation strategies and for visual monitoring of the stockpiles during construction. Page x z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

13 Key mitigation measures to minimise noise impacts associated with the Proposal include: A Construction Noise and Vibration Management Plan would be developed for the construction phase of the Proposal in accordance with the Interim Construction Noise Guidelines (DECC, 2009). A Noise Management Plan Terminal Operations and a Noise Management Plan Rail Operations would be developed for the Proposal, which would prescribe operational measures to minimise noise generation on site. Air quality and odour Wilkinson Murray was engaged to undertake an air quality assessment for the Proposal, with in put from The Odour Unit, based on the experiences at Veolia s Clyde Transfer Terminal. The construction phase of the Proposal would involve clearing of the Site and construction of the transfer terminal facilities, which would include activities with the potential to generate dust emissions. Exhaust emissions from operation of construction vehicles and plant would also generate particulate emissions. These impacts can be effectively controlled through the implementation of standard control measures. Air impacts associated with operations of the Banksmeadow TT comprise potential for dust and odour generation. Dust generated as a result of operation would be expected to be negligible. A dust suppression system would be installed within the terminal building that would emit a fine mist during dusty activities. To allow for the effective control of odour from the putrescible area of the building and minimisation of fugitive odour emissions, a ventilation system would be installed within the Banksmeadow TT building. The system would be designed to replace the air within the terminal building nine times per hour. Odour modelling has shown that, with the implementation of the ventilation stack, odour emissions from the Proposal would be well below the odour emission criteria and odour impacts are not predicted at any residential areas. Additional odour mitigation and management measures would be adopted as part of the Proposal to minimise the risk of odour impacts, including regular maintenance activities, washdown and management of putrescible waste on the tipping room floor on a first-in/ first out basis. An Odour Management Plan would be developed as part of the OEMP and would include additional procedures for minimising odour, including routine maintenance and cleaning of waste trucks and containers would not be allowed onsite, waste delivery trucks would be required to be fully enclosed or covered, waste streams would be kept separate, the floor area of the transfer terminal would be cleaned daily and odour monitoring and reporting would be undertaken to ensure compliance. The following key mitigation measures would be adopted for the Proposal to minimise air quality impacts: A Construction Air Quality Management Plan would be developed for the construction phase of the Proposal which would prescribe measures to minimise air quality impacts, including dust generation and emissions from construction machinery. The putrescible waste side of the terminal building would be enclosed, with the exception of vehicle access openings and an air extraction system. The air extraction system would service the putrescible waste and compactor area, within the northern end of the building, and would manage odour through a single exhaust point to allow for dispersion. The ventilation system for the putrescible waste area of the transfer terminal building would have a single vent stack that would extend to a height of 21 m with a diameter of 2.6 m and be designed to have an exit velocity from the stack of 20 m/s to ensure that the odour emissions from the facility are consistent with those modelled by Wilkinson Murray (2013). Containers used to transport putrescible waste by rail would have carbon filters installed within the air vent and rubber seals around the openings to prevent the emission of odour. Dust generated from non-putrescible and putrescible waste would be managed by dust suppression systems located within the southern end of the transfer building. Hyder Consulting Pty Ltd-ABN z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx Page xi

14 An Odour Management Plan would be developed as part of the OEMP and would include a Procedure for Minimising Odour to ensure waste is managed to minimise the generation of odours. Hazards and Risk A preliminary hazard analysis has been undertaken for the Proposal, which determined that the Proposal is below the screening thresholds for hazardous industries as only minimal quantities of hazardous material would be stored at the site. Risks associated with surrounding land uses, including the Botany Industrial Park were reviewed and it was confirmed that the Proposal site is outside the risk criteria for landuse planning and development of the Proposal is considered acceptable on the site. A review of other hazards and risks posed by construction and operation of the Proposal was undertaken and measures to mitigate those risks identified. Key risks associated with construction of the Proposal include the demolition of asbestos containing structures on Keith Engineering land and the storage of fuels and chemicals for use in construction on the site. All activities associated with the demolition of asbestos containing structures and removal and disposal of asbestos material would be undertaken in accordance with NSW WorkCover s guidelines and the Model Code of Practice - How to Manage and Control Asbestos in the Workplace (Safe Work Australia, 2011). Management and mitigation measures to reduce risk of spills or release of chemicals and fuels during the construction phase of the Proposal would be included in the Construction Environmental Management Plan and would include an asbestos management plan. A number of potential hazards to the environment and/or public health have been identified in relation to the operation of the Proposal; including the potential for spills, fires, disruption of operations, receipt of nonconforming waste, and electrical or equipment failure. Key mitigation measures that would be adopted for the Proposal to minimise hazards and risk include: Construction would be undertaken in accordance with the Work Health and Safety (WHS) Act 2011 and the Model Codes of Practice developed by Safe Work Australia. The OEMP, and supporting specific management plans, would be developed to minimise the likelihood of an incident occurring. The operational procedures to manage the risks associated with activities on the Site and would include an Incident Response Plan, Emergency Response Plan and a Pollution Incident Response Management Plan. Greenhouse gas The Project is forecast to produce approximately 85,272 t CO 2-e per year when operating at full capacity. Annual emissions represent approximately per cent of Australia s total annual greenhouse gas (GHG) emissions and per cent of NSW waste sector. The Proposal has the potential to reduce net greenhouse gas GHG emissions by diverting Municipal Solid Waste (MSW) and Commercial and Industrial (C&I) waste from landfill to be processed at the Woodlawn Eco-Project site. The assessment concluded that the proposal represents an abatement potential of 52 per cent of Scope 1 GHG emissions (87,984 t CO2-e) for each 400,000 t of waste received at the Banksmeadow TT. These projections are based on current waste management standards, although it is likely that technological improvement in the future will increase the efficiency of waste management techniques for the expected lifetime of the Proposal. Mitigation measures have been identified for both the construction and operation phases to further abate greenhouse gas emissions from the Proposal and include: Assess feasibility of efficient electricity devices such as variable speed drives and installation of energy efficient lighting. Use of B20 biodiesel for diesel powered machinery on Site. Page xii z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

15 Other environmental considerations The existing Site has a previous high level of disturbance and as a result there are some aspects of the environment that are unlikely to be affected by the Proposal. While these aspects are unlikely to be affected by the Proposal they have been assessed in the EIS and are summarised below. Land use The Banksmeadow TT would provide an industrial land use consistent with the existing land use, the adjacent land uses and potential future land uses. The Proposal is consistent with land use zoning within the area and would enable the future facilitation of further industrial growth. Biodiversity Construction of the Proposal is likely to require the removal of vegetation from the Site, with the exception of several lemon-scented gums at the McPherson Street site entrance. The removal of vegetation on the Site is not considered to significantly impact on biodiversity values as the Site supports low existing biodiversity values. Operational handling of waste within the Banksmeadow TT would have the potential to attract vermin, flies and birds as the decomposition of waste on-site would emit odours that attract these pests on the Site. This risk would be minimal as operation of the facility would be such that waste is not permitted to remain on-site, without being containerised, for a period greater than 24 hours and the containers of waste would be sealed air and water tight. Indigenous heritage No recorded items of Indigenous heritage were identified within the vicinity of the Site. In addition, no native title claims have been found to exist within the determined area. The high level of disturbance at the Site would mean that items of heritage significance are unlikely to be discovered during excavation works for development of the Proposal. Non-indigenous heritage There are two heritage items located within proximity of the Banksmeadow TT site, being the Main Administration Building Orica and the adjacent mature Ficus tree which are located within 200 m of the Site. Neither the construction nor operational phases of the Proposal are expected to impact on the heritage items identified. The high level of disturbance at the Site would mean that items of heritage significance are unlikely to be discovered during excavation works for development of the Proposal. Visual impacts Given the industrial nature of the surrounding area, the visual impact of the Proposal would not be significant in the context of other buildings in the vicinity of the Site. The visual impact of the Proposal is considered to be low overall. During construction of the Proposal there is potential for visual impacts from the viewpoints of Beauchamp Road and McPherson Street. Mitigation measures such as hoardings, would reduce the risk of visual impacts associated with the construction of the Proposal. Light spill from the Site would be within the relevant criteria. Socio-economic It is not expected that the operation of the Banksmeadow TT would lead to any long-term socio-economic impacts or cause alteration to the socio-economic structure of the surrounding LGAs as the Site is located on industrially zoned land and would represent a conversion of the Site from one industrial land use to another. Construction of the Proposal may have the potential to impact on local residents through a temporary increase in noise and dust levels. These impacts would be appropriately managed and are likely to be minimal and localised. Overall the Proposal would provide a significant regional benefit delivering reduced waste transferred to landfill, increasing industrial resource use and creating employment opportunities. Hyder Consulting Pty Ltd-ABN z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx Page xiii

16 Cumulative impacts There are a number of future and proposed developments in the surrounding area, including the Port Botany Expansion Project, Orica s Southlands development, Qenos Botany Industrial Park and a Bunnings Warehouse. The cumulative impacts of the project have been considered in relation to each of the key biophysical, social and economic impacts associated with the Proposal. Impacts of the Proposal, particularly in relation to traffic and air quality, have been considered in technical studies undertaken as part of the EIS. It was concluded that the Proposal is unlikely to have a cumulative impact on air quality and the traffic impact assessment found that there would be no additional traffic impacts associated with the Proposal, to those already identified in traffic impact assessments prepared for those developments. Mitigation measures have been recommended throughout the EIS to minimise the impacts associated with the Proposal. Health, Safety and Environmental Management A Construction Environmental Management Plan (CEMP) would be prepared for the Proposal as the overarching document for management of environmental impacts during construction. The CEMP for the Banksmeadow TT would set out the processes to meet all regulatory requirements and to achieve mitigation measures identified in this EIS, in an effective manner. The construction environmental management plan would include aspect specific management plans, including traffic, air quality, noise and vibration, soil and stormwater, asbestos, construction environmental management plans for remedial actions and pollution incident responses. As part of the Veolia s National Integrated Management System a set of operating procedures would be developed and implemented for the Banksmeadow TT, forming the Site s Operational Environmental Management Plan (OEMP). It would act as a working environmental management tool for the operation of the Site, concentrating on the key environmental issues, including detailed plans for the management of waste, odour, dust, traffic, vermin and pests, stormwater, incident responses and noise. The implementation of Veolia s well defined operating procedures and maintenance routines would minimise the potential for incidents occurring during operation, and would be applied to the operating conditions for the Proposal. Conclusion The Proposal, identified as State Significant Development, has been subject to an Environmental Impact Statement (EIS) in accordance with the Environmental Planning and Assessment Act 1979 and Director General s Requirement. The potential environmental, social and economic impacts, both direct and cumulative, have been identified and thoroughly assessed as part of this EIS. No significant environmental impacts have been identified during the preparation of the EIS. The environmental impacts identified are considered to be able to be mitigated through the implementation of measures for the construction and operation of the Banksmeadow TT. The Proposal has been assessed against, and has found to be consistent with, the priorities and targets adopted in relevant published and draft State plans, as well as Government policies and strategies. The Proposal would positively impact waste management in the southern Sydney region by allowing local governments and commercial and industrial operators to choose to send their residual waste to the Woodlawn Eco-Project site, thereby assisting local governments and businesses to reach the NSW Government s landfill diversion targets, established under the Waste Avoidance and Resource Recovery Strategy, for municipal and commercial and industrial waste, and help to conserve putrescible landfill airspace in the immediate Sydney region. In addition, the Banksmeadow TT would play a part in reducing freight on Sydney roads through the use of the existing rail network to transfer putrescible waste to the Woodlawn Eco-Project site, contributing to the NSW Long Term Transport Master Plan. This would result in Page xiv z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

17 the removal of heavy vehicles from the Sydney road network that would otherwise be required to transfer this waste to a Sydney landfill. When the Banksmeadow TT is operating at capacity, this would equate to around 30,000 heavy vehicle movements per year. Overall the EIS concludes that the development proposed is in the public interest and approval is recommended. Hyder Consulting Pty Ltd-ABN z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx Page xv

18

19 CONTENTS Statement of validity... ii 1 Introduction Proposal Overview Background to the Proposal Site location Director General s Requirements Proposal need and Alternatives Options for Mixed Residual Waste Management Proposal need Alternatives Summary of Proposal need Description of the Proposal Integration of the Proposal with Veolia s waste management facilities Description of Banksmeadow TT Construction Plant and comissioning Description of operations Proposal Timeframes Existing Land Use Asciano land Keith Engineering land Surrounding land uses Statutory planning and context Planning Assessment Process Applicable NSW Environmental Legislation Applicable Commonwealth Environmental and Planning Legislation Summary of Licensing and Permit Requirements Strategic Justification Consultation Statutory Consultation Community Consultation Preliminary Environmental Risk Assessment Risk assessment methodology Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx Page i

20 7.2 Preliminary assessment Environmental assessment Soils and Contamination Hydrology and Flooding Traffic and Access Waste Management Air Quality Noise and Vibration Hazards and Risk Greenhouse Gas Assessment Land Use Biodiversity Indigenous heritage Non-Indigenous Heritage Socio-economic Visual impact Cumulative Impacts Environmental Risk, Management and Monitoring Residual Environmental Risk Assessment Assessment Against Principles of Ecologically Sustainable Development Environmental Management Monitoring and reporting Summary of Mitigation Measures Justification and Conclusion Justification Conclusion References Page ii z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

21 FIGURES Figure 1-1 Banksmeadow Transfer Terminal... 2 Figure 1-2 Proximity of Banksmeadow Transfer Terminal to Veolia s current waste facilities... 4 Figure 1-3 Regional context... 7 Figure 1-4 Local context... 9 Figure 3-5 Integration of proposed Banksmeadow TT with Veolia s other waste management facilities Figure 3-6 Banksmeadow Transfer Terminal Proposed layout Figure 3-7 Schematic layout of the Asciano Botany Yard Sidings Figure 3-8 Schematic Layout of the Botany Yard Siding with option for a by-pass siding Figure 4-9 Existing land use Figure 4-10 Patricks temporary office building Figure 4-11 Northern portion of Asciano land, adjoining Botany Goods line Figure 4-12 Skip bin storage at northern boundary of Keith Engineering land Figure 4-13 Storage at main factory building at McPherson Street Figure 4-14 Surrounding land uses (existing) Figure 4-15 Surrounding land uses (proposed) Figure 5-16 SEPP (Port Botany) Zoning Figure 5-17 Planning approval process Figure 5-18 Declared remediation site, Orica Figure 5-19 Approved Restricted Access Vehicle routes (August 2012) Figure 6-20 Residential distribution area Figure 8-21 Banksmeadow TT PASS Risk (NSW NRATLAS, 2013) Figure 8-22 Sampling locations and areas of environmental concern, Keith Engineering land Figure 8-23 Sampling locations, Asciano land Figure 8-24 Areas of environmental concern and exceedances Proposal site Figure 8-25 Botany Bay Major Sub-Catchments(SMCMA. 2011) Figure 8-26 Sub-catchments of Springvale Drain Figure 8-27 Existing stormwater flows Figure 8-28 Water supply vs. water demand Figure 8-29 Proposed stormwater management strategy Figure 8-30 Veolia Spill Response Procedure Figure 8-31 Road network Figure 8-32 Key intersections Figure 8-33 Proposed access routes Figure 8-34 Front lift truck Figure 8-35 Rear lift truck Figure 8-36 Schematic of revised layout of Beauchamp Road/ Perry Street/ Site Access intersection Figure 8-37 Meteorological Analysis of CALMET Extract (Cell Ref 5051) Figure 8-38 PM 10 monitoring from Randwick NSW EPA monitoring site Figure 8-39 Receivers within approximately 1 km of the Proposal site Figure 8-40 Predicted 99th percentile nose-response average ground level odour concentrations (OU) - Worst case daily putrescible waste (OU) Figure 8-41 Predicted LA eq,15min operational noise contours night-time, adverse meteorological conditions (F Class Stability) 215 Figure 8-42 Operations based emissions breakdown by source for 2020 (peak capacity) Figure 8-43 Estimated greenhouse gas emissions from waste decomposition existing waste management scenario (BAU) vs. Proposal Page ii z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

22 Figure 8-44 DECCW mapping of the Proposal site (2009) Figure 8-45 Threatened flora species recorded within 10 km of the Proposal site (Bionet 2013) Figure 8-46 Threatened fauna species recorded within 10 km of the Proposal site (Bionet 2013) Figure 8-47 Location of SEPP (Port Botany) heritage items Figure 9-48 Indicative CEMP structure for the Proposal Figure 9-49 Adaptive management through monitoring Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx Page iii

23 APPENDICES Appendix A Director General's Requirements and Agency Responses Appendix B Banksmeadow TT Proposal Site plans Appendix C Quantity Surveyor Report Appendix D Community Consultation - Updates Appendix E Remedial Action Plan, McPherson Street (Douglas Partners 2013) Appendix F Phase 2 Contamination Assessment, 14 Beauchamp Road (Douglas Partners 2014) Appendix G Stormwater Management Report (Hyder Consulting 2013) Appendix H Traffic and Access Impact Assessment Report (Hyder Consulting 2013) Appendix I Construction Waste Management Plan Appendix J Non-Conforming Waste Form (Example) Appendix K Operational Contingency Plan (Example) Appendix L Air Quality Impact Assessment (Wilkinson Murray 2014) Appendix M Noise and Vibration Impact Assessment (Wilkinson Murray 2013) Appendix N Preliminary Hazards and Risk Assessment (Hyder Consulting 2014) Appendix O Greenhouse Gas Emissions Assessment (Hyder Consulting 2014) Appendix P OEH Wildlife Atlas and DOTE Protected Matters Search Tool Results Appendix Q Landscape Concept Plan Page iv z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

24 Glossary / Abbreviations Term Meaning ADWG Australian Drinking Water Guidelines 2011 AEP AHD ARTC ASC NEPM ASS ASSMP AWT BAU BGL BIP BTEX CAQMP CBD C&I CEMP CH 4 Annual Exceedance Probability Australian Height Datum Australian Rail Track Corporation National Environment Protection (Assessment of Site Contamination) Measure 1999, as updated 11 April Acid sulphate soils being the common name given to soils and sediments containing iron sulfides, the most common being pyrite. When exposed to air due to drainage or disturbance, these soils produce sulfuric acid, often releasing toxic quantities of iron, aluminium and heavy metals. Acid Sulphate Soil Management Plan Advanced Waste Treatment Business As Usual Below Ground Level Botany Industrial Park Benzene, toluene, ethylbenzene, and xylenes Construction Air Quality Management Plan Central Business District Commercial and Industrial Construction Environmental Management Plan Methane CLM Act Contaminated Land Management Act 1995 CMA CNVMP COPC CO 2 CPIRMP CRN CSWMP CTMP CWMP DA dba Catchment Management Authority Construction Noise and Vibration Management Plan Contaminants of Potential Concern Carbon Dioxide Construction Pollution Incident Response Plan Country Rail Junction Construction Soil and Water Management Plan Construction Traffic Management Plan Construction Waste Management Plan Development Application Decibel Adjusted Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx Page v

25 Term DCP DGR DIICCSRTE DMP DoS DotE ECRTN EIS EPA ERP ESCP FAQ GHG: GIL GPR ha HAZOP HCB HIL HSL HVAC ICNG IGANRIP INP IRP KL km km/h L LALC LGA LoS Meaning Development Control Plan Director-General s Requirement Department of Industry, Innovation, Climate Change, Science, Research and Tertiary Education Dust Management Plan Degree of Saturation Commonwealth Department of the Environment Environmental Criteria for Road Traffic Noise Environmental Impact Statement NSW Environment Protection Authority Emergency Response Plan Erosion and Sediment Control Plan Frequently Asked Questions Greenhouse gas emissions Groundwater Investigation Level Ground penetrating radar hectare/s Hazard and Operability Study Hexachlorobenzene Health Investigation Level Health Screening Level Heating, Ventilation, and Air Conditioning Interim Construction Noise Guideline Interim Guideline for the Assessment of Noise from Rail Infrastructure Projects Industrial Noise Policy Incident Response Plan Kilo-Litres kilometre/s Kilometres per hour Litres Local Aboriginal Land Council Local Government Area Level of Service Page vi z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

26 Term mahd mbgl MBT MFN Mt NGA NGER NIMS NMI NOW OEMP OMP OSD non-putrescible waste OCP OPP PAH PASS PCB PIRMP PM 10 Meaning Metres above Australian Height Datum Metres Below Ground Level Mechanical Biological Treatment Metropolitan Freight Network megatonnes National Greenhouse Accounts National Greenhouse and Energy Reporting National Integrated Management System National Measurement Institute NSW Office of Water Operational Environmental Management Plan Odour Management Plan Onsite Detention general solid waste (non-putrescible) as per the Waste Classification Guidelines, Part 1; Classifying Waste (Department of Environment, Climate Change and Water NSW, 2009) Organochlorine pesticides Organophosphorous pesticides Polycyclic aromatic hydrocarbons Potential acid sulphate soils being acid sulphate soils that are under anaerobic reducing conditions. Polychlorinated biphenyls Pollution Incident Response Management Plan Particulate Matter POEO Act Protection of the Environment Operation Act 1997 PPV Peak Particle Velocity putrescible waste general solid waste (putrescible) as per the Waste Classification Guidelines, Part 1; Classifying Waste (Department of Environment, Climate Change and Water NSW, 2009) PSD PSH PSNL R-factor RAP RBL Permissible site discharge Phase separated hydrocarbons Project specific noise levels Erosivity factor, representing represents a measure of the erosive force and intensity of rain. Remediation Action Plan Rating Background Level Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx Page vii

27 Term Rd RING RL RMS RNMP RNP RUSLE SCATS SEMP SEPP SMCMA SMP SSFL SSROC St t TEC TEOM TEU TfNSW TRH TMP TN TNMP TP tpa TSC Act TSS TT UPSS UST Veolia VOC Meaning Road Rail Infrastructure Noise Guidelines Reduced Level Roads and Maritime Services Noise Management Plan Rail Operations Road Noise Policy Revised Universal Soil Loss Equation, used to calculate average annual soil loss. Sydney Coordinated Adaptive Traffic Signal Site Environmental Management Plan State Environmental Planning Policy Sydney Metropolitan Catchment Management Authority Stormwater Management Plan South Sydney Freight Line Southern Sydney Regional Organisation of Councils Street tonnes Threatened Ecological Community Tapered Element Oscillating Microbalance Twenty foot containers Transport for New South Wales Total recoverable hydrocarbons Traffic Management Plan Total Nitrogen Noise Management Plan Terminal Operations Total Phosphorous tonnes per annum Threatened Species Conservation Act1995 Total Suspended Solids Transfer Terminal Underground petroleum storage system Underground storage tank Veolia Environmental Services (Australia) Pty Ltd Volatile organic compounds Page viii z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

28 Term VPCP WARR Meaning Vermin and Pest Control Plan Waste Avoidance and Resource Recovery WHS Work Health and Safety Act 2011 WMP WRI/WBCSD WSUD Waste Management Plan World Resources Institute / World Business Council for Sustainable Development Water Sensitive Urban Design Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx Page ix

29 1 INTRODUCTION 1.1 PROPOSAL OVERVIEW Veolia Environmental Services (Australia) Pty Ltd (Veolia) is proposing to develop the Banksmeadow Transfer Terminal (TT) and associated rail infrastructure at an existing industrial site in Banksmeadow, within the Local Government Areas (LGA) of Botany Bay and Randwick (the Proposal). The Proposal involves the construction of a transfer terminal that would containerise putrescible waste for rail haulage to the Woodlawn Eco-Project site, near Goulburn, NSW, for treatment, recycling and energy recovery. The terminal would also house an area where loads of non-putrescible waste would be consolidated into semi-trailers for transfer to resource recovery facilities, such as the proposed Camellia Recycling Centre, for further recovery of recyclable material. The Proposal would, once operational, be capable of processing up to 400,000 tonnes (t) of putrescible waste and 100,000 t of non-putrescible waste per annum for transfer to various resource recovery facilities. The Banksmeadow TT would involve the development of a new waste transfer building, as well as associated road and rail infrastructure, including: An access road for putrescible and non-putrescible waste trucks entering and exiting the facility from Beauchamp Road. Incoming and outgoing weighbridges to check the waste type and weight of the waste being delivered to the facility. An enclosed building for the unloading and handling of waste, with environmental controls such as dust suppression and odour control systems. A hardstand area for temporary storage and manoeuvring of full and empty sealed shipping containers prior to loading on to trains. Rail sidings for the loading of containers onto trains for rail transport to Woodlawn. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 1 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

30 Page 2 Figure 1-1 Banksmeadow Transfer Terminal z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

31 1.2 BACKGROUND TO THE PROPOSAL Resource recovery targets established under the NSW Waste Avoidance and Resource Recovery Strategy 2007 together with increasing levies on waste disposed to landfill (under Section 88 of the Protection of the Environment Operation Act 1997) are providing incentives for local governments, businesses and industries to reduce waste sent to landfill by increasing their levels of resource recovery. Waste management and disposal options in the Sydney region are increasingly limited. Landfill airspace for putrescible waste in the immediate Sydney region is limited, and, with the exception of Veolia s Woodland Eco-Project site, all landfills and alternative residual waste treatment facilities in this region are owned or controlled by one company. A number of councils within the Southern Sydney Regional Organisation of Councils (SSROC) have entered into a contract with Veolia for processing of their household residual waste material at Veolia s Woodlawn Eco-Project site. To facilitate the transfer of this material to the Woodlawn site, Veolia requires a transfer facility that would enable consolidation of waste collected from the Council areas in which the waste is generated, and which can provide a terminal for loading waste for transport to Woodlawn. Veolia currently operates a similar transfer facility at Clyde, in Western Sydney. The Clyde Transfer Terminal (TT) receives waste from the surrounding area of western Sydney. This is then containerised and transported via rail to the Crisps Creek Intermodal Facility in Woodlawn, for transfer via road to the Woodlawn Eco-Project site. The Clyde TT has been in operation since 2004 and has the capacity to receive 500,000 t of waste annually. However, as the Clyde TT is operating at full capacity, a new transfer facility is now required for management of waste from the SSROC area. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 3 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

32 Page 4 Figure 1-2 Proximity of Banksmeadow Transfer Terminal to Veolia s current waste facilities z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

33 Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 5 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

34 1.3 SITE LOCATION The proposed transfer terminal site (the Site) is situated on the western side of Beauchamp Road, and the northern side of McPherson Street, in the suburb of Banksmeadow. It includes part of the land owned by Asciano Services Pty Ltd. (Asciano) at 14 Beauchamp Road, as well as land owned by Keith Engineering Pty Ltd at McPherson Street. The lot and deposited plan identification of the site is provided in Table 1-1, below. Table 1-1 Lot and deposited plans of the site Lot Deposited Plan Owner Keith Engineering A B (Part only) Asciano The Site is located largely within the City of Botany Bay local government area (LGA). The proposed entry at the intersection between Beauchamp Road and Perry Street is located in the LGA of Randwick City Council. While located within the LGAs of Botany Bay City Council and Randwick City Council the Site is subject to the provision of the State Environmental Planning Policy (Port Botany and Port Kembla) 2013 (SEPP (Port Botany)). Under the SEPP (Port Botany) the site is zoned IN1 General Industrial REGIONAL CONTEXT There are 16 member councils within the SSROC grouping, accounting for a combined population of around 1.5 million people and covering an area from the City of Sydney in the north of the region, to Bankstown City Council in the west and Sutherland Shire Council in the south. Eight of the SSROC member councils have entered into the contract with Veolia. The SSROC local government areas contain some of Sydney s most significant economic and industrial areas, including the Central Business District, Port Botany and Sydney s main airport. The Port Botany (& environs) Specialised Precinct is identified in the Draft Metropolitan Strategy for Sydney (NSW Government, 2013). It includes one of Australia s most important freight terminals for containerised goods and bulk liquids and gases, handling over 24 million tonnes of freight (NSW Ports 2013) and generating around $10.5 billion per year (Infrastructure NSW 2012). Botany Bay local government area (LGA) has long been dominated by industrial development associated with Port Botany and Sydney Airport. Over half of the Botany Bay LGA is zoned for industrial and commercial land uses, much of which plays an important role in supporting Port Botany and Sydney Airport. There has been some conversion of previously industrial areas to residential use in the past decade. However, during the same period industrial uses have intensified around Port Botany and Sydney Airport, particularly transport and logistics related use (NSW Department of Planning, 2007). Page 6 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

35 Also within the region, adjacent to Port Botany, is Sydney s domestic and international airport, Kingsford Smith Airport, which is Australia s busiest domestic and international passenger and air freight facility. In 2010, over 35.6 million passengers and nearly 700,000 tonnes of freight passed through the airport terminals (Southern Cross Airports Corporation Holdings Limited, 2013). Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 7 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

36 Page 8 Figure 1-3 Regional context z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

37 1.3.2 LOCAL CONTEXT The Site is surrounded by industrial lots and is bounded by McPherson Street to the south, a freight rail line to the west, the Asciano Botany Site to the east, and Beauchamp Road to the south-east. The Site wraps around a construction and demolition recycling yard, Botany Building Recyclers, which faces McPherson Street. The Botany Building Recyclers operations are not associated with the Proposal. The nearest residential area to the Site located within the suburb of Hillsdale, approximately 250 m to the north-east. To the north and east, the Botany Industrial Park (BIP) includes a chemical manufacturing plant (Orica s ChlorAlkali plant), a plastics manufacturing plant and Orica s groundwater treatment facility. Central to the Site is Botany Building Recyclers, which operates as a recycling and resource recovery facility that accepts building, demolition and green vegetation materials. The operations of the Botany Building Recyclers are not associated with the Proposal. Beyond the freight rail line to the south-west and west of the Site are a series of large industrial spaces, currently used for freight warehousing and storage. Directly to the west is Orica s Southlands site. This space, covering 20 ha of undeveloped industrial-zoned land is currently dedicated to the Botany Groundwater Cleanup Project. To the south of the site and facing McPherson Street is the Goodman Botany Industrial Park. Figure 1-4 shows the local context of the Proposal. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 9 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

38 Figure 1-4 Page 10 Local context z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

39 1.4 DIRECTOR GENERAL S REQUIREMENTS The Director-General s Requirements (DGRs) for this EIS were received in April 2013 and are outlined in Table 1-2. The DGRs and agency responses are contained in Appendix A of this EIS. Table 1-2 Requirements Director-General s Requirements for this EIS Section addressed Detailed description of the site, and existing and approved operations. Section 4 Detailed description of the development, including: Detailed description of proposed demolition, excavation and construction works, and detailed description of ongoing operations Need for the proposed development having particular regard to the aims, objectives, and guidance in the NSW Waste Avoidance and Resource Recovery Strategy 2007 Alternatives considered Justification for the proposed development taking into consideration its location, any environmental impacts of the development, the suitability of the site and whether the development is in the public interest Likely staging of the development including construction and operational stages/s Likely interactions between the development and existing, approved and proposed operations in the vicinity of the site and with other waste management facilities including Veolia s Camellia, Crisps Creek and Woodlawn facilities Plans of any proposed building works. Consideration of all relevant environmental planning instruments, including identification and justification of any inconsistencies with these instruments; i.e. the aims, objectives, and guidance in the NSW Waste Avoidance and Resource Recovery Strategy 2007, State Environmental Planning Policy (Major Developments) 2005, relevant development control plans and section 94 plans. Risk assessment of the potential environmental impacts of the development, identifying the key issues for further assessment. Detailed assessment of the key issues specified below, and any other significant issues identified in this risk assessment, which includes: A description of the existing environment, using sufficient baseline data An assessment of the potential impacts of all stages of the development, including any cumulative impacts, taking into consideration relevant guidelines, policies, plans and statutes A description of the measures that would be implemented to avoid, minimise and if necessary, offset the potential impacts of the development, including proposals for adaptive management and/or contingency plans to manage any significant risks to the environment Section 3.2 Section 5.5 Section 2.3 Section 2.2 and 8.9 Section 4.3 and 3.1 Section 3 Appendix B Section 5 Sections 7 and 9.1 Section 8 Section 9 Section 10 Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 11 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

40 Requirements A consolidated summary of all the proposed environmental management and monitoring measures, highlighting commitments included in the EIS. The EIS must also be accompanied by a report from a qualified quantity surveyor providing: Section addressed Section 10 Appendix C A detailed calculation of the capital investment value (as defined in clause 3 of the Environmental Planning and Assessment Regulation 2000) of the proposed development, including details of all assumptions and components from which the CIV calculation is derived An estimate of the jobs that will be created during the construction and operational phases of the proposed development Certification that the information provided is accurate at the date of preparation. The EIS must address the following specific matters: Strategic Landuse Planning, including: Details on the suitability of the site for the proposed development Justification for the proposed site layout An assessment of the project in terms of the priorities and targets adopted under the NSW 2021, Metropolitan Plan for Sydney to 2036 and/or draft Metropolitan Strategy for Sydney 2031 and other relevant published and draft State plans. Waste Management and Reduction, including: Sections 5.1 and 8.9 Sections 5.5 and 8.9 Section 8.4 Details of proposed classification and quantity of waste that would be received, generated, handled, processed or disposed of at the facility Details of the layout of the waste facility, the treatment process and the environmental controls Description of how this waste would be stored and managed on site, including transported to and from the site Details of the potential impacts associated with storing, sorting and disposing of this waste and waste products Integration of the proposal with Veolia s broader waste strategy and network The measures that would be implemented to ensure that the proposal is consistent with the aims, objectives and guidelines in the NSW Waste Avoidance and Resource Recovery Strategy 2007 and the EPA s Waste Classification Guidelines A Waste Management Plan for the demolition and construction phase of the project. Page 12 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

41 Requirements Traffic, Transport and Access, including Details of key transport routes, vehicle types proposed to access the site, the traffic volumes likely to be generated and the likely arrival and departure times of all traffic generated by the site (both during construction and ongoing operations) Assessment of predicted impacts on road safety and the capacity of the road network to accommodate the project Detailed plans of the proposed layout of the internal road network and parking on site in accordance with the relevant Australian standards (including swept path diagrams and details to demonstrate that the facility will not result in queuing off-site) Detailed plans of any proposed road or intersection upgrades, infrastructure works or new roads required for the development (including proposed funding for road improvement works if required) The cumulative impact of traffic generated by other existing or proposed developments (e.g. the Sydney Ports expansion and the Bunnings development) Details to demonstrate that the proposed operations will not result in adverse impacts on the operations of the main goods rail line. Noise, including A quantitative assessment of potential demolition, construction, operational and road/ rail transport noise and vibration impacts, including potential impacts on nearby sensitive receivers Details and justification of the proposed noise management and monitoring measures. Air Quality and Odour, including A quantitative assessment of the potential air quality and odour impacts for all stages of the proposal in accordance with relevant EPA guidelines and requirements Detailed emission control techniques / practices that will be employed by the proposal Details of ongoing management and monitoring measures for preventing and/or minimising both point and fugitive emissions Consideration of cumulative impacts associated with existing emission sources as well as any currently approved developments linked to the receiving environment An assessment of the effectiveness of the proposed air quality and odour control measures (including those proposed for the containers used to transfer the waste) demonstrating compliance with relevant regulatory framework, specifically the Protection of the Environment Operations (POEO) Act (1997) and the POEO (Clean Air) Regulation (2002). Section addressed Section 8.3 Appendix H Section 8.6 Section 8.5 Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 13 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

42 Requirements Greenhouse Gas, including A quantitative assessment of the potential scope 1, 2 and 3 greenhouse gas emissions of the project, and a qualitative assessment of the potential impacts of the emissions on the environment A detailed description, evaluation and report on the feasibility of measures that would be implemented on site to ensure that the project is energy efficient and reduces greenhouse gas emissions. Soil and Water, including A description of the existing surface and groundwater quality, including an assessment of an water resource likely to be affected by the proposal The proposed erosion and sediment controls during construction A comprehensive flood study, including consideration of flooding impacts, the proposed site layout and any changes in flood behaviour An assessment of potential site contamination, salinity and acid sulfate soils, including confirmation that the site is or can be made suitable for the proposed development The proposed stormwater management system, including the capacity of onsite detention systems, and measures to treat, reuse or dispose of water A site water balance including a detailed description of the measures to minimise the water use at the site Wastewater (including leachate) predictions, including volume and the measure that would be implemented to avoid discharges, collect, treat, reuse and/or dispose of this water An assessment of the impacts of the project on watercourses and riparian areas, groundwater sources and dependent ecosystems Consideration of any dewatering requirements during onsite removal of Underground Storage Tanks. Hazards and Risks, including a preliminary risk screening undertaken in accordance with State Environmental Planning Policy No. 33 Hazardous and Offensive Development (SEPP 33) and Applying SEPP 33 (DoP, 2011), and if necessary, a Preliminary Hazard Analysis (PHA). Visual, including An assessment of the potential visual impacts of the project on the amenity of the surrounding area A detailed description of the measures that would implemented to minimise the visual impacts of the project, including the design features, landscaping and measures to minimise he lighting and signage impacts of the project. Heritage including the potential Aboriginal and non-aboriginal heritage impacts of the project. Section addressed Section 8.8 Section 8.1 and 8.2 Section 8.1 Section 8.2 Section 8.1 Section 8.2 Section 8.2 Section 8.2 and 8.4 Section 8.2 Section 8.1 and 8.4 Section 8.7 Section 8.14 Section Section Section 8.11 Section 8.12 Biodiversity Section 8.10 Vermin and Pest Management Section 8.10 Page 14 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

43 This EIS has also been prepared to meet the requirements of the Environmental Planning and Assessment Act 1979 and the Environmental Planning and Assessment Regulations Table 1-3 identifies where these requirements have been addressed in the EIS. Table 1-3 Requirement Environmental Planning and Assessment Regulations, EIS form requirements Addressed 6 Form of environmental impact statement (a) the name, address and professional qualifications of the person by whom the statement is prepared, Statement of Validity (b) the name and address of the responsible person, Statement of Validity (c) the address of the land: Statement of Validity (i) in respect of which the development application is to be made, or Statement of Validity (ii) on which the activity or infrastructure to which the statement relates is to be carried out, Statement of Validity (d) a description of the development, activity or infrastructure to which the statement relates, Statement of Validity (e) an assessment by the person by whom the statement is prepared of the environmental impact of the development, activity or infrastructure to which the statement relates, dealing with the matters referred to in this Schedule, Statement of Validity (f) a declaration by the person by whom the statement is prepared to the effect that: (i) the statement has been prepared in accordance with this Schedule, and Statement of Validity (ii) the statement contains all available information that is relevant to the environmental assessment of the development, activity or infrastructure to which the statement relates, and Statement of Validity (iii) that the information contained in the statement is neither false nor misleading. Statement of Validity 7 Content of environmental impact statement (a) a summary of the environmental impact statement Executive Summary (b) a statement of the objectives of the development, activity or infrastructure, Section Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 15 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

44 Requirement (c) an analysis of any feasible alternatives to the carrying out of the development, activity or infrastructure, having regard to its objectives, including the consequences of not carrying out the development, activity or infrastructure, Addressed Section 2.3 (d) an analysis of the development, activity or infrastructure, including: (i) a full description of the development, activity or infrastructure, and Section 3 (ii) a general description of the environment likely to be affected by the development, activity or infrastructure, together with a detailed description of those aspects of the environment that are likely to be significantly affected, and Section 8 (iii) the likely impact on the environment of the development, activity or infrastructure, and Section 8 (iv) a full description of the measures proposed to mitigate any adverse effects of the development, activity or infrastructure on the environment, and Section 8 and Section 10 (v) a list of any approvals that must be obtained under any other Act or law before the development, activity or infrastructure may lawfully be carried out, Section 5 (e) a compilation (in a single section of the environmental impact statement) of the measures referred to in item (d) (iv), Section 10 (f) the reasons justifying the carrying out of the development, activity or infrastructure in the manner proposed, having regard to biophysical, economic and social considerations, including the principles of ecologically sustainable development set out in subclause (4). Section 5.5, Section 9.2 and Section 11 Page 16 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

45 2 PROPOSAL NEED AND ALTERNATIVES Currently the primary solution for Municipal Solid Waste (MSW) and Commercial and Industrial Waste (C&I) management within the Sydney region is landfill. Existing landfill capacity is limited, future landfill capacity even more so with no further sites in development. There are a number of treatment facilities which process mixed residual waste and it is envisaged that the number of these facilities will increase as the cost of landfill becomes more expensive and sustainability considerations continue to drive an increase in the recycling and recovery of waste. However, landfills, and the waste management infrastructure required to access it, will remain a critical component of Sydney s waste management infrastructure for the foreseeable future. Landfill diversion targets set by the NSW Government, in conjunction with the sustainability expectations of local communities and increasing waste disposal costs (due in part to the levy imposed on waste disposed to landfill under Section 88 of the Protection of the Environment Operations Act 1997) are providing incentives for local governments, businesses and industries to seek alternatives to landfill disposal. Two principal methods currently used in Australia for diverting material from landfill are: Separation of recyclable material at the waste generation source (source-separation). Recovery of recyclable material from mixed waste using an advanced waste treatment (AWT) facility. Many local governments use a combination of these two methods for management of their waste streams. For Sydney councils wishing to use AWT for processing of their residual waste to achieve high resource recovery rates, there is a lack of choice and competition as access to current AWTs within the immediate Sydney region is only through facilities owned or controlled by SITA. The Southern Sydney region is currently served by only one waste transfer station for municipal and commercial putrescible waste, which is located in Rockdale. That facility forms part of the waste management transfer station infrastructure developed and previously operated by NSW Government, which is now owned and operated by SITA. This network of existing transfer stations, serve the Sydney metropolitan area in which they are located, consolidating local waste collections for onward road transport and disposal to landfill and treatment facilities in western and southern Sydney. Additionally, landfill capacity in the Sydney region is also limited, and the remaining operational putrescible waste landfills are also controlled by SITA. The sole remaining capacity for putrescible waste transfer, treatment or disposal is provided by Veolia. Located at Woodlawn, 250 km south-west of Sydney near Goulburn, Veolia operate the Woodlawn Bioreactor which is currently accessible to Sydney only via rail using the Clyde Transfer Terminal. Woodlawn, together with the SITA owned Lucas Heights Landfill provide the only long-term landfill capacity for Sydney s putrescible waste. Woodlawn is also the location for a new waste treatment facility to service the Southern Sydney Regional Organisation of Councils (SSROC). The following sections outline the current management options available within the Sydney region. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 17 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

46 2.1 OPTIONS FOR MIXED RESIDUAL WASTE MANAGEMENT The capacities of landfills and AWT facilities within the Sydney region are presented in Table 2-4 and Table 2-5, respectively. Table 2-4 Major Putrescible Waste Landfill Facilities servicing the Sydney Region Facility Owner Remaining Capacity as at Jan (t) Input rate limits (as at Jan 2008) (tpa) Closure Date Woodlawn Bioreactor (Sydney Region capacity only) Veolia 32,432,590 1,000,000 (900,000 tpa of putrescible waste 100,000 tpa of Woodlawn MBT residual waste) 2 ~ beyond 2040 Lucas Heights SITA 5,543,163 Delivery limit of 575,000 tpa 2024 (Closure date approved 1999, upheld in 2012 modification) Eastern Creek SITA 3,259, ,000 tpa Extended to 2017 for mixed putrescible waste 2022 for AWT residual waste Belrose SITA 209,031 No input cap Original closure was due 2005 but now covenant agreement on operations to cease November 2014 Former Jack s Gully landfill SITA 730,047 No input cap Closed to putrescible waste on 6 July 2008 (now Spring Farm AWT) After Wright Corporate Strategy (2009) 1 Wright Corporate Strategy, Independent Public Review: Landfill Capacity and Demand; March As approved March 2012 Page 18 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

47 Table 2-5 Approved Sydney AWT facility processing capacity of mixed putrescible waste (as at Jan 2012) AWT Facility Owner Processing capacity (tpa) Commencement UR3R, Eastern Creek Ecolibrium, Spring Farm Global Renewables (feedstock procured solely from SITA) SITA 220,000 Commenced operation in ,000 Commenced operation in 2010 SAWT, Kemp s Creek SITA 80,000 3 Commenced operation in 2009 Woodlawn MBT Veolia 240,000 Not commenced yet Ecolibrium, Lucas Heights After Wright Corporate Strategy (2009) SITA 100,000 Approved June 2010, not yet commenced 20 year lifetime limit As can be seen in Table 2-4, past 2017, the sole remaining disposal facilities for the management of putrescible waste within the Sydney region are the Lucas Heights landfill, operated by SITA Australia, and Veolia s Woodlawn Eco-Project site. Of these, the Woodlawn Bioreactor provides the bulk of putrescible landfill capacity available to the Sydney region. Table 2-4 and Table 2-5 also demonstrate that the majority of waste facilities servicing the Sydney region are owned or controlled by SITA Australia. In order to address the lack of commercial alternatives to Local Councils and commercial and industrial waste generators for mixed waste processing through AWT facilities, Veolia is developing the Woodlawn Mechanical Biological Treatment (MBT) facility. This facility will form part of the Woodlawn site, providing an alternative to the SITA-controlled facilities for processing residual waste. The Planning Assessment Commission recently granted an input rate limit increase to the Woodlawn Bioreactor, following assessment by P&I, allowing up to 1.13 million tpa input, including 900,000 tpa of putrescible waste by rail and 100,000 tpa of residual from the Woodlawn MBT and up to 130,000 tpa of local waste by road. Veolia has recently entered into a contract with eight SSROC member councils for processing in excess of 100,000 tpa of their residual household waste through the Woodlawn MBT facility. Processing of residual waste at this facility will assist the following councils to increase resource recovery rates and achieve the landfill diversion targets established by the NSW Government: Ashfield Botany Bay 3 Planning application to increase tonnage pending Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 19 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

48 Burwood Kogarah Leichardt Rockdale Waverley Woollahra. Veolia currently uses the Clyde Transfer Terminal, in Western Sydney, to transport waste from Sydney to the Woodlawn Eco-Project site via rail. The Clyde Transfer Terminal services central, inner west and some northern Sydney Council areas and, whilst it has the capacity to handle 500,000 tpa, it is already at capacity. At the Clyde Transfer Terminal, waste is consolidated at the terminal, containerised and then sent via rail to the Crisps Creek Intermodal Facility, where the containers are transferred for the final stage of the journey to the Woodlawn Eco-Project site by truck. 2.2 PROPOSAL NEED As discussed above, putrescible landfill capacity in the Sydney region is currently limited, and the landfills and AWT facilities for treatment of mixed residual waste are largely monopolised as the result of the sale of government infrastructure to one company. The result is a lack of market competition and limited choice available for both local governments and commercial industrial operators for the disposal of residual waste. There is therefore a need within the Sydney waste management market to create choice and competition within Sydney for the management of residual waste. The Woodlawn Eco-Project site represents the only alternative facility to the SITA managed facilities within the Sydney region for management of putrescible waste. The Woodlawn Eco-Project site is approved to handle more than twice the volume of waste that is currently transported to it from the Clyde TT, which is currently operating at full capacity. As a result additional transfer terminal capacity is required to service the Woodlawn Eco- Project site, providing access to alternative AWT facilities and putrescible waste landfill capacity PROPOSAL OBJECTIVES The key objectives of the Proposal are as follows: To create choice and competition in the Sydney region for management of putrescible and non-putrescible waste. To provide the southern Sydney region with access to the Woodlawn Eco-Project site. To enable processing of putrescible waste from southern Sydney councils through an AWT facility to increase landfill diversion and recovery of valuable materials. To enable commercial and industrial operators in the southern Sydney area to send non-putrescible mixed waste to a materials recovery centre. Page 20 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

49 To provide a vital component to Veolia s network of recovery infrastructure, complementing the Clyde Transfer Terminal and allowing the Woodlawn Eco-Project site to operate at close to its approved input capacity. 4 To promote the use of rail as a transport mode, reducing heavy vehicle movements on the road network. To provide the necessary piece of waste management infrastructure for Sydney s future waste management requirements. 2.3 ALTERNATIVES A number of alternative scenarios to achieve the Proposal objectives were considered, and included: The Do Northing scenario. Expansion of existing facilities. Construction of a new facility. The alternatives reviewed against the Proposal objectives are discussed below DO NOTHING SCENARIO If the Proposal did not proceed in any form, local governments and commercial and industrial operators in the southern Sydney region would continue to rely on existing waste infrastructure. This would have the following effect: Local governments in southern Sydney would continue to send their residual waste to landfill instead of having the alternative to divert the waste to the proposed MBT facility at Woodlawn. This would impact the ability of these councils to reach the municipal waste diversion target under the Waste and Resource Recovery Strategy Local businesses in southern Sydney would not receive an additional facility in the area via which non-putrescible waste can be sent to a resource recovery facility instead of landfill, impacting the ability to reach the C&I waste diversion target under the Waste and Resource Recovery Strategy Landfills in the local Sydney area would reach capacity at a faster rate, as the incoming waste would not be diverted to the Woodlawn MBT facility or the Camellia Recycling Centre for recovery of materials. There would be a continued dearth of competition in the Sydney regional waste management market as one operator would own or control all existing putrescible waste processing and disposal locations. For the above-listed reasons, not proceeding with the Proposal in some form would not achieve the Proposal objectives. 4 It is noted that the operation of Clyde Transfer Terminal and the proposed Banksmeadow Transfer Terminal at full capacity (i.e. 900,000 tpa) would not reach the Woodlawn Eco-Project site s annual operational capacity. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 21 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

50 2.3.2 EXPANSION OF EXISTING FACILITIES As identified in Table 2-4 and Table 2-5, the majority of waste facilities within the Sydney region are owned or controlled by SITA. SITA operates a number of waste transfer stations within the Sydney region, which receive waste for consolidation and disposal at other SITA operated facilities. As these facilities are not owned or operated by Veolia, the option of expanding one or multiple of these transfer stations is not a realistic alternative to the Proposal and would not achieve the Proposal objectives as: It would not create choice and competition within the Sydney market as they are already the dominant waste management facility operator. None of these facilities have access to rail; hence would not achieve the objective of promoting the use of rail as a transport mode; Therefore waste sent to the existing transfer stations could not be transported to the Woodlawn Eco-Project site and would not therefore provide Councils with access to the planned Woodlawn MBT facility As discussed previously, the existing Clyde Transfer Terminal, which is operated by Veolia, is currently operating at capacity and therefore does not provide an alternative to the Proposal. The location of the facility in western Sydney would also not meet the Proposal objectives of providing choice and competition for waste generators in southern Sydney, due to the impracticalities of accessing the Clyde TT from southern Sydney CONSTRUCTION OF A NEW FACILITY As the Do Nothing scenario and the expansion of other facilities would not achieve the Proposal objectives, the alternative remaining is the construction of a new waste transfer facility. Veolia has undertaken a thorough investigation of locations throughout Sydney in order to find a suitable site for the proposed development. Construction of Proposal at alternative locations In selecting the Proposal Site, a number of factors were taken into consideration. To achieve the project objectives, the following key site attributes were identified: Location in the southern Sydney region, in close proximity to the Botany Goods Line. Ability to secure rail siding access to the Botany Goods Line. Site area of approximately 1 hectare (ha) or more. A review of potentially suitable industrial land adjacent to rail in the SSROC region was undertaken, using land ownership database with mapping, aerial photography and on the ground inspections. The search identified 28 properties matching the size and location criteria, along the Botany Goods Line. The majority of these were found to be unsuitable because of issues such as: Existing or proposed development uses on the land making it unavailable. Unsuitable zonings and surrounding uses, such as residential. Unsuitable access to the site and rail sidings. Page 22 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

51 Six sites, other than the Banksmeadow TT site were identified during the review as potentially suitable, based on a preliminary assessment of road and rail access, permissibility of the Proposal under land zoning and the existing land uses. The sites and the reason they were discounted area summarised below: A portion of Orica Southlands, Port Botany located on land zoned IN1 General Industrial under the State Environmental Planning Policy (Port Botany and Port Kembla) 2013 (SEPP(Port Botany)). Access to rail from this site was considered to be too difficult and road access would not be suitable for the Proposal. Quantum Corporate Park, Port Botany located on land zoned IN1 General Industrial under the SEPP(Port Botany). The subdivision of this land had halted at the time of the review due to issues with the planning approval applications for the Proposal and was therefore inappropriate as it would not meet the Proposal timeframes. Additionally, this site was discounted as the site with rail access did not have suitable length/ dimensions to accommodate a rail siding and the transfer station. Sydney Ports Corporation Botany Road site, Port Botany located on land zoned SP1 Special Activities under the SEPP (Port Botany). Discussions with Sydney Ports, however confirmed that no land would be available within the required timeframes for the Proposal. Sydney Airport Corporation Limited Canal Road site, Mascot located on land zoned IN1 General Industrial under the Marrickville Local Environment Plan Discussions with Sydney Airport Corporation Limited (SACL) confirmed that this land was not currently available as SACL were undertaking studies into future airport related land uses for the site. Mobil Port Feeder Road site, Botany this site does not have direct rail access and access to the rail network would be via an extended siding. Discussions with Mobil indicated that the site could be available in two years time; however site contamination studies would be required to confirm the suitability of the site for the Proposal and Mobil had not commenced these investigations and there was a level of uncertainty about the suitability of the site. Additionally, vehicle access to the site was considered inappropriate for the Proposal. 38 McPherson Street, Banksmeadow this site is located adjacent to Proposal site and is currently operated as a waste facility. While the site was considered to have insufficient space for both the putrescible and non-putrescible waste areas, discussions were held with the landowner, however commercial terms could not be agreed. The Proposal site, at Banksmeadow, was determined to be the most suitable site for the Proposal as it is available, has direct access to the Botany Goods line and has sufficient area to accommodate the operations of the Proposal. Construction of the Banksmeadow Transfer Terminal The proposed Site was found to be the most suitable due to its proximity to rail infrastructure and major road corridors, correct zoning, proximity to the sources of waste feedstock, good buffers to sensitive receptors, and the lack of competitive alternatives within the region. The Proposal site is located adjacent to the Botany Goods line, with access to the Botany Goods line available via an existing connection point on the Asciano Botany Site. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 23 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

52 Road access to the Site is available from Beauchamp Road and McPherson Street. The Site is zoned IN1- General Industrial under the State Environmental Planning Policy (Port Botany and Port Kembla) 2013 (SEPP (Port Botany), under which development of the Proposal is permissible with consent. The Site covers an area of 2.18 ha, allowing sufficient area for safe operation of the site, including truck queuing area, turning areas and container stacking areas. The area available also allows sufficient space for handling of both putrescible and non-putrescible waste on the site, while keeping the waste streams separate. 2.4 SUMMARY OF PROPOSAL NEED Development of a new waste transfer station at the Site would achieve the Proposal objectives, establishing greater choice within the Sydney waste management market, promoting the transport of materials by rail and providing access to the Woodlawn Eco- Project site; particularly for the SSROC Councils. The Banksmeadow TT would provide choice, competition, efficiency and security for southern Sydney s waste management needs. The facility would be a significant piece of state infrastructure; one that is consistent with NSW Government policy by utilising the freight rail network to transport waste and facilitating increased recycling and recovery of waste by providing access to other waste infrastructure developments, which together form an essential part of Sydney s long-term waste management strategy. The Proposal would form part of an integrated waste management solution that would utilise facilities at Banksmeadow and at Clyde to transport Sydney s waste to Woodlawn Eco- Project site for recycling, landfill and energy recovery, to provide a complete remediation solution to the contaminated mine site and deliver a world-class waste management solution for Sydney. It is therefore essential to develop new rail linked waste transfer infrastructure, conveniently accessible to Local Councils and commercial and industrial waste generators, to facilitate access to this capacity and thereby serve Sydney s future waste management needs. Page 24 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

53 3 DESCRIPTION OF THE PROPOSAL The Proposal would involve the construction of a transfer terminal that would containerise putrescible waste for rail haulage to the Woodlawn Eco-Project site, near Goulburn, NSW, for treatment, recycling and energy recovery. The terminal would also house an area where loads of non-putrescible waste would be consolidated into semi-trailers for transfer to resource recovery facilities, such as the proposed Camellia Recycling Centre, for further recovery of recyclable material. The Proposal would, once operational, be capable of processing up to 400,000 tonnes (t) of putrescible waste and 100,000 t of non-putrescible waste per annum for transfer to various resource recovery facilities. 3.1 INTEGRATION OF THE PROPOSAL WITH VEOLIA S WASTE MANAGEMENT FACILITIES Figure 3-5 schematically shows the integration of the Proposal with Veolia s other waste management facilities. A summary of these facilities and the Proposal s integration with them is provided below. Figure 3-5 Integration of proposed Banksmeadow TT with Veolia s other waste management facilities Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 25 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

54 Woodlawn Eco-Project Site The Woodlawn Eco-Project site is located south-west of Goulburn, NSW, approximately 250 km south of Sydney. Facilities at the Eco-Project site include the Woodlawn Bioreactor and the planned Woodlawn Mechanical Biological Treatment (MBT) facility. The Woodlawn Bioreactor is located in an open-cut mine void from a former copper, lead and zinc mine, and has been operated as a waste management facility since The input limits rates, set under the development consent for the site, are as follows: 900,000 tpa of putrescible waste received via rail from Sydney 100,000 tpa of residual waste from the Woodlawn MBT facility 130,000 tpa of putrescible waste received via road from regional areas. The Bioreactor is designed to decompose putrescible waste at a faster rate than traditional landfills, and has a gas capture system installed in order to capture the methane produced by the decomposing waste. The captured gas is used to produce renewable electricity through an on-site electricity generation plant. The Woodlawn MBT facility was approved by the Minister for Planning and will recover organics and metals from putrescible waste using automated separation technologies. The organics will be composted and used to rehabilitate areas of the Woodlawn Eco-Project site which were degraded by the previous mining activities. It has approval to receive up to 280,000 tpa, including 240,000 tpa of mixed waste and 40,000 tpa of green waste. Putrescible waste received at the Banksmeadow TT would be sent via rail to the Crisps Creek Intermodal Facility. The containers would then be transferred to trucks and transported approximately 8 km to the Woodlawn Eco-Project site for treatment and disposal either through the Woodlawn MBT facility or the Woodlawn Bioreactor. Clyde Transfer Terminal The Clyde Transfer Terminal (TT) was opened in 2004 in order to facilitate the transport of waste from Sydney to the Woodlawn Bioreactor. The facility is located in the suburb of Auburn, in western Sydney, and is licensed to receive 500,000 t of waste per annum. The Clyde TT receives waste from the Sydney region via waste collection vehicles, which is then containerised and transported via rail to the Crisps Creek Intermodal Facility near Tarago, for transfer via road to Woodlawn. The facility is currently operating at capacity. The Banksmeadow TT is required to meet the shortfall and provide Councils with access to the Woodlawn Eco-Project site. Crisps Creek Intermodal Facility The Crisps Creek Intermodal Facility (IMF) is used to transfer the waste containers coming from the Clyde TT from rail to trucks for the final journey to the Woodlawn Eco-Project site, which is located approximately 8 km away, via road. This Facility has approval to receive up to 1,180,000 tpa of waste by rail from Sydney, and currently receives approximately 500,000 tpa. The Crisps Creek IMF would also be used to receive the waste from the Banksmeadow TT for transfer to the Woodlawn Eco-Project site via the local road network. Page 26 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

55 Camellia Recycling Centre The proposed Camellia Recycling Centre will be a Materials Recycling Facility (MRF) which would be constructed at Veolia s existing site at Camellia, in Sydney s west. The proposal is currently undergoing assessment by the NSW Department of Planning and Infrastructure. The Camellia Recycling Centre would process up to 200,000 tpa of mixed non-putrescible waste including 50,000 tpa of source-separated recyclable material. The facility would process the mixed non-putrescible waste in order to extract plastics, paper, wood, ferrous and non-ferrous metals and aggregates through mechanical and manual sorting technologies. The source-separated material would be consolidated and sold on to secondary markets. The Banksmeadow TT would act as a transfer facility for non-putrescible waste and sourceseparated recyclables from the southern Sydney region to be sent to recycling facilities, such as the Camellia Recycling Centre, for processing and recovery. 3.2 DESCRIPTION OF BANKSMEADOW TT The Proposal incorporates key learnings from Veolia s other waste management operations, in particular the Clyde TT. Changes, following Veolia s operational experience, which have been introduced to improve odour control at the Clyde TT, have included: A modification to air extraction systems, in response to clogging/blinding of filters in original design. Surfacing to avoid leachate penetration and subsequent odour emission, into the concrete tipping floor. These, and other measures, have been adopted from the outset in this proposal. Veolia continually reviews its waste operations to improve environmental performance and, as necessary, undertakes alterations to operational management and facility design. The design of the Banksmeadow TT facility does not preclude the introduction of additional odour control measures in the future, in the unlikely event that they are required. Potential additional measures may include: Installation of rapid-close roller doors Adjusting ventilation rates (at present the air extraction system has been overdesigned to accommodate this). It is noted, that any future implementation of additional odour management measures would be considered by Veolia based on operational performance of the facility. The Proposal would involve the remediation of the Site to an appropriate level for redevelopment of the Site as a transfer terminal, demolition of existing infrastructure on the Site, and the development of a new waste transfer terminal building, as well as associated road and rail infrastructure, including: An enclosed building for the unloading and handling of waste, with environmental controls such as dust suppression and odour control systems (terminal building). Office buildings and amenities. Rail sidings for the loading of containers onto trains for rail transport to Crips Creek IMF (Veolia sidings). Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 27 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

56 An access road for putrescible and non-putrescible waste trucks entering and exiting the facility from Beauchamp Road, including incoming and outgoing weighbridges to check the waste type and weight of the waste being delivered to the facility. A hardstand area for temporary storage and manoeuvring of full and empty sealed shipping containers prior to loading on to trains (Container storage area). The proposed layout of the Banksmeadow TT is shown in Figure 3-6. Further detailed site plans are included in Appendix B. Page 28 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

57 Hyder Consulting Pty Ltd-ABN Page 29 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

58 Figure 3-6 Banksmeadow Transfer Terminal Proposed layout Page 30 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

59 3.2.1 TERMINAL BUILDING The terminal building would be of steel portal frame construction with steel cladding and concrete slab floor. The terminal would be divided into two areas via a concrete block wall, in order to separately receive up to 400,000 tpa of putrescible waste and up to 100,000 tpa of non-putrescible waste. An access doorway would be installed in the wall to allow access between the two sections of the building, for transfer of equipment and waste, as required. The terminal building would be raised, allowing for provision of 23 car parking spaces underneath for staff and visitor parking. Each area would be fully enclosed, with the exception of vehicle access openings and an air extraction system that would have a single point of exhaust. The building would comprise concrete slab flooring and upturned concrete walls to allow stockpiling of material. Each area would be fitted with a dust suppression system, a fire deluge system and a single vehicular access. The non-putrescible area, which would be approximately 1,600 m 2 in size, would contain concrete bays for recyclable material which has either been source-separated or is separated from incoming mixed waste loads (bulky items, for instance), and a large area for stockpiling of non-putrescible waste. The waste would be transferred from the terminal floor to outgoing trucks via a loading zone. The covered loading zone, which incorporates a weighbridge, would sit below the level of the non-putrescible area floor on the west side of the building. The putrescible waste area, approximately 2,000 m 2 in size, would be serviced by two compactors on the western side of the building. The compactors would compress the waste into a bale, which would then be inserted into transport containers via travelling gantry cranes. This area would also be serviced by an odour control system. A maintenance area and a diesel tank would be situated on the north-western side of the terminal building OFFICE BUILDINGS The main office building would be situated at the front of the terminal building, adjacent to the McPherson Street entrance. Additionally, the double weighbridge for incoming and outgoing waste trucks along the internal access road from the Beauchamp Road entrance would incorporate an office for the weighbridge operators. An amenities block would be provided for truck drivers accessing the Site. The amenities block would be located centrally to the Site, adjacent to the point where the inbound trucks access the terminal building VEOLIA SIDINGS Two new, private rail sidings (Veolia sidings) would be constructed on the north-western side of the Site, which would replace two existing sidings which currently occupy this space. The two Veolia sidings would be approximately 400 metres long and have the capacity to load up to 42 wagons in total. The Veolia sidings would form part of Asciano s Botany Site, consisting of a number of existing rail sidings adjacent to the Veolia sidings. As shown below, the Asciano Botany site Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 31 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

60 connects with the main Botany Goods line (referred to in this location as the Botany Yard) via an existing connection point on the eastern end of Departure Road 2, from Port Botany. The two Veolia sidings would have a concrete hardstand area in between the tracks to allow manoeuvring of container handlers. The area between the sidings and the terminal building would also be concrete hardstand to allow for container handling activities including temporary container storage. Man proof fencing would be installed on the boundary between the site and the main rail corridor. Figure 3-7 shows a schematic of the Veolia sidings and their connection to Asciano s sidings and the Botany Goods line ACCESS ROADS AND PARKING The Banksmeadow TT would have two vehicular accesses, via the existing traffic lights at Beauchamp Rd and Perry St, and via McPherson Street. The Beauchamp Road entrance would be used for vehicles delivering putrescible and nonputrescible waste. The vehicles would be weighed over the incoming weighbridge and weighed again upon leaving the Site, via the outgoing weighbridge. This entrance would include untarping area for incoming vehicles prior to the incoming weighbridge. Vehicles would turn around within the terminal building, before depositing their waste and exiting via the Beauchamp Road access. Swept path diagrams for site vehicle movements are shown on the site plans, included as Appendix B to this EIS. Further details on waste management at the terminal and site operations are provided in sections 3.5 and 8.4, below. The McPherson Street entrance would be used for semi-trailers collecting non-putrescible waste from the Banksmeadow TT for transport to a recycling facility, and for light vehicle access and parking. Twenty three car parking spaces would be located beneath the terminal building. Semi-trailers entering the Site via the McPherson Street entrance would use the concrete hardstand in front of the terminal building to reverse into the non-putrescible waste loading dock. The loading dock would incorporate a weighbridge, which would weigh the semitrailers after loading has taken place CONTAINER STORAGE A container handling and storage area would be established in the north-western corner of the Site. The area would comprise a concrete hardstand area of approximately 0.17 ha for the storage and handling of empty and full containers. Page 32 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

61 Figure 3-7 Schematic layout of the Asciano Botany Yard Sidings Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 33 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

62 3.3 CONSTRUCTION The construction period for the Proposal would be approximately 11 months, commencing early Construction hours would be restricted to 7am to 6pm Monday to Friday, 8am to 1pm Saturdays. No construction work would be undertaken on Sundays or public holidays. Construction of the Banksmeadow TT would incorporate five principal phases: Stage 1 Site preparation, remediation and demolition. Stage 2 Removal of the UPSS and associated remediation works. Stage 3 Bulk earthworks, installation of drainage systems and utilities and formation of hardstand areas. Stage4 Erection of the transfer terminal building and offices. Stage 5 Rail construction, including the placement of sleepers and tracks. The following sections detail the phases of construction for the Proposal SITE PREPARATION Site preparation and demolition of existing structures is expected to take approximately 21 weeks. Preparation and demolition of the Site would include the following: Site establishment: Site establishment would take approximately two weeks and include the development of a compound with portable offices and amenities with connection to utility services. Demolition: This phase would take approximately 18 weeks and involve the demolition of the two main engineering buildings and four smaller structures (including the removal of approximately 3,200 m 2 of asbestos material), and the removal of approximately 650 m 2 of the existing asphalt driveway and parking area. As much of the exterior building material has been identified as asbestos, demolition works would be undertaken by a licensed asbestos contractor and the material disposed of at an appropriately licensed facility. Once the asbestos and brick cladding has been removed from the Site, the steel portal frames of the buildings would be dismantled. Works would also include removal of steel cladding, the demolition of brick and concrete structures and the removal of external concrete and asphalt pavements. Materials from demolition would be stockpiled and separated for disposal or treated for reuse. Materials that would not be reused will be transferred to an authorised disposal or recycling facility. Clearing and grubbing: Clearing and grubbing would take approximately four days and involve the removal of grass and trees as well as the grubbing of roots and stumps, including two areas of mature tree growth and shrubs along the western boundary. Organic matter would be removed from Site and disposed of at a licensed facility. It would also involve the stripping of topsoil, which would be stockpiled for on- Site reuse or disposed to an authorised disposal facility UPSS REMOVAL The areas of the Site containing and impacted by the underground petroleum storage system (UPSS) would be delineated from the broader Site. Construction works, other than Page 34 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

63 remediation and removal works, would not commence within this area until the Site has been validated and deemed safe. The remediation works associated with the removal of the UPSS would comprise: Removal of the contents of the UPSS: Removal of the contents of the UPSS would be undertaken by an appropriately licensed liquid waste contractor, using equipment safe for use with flammable liquids, and disposed of to an appropriately licensed liquid waste facility. Purging the UPSS: Purging the UPSS would remove any product vapour and would be undertaken in accordance with Australian Standard (AS) The removal and disposal of underground petroleum storage tanks. Removal of the UPSS: Excavation around the UPSS and removal of the evacuated UPSS and associated contamination, under the supervision of an environmental consultant. Groundwater observed to contain contamination would be pumped out for disposal at an appropriate location. Validation: Sampling and validation of the UPSS impacted area and associated groundwater to confirm that the adopted remediation acceptance criteria, as outlined in the remedial action plan or site environmental management plan for the Site, is achieved. Removal of the underground petroleum storage systems (UPSS) has been discussed as a separate phase, as it would be undertaken by a specialist contractor. Further detail on the management of contamination at the Site and the removal of the UPSS is presented in Section BULK EARTHWORKS Phase two of construction would include bulk earthworks, construction of stormwater drainage systems, and utilities installation. This phase would cover a construction period of approximately four months and involve the use of equipment such as: trucks, dozers, scrapers, graders, rollers, backhoes, air compressors and compaction equipment. This phase of construction would include: Bulk earthworks: This would involve minor excavation of portions of the Site as well as the placement of fill to create grade for the rail. The bulk earthworks would have a construction period of approximately 12 weeks. In locations where fill placement would form a capping layer over soil contamination, a marker layer, comprising a brightly coloured high-density polyethylene (HDPE), would be established above the contaminated soil. Installation of the marker layer and the capping layer would be inspected by an environmental consultant and surveyed. This information would be documented within a site environmental management plan (SEMP), prepared for the Site. Stormwater drainage: The construction of the stormwater drainage system would involve the excavation of trenches for the construction of open stormwater channels, pipes and structures across the Site, followed by the laying of stormwater pipes, construction of drainage structures, and backfilling of trenches. On-site detention basins and bioretention areas would be formed and stabilised. Stormwater infrastructure within the Keith Engineering site would largely be installed above ground, connected to the transfer terminal building, and would be installed once the building has been constructed. The provision of stormwater drainage systems would take approximately four weeks. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 35 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

64 Utility services: Connection to utility services (including electricity, sewer, water, fire, gas and telecommunications) would take approximately two weeks and include excavation of trenches, laying of combined utility services pipes, conduits and structures, and then backfilling ERECTION OF STRUCTURES Phase four of construction would involve construction of the pavement, hardstand areas and transfer terminal slab and structure, and have a construction time of approximately 11 weeks. Equipment necessary for this phase of construction would include backhoes, excavators, rollers, trucks, concrete-pumping equipment, air compressors, concrete vibrators and saws, mobile cranes and welders. This phase of construction would include: Pavement and hardstand construction: The construction of pavement and hardstand would have a construction period of approximately one month and involve the placement and construction of the base and sub-base as well as the construction of kerbs, gutter and concrete barriers. In areas where pavement and hardstand would form part of a capping layer above contaminated soil, its placement would be observed and verified by an environmental consultant and the material used, thickness of material, and final surface level, would be documented within the SEMP. Construction of building foundations and slab: The construction of the building foundations and slab would involve excavation of footings, laying formwork, placing reinforcement, concrete pouring and curing. It would take approximately one month to complete. Construction of Transfer Terminal building: The Transfer Terminal building construction would take approximately three months to complete and include the erection of the walls, portal frames and cladding for the shed. It would also involve the installation of the ventilation systems, lighting and plumbing, and mechanical fit out of the building. Installation of compactors: The compactors would be transported to Site and installed using cranes VEOLIA SIDINGS CONSTRUCTION The final phase for construction of the Banksmeadow TT would be the placement of sleepers and tracks for a length of rail approximately 15 m wide and 500 m long. This phase would require the use of delivery trucks and mobile cranes. 3.4 PLANT AND COMISSIONING Commissioning of the Banksmeadow TT is expected to take approximately one month following construction and equipment installation. The commissioning would involve testing of the compactors, odour extraction units, ventilation systems, weighbridges and deluge systems, and checking installation of the equipment. Start-up procedures and safety systems would also be tested at this stage. Site operational management plans would be finalised at this time, and procedures within the plans tested and modified as appropriate. Page 36 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

65 3.5 DESCRIPTION OF OPERATIONS As discussed above, the Banksmeadow TT would integrate with Veolia s existing waste management facilities, as shown in Figure 3-5. Municipal, commercial and industrial customers from within the Sydney region would transport waste by road to the Banksmeadow TT. Trucks would enter the facility via the Beauchamp Road access road, and unload the waste into designated areas onto the floor of the TT building. As shown, the Proposal would involve the management of two distinct materials streams, being general solid waste (putrescible) and general solid waste (non-putrescible) (both including mixed household waste and mixed commercial and industrial (C&I) waste). Each stream would be processed in a separate section of the terminal building. The terminal building would be enclosed, with the exception of vehicle access openings and an air extraction system that would have a single point of exhaust PUTRESCIBLE WASTE The Banksmeadow TT would be designed to receive and containerise up to 400,000 tpa of general solid waste (putrescible) for transfer via rail to the Woodlawn Eco-Project site. Details of the waste received, including identification of the vehicle, weight, nature and origin of the waste, are recorded at the incoming weighbridge. Once the waste has been deposited on the floor of the enclosed building, the material would be inspected to verify information provided at the weighbridge is consistent with the waste received. The deposited waste would be visually checked for non-conforming waste and easily extractable, bulk, recyclable material. Any non-conforming waste identified would be isolated from other materials on the tipping floor and the customer contacted immediately and requested to remove the waste. Easily extractable recyclable material would be transferred from the putrescible waste section of the terminal building to the non-putrescible waste side using a front end loader via the access doorway between the two areas of the TT building. Further information on the process for recording and reconciling waste received at the site is provided in Section 8.4. The remaining material would then be pushed by a front end loader to one of two chutes that would feed the waste compactors. A scale with an electric display would inform the front-end loader operator when the compactor is approaching the maximum capacity of 31.5 t, which is constrained by road transport requirements between the Crisps Creek Intermodal Facility and the Woodlawn Eco-Project site. Once the correct weight is loaded, the compactor would compress the waste into a consolidated bale that is inserted into specially designed shipping containers, which have seals to prevent the release of any leachate and carbon filters to impede the release of odour from the waste during transport. Once the waste has been inserted into the container, any residual waste is removed from around the container door, and the container is sealed. The container would then be moved outside the terminal building where a container handler would transport it either directly to a waiting train, or to a container storage area, ready for transport on the next available train. The compacting and filling process would take approximately 20 minutes per container. It is proposed that two compactors would operate at the Banksmeadow TT, allowing for regular maintenance of the compactors as part of the continued operation of the facility. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 37 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

66 The Proposal would have the capacity to containerise approximately189 t of putrescible waste per hour and would be open to receive waste 24 hours a day, seven days a week. Subject to approval, the Proposal is expected to start accepting waste by late 2015 to early Initially the terminal is expected to process 200,000 tpa of putrescible waste, increasing at 50,000 tpa until it reaches its capacity of 400,000 t. Table 3-6 outlines the expected annual increase in putrescible waste that would be processed by the facility, and the corresponding number of containers required. Table 3-6 Expected annual putrescible waste throughput of Banksmeadow TT Year Annual putrescible waste tonnage Number of Containers (p/a) Number of containers (p/w) ,000 6, ,000 7, ,000 9, ,000 11, ,000 12, RAIL OPERATIONS Pacific National would act as the rail operator for the Banksmeadow TT and would operate one train per day, up to six days per week to service the Proposal. Figure 3-7 shows the arrangement of sidings on the Asciano Botany Site and within the Botany Rail Yard, which the Veolia sidings would connect to. Trains travelling into the Port Botany precinct, including trains accessing the Asciano Botany Site, travel via the main Botany Goods lines, entering the Botany Yard on Arrival Roads #1 and #2. Trains accessing the Asciano Botany Site from this direction currently perform a run-around movement in the Botany Yard, travelling from the Arrival Roads to Departure Road #2. The trains servicing the Banksmeadow TT would need to perform a similar movement to access the Site. The time to complete this movement from the Botany Yard to the Asciano Botany Site is estimated to be in the order of minutes. Once in the Asciano Botany Site, Pacific National would shunt the wagons on the two Veolia sidings in order to allow Veolia to undertake container handling operations. These would include unloading of the empty containers from the train using a container handler and loading full containers onto the wagons. Once the wagons have been loaded the train would be assembled ready for transport to the Crisps Creek Intermodal Facility. The option to operate the train as a haul in service may be constrained by future increases in rail traffic densities in the Port Botany precinct. Mitigation of this issue, should this be the case, would include: Page 38 Change the method of operating to a pull-pull train with a locomotive at the lead and rear of the train in line with other operations in the Port Botany precinct. This would reduce the run-around time but still requires access via Departure Road #2 which is estimated to be in the order of 5 10 minutes. z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

67 Develop an additional siding to by-pass the Botany Yard siding to provide direct access to the Asciano Botany Site. Train operations are proposed to be staged over three phases to align with the ramp up requirements of the Banksmeadow TT. The one train per day would operate up to six days a week with additional wagons to increase capacity. Phase 1 Single Locomotive up to 22 wagons (345 m) train Phase 2 Single Locomotive up to 26 wagons (405 m) train Phase 3 Double Locomotive 31 wagons 42 wagons ( m) train. Table 3-7 provides the number of wagons required per train based on operating six trains per week and the expected ramp up in tonnage over the first five years of operation. Table 3-7 Wagons required per train correlated to annual putrescible waste throughput Year Annual putrescible Number of wagons on the Train Phase waste tonnage (tpa) , , , , , Phase 1 & 2 For the initial stage of operations, up to 250,000 tonnes per annum, the train would operate with a single locomotive and be able to be fully assembled completely clear of the main rail line, i.e. wholly within the Banksmeadow TT site and Asciano s Botany site. During this stage, trains would be likely to occupy the main line for approximately 5-10 minutes on departure, to allow the train to be hauled directly out from the Veolia Sidings. Phase 3 To ensure that the train is able to be fully assembled clear of the main line at maximum capacity; ARTC and Pacific National are currently in discussions to identify an appropriate location for a future rail siding off the main Botany Goods line to bypass Botany Yard to access the Asciano Botany site for the Banksmeadow TT requirements. When constructed, this siding would accommodate the predicted additional port freight rail movements by allowing trains to exit the Botany Goods Line direct into the Asciano Site and Banksmeadow Transfer Terminal site and separate these train services from the flow of train movements on the Botany Goods Line using Botany Yard to access the stevedores. The conceptual siding is shown in Figure 3-8. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 39 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

68 Figure 3-8 Schematic Layout of the Botany Yard Siding with option for a by-pass siding Page 40 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

69 Pacific National is also in discussion with ARTC regarding potential pathways for the train in and out of the Banksmeadow TT site. The facility is not expected to be operational until the end of 2015 and therefore potential pathways provided are only indicative at this stage and based on current operating conditions. In addition to train movements in the direct vicinity of the Proposal site, potential constraints along the entire train route, from Banksmeadow to Crisps Creek need to be considered when determining appropriate pathways. This includes current train operations at Crisps Creek, such as hours of operation and the passenger train schedule at the Crisps Creek end. Timing of train movements Based on the above-listed considerations, Table 3-8 provides a conceptual operating plan for the proposed train from the Banksmeadow site. Table 3-8 Train Indicative train movement schedule Indicative Scheduling (24hr) Departure from Crisps Creek 19:00 Arrival at Banksmeadow 00:30 Departure from Banksmeadow 08:00 Arrival at Crisps Creek 13:00 Based on this scheduling, the process of stripping and re-loading the wagons at Banksmeadow would take approximately seven and a half hours. During the time wagons are on the Site, the provisioning of the locomotive would occur to enable the train to be ready for the outbound journey to Crisps Creek. The provisioning of locomotives would require the locomotive to be taken to another yard, such as Clyde or Cooks River, for refuelling. Alternatively, the locomotive would be exchanged to replace the inbound locomotive with another fully provisioned locomotive. Depending on which yard these locomotives return to, the exchange could occur en-route, or if these exchange movements are required, then travel on the metropolitan passenger network may be required. These movements would be planned to occur while the train is being stripped and re-loaded and would therefore be outside the peak commuter period. In order to avoid additional rail movements for this locomotive exchange, Pacific National would also review opportunities to utilise an existing rail movement into and out of the Port Botany precinct during this time to exchange the locomotives NON-PUTRESCIBLE WASTE The Banksmeadow TT would be able to receive up to 100,000 tpa of general solid waste (non-putrescible), which would be consolidated into semi-trailers within the transfer building for transfer to resource recovery facilities, such as the proposed Camellia Recycling Centre, for recovery of recyclables prior to reprocessing. Segregated loads of green waste, timber, concrete and scrap metal would be directed to specific storage bays. Mixed non-putrescible waste would be deposited on the floor of the terminal building, which would then be visually checked for non-conforming waste and easily separable, bulk, recyclable material. Any non-conforming waste identified would be isolated from other materials on the tipping floor and the customer contacted immediately and Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 41 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

70 requested to remove the waste or, if the waste is identified as putrescible waste it would be transferred to the putrescible waste area of the building via the roller door. Easily extractable, recyclable material would be removed to the appropriate bay, bin. A front-end loader would then push the remaining mixed non-putrescible material to the edge of tipping floor, where an excavator with a grapple arm would be used to load material into an opentop walking floor trailer. Up to 16 laden semi-trailers will exit the Banksmeadow TT via McPherson Street per day, and transfer material to the appropriate recycling or reprocessing facility, depending on material type. Further details on the weighing, recording and management of wastes received at the Banksmeadow TT site are provided in Section PROPOSAL TIMEFRAMES The intention to undertake the development of the Banksmeadow TT facility was announced in February 2013, which was shortly followed by a request for Director-General s Requirements from the NSW Department of Planning and Infrastructure. It is anticipated that construction of the facility would take approximately 11 months. Table 3-9 provides an overview of the key milestones and estimated timeframes for the development of the Proposal. Table 3-9 Key milestones and estimated timeframes for the Banksmeadow TT 5 Milestone SSROC Public Announcement Request for Director General s Requirements Department issues Director General s Requirements Estimated timeframe February 2013 (completed) February 2013 (completed) April 2013 (completed) Detailed Design May 2013 to March 2014 Preparation of Environmental Impact Statement March 2013 to February 2014 Public Exhibition of EIS March 2014 Response to public and agency comments April 2014 Planning Assessment May - November 2014 Department finalises assessment and consults with council and agencies on draft conditions of consent (if any) November 2014 Department issues notice of determination December 2014 Construction January 2015 to November Table based on Ministerial approval, however application may be referred to the PAC Page 42 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

71 Milestone Estimated timeframe Operation December 2015 Operational throughput progression Subject to approval, the Proposal is expected to start accepting waste by late 2015 to early Initially the terminal is expected to process 200,000 tpa of putrescible waste, increasing at 50,000 tpa until it reaches its capacity of 400,000 tpa. The facility would commence receipt of approximately 100,000 tpa non-putrescible waste in Table 3-10 shows the predicted ramp-up period for the Banksmeadow Transfer Terminal, along with the estimated yearly waste containers transported to the Woodlawn Eco-Project site, the daily number of putrescible waste trucks and non-putrescible waste trucks that would access the site. Table 3-10 Predicted ramp up of Banksmeadow TT proposal Year Annual tonnage Number of Containers by rail (per annum) Number of putrescible waste trucks (per day) 6 Number of nonputrescible waste trucks (per day) 7 Total trucks ,000 6, ,000 7, ,000 9, ,000 11, ,000 12, As can be seen, the number of trucks accessing the site would gradually increase throughout the five year ramp up period, reaching maximum operating capacity in The impact assessments undertaken for this EIS have assessed the maximum operating capacity of the site in determining the impacts associated with the Proposal and the mitigation measures proposed have been identified to mitigate impacts associated with the Proposal operating at capacity. 6 Based on 5.5 tonnes per putrescible waste truck with the facility operating 6.5 days a week. 7 Based on 2.5 tonnes per incoming non-putrescible waste truck and 22 tonnes per outgoing semi-trailer. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 43 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

72 4 EXISTING LAND USE The Site proposed for the Banksmeadow TT incorporates two areas of land 14 Beauchamp Road and McPherson Street. 14 Beauchamp Road is currently owned by Asciano and incorporates part of Lot 2 DP McPherson Street is owned by Keith Engineering and incorporates Lot 1 DP and Lots A & B DP Figure 4-9 shows the existing land uses. The following sections describe the historic and current land uses of the Asciano and Keith Engineering owned portions of the Site. Subsequent sections detail the existing and proposed future land uses of the area surrounding the Proposal site. Page 44 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

73 Figure 4-9 Existing land use Hyder Consulting Pty Ltd-ABN Page 45 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

74 4.1 ASCIANO LAND SITE HISTORY The Asciano owned land that forms part of the Site was developed as a railway siding in the 1950s. Review of historic aerial photographs indicate that until this time the site was largely vacant and may have been used for market gardens. The historical title records indicate that in 1924 the land was used concurrently for the purposes of railway activities and commercial/industrial development. Between 1922 and 2002 the land was owned and used by the NSW State rail authority (in its various forms). It was used for activities such as train shunting, minor wagon maintenance, container transfer between road and rail, and locomotive refuelling. Ownership of the site was transferred to Pacific National (now part of Asciano) in 2002 via an asset sale by the NSW Government CURRENT USE The Asciano owned portion of the site is presently used for rolling stock storage. However, the rail sidings and a large portion of the Site are largely unused. The topography of the site is relatively level, as a result of various filling activities that have occurred on the Asciano site over time. The south-eastern portion of the Asciano site is relatively higher than surrounding areas, while at the north western end of the site, towards the ARTC land, there is a raised soil platform. The central portion of the site is covered with unsealed hardstand, comprising unbound road base and crushed concrete gravels. The eastern portion of the site has recently been asphalted and jersey curbing has been installed to separate the western rail sidings from the eastern sidings. There is no formal stormwater drainage system currently on site, and water falling on the Asciano site has been observed to pond on site and absorb into the groundwater. Structures currently on the Asciano owned portion of the site include: Concrete office building that was formerly used as an office for Pacific National operations, located adjacent to the northern site boundary and bordering on ARTC land. Several masonry and sheet metal clad buildings, located within the central western portion of the land, associated with the previous rail yard land use. Covered parking and barbeque area, adjacent to the western boundary of the site. Temporary office building at the site entry, currently used by Patricks. The site has been largely unused and the western boundary of the site is overgrown with exotic species. Recent activities on the site include the transport of old rail carriages for deconstruction and recycling and the temporary use of the site by Patricks Stevedoring for handling of containers. Access to the site is from the intersection of Beauchamp Road and Perry Street, where an access gate has been installed to prevent unauthorised ingress to the site. Traffic movements on the site are limited to the temporary use of the site by Patricks. This use of the site would cease prior to commencement of construction of the Proposal. Page 46 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

75 Figure 4-10 Patricks temporary office building Figure 4-11 Northern portion of Asciano land, adjoining Botany Goods line 4.2 KEITH ENGINEERING LAND SITE HISTORY The Keith Engineering owned portion of the Site was first developed for industrial purposes in Historic information indicates that prior to this time the site was used for agricultural purposes, such as market gardens. Historic aerial photographs indicate that, by the 1950s, several large commercial / industrial buildings had been erected on the Keith Engineering site. Between 1951 and 1965 the south-eastern portion of the Keith Engineering site was owned by Stayseal Products. The remaining portion of the site was owned by Huckson Diecasting between 1949 and It is therefore assumed that during these periods the site was used for die casting, metal fabrication and potentially the manufacture and storage of sealants. The existing buildings on site were in place by the end of the 1970s and Keith Engineering purchased the land in WorkCover records (see Douglas Partners, 2013a, Appendix E), for the Keith Engineering site indicates that later uses of the site included manufacturing of abattoir equipment (1993), and industrial machinery and equipment manufacturing ( ) CURRENT USE The topography of the Keith Engineering site currently slopes from a retaining wall that has been constructed along the eastern boundary of the site towards the south-west, falling approximately 0.6 m over 60 m. The ground surface is covered with reinforced concrete slab floors within the buildings, with exposed pavements of both reinforced concrete and asphalt. Unsealed portions of the site have been covered with loose gravel and recycled building aggregate. Structures on the Keith Engineering site currently include: A large warehouse that fronts McPherson Street and is constructed from a steel frame with part brick and asbestos-cement cladding and roof sheeting. This warehouse is relatively tall (estimated at 15 m RL) and contains gantry cranes. It is known as the main factory building. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 47 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

76 A smaller warehouse, located adjacent to the large warehouse, constructed from brick and sheet metal roofing. This warehouse is joined to an existing office building of similar construction, on its eastern side. Several smaller sheds constructed from steel frames with metal cladding. Several portable site office buildings and industrial storage bins. Other existing site features included a small substation and adjoining shed and concrete paving. Vegetation on the site comprises an area of planted casuarinas along the eastern site boundary and several planted, mature eucalypts along the McPherson Street frontage. Stormwater across the site is currently largely uncontrolled. A large part of the runoff flows to the northern boundary of the site, where it ponds and gradually releases along the freight railway to the south and into the stormwater drain on McPherson Street, which flows into the main Springvale Drain and discharges at the Penhryn Estuary. Surface water on the western portion is currently directed to a series of sumps along the western boundary of the site, where it is pumped to Council stormwater infrastructure on McPherson Street. Stormwater collected on warehousing roofs is transferred directly to the Council stormwater system. The Keith Engineering site is currently used for a variety of uses. The northern outdoor boundary is used for skip bin storage (Figure 4-12) and the main factory building is also primarily used for storage by Keith Engineering, Rosemonts & Co. and Harvest Maid Dehydrators. It holds items such as truck trailers, stadium collapsible chairs and machinery used by adjacent buildings (Figure 4-13). The hardstand area of the Keith Engineering site immediately in front of the large warehouse is currently used to store semi-trailers and containers. The smaller sheds on the western boundary of the site are used for small scale commercial purposes, including metal soldering, fabrication work and carpentry. Traffic generated on the site is associated with employee movements to and from the site and the movement of semi-trailers. Access to the site is via McPherson Street. Figure 4-12 Skip bin storage at northern boundary of Keith Engineering land Figure 4-13 Storage at main factory building at McPherson Street Page 48 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

77 4.3 SURROUNDING LAND USES EXISTING SURROUNDING LAND USES The Site is immediately bounded by: McPherson Street to the south The Botany Goods line to the west Asciano owned land and rail sidings to the immediate east (Asciano Botany Site) Beauchamp Road to the south east Botany Building Recyclers to the south, east and west. Figure 4-14 shows the existing land uses surrounding the Proposal site. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 49 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

78 Figure 4-14 Surrounding land uses (existing) Page 50 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

79 The Botany Industrial Precinct (BIP) is located within the immediate vicinity of the Site, to the north and east. The BIP is owned and operated by Orica, Qenos and Huntsman, and includes the following industrial related activities: Chemical manufacturing (Orica s ChlorAlkali plant) Groundwater treatment (Orica) Surfactants manufacturing (Huntsman) Plastics manufacturing, including separate plants for olefins, alkathene and alkatuff (Qenos). Beyond the BIP, to the north-east is Denison Street, then the Hillsdale Residential area, which is approximately 250 m from the Site boundary, at the closest point. To the east of the southern extent of the Asciano Botany Site is the intersection of Beauchamp Road and Perry Street. Directly to the east of this intersection are small industrial lots, incorporating small industrial businesses such as car wreckers, repair shops and panel beater. The residential area of Matraville is located approximately 350 m to the east of this intersection, along Perry Street. The area to the south-east of the Site is also characterised by a series of industrial lots. Directly south of the Site is McPherson Street and then Goodman s Botany Bay Industrial Estate, which is a series of industrial warehouses, containing businesses such as party hire, import/export and freight and customs brokers. Beyond this are further, large industrial lots, which extend along the foreshore of Botany Bay to Port Botany. The Port Botany precinct is one of Australia s most important freight terminals for containerised goods and bulk liquids and gases, handling over 24 million tonnes of freight (NSW Ports, 2013) and generating around $10.5 billion per year (Infrastructure NSW, 2012). Materials handled at Port Botany include chemicals, textiles, waste products, cereals and oil, exporting to countries such as China and the United States of America (USA) and importing from Europe, Asia and the USA. Adjacent to Port Botany, is Sydney s domestic and international airport. In 2012, over 36.9 million passengers and nearly 615,000 tonnes of freight passed through the airport terminals (Sydney Airport Corporation Limited, 2013). Beyond the freight rail line to the south-west and west are a series of large industrial sites, currently used for freight warehousing and storage. Directly to the west of the freight rail line is Orica s Southlands site, which is approximately 20 ha of undeveloped industrial-zoned land currently dedicated to the Botany Groundwater Cleanup Project. It contains groundwater extraction wells and pipework which transfers the groundwater to the Groundwater Treatment Plant at the Botany Industrial Park. The Site also wraps around a triangular portion of land on McPherson Street, which is used by Botany Building Recyclers for the recycling of construction and demolition waste materials. The recycling yard is elevated above the Site and has a retaining wall along the boundary. Operation of the Botany Building Recyclers is not associated with the Proposal. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 51 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

80 4.3.2 PROPOSED AND FUTURE SURROUNDING LAND USES This section provides an overview of proposed and future land uses surrounding the Proposal site. The cumulative impacts of the Proposal with these proposed and future surrounding land uses have been assessed and further detail is provided in Section Figure 4-15 shows the location of the proposed developments in relation to the Proposal site. Page 52 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

81 Figure 4-15 Surrounding land uses (proposed) Hyder Consulting Pty Ltd-ABN Page 53 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

82 Port Botany Expansion Project The Port Botany Expansion Project is due to be operational in The expansion was one of the largest port projects to be undertaken in Australia in the last 30 years (NSW Ports 2013), and included: The design, construction and procurement of a third terminal, currently scheduled to be operational in Grade separation on Penrhyn Road, which comprises an elevated two lane roundabout to provide a safer and more efficient operational environment in Port Botany. Banksia Street overpass, which comprises an elevated pedestrian bridge over the Port Botany freight line at Banksia Street. 1,850 m of additional wharf face for five extra shipping berths. 60 ha of reclaimed terminal land. Deep water berths with depths of up to 16.5 m. Dredging of approximately 7.8 million m 3 of fill material to create shipping channels and berth boxes. Dedicated road access to the new terminal. Additional rail sidings to provide rail access to the new terminal area. Additional tug berths and facilities. Rehabilitation and expansion of Penrhyn Estuary to create a secure estuarine environment. Community facilities, including a boat ramp, look outs, pathways. Orica Southlands development P&I has recently approved subdivision of 13.1 ha of the Orica Southlands site at Banksmeadow to create a new industrial estate. Orica intend for this industrial estate to become a major industrial and warehousing estate servicing Port Botany and the Sydney Metropolitan Area (Orica, 2013). The site will be subdivided into 12 new lots and the western six lots on the Southlands site are to be sold with development approval for high quality industrial and warehouse purposes. Qenos Botany Industrial Park There are proposed operational changes at the Qenos site, in the Botany Industrial Park bounded by Beauchamp Road, Denison Street and Wentworth Avenue. Qenos is the sole manufacturer and supplier of polyethylene products in Australia. On 28 August 2012, the NSW Government granted approval for DA MOD 2, a modification that will involve Qenos: Constructing and operating a proposed Hydrogen unloading bay Page 54 Contemporising various reporting requirements. Bunnings Warehouse Hillsdale A Bunnings warehouse is proposed to be constructed at Denison Street, to the south of Smith Street. At the time of writing this report, this proposal was at Development Application stage and being reviewed by the South East Joint Regional Planning Panel. z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

83 Asciano Botany Site Asciano are considering developing the remaining portion of the Asciano Botany Site in the future. While the ultimate use of the site has not been determined, Asciano and Veolia are working together to ensure that design of the shared entrance to the site caters for Veolia s proposed truck movements, as well as up to 100 future truck movements, that may be associated with Asciano s future use of the site. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 55 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

84 5 STATUTORY PLANNING AND CONTEXT 5.1 PLANNING ASSESSMENT PROCESS The following sections outline the planning assessment process that is applicable to the Proposal and summarises environmental planning legislation that has been taken into considered during preparation of this EIS ENVIRONMENTAL PLANNING AND ASSESSMENT ACT 1979 The Environmental Planning and Assessment Act 1979 (EP&A Act) and the Environmental Planning and Assessment Regulation 2000 (EP&A Regulation) provide the framework for the assessment of the environmental impact of proposed development in NSW. The objectives of the EP&A Act include: (a) the encouragement of: i) the proper management, development, and conservation of natural and artificial resources ii) the promotion and coordination of the orderly and economic use and development of land vi) the protection of the environment, including the protection and conservation of native animals and plants, including threatened species, populations and ecological communities, and their habitats; iv) ecologically sustainable development (c) to provide increased opportunity for public involvement and participation in environmental planning and assessment. Part 3 of the EP&A Act provides for the formation of environmental planning instruments (EPIs), which can take the form of local environmental management plans (LEPs) or State Environmental Planning Policies (SEPPs). EPIs contain provisions that control the permissibility of development and identify when development approval is required. EPIs that are applicable to the Proposal are: State Environmental Planning Policy (State and Regional Development) 2011 (SEPP (State and Regional Development)). State Environmental Planning Policy (Port Botany and Port Kembla) 2013 (SEPP (Port Botany)). Botany Bay LEP. Randwick LEP. These are discussed in more detail below. Part 4 of the EP&A Act establishes the classification of development as permissible without consent, permissible with consent and prohibited, and the requirements for assessment of development that is permissible with consent. The permissibility of the Banksmeadow TT proposal is determined by the EPIs applicable to the Site. This is discussed below. Page 56 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

85 Division 4.1 of the EP&A Act identifies the Minister for Planning and Infrastructure (the Minister) as the consent authority for development that is identified as State Significant Development (SSD). Division 4.1 also identifies provisions of other environmental and planning legislation that does not apply to SSD and approvals required under other legislation that must be applied consistently with any approval granted for SSD under the EP&A Act STATE ENVIRONMENTAL PLANNING POLICIES State Environmental Planning Policy (State and Regional Development) 2011 The aims of the SEPP (State and Regional Development) are: To identify development that is State Significant Development. To identify development that is State Significant Infrastructure and critical State Significant Infrastructure. To confer functions on joint regional planning panels to determine development applications. Under Clause 23, Schedule 1 of SEPP (State and Regional Development) the Banksmeadow TT is considered to be: development for the purpose of resource recovery or recycling facilities that handle more than 100, 000 tonnes per year of waste. The development is therefore classified as State Significant and is assessable under Division 4.1 of the EP&A Act. Under Clause 11 of SEPP (State and Regional Development), development control plans (DCPs), developed under LEPs, are not applicable to SSD. State Environmental Planning Policy (Port Botany and Port Kembla) 2013 The State Environmental Planning Policy (Port Botany and Port Kembla) 2013 (SEPP (Port Botany)) was gazetted on 24 May The purpose of the SEPP (Port Botany) is to provide a consistent planning regime for the development and delivery of infrastructure on land in Port Botany and Port Kembla and to define development that is permissible with and without consent within land in and around the leased port areas. Land within the Botany LGA that is affected by the provisions of the SEPP (Port Botany) include, the Banksmeadow Industrial Precinct, part of the Hillsdale Industrial area, and part of the Hale Street Industrial Precinct as well as Foreshore Drive, Foreshore Beach and Port Botany. Under SEPP (Port Botany) the Banksmeadow TT site is zoned IN1 General Industrial. Development of waste or resource management facilities is permissible within this zone with consent. When considering whether to grant approval to the Proposal, P&I must have regard to the objectives of the IN1 General Industrial zone, which are as follows: To provide a wide range of industrial and warehouse land uses. To encourage employment opportunities. To minimise any adverse effect of industry on other land uses. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 57 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

86 To facilitate and encourage port related industries that will contribute to the growth and diversification of trade through the port. To enable development for the purposes of business premises or office premises associated with, and ancillary to, port facilities or industries. To encourage ecologically sustainable development. The Proposal is consistent with the objectives of the zone as it would provide an industrial use for the land, provide employment opportunities, provide infrastructure that is supportive to other industrial land uses within the area and is consistent with the principles of ecologically sustainable development (ESD). Page 58 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

87 Figure 5-16 SEPP (Port Botany) Zoning Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 59 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

88 The SEPP (Port Botany) repealed the provisions of the State Environmental Planning Policy (Major Development) 2005, which designated the Port Botany site, including the Banksmeadow TT site, as a State Significant Site. Clause 22 of the SEPP (Port Botany) prescribes certain matters that the consent authority must consider when assessing a proposal within the Port Botany area that requires earthworks. These matters and the section where they are addressed within this EIS are described in Table Table 5-11 SEPP (Port Botany) matters for consideration for ancillary earthworks Matter for consideration Summary of assessment outcome Section addressed (a) the likely disruption of, or any detrimental effect on, drainage patterns and soil stability in the locality of the development (b) the effect of the development on the likely future use or redevelopment of the land (c) the quality of the fill or the soil to be excavated, or both (d) the effect of the development on the existing and likely amenity of adjoining properties The Proposal has been designed to largely maintain the drainage patterns from the Site. Increased runoff as a result of the Proposal would be mitigated through the provision of on-site detention (OSD) and the capture of stormwater for reuse within the transfer terminal building. The proposed works would improve drainage conditions on the Proposal site, which would be beneficial for the future use or redevelopment of the land. Imported fill would be free from contamination and meet engineering design standards. Contaminated material removed from Site would be disposed of at an appropriately licensed landfill. The Proposal would result in the rising of ground levels on the Proposal site and erection of structure of a height approximately 15 metres above ground level (ABG). Cladding of the structure would be sympathetic to the local environs to minimise impacts on the amenity of adjoining properties Page 60 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

89 Matter for consideration Summary of assessment outcome Section addressed (e) the source of any fill material and the destination of any excavated material (f) the likelihood of disturbing relics (g) the proximity to, and potential for adverse impacts on, any waterway, drinking water catchment or environmentally sensitive area (h) any appropriate measures proposed to avoid, minimise or mitigate the impacts of the development The following criteria would be applicable to all soils imported to the Site: The soils must be legally able to be imported onto the Site in accordance with the Protection of the Environment Operations (Waste) Regulation 2005 and any required Council approvals. The soils must meet the The soils must meet the geotechnical requirements for their proposed use. It is preferable for all soil materials imported onto the Site to comprise Virgin Excavated Natural Material (VENM) or Excavated Natural Material (ENM). There is a low likelihood of disturbing relics on the Site as excavation is not proposed for the majority of the Site and the Site is heavily disturbed and industrialised. There is a low likelihood of adversely impacting on waterways, drinking water catchments or environmentally sensitive area. Stormwater drainage will be largely unchanged, flowing into existing systems with minimal disturbance. A summary of mitigation measures for the Proposal is presented in Section 10. Mitigation measures particular to earthworks with be included in the Contractor Site Management Plan (CSMP), Construction Environmental Management Plan (CEMP) and Operational Environmental Management Plan (OEMP) developed for the Site, including the development of Erosion and Sediment Control Plans (ESCPs). 8.1 Appendix E 8.11; Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 61 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

90 Matter for consideration Summary of assessment outcome Section addressed (i) the potential impact on groundwater and groundwater dependent ecosystems It is likely that groundwater would be encountered during removal of an existing undergrounds storage tank and installation of foundations; however, impacts to groundwater would be of short duration and the operational phase of the Proposal would not cause a change to groundwater flows or groundwater dependent ecosystems The SEPP (Port Botany) also identifies items and places of heritage significance within the land to which the SEPP applies. Under the SEPP (Port Botany) the Main Administration building on the Chlor-Alkali Orica site, and a mature fig tree adjacent to the building, are listed as of local heritage significance. The Orica site is located immediately adjacent to the Asciano lands; however, it is noted that there is a portion of the Asciano land that is not part of this development proposal that is between the Proposal site and the Orica site (see, Figure 1-4). Potential impacts on the heritage values of the Orica administration building and fig tree are discussed in Section State Environmental Planning Policy (Infrastructure) 2007 The applicable aims of the SEPP (Infrastructure) 2007 (ISEPP) are: to facilitate the effective delivery of infrastructure across the State by: (e) identifying matters to be considered in the assessment of development adjacent to particular types of infrastructure development (f) providing for consultation with relevant public authorities about certain development during the assessment process or prior to development commencing. (ISEPP, Cl 2) Under Clause 86 of the ISEPP, proposed development that requires excavation in, above or adjacent to rail corridors must be referred to the rail authority for the rail corridor. The Banksmeadow TT would require excavation and installation of railway tracks within 25 m of the Port Botany Goods Line; hence the ARTC, which is the rail authority for the rail corridor, will be notified by P&I of the Banksmeadow TT proposal. The concurrence of ARTC would be required prior to P&I granting development consent. Clause 86 of the ISEPP prescribes a number of matters that ARTC must consider before granting concurrence to a development that requires excavation within the proximity of a railway corridor. These matters are: The potential effects of the development (whether alone or cumulatively with other development or proposed development) on: The safety or structural integrity of existing or proposed rail infrastructure facilities in the rail corridor. The safe and effective operation of existing or proposed rail infrastructure facilities in the rail corridor. What measures are proposed, or could reasonably be taken, to avoid or minimise those potential effects. (ISEPP, Cl 86(4)). Page 62 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

91 Operating on the network would attract Access Fees from the relevant Access Providers on the intended network route. Access Fees represent revenue for the Access Providers for provision of access to the network, infrastructure maintenance and upgrades. Consultation undertaken with ARTC to date is summarised in Section 4.1 and Veolia is working with their rail operator, Pacific National, who is liaising with ARTC, to develop the detailed railway track design in accordance with their standards and the requirements of Pacific National as the rail operator. Consideration has also been given to Development near Rail Corridors and Busy Roads Interim Guideline (NSW DoP, 2008). Under Clause 104 of ISEPP, traffic generating developments, including waste transfer stations, must be referred to the Roads and Maritime Services. The consent authority must take into consideration any submission that the RMS provides in response to the application, the accessibility of the site, including: The efficiency of movement of people and freight to and from the site and the extent of multi-purpose trips; and The potential to minimise the need for travel by car and to maximise the movement of freight in containers or bulk freight by rail; and Any potential traffic safety, road congestion or parking implications of the development. A Traffic and Transport Impact Assessment has been prepared to identify and address the potential traffic implications of the Proposal, and is summarised in Section 8.3 and presented in Appendix H. State Environmental Planning Policy 33 Hazardous and Offensive Development SEPP 33 Hazardous and Offensive Development links the permissibility of an industrial development proposal to its safety and environmental performance. Certain activities may involve handling, storing or processing a range of materials, which, in the absence of controls, may create risk outside of operational borders to people, property or the environment. Such activities would be defined by SEPP 33 as a 'potentially hazardous industry' or 'potentially offensive industry'. SEPP 33 applies to any industrial development proposals which fall within these definitions. Under Clause 3, a development is deemed part of a potentially hazardous industry if it satisfies the definition: a development for the purposes of any industry which, if the development were to operate without employing any measures (including, for example, isolation from existing or likely future development on other land) to reduce or minimise its impact in the locality or on the existing or likely future development on other land, would pose a significant risk in relation to the locality: a) to human health, life or property, or; b) to the biophysical environment; and includes a hazardous industry and a hazardous storage establishment. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 63 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

92 The Department of Urban Affairs and Planning (DUAP) (1997) guideline Applying SEPP 33 provides a risk screening procedure to facilitate determination of whether a proposed development is applicable under the SEPP. If, under this screening test SEPP 33 is triggered, Clause 12 of SEPP 33 requires that any proposal to carry out a potentially hazardous development must be supported by a Preliminary Hazard Analysis (PHA). As the Proposal falls within the definition of a potentially hazardous industry, a screening assessment was undertaken, which is outlined in Section 8.7. The assessment found the Proposal would not trigger the need for a PHA as it would operate below the screening levels set out in the guidelines. State Environmental Planning Policy 55 Remediation of Land The objective of SEPP 55 is to provide for a coordinated state-wide planning approach for the remediation of contaminated land. SEPP 55 aims to promote the remediation of contaminated land with the objective of reducing the risk of harm to human health or other aspects of the environment. Clause 7 of SEPP 55 requires the approval authority to have regard to certain matters before granting approval. These matters include: Whether the land is contaminated. Whether the land is, or would be, suitable for the purpose for which development is to be carried out. If remediation is required for the land to be suitable for the proposed purpose, whether the land will be remediated before the land is used for that purpose. SEPP 55 also imposes obligations to carry out any remediation work in accordance with relevant guidelines, developed under the Contaminated Lands Management Act 1995 (discussed further below) and to notify the relevant council of certain matters in relation to any remediation work. Phase 2 contamination investigations have been undertaken for the Site and preferred options for remediation have been proposed for those sections of the Site with contaminant concentrations in exceedance of Health Investigation Levels (HILs) appropriate for commercial and industrial sites. Through the implementation of the recommended remedial strategies the Site would be made suitable for use as a waste transfer station, in accordance with Clause 7 of SEPP 55. These are discussed in more detail in Section 8.1 and Appendix E and F. SEPP 55 identifies works that are Category 1 remediation works, which includes contaminated soil treatment works classed as designated development under the EP&A Act. Clause 15, Schedule 3 of the EP&A Regulations prescribes soil remediation works that treat contaminated soil originating exclusively from the site on which the development is located and store more than 30,000 m 3 of soil. The Proposal would result in capping and storage on Site of asbestos contaminated soils, predominantly on the Keith Engineering portion of the Site. It is estimated that the quantity of soil proposed to be capped on the Keith Engineering portion of the Site may potentially contain 30,000 m 3 of contaminated soils 8 ; hence, the proposed works are classified as 8 Note: the quantity of contaminated soils to be capped on the Keith Engineering site has not been fully quantified and may be less than this threshold. The quantity would be confirmed prior to application for an EPL for the Site. Page 64 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

93 Category 1 remediation works. In accordance with SEPP 55, consent is therefore required to undertake the remediation works associated with the Proposal. State Environmental Planning Policy No 64 Advertising and Signage SEPP 64 aims to regulate signage to ensure that it is compatible with the visual character of an area and provides effective communication in suitable locations. SEPP 64 is applicable to all signage, except for signage that is classified as exempt development under an EPI. Under the SEPP (Port Botany) signage is classified as exempt development, if it is not an advertising structure and it complies with Australian Standard (AS) Safety signs for the occupational environment and AS Control of the obtrusive effects of outdoor lighting. Signage would be installed at the Proposal site for the purposes of business identification, provision of occupational health and safety information and directing visitors and waste vehicles around the site. All signage would be developed in accordance with AS and AS Signage associated with the Proposal would include signage on the terminal building frontage at McPherson Street, including the Veolia symbol and identification of the terminal building and a traffic sign on Beauchamp Road to direct waste vehicles to the site. Freestanding signage at the site would not protrude above the dominant skyline when viewed from the ground level. SEPP 64 is therefore not applicable to the signage proposed for the Proposal LOCAL PLANNING CONTROLS SEPP (Port Botany), which is applicable to the Banksmeadow TT site and immediately adjacent areas, overrides the local EPIs that would otherwise be applicable. While not strictly applicable to development of the Proposal, consideration has nevertheless been given to the aims and objectives of the Botany Bay LEP to ensure the Banksmeadow TT is consistent with the desired future character of the area. Botany Bay Local Environment Plan 2013 The Botany Local Environment Plan 2013 (Botany LEP) came into force on 26 June The Banksmeadow TT is located within an area of the Port Botany LGA that is identified in the DCP that supports the LEP as the Banksmeadow Industrial Precinct. The Proposal is consistent with the aims of the Botany LEP, notably the aim to encourage sustainable economic growth and development. Located within an area identified as an industrial precinct, the Banksmeadow TT would be compatible with current, future and surrounding land uses. In addition, the Banksmeadow TT would provide vital waste management services for the greater Southern Sydney area, facilitating sustainable economic growth. The particular aims of the Botany LEP are as follows: a b c To recognise the importance of Botany Bay as a gateway to Sydney, given its proximity to Sydney (Kingsford Smith) Airport and Port Botany. To encourage sustainable economic growth and development. To provide direction concerning growth and change in Botany Bay. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 65 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

94 d e f g To identify and conserve those items and localities that contribute to the local built form and the environmental and cultural heritage of Botany Bay. To protect and enhance the natural and cultural landscapes in Botany Bay. To create a highly liveable urban place through the promotion of design excellence in all elements of the built environment and public domain. To protect residential amenity. The Proposal is deemed to be consistent with the aims of the Botany LEP as: The proposal would facilitate the movement of waste from the local area by rail, thereby supporting growth within the Botany Bay area. The proposal would be developed on land zoned industrial under the SEPP (Port Botany) hence will not impact on areas of the LGA that are designated for residential development or public open space. The proposal would be designed to be consistent with the appearance of the industrial development at McPherson Street and site surrounds. An assessment of the visual impact of the proposal are discussed in Section 8.14, while a discussion of surrounding land uses is presented in Section 8.9. Botany Bay Development Control Plan 2013 As noted in Section 5.1.2, Clause 11 of SEPP (State & Regional Development) excludes the application of DCPs to development that is SSD. Nevertheless, consideration has been given to the objectives of the DCP in order to demonstrate consistency of the Proposal with the overarching aims of Botany City Council for the Site and surrounds. The Botany Bay Comprehensive DCP 2013 came into force on 17 December General provisions of the draft Botany Bay Comprehensive DCP (2013) include: Parking and access. Access and mobility. Signage. Tree management. Stormwater management. Sustainable design. Landscaping. Waste minimisation and management. The provisions of the DCP have been taken into consideration in the design development of the Proposal, particularly with regard to stormwater management (see Section 8.2), waste minimisation and management (see Section 8.4) and development of a Landscape Concept Plan (see Section 8.10 and Appendix Q) SUMMARY OF PLANNING APPROVAL PATHWAY The proposed Banksmeadow TT is assessable as SSD under the SEPP (State and Regional Development). The Proposal should therefore be assessed under Part 4 of the EP&A Act. Page 66 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

95 Figure 5-17 shows the planning approval process applicable to development of the proposal. Public Exhibition of the EIS (highlighted in blue) is the point in the assessment and approval process that the project is currently at. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 67 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

96 Figure 5-17 Planning approval process Page 68 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

97 5.2 APPLICABLE NSW ENVIRONMENTAL LEGISLATION The following sections provide a summary of other environmental and planning legislation that has been considered in the development of the Banksmeadow TT proposal PROTECTION OF THE ENVIRONMENT OPERATIONS ACT 1997 The Protection of the Environment Operations Act 1997 (POEO Act) is the key piece of environmental protection legislation administered by the Environment Protection Authority (EPA). The principle objectives of the POEO Act are to: Protect, restore and enhance the quality of the environment, while having regard to the principles of ecologically sustainable development (ESD). Provide increased opportunities for public involvement and participation in environment protection. Reduce risks to human health and prevent the degradation of the environment. Assist in the achievement of the objectives of the Waste Avoidance and Resource Recovery Act Environment Protection Licences Under the POEO Act, activities that will or are likely to cause pollution are identified as scheduled activities and require an environmental protection licence (EPL). EPLs are issued and administered by the EPA. Table 5-12 Applicable scheduled activities under the POEO Act Clause Activity Trigger 15 Contaminated soil treatment* Treating (otherwise than by incineration) and storing more than 30,000 cubic metres of contaminated soil 41 Waste processing (non-thermal treatment). Having on site at any time more than 2,500 tonnes, or 2,500 cubic metres, whichever is the lesser, of general waste. Processing more than 30,000 tonnes per year, of general waste. 42 Waste storage. Receiving more than 30,000 tonnes per year of waste from offsite. 33 Railway systems activities**. The installation or on site upgrading of track, including the construction or significant alteration of any ancillary works. * Note: the quantity of contaminated soils to be capped on the Keith Engineering site has not been fully quantified and may be less than this threshold. The quantity would be confirmed prior to application for an EPL for the Site. ** Note: The EPL for railway systems activities is not required for operation of rolling stock if the activity is for loading of freight into or onto, and unloading of freight from, rolling stock (Sch. 1, Cl33(2)(f)). Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 69 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

98 As noted in Section 3.1.1, Section 89K of the EP&A Act stipulates that the conditions which form the EPL cannot be inconsistent with the General Terms of Approval and conditions of consent issued as part of the development consent, at least until the first review of the licence is undertaken, five years after the issue of the EPL. Records of waste Section 88 of the POEO Act requires licensed waste facilities to pay a contribution to the EPA for each tonne of waste received for disposal at the facility, referred to as the waste and environment levy. The purpose of the levy is to reduce the amount of waste being disposed of and to promote recycling and resource recovery. To achieve this aim, a deduction to the levy can be claimed for waste that is received at the facility but is transported to another facility for lawful recycling, processing, recovery or disposal. Under existing regulations, the Banksmeadow TT site would be exempt from the waste levy as the purpose of the facility is a transfer facility; however there is a requirement for the amount of waste transported to and from the Proposal site to be recorded and submitted to the EPA annually. To accurately track the amount of waste received at the Proposal site and its destination from the Banksmeadow TT a series of weighbridges would be installed on the Proposal site. Management of waste at the Proposal site is discussed in more detail in Section 8.4. Records must be kept in accordance with the requirements set out in the Protection of the Environment Operations (Waste) Regulation 2005 (discussed below). It is noted that the Protection of the Environment Operations Amendment (Illegal Waste Disposal) Act 2013 came into force in late 2013, which amends the POEO Act, and will ultimately require recycling facilities to pay the waste levy. This change will be enacted through an amendment to the Protection of the Environment Operations (Waste) Regulation 2005, which has yet to be finalised. Weighbridges at the Proposal would be designed, installed and operated in a manner to meet the new regulatory requirements as they come into force. Environment protection offences The POEO Act establishes a range of pollution offences and penalties that are applicable to all activities undertaken on a site. Specific pollution offences are created for actions associated with: Water pollution. Air pollution. Noise pollution. Land pollution. Littering and waste. The POEO Act also establishes a number of regulations that provide further details on the management of pollution. Those that are applicable to the Banksmeadow TT proposal are discussed briefly below. Page 70 Construction and operation of the Banksmeadow TT proposal would be undertaken in a manner that achieves compliance with the requirements of the POEO Act and its regulations. Procedures to prevent pollution during construction would be documented in a Construction Environmental Management Plan. Operational controls would be detailed in the Operational Environmental Management Plan. z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

99 Pollution Incident Response Management Plans (PIRMP) would be prepared for construction and operation of the terminal in accordance with the requirements of Part 5.7A of the POEO Act and the Protection of the Environment Operations (General) Regulation The PIRMPs would document the following: A description of the likelihood of hazards at the Site. Pre-emptive actions to be taken to minimise or prevent any risk of harm to human health or the environment. An inventory of pollutants kept on the Site. A description and inventory of safety and environmental equipment stored on site to control pollution incidents. Contact details for the EPA, Ministry of Health, Work Cover, NSW Fire and Rescue, and Botany Bay Council for immediate notification in the event of an incident that threatens environmental harm. Details of the mechanisms that would be used for providing early warnings and regular updates to the owners and occupiers of premises who may be affected by an incident occurring on the premises. A detailed map showing the location of the premises, the surrounding area that would likely be affected by a pollution incident, the location of potential pollutants on the premises, the location of any stormwater drains on the premises, and the discharge locations of the stormwater drains to the nearest watercourse or water body. A description of the actions that would be taken by Veolia immediately after a pollution incident to reduce or control any pollution. Details on the nature and objectives of any staff training program on implementing the PIMRP. Protection of the Environment Operations (Clean Air) Regulation 2010 The Protection of the Environment Operations (Clean Air) Regulation 2002 prescribes emission concentration limits which apply to industries. Under the regulation, Banksmeadow TT falls under the ambit of the Group 6 emission concentration limits, which are the most stringent limits under the regulation. Section 8.7 discusses the air quality impacts associated with the proposal and demonstrates how the terminal facility will readily achieve the limits set out in the regulation. Protection of the Environment Operations (Waste) Regulation 2005 The Protection of the Environment Operations (Waste) Regulation 2005 requires tracking of certain waste within NSW and between participating states. Each party must be authorised to store, transport, or receive the specific type of waste. Schedule 1 of the Regulation identifies the types of waste which apply. In addition, the Regulation has specific reporting and record-keeping requirements. It is an offence under the POEO Act to wilfully or negligently dispose of waste in a manner that harms or is likely to harm the environment. Veolia and its contractors would manage any waste generated from demolition of the existing buildings on the Banksmeadow TT site and construction of the new facilities, in accordance with the requirements of the POEO Act. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 71 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

100 Part 2 of the POEO (Waste) Regulation prescribes the requirements for recording waste at scheduled waste facilities. Clause 9 of the regulation exempts premises that are used as transfer facilities from the requirement to pay s88 contributions. Clause 12 of the POEO (Waste) Regulations requires the occupier of a scheduled waste facility to record the following information for each delivery of waste material received at the facility: The amount and type of waste and other material delivered The date the delivery was made The registration number of the vehicle making the delivery The particulars of where on the site the waste and other materials were placed at the facility The particulars of any waste received that is exempted under clause 10 from the calculation of the contribution payable by the facility. Clause 15 of the regulation requires scheduled premises that receive more than 10,000 tpa of waste to install a weighbridge to ensure that the quantity of waste being transported to and from the site is correctly recorded. Several weighbridges would be installed at the Banksmeadow TT and would be operated and maintained in accordance with the requirements of the POEO (Waste) Regulation to accurately record waste transported to and from the Proposal site. Further information on the management of waste at the Proposal site is provided in Section WASTE AVOIDANCE AND RESOURCE RECOVERY ACT 2001 The importance of responsible resource management, including maximisation of the utility of resources and associated minimisation of disposal to landfill, is highlighted in the Waste and Resource Recovery (WARR) Act The WARR Act is the principal piece of legislation governing waste and resource management in NSW, and objectives of the Act include: Encouraging the most efficient use of resources. Reducing environmental harm. Ensuring that resources are managed against the waste hierarchy of avoidance, resource recovery, and then disposal. Diversion of waste from landfill. Ensuring industry takes part in reducing and dealing with waste. Achieving integrated, state-wide waste and resource management planning and service delivery. The NSW WARR Strategy 2007 is the principal tool used by the NSW government to implement the objectives of the WARR Act and is described in detail in Section 5.5, along with Reducing Waste: Implementation Strategy and the Draft WARR Strategy The provisions of the WARR Act are acting as a catalyst for the Proposal need CONTAMINATED LAND MANAGEMENT ACT 1997 The general object of the Contaminated Land Management Act 1997 (CLM Act) is to establish a process for investigating and, where appropriate, remediating land that the EPA Page 72 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

101 considers to be contaminated significantly enough to require regulation. Under the CLM Act, contamination of land is defined as: the presence in, on or under the land of a substance at a concentration above the concentration at which the substance is normally present in, on or under (respectively) land in the same locality, being a presence that presents a risk of harm to human health or any other aspect of the environment (CLM Act, s5). Land may be considered contaminated even if it became contaminated partly, or entirely, by the migration of contaminants into, onto or under the land from other land. The Site is within the declared area of significant contamination known as the Orica Botany site, shown in Figure The contamination affecting the declared area constitutes elevated levels of various organic contaminants, including but not limited to volatile chlorinated hydrocarbons and semi-volatile chlorinated hydrocarbons (Declaration Number 21074; Area Number 3203, EPA 2005). Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 73 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

102 Figure 5-18 Page 74 Declared remediation site, Orica z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

103 Section 105 of the CLM Act provides for the preparation of guidelines by the EPA to guide the assessment of site contamination in NSW. In the preparation of this EIS, a detailed site assessment has been undertaken in accordance with the EPA contaminated land assessment guidelines, and the findings are presented in Section 8.1. The assessment concluded that the Site would require remediation prior to operation as a waste transfer terminal. Strategies to remediate the land to a level that would permit use of the Site for the purposes of the Proposal are presented in Section Key remedial works would include the removal of underground storage tanks (USTs), underground petroleum systems (UPS) and capping and containment of asbestos contaminated soils ROADS ACT 1993 The objects of the Roads Act 1993 are to: a. Set out the access rights to public roads. b. Establish procedures for opening and closing public roads. c. Provide for the classification of roads. d. Establish the Roads and Maritime Services and confer functions associated with road works and maintenance to the RMS and other roads authorities. e. Regulate the carrying out of various activities on public roads. The Roads Act provides the following definitions applicable to the operation of the Act: Table 5-13 Definitions under the Roads Act Defined Term Definition Applicable Roads / Roads authority classified road public road (a) a main road, (b) a highway, (c) a freeway, (d) a controlled access road, (e) a secondary road, (f) a tourist road, (g) a tollway, (g1) a transitway, (h) a State work. (a) any road that is opened or dedicated as a public road, whether under this or any other Act or law, and (b) any road that is declared to be a public road for the purposes of this Act. Foreshore Road (main road) Botany Road (main road) Beauchamp Road (main road) Roads authority: RMS Perry Street Roads Authority: Randwick City Council McPherson Street Roads Authority: Botany Bay Council Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 75 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

104 Defined Term Definition Applicable Roads / Roads authority road (a) the airspace above the surface of the road, and (b) the soil beneath the surface of the road, and (c) any bridge, tunnel, causeway, road-ferry, ford or other work or structure forming part of the road. Definition applicable to all roads Section 138 of the Roads Act requires a consent to be obtained from a roads authority before any works and structures affecting a public road can be undertaken or a connection to a classified road can proceed. These works and structures comprise: Erection of a structure or carrying out a work in, on or over a public road. Digging up or disturbing the surface of a public road. Removing or interfering with a structure, work or tree on a public road. Pumping water into a public road from any land adjoining the road. Connecting a road (whether public or private) to a classified road. Any works at the intersections of the Banksmeadow TT site and public roads would require the approval of RMS and Botany Council, respectively. Section 89K of the EP&A Act requires an authorisation granted under s138 of the Roads Act to be substantially consistent with the conditions of consent granted for a State Significant Development. Consultation undertaken to date with City of Botany Bay Council, Randwick City Council and RMS regarding proposed upgrades to the egress points to the Banksmeadow TT site are summarised in Section 6.1. A discussion of the traffic impacts associated with the Proposal and mitigation measures proposed to ameliorate those impacts are presented in Section 8.3. Veolia would enter into a Works Authorisation Deed with RMS and all works would be managed, designed and constructed in accordance with the deed ROAD TRANSPORT (GENERAL) ACT 2005 The Road Transport (General) Act 2005 (RTG Act) provides the means to impose vehicle mass limits to restrict or prohibit certain vehicles using roads, bridges or causeways with respect to classified roads, as defined by the Road Act (Section 28). Section 28 enables councils and RMS to restrict vehicles with a laden mass exceeding a specified maximum mass from using certain roads. Under the RTG Act, an individual who breaches the load limit restrictions enacted under section 28 is guilty of an offence. The routes approved for restricted access vehicles (RAVs) to access the proposed Banksmeadow TT site are shown in Figure While the putrescible waste trucks accessing the Site are not classified as RAVs as their maximum length is 12 metres and gross vehicle mass is 22.5 tonnes, trucks accessing the sites would preferentially use routes approved for use by RAVs, unless the origin is within the local area. Further detail of transport routes is provided in Section 8.3. Page 76 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

105 Figure 5-19 Approved Restricted Access Vehicle routes (August 2012) Hyder Consulting Pty Ltd-ABN Page 77 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

106 Page 78 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

107 5.2.6 WATER MANAGEMENT ACT 2000 The Water Management Act 2000 (WMA) aims to facilitate the sustainable and efficient use of water in such a way that benefits the environment and communities. The WMA provides for the preparation of water management plans that outline arrangements for water sharing, water source protection and drainage management. The Proposal site is located within the area covered by the 2010 Metropolitan Water Plan (NOW, 2010), the key aims of which are to: Provide a secure supply of water to meet the medium-term needs of Sydney, while planning for long-term goals. Protect the health of Sydney s rivers. Ensure water supplies are adequate throughout drought. The Banksmeadow TT proposal has been designed to have a minimal impact on the quality and quantity of water discharged from the site, and to minimise the demand for potable water at the site through the capture and reuse of rain water. Further details on proposed water management at the site are provided in Section 0. Under the WMA approval is required to undertake: Controlled activities, including dredging and reclamation works and any works that affect the quantity or flow of water in a water source. Aquifer interference activities, including any activity involving the penetration of an aquifer, interference with water in an aquifer and obstruction of water within an aquifer. The Proposal will not trigger the need for a controlled activities approval as it will not involve any works in or near a watercourse. The WMA also provides for the protection and sharing of groundwater through the development and implementation of water sharing plans. The Proposal is subject to the Water Sharing Plan for the Greater Metropolitan Region Groundwater Sources 2011, which commenced July The Proposal site lies within the extent of the Botany Sands Groundwater Source, which is highly vulnerable to contamination due to the permeability of the sands and the generally shallow water table. Under section 91F of the WMA it is an offence to carry out an activity that would interfere with water within an aquifer, causing removal of water from the source or the movement of water from one part of an aquifer to another without an aquifer interference approval. Works for construction of the Proposal, including excavations for foundations and removal of an existing USTs and UPSs, are likely to interfere with the aquifer and an aquifer interference approval would be required under the WMA. Under section 60D of the WMA it is an offence to take water from a water source by means other than by a water supply work without a water licence. A water licence is required whether water is taken for consumptive use or whether it is taken incidentally by the aquifer interference activity. An aquifer interference approval and a water access licence would be obtained prior to commencement of construction works. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 79 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

108 5.2.7 NOXIOUS WEEDS ACT 1993 The Noxious Weeds Act 1993 aims to reduce the negative impact of weeds on the economy, community and the environment by providing for the effective management and monitoring of widespread weeds. The objective of the Noxious Weeds Act 1993 is to reduce the impact of weeds and prevent the establishment of further weed populations. To achieve this, the Noxious Weeds Act 1993 imposes obligations on occupiers of land to control any noxious weeds that have been declared within their area. Four species of noxious weeds, listed in the control area of the Council of the City of Botany Bay, have been recorded on the proposed Banksmeadow TT site. Of these, Bitou Bush (Chrysanthemoides monilifera subsp. Rotundata) is identified as a notifiable weed, under Section 8(3) of the Noxious Weeds Act, and would require complete eradication from the site. A discussion of weed species present on the proposed Banksmeadow TT site and management strategies for the control of weeds are provided in Section THREATENED SPECIES CONSERVATION ACT 1995 The Threatened Species Conservation Act 1995 (TSC Act) is administered by the OEH and provides for the protection of threatened species, populations, ecological communities and their habitat, and critical habitat within NSW. The primary aims of the TSC Act are to protect, conserve, and, where applicable, manage certain processes that threaten the survival or evolutionary development of threatened species, populations and ecological communities. Schedules 1, 1A and 2 of the Act list threatened species, populations and ecological communities that are classified as endangered, critically endangered or vulnerable. An assessment of potential impacts on biodiversity values, including threatened species and endangered ecological communities, as a result of the proposal is contained in Section FISHERIES MANAGEMENT ACT 1994 The Fisheries Management Act 1994 aims to conserve biological diversity, and prevent the extinction of threatened species, populations and ecological communities of fish and marine vegetation. It aims to ensure that any potential impacts on threatened species and aquatic habitats are properly addressed during planning and assessment procedures. Schedules 4, 4A and 5 list threatened species, populations and ecological communities and key threatening processes that are classified as endangered, critically endangered or vulnerable. The Banksmeadow TT site does not contain any water courses or water bodies. However, waste flows from the ultimately drains to Penhryn Estuary, which provides habitat for juvenile fish within the seagrass beds of the outer estuary (Sydney Ports Corporation, 2007). The Banksmeadow TT design has incorporated measures to minimise changes to the quantity and quality of stormwater leaving the site. Details on the proposed stormwater management at the site and impact on watercourses are discussed in Section 0. Page 80 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

109 NATIONAL PARKS AND WILDLIFE ACT 1974 The National Parks and Wildlife Act 1974 (NP&W Act) aims to conserve and protect habitat, ecosystems, landforms and biological diversity by applying the principles of ecologically sustainable development (NP&W Act, s2a). Under the NP&W Act it is an offence to cause harm to protected fauna species or to pick protected native vegetation without a licence. A general license may be issued by the Director-General of the Office of Environment and Heritage (OEH) to harm any protected fauna (other than a threatened species, population or ecological community) in the course of carrying out specified development or specified activities. No harm is expected to be done to any protected fauna and native flora species identified on the site are not classified as protected under the NP&A W Act; hence a licence under the NP&W Act is not required for the Proposal. Details of the flora and fauna of the Banksmeadow TT site are provided in Section 0. The NP&W Act also provides for the conservation of objects, places or features of cultural value within the landscape, including items and places of significance to Aboriginal people and places of historic and social significance to the people of NSW. The NP&W Act establishes the Aboriginal Heritage Information Management System (AHIMS), containing information and reports regarding Aboriginal objects and other objects, places and features of significance to Aboriginal People. A search of the AHIMS found no sites or objects of Aboriginal significance within close proximity of the site. The site has been previously disturbed and it is unlikely that any items of Aboriginal significance would be uncovered during construction or operation of the Banksmeadow TT. In the event where they are discovered, mitigation measures that would be implemented have been outlined within Section HERITAGE ACT 1977 The objectives of the Heritage Act 1977 are to promote understanding and conservation of items of heritage significance. Items of heritage significance include places, buildings, works, relics, moveable objects, and precincts, of state or local heritage significance. Part 2 of the Heritage Act provides for the constitution of the Heritage Council of NSW, which is responsible for making recommendations to the Minister relating to the conservation of State heritage. The Heritage Council maintains the State Heritage Inventory as a database that lists items of State and local Heritage significance. No items are listed on the State Heritage within the vicinity of the Proposal site, or the wider suburbs of Banksmeadow or Matraville. Two heritage items listed under the SEPP (Port Botany) - the main Orica and administration building, and a mature Ficus tree - are located within close proximity of the TT site. The Proposal would not impact the heritage significance of these items; hence approval under the Heritage Act or the SEPP (Port Botany) would not be triggered. Any likely impacts on any items of heritage significance associated with the Banksmeadow TT proposal have been assessed, and are outlined within Section Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 81 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

110 5.3 APPLICABLE COMMONWEALTH ENVIRONMENTAL AND PLANNING LEGISLATION ENVIRONMENT PROTECTION AND BIODIVERSITY CONSERVATION ACT 1999 The Environment Protection and Biodiversity Conservation Act 1999 (EPBC Act) is the primary piece of environmental legislation at the federal level. The EPBC Act relevantly provides a legal framework to assess proposed actions that will have, or are likely to have, a significant impact on matters of national environmental significance (NES), Commonwealth land or are proposed to be undertaken by the Commonwealth or a Commonwealth Agency. The EPBC Act requires that actions which will have, or are likely to have, a significant impact on such matters require the approval from the Commonwealth Minister for Sustainability, Environment, Water, Population and Communities (the Minister). A search of the EPBC Protected Matters Search tool was undertaken on 12 August 2013 for the site and a 1 km buffer. Table 5-14 Site and buffer relevance to matters of national environmental significance Matter of NES Wetlands of International Importance (RAMSAR) Assessment Towra Point Nature Reserve. Towra Point Nature Reserve is located approximately 7 km from the Proposal site, on the northern side of the Kurnell Peninsula, forming the southern and eastern shores of Botany Bay. The Proposal is not predicted to have an impact on the hydrology or ecology of the area and no impacts on Towra Point Nature reserve are predicted. World Heritage Properties National Heritage Places Commonwealth Marine Areas No World Heritage Properties are located within the vicinity of the Proposal site. No National Heritage Places are located within the vicinity of the Proposal site. No Commonwealth Marine Areas are located within the vicinity of the Proposal site. Page 82 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

111 Matter of NES Listed Ecological Communities Listed Threatened Species Listed Migratory Species Assessment The Banksmeadow area is characteristically industrial with very little undeveloped land. The Proposal site is mostly covered by industrial facilities; including large sheds and a railway siding and only limited landscaped vegetation exists on the site. The extensively modified nature of the site and its surrounds means that the potential for threatened or migratory flora and fauna occurring at the site, or utilising it as habitat is considered low. No impacts on EPBC listed species are predicted as a consequence of the Proposal. A description of the biodiversity values of the site and potential impacts are discussed in Section Commonwealth Land The Australian Postal Commission is located within the 1 km buffer of the Proposal site. No impacts on this land are predicted as a result of the Proposal. Impacts on matters of NES are not predicted as part of the Proposal and a referral has not been made to Commonwealth Department for the Environment for the Proposal AIRPORTS ACT 1996 The Commonwealth Department of Infrastructure and Transport protects the airspace around leased Federal airports, including Sydney Airport, under Part 12 of the Airports Act 1996 (Airports Act) and the Airports (Protection of Airspace) Regulations The Airports Act defines protected airspace in reference to international standards and establishes two levels of height restrictions within the vicinity of a Commonwealth airport: Obstacle Limitation Surface (OLS): generally the lowest surface and is designed to provide protection for aircraft flying into or out of the airport when the pilot is flying by sight Procedures for Air Navigational Services Aircraft Operations (PANS-OPS) surface: generally above the OLS and is designed to safeguard an aircraft from collision with obstacles when the aircraft's flight may be guided solely by instruments, in conditions of poor visibility. Persons wishing to undertake activities that may result in an intrusion of protected airspace are required to apply to Sydney Airport Company Ltd. for approval. The Banksmeadow TT site is within the vicinity of Sydney Airport; however no height limits are prescribed for the site under the SEPP (Port Botany) and the site is outside both the PANS-OPS and OLS height restrictions hence the consent of Sydney Airport would not be required for construction or operation of the Proposal. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 83 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

112 5.4 SUMMARY OF LICENSING AND PERMIT REQUIREMENTS Table 5-15 provides a summary of the licenses and permits that would be required, in addition to development approval, for the Proposal. Table 5-15 Licensing and permitting requirements Legislation Approval / permit trigger Approval required Approval body POEO Act Waste processing (nonthermal treatment), Waste storage and Railway systems activities. Environmental Protection Licence. EPA Roads Act Works on a public road Beauchamp Road. Works on a public road McPherson Street. Section 138 Roads Activity N.B. to be applied consistently with planning consent. RMS Botany Bay Council WMA Water access licence. Section 60D incidental taking of water. NOW Aquifer interference approval. Section 91F aquifer interference activity. Page 84 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

113 5.5 STRATEGIC JUSTIFICATION GOVERNMENT POLICY AND STRATEGY The Proposal is consistent with NSW and federal government strategies and plans, including those which are outlined below. Waste and Resource Recovery Act 2001 The importance of responsible resource management, including maximisation of the utility of resources and associated minimisation of disposal to landfill, is highlighted in the Waste and Resource Recovery Act 2001 (WARR Act). The objectives of the WARR Act, New South Wales principal piece of legislation governing waste and resource management, include: Encouraging the most efficient use of resources Reducing environmental harm Ensuring that resources are managed against the waste hierarchy of avoidance, resource recovery then disposal Diversion of waste from landfill Ensuring industry takes part in reducing and dealing with waste Achieving integrated, state-wide waste and resource management planning and service delivery. The Banksmeadow TT would help to achieve the objectives of the WARR Act by providing a facility through which local governments and C&I operators can choose to send putrescible waste to either the Woodlawn MBT facility at the Woodlawn Eco-Project site for recovery of recyclables and organics, or to the Woodlawn Bioreactor, a highly-engineered landfill facility which uses methane captured from the waste decomposition for renewable electricity generation. The Banksmeadow TT would also provide a necessary piece of infrastructure for C&I operators in the southern Sydney region to divert non-putrescible waste to recovery facilities, such as the proposed Camellia Recycling Centre, for recovery of recyclable materials. The Banksmeadow TT would be an industry-led facility which would form a vital component of the integrated infrastructure required to manage Sydney s waste into the future. Through the provision of choice and competition for management of residual waste, the Banksmeadow TT would play an important role in encouraging the most efficient use of resources, diverting waste from landfill, and reducing environmental harm. WARR Strategy 2007 The principal tool which the WARR Act uses for achievement of the objectives of the Act is a state-wide waste strategy. The first strategy under the Act was released in 2003, and updated in The WARR Strategy names four key result areas to be achieved: 1. Preventing and avoiding waste 2. Increasing recovery and use of secondary materials 3. Reducing toxicity in products and materials 4. Reducing litter and illegal dumping. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 85 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

114 Resource recovery targets are set under the WARR Strategy in order to drive diversion of resources from landfill. The targets, to be achieved by 2014, are: 66% diversion from landfill of the municipal waste stream 63% diversion from landfill of the commercial and industrial waste stream 65% diversion from landfill of the construction and demolition waste stream. In regards to the C&I waste stream, the WARR Strategy comments: The commercial and industrial waste stream continues to be not only the biggest waste stream in Sydney but also the hardest stream to tackle as it has so many players of different sizes and across different sectors, with diverse and ad hoc recycling systems. The WARR Strategy makes a commitment to Environmentally Sustainable Development (ESD) principles, including the following: Inter-generational equity the present generation should ensure that the health, diversity and productivity of the environment are maintained or enhanced for the benefit of future generations. Shared responsibility industry should share (with the community) the responsibility for reducing and dealing with waste. System integration waste and resource management planning, programs and service delivery need to be integrated on a State-wide basis. The Banksmeadow TT would provide a necessary component of the resource recovery infrastructure required to achieve key result area No. 2 ( Increasing recovery and use of secondary materials ) and the municipal diversion target through providing local governments with access to the Woodlawn MBT facility. The Banksmeadow TT would also act to achieve key result area No. 4 ( Reducing litter and illegal dumping ) by providing market competition for management of putrescible commercial and industrial waste. Competition would potentially lower waste management costs for C&I operators, helping to address illegal dumping issues. As commented above, the C&I waste stream is of high strategic importance due to the large volumes generated in the Sydney area, and the difficulties associated with addressing recovery of resources from this waste stream. The Banksmeadow TT, in conjunction with the Camellia Recycling Centre, would play an important role in the achievement of the C&I target in the Sydney area, as well as key result area No. 2, by providing C&I operators an alternative to landfill for their residual waste stream. By acting to implement the necessary infrastructure and systems for resource recovery in the Sydney region, which are needed now and into the future, this proposal addresses the ESD principle of inter-generational equity. Likewise, the ESD principles of shared responsibility and system integration are met under this proposal as the Banksmeadow TT would be an industry-led project, forming a vital link in the network of waste infrastructure that services the Sydney region. Reducing Waste: Implementation Strategy A review of the WARR Strategy 2007 was conducted in 2010, entitled Review of Waste Strategy and Policy in New South Wales ( the Richmond Review ). One recommendation was to develop an implementation plan for the WARR Strategy to assist in the delivery of the targets contained in the Strategy. The Reducing Waste: Implementation Strategy was published in 2011 and contains five focus areas for NSW Government action. Page 86 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

115 Of relevance to this proposal are the following focus areas: Focus area 2: Making it easier for businesses to separate and recover their waste This focus area includes encouraging businesses to use AWT facilities for the treatment of their waste. The proposal would provide a necessary component of infrastructure which would enable recovery of recyclable materials from C&I waste. Focus area 4: Facilitating investment in waste infrastructure As noted in the Richmond Review, One of the biggest challenges in waste management in NSW is securing sufficient investment in waste and resource recovery infrastructure to ensure there is sufficient capacity for waste sorting and processing to achieve the targets. This is critical to both the municipal and C&I waste sectors. (Department of Environment, Climate Change and Water NSW 2010, p. 48) The proposal would directly act to address this significant challenge by providing additional resource recovery infrastructure in the Sydney region to service both the municipal and C&I waste sectors. Focus area 5: Reducing litter and combating illegal dumping As noted in the Implementation Strategy, the incidence of illegal dumping may start to increase as the waste and environment levy increases (Department of Environment, Climate Change and Water NSW 2011a, p. 13). Through the provision of competition in the management of putrescible C&I waste, the proposal could assist to reduce the impact of the levy rise and hence potentially reduce illegal dumping incidence. Draft WARR Strategy 2013 The WARR Strategy is required to be updated every 5 years under the WARR Act, and in accordance with this requirement, the Draft NSW Waste Avoidance and Resource Recovery Strategy (Draft WARR Strategy) was released in October 2013, with public consultation to close in December The key result areas in the Draft WARR Strategy are very similar to those laid out in the 2007 WARR Strategy and are as follows: 1 Avoid and reduce waste generation 2 Increase recycling 3 Divert more waste from landfill 4 Manage problem wastes better 5 Reduce litter 6 Reduce illegal dumping. The Draft WARR Strategy has named the following targets, to be achieved by : 70% recycling rate for municipal solid waste 70% recycling rate for commercial and industrial waste 75% diversion of waste from landfill. Similar to the WARR Strategy 2007 and the Implementation Strategy, the Banksmeadow TT would contribute to the key result areas 2, 3 and 6 through the provision of a key piece of infrastructure which would assist local government and C&I operators to increase resource Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 87 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

116 recovery, and thereby conserve landfill space. Through the provision of competition in the management of putrescible C&I waste, the Banksmeadow TT could assist to reduce the impact of the levy rise and hence potentially reduce illegal dumping incidence. National Waste Policy: less waste, more resources The National Waste Policy: Less Waste, More Resources was released in November 2009 and outlines the federal government s direction for waste management in Australia to The outcomes intended to be achieved under the Policy include the following: Waste streams are routinely managed as a resource to achieve better environmental, social and economic outcomes Australia has increased the amount of products, goods and materials that can be readily and safely used for other purposes at end of life Opportunities to safely manage, reduce and recycle waste are available to all Australians. The Banksmeadow TT would help to achieve these outcomes by providing a vital piece of resource recovery infrastructure for the Sydney region, whereby valuable material can be recovered from material that would otherwise be disposed to landfill. NSW Long Term Transport Master Plan Released in December 2012, the NSW Long Term Transport Master Plan provides a framework for development of NSW s transport system for the following twenty years. While the Master Plan does not consider the transport of waste, this activity is a significant component of transport requirements in the Sydney Metropolitan Area (SMA). In , the tonnage of waste generated 9 in the SMA was around 11 megatonnes (Mt) (Department of Environment, Climate Change and Water NSW 2011b). Waste requires transport from the waste generation source to its final destination, often via a transfer station. It is estimated that, due to the number of times a tonne of waste is transported between the source of generation and its final destination, one tonne of generated waste equates to approximately two tonnes of freight. For perspective, the freight required for waste generated within the SMA is approximately equivalent to the current Port Botany container activities (Transport for NSW, 2012a). In addition, waste generation in NSW is growing. Between and , waste generation grew 70%; from just over 12 Mt to nearly 21 Mt (Hyder 2012). This continual growth will drastically impact the number of waste transport vehicles on Sydney roads, which has strategic implications for the NSW economy. As the Master Plan states: Freight logistics is an enabler of almost all economic activity in NSW. With the NSW freight task set to almost double by 2031, the efficient performance of the NSW freight network will have a direct bearing on the transport and other costs we pay for goods and raw products, and on the competitiveness and productivity of NSW. (Transport for NSW 2012b, p. 261) The Banksmeadow TT would play a part in reducing freight on Sydney roads through the use of the existing rail network to transfer putrescible waste to the Woodlawn Eco-Project site. This would result in the removal of heavy vehicles from the Sydney road network that 9 Including municipal, C&I and construction and demolition waste Page 88 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

117 would otherwise be required to transfer this waste to a Sydney landfill. When the Banksmeadow TT is operating at capacity, this would equate to around 30,000 heavy vehicle movements per year. NSW 2021: A Plan to Make NSW Number One The NSW Government has identified the importance of improving the performance of the NSW rail network to increase efficiency in moving commodities. To address this objective, the NSW Government has issued a number of policy documents to support increasing rail movements in transporting freight to ease road congestion. NSW 2021 A Plan to Make NSW Number One (NSW 2021) continues the theme of increasing rail share in moving freight. The objective to Invest in Critical Infrastructure (Goal 19) includes the sub-objective Enhance rail freight movement by doubling the proportion of container freight movement by rail through NSW ports by Development of the Banksmeadow TT project is consistent with this goal as it will promote the transport of waste to landfill by rail, reducing heavy vehicle movements on the road. Goal 22 is to Protect our Natural Environment, which includes the protection of local environments from pollution by targeting illegal dumping. The Banksmeadow TT would potentially lower putrescible C&I waste treatment costs by stimulating competition and choice in the market for treatment of putrescible C&I waste. Lowering of waste management costs could potentially have a positive impact by reducing the incidence of illegal dumping. Goal 23 of NSW 2021 is to increase opportunities for people to look after their own neighbourhoods and environments. A target of this goal is to increase recycling rates and to turn waste into a valuable resource. The Banksmeadow TT would enable the sorting and transfer of non-putrescible C&I waste to recovery facilities such as the proposed Camellia Recycling Centre. This would support the NSW Government s target to increase recovery rates for C&I waste and lead to better outcomes for the environment. Regional Action Plan Eastern Sydney and Inner West Regional Action Plans have been developed under the umbrella of NSW 2021 in order to identify the immediate actions the NSW Government will take to improve outcomes in each region. The Banksmeadow TT site is located within the area covered by the Eastern Sydney and Inner West Regional Action Plan. The Eastern Sydney and Inner West Regional Action Plan identifies development of a regional waste strategy as a priority for the area. The SSROC councils have commenced development of an overarching waste strategy, the objective of which is to identify and describe a range of strategic options available to the regional councils, and to provide commentary on current trends, technologies and best practices. It is understood that the NSW EPA has requested that the SSROC councils overarching waste management strategy include the Woodlawn MBT. Access to AWT for recovery of resources from the residual waste stream is a key component of several SSROC councils waste management strategy, and central to achieving waste management targets outlined in the WARR Strategy. Metropolitan Plan for Sydney to 2036 The Metropolitan Plan for Sydney to 2036 (Metropolitan Plan) (2010) seeks to integrate land use and transport planning to promote the efficient use of public funds. The Metropolitan Plan sets the boundaries for future urban development and identifies the strategic transport Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 89 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

118 corridors and Major Centres best placed to focus sustainable future commercial and residential growth. The Metropolitan Strategy identified ten sub-regions, for which Draft Sub-regional Strategies have been prepared. The Banksmeadow TT site is located within the Eastern Subregion and within the Port Botany and Environs Precinct of the subregion. The Metropolitan Strategy notes: specialised Centres of Port Botany and environs, and Sydney Airport and environs are not appropriate locations for new dwellings (pp. 65). The Draft Sub-regional Strategy Eastern Subregion was developed in 2007 to act as a framework for local councils in preparation of local environment plans and to provide guidance on the Metropolitan Strategy that will be applied at local and subregional levels. An environmental action identified within the draft sub-regional strategy is: Councils should ensure that development does not encroach on waste management facilities, and land use conflicts are minimised through appropriate planning controls (Eastern Subregion Action E3.4.1). The Banksmeadow TT site is located on land zoned IN1 General Industrial under the SEPP (Port Botany) and is therefore consistent with the landuse planning intent of the SEPP. Draft Metropolitan Strategy for Sydney 2031 The Draft Metropolitan Strategy for Sydney (Draft Metropolitan Strategy) was placed on public exhibition in March The objective of the Draft Metropolitan Strategy is to set the framework for Sydney s growth to 2031 and to support the key goals, targets and actions contained in NSW The Draft Metropolitan Strategy identified six sub-regions for which the key activities and deliverables of interest have been identified. The Banksmeadow TT site is located within the Central sub-region and within the Port Botany (& environs) Specialised Precinct within the Central sub-region. The priorities identified for the Port Botany (& environs) Specialised Precinct are to: Develop and support as Australia s premier international trade gateway and land/sea freight access and associated industrial areas Improve rail freight handling capacity and manage the impacts of freight growth on the transport system Provide capacity for at least 4,000 additional jobs in The Banksmeadow TT project would facilitate the transport of waste from the Sydney region by train, increasing the rail freight handling capacity and reducing the number of heavy vehicles on the road within the Central Sub-region. Operation of the TT would provide for approximately 25 full-time positions during operations and approximately 100 during construction of the terminal, thereby assisting in achieving the priorities identified for the area in the Draft Metropolitan Strategy. Page 90 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

119 6 CONSULTATION 6.1 STATUTORY CONSULTATION The DGRs specified requirements around consultation during the development of the EIS. During the preparation of the EIS, Veolia has consulted with the relevant local, State and Commonwealth Government authorities, service providers, community groups and affected landowners, as was recommended in the DGRs. The following sections detail the consultation that has been undertaken to date PLANNING FOCUS MEETING A planning focus meeting was held at the Banksmeadow TT site on 9 April 2013 to provide a forum for statutory agencies to consider the scope and level of assessment of key issues. The agencies that attended this meeting included: Sydney Ports. EPA. Botany Bay City Council. Randwick City Council. Department of Planning and Infrastructure. ARTC. Key issues raised during the Planning Focus meeting were: Waste management and reduction: Addressing how the Proposal would achieve the resource recovery targets under the WARR and document how the proposal would work with the Woodlawn MBT. Traffic, transport and access: Consideration of existing traffic on the surrounding road network, consideration of existing and future traffic from port related development and local development proposals. Identification of road upgrade requirements and mechanisms for funding. Rail access: Details of connection and access requirements to the Botany Good line. Noise: Noise impacts of the proposal on residential and adjacent industrial receivers. Air quality and odour: Odour impacts on surrounding area and measures to mitigate. Stormwater and flooding: Consideration of existing flood studies undertaken by Botany City Council and impacts of the development on flooding. Control of stormwater leaving site and prevention of stormwater from entering ARTC land. Contamination: Assessment of site contamination on Asciano land and identification of any USTs present on site. Development of remedial and management strategies. Hazards and risk: Determine hazardous materials with existing structures and identification of hazardous substances to be used or transported to site. These key issues were captured within the DGRs and have been addressed within the EIS and appendices. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 91 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

120 6.1.2 COUNCIL AND AGENCY CONSULTATION Botany Bay City Council A representative from Botany Bay City Council attended the Planning Focus Meeting, held on site on 9 April A further meeting was held in Botany Bay City Council s offices on 19 September During this meeting, members of Veolia s design and impact assessment team presented further details of the Proposal and the findings of preliminary investigations. Key issues raised by Botany Bay Council during this meeting were: Traffic and transport: consideration of development proposals within the Botany Bay LGA and assessment of key intersections, including Beauchamp Road and Perry Street, Beauchamp Road and Denison Street; and Beauchamp Road and Botany Road/ Foreshore Drive. Water management: consideration of stormwater management in accordance with the DCP controls and consideration of wastewater management. Liaison with Council s stormwater and flooding engineers regarding the Springvale Drain flood study and impacts of the Proposal on flood levels. Contamination: preparation of a detailed site investigation and identification of remedial strategies. Noise: consideration of noise impacts on residential receivers along Denison Street and Beauchamp Road. Hazards and risk: consideration of SEPP 33 and chemical and hazardous goods storage requirements on site. Liaison with Orica and the Botany Industrial Precinct regarding the revised Land Use Risk Assessment completed for the site. Sydney Airport: Noted requirement to refer development to Sydney Airport Corporation Ltd. (SACL) for development with building heights over 15 m within the restricted air space. Port Botany: Noted that Port Botany has been leased post-issuing of the DGRs hence there is now a need to consult with both Sydney Ports and NSW Ports. Development Control Plans: Noted that the Draft DCP is anticipated to come into force in November 2013, pending Council endorsement. Requested consideration to both the current and Draft DCP requirements. A meeting was subsequently held on site with Botany Bay Council s stormwater engineer and strategic planners to discuss flooding and stormwater implications of the Proposal on 9 October Randwick City Council A representative of Randwick City Council attended the Planning Focus Meeting held on 9 April A further meeting was held at Randwick City Council Offices on 9 October 2013, where the Veolia design and impact assessment team presented further details of the Proposal and the preliminary impact assessment findings. The key issues raised by Randwick City Council at this meeting were: Page 92 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

121 Traffic: Noted that the prevention of the use of Perry Street by trucks accessing the Proposal would be a key concern for residents, particularly with regard to noise, and hard engineering solutions to should be investigated to prevent its inappropriate use. Amenities for truck drivers: Noted that amenities should be provided on the Proposal site for truck drivers to minimise truck parking in residential streets. Air quality and odour: Noted that management of odour and dust emissions from the site is likely to be a key area of concern to residents. Noise: Noted that the highest number of noise complaints received by Randwick City Council is between 10 PM and 7 AM, during which time the train would be loaded at the Proposal site. Requested that consideration be given to how rail shunting noises and container handling noise can be minimised Light spill: Noted that light spill from industries and businesses around the Port is becoming an issue for local residents and the potential for lightspill should be addressed in the EIS. Australian Rail and Track Corporation Representatives from the Australian Rail and Track Corporation (ARTC) were in attendance at the Planning Focus Meeting, held on 9 April At this meeting the key issues raised were: Stormwater management: ARTC requested that no stormwater from the Site should be allowed to enter the Botany Line rail corridor. Train paths: ARTC requested that Veolia s train operator to negotiate adequate train paths for the Proposal and manage shunting within the sidings. In addition, a meeting was held on 5 April 2013 between Veolia, ARTC and Pacific National, as Veolia s proposed rail operator for the Banksmeadow TT. Pacific National has been in continuing discussions with ARTC regarding the Proposal and the access requirements from, the site to the main freight line. Transport for NSW A meeting was held on Thursday, 14 November 2013 at Transport for NSW (TfNSW) Offices, where Veolia presented details of the Proposal and preliminary impact assessment findings. Representatives from Pacific National, as Veolia s proposed rail operator for the Proposal, and from Sydney Ports were also present. The key issues raised by TfNSW in this meeting were: Rail operations: TfNSW requested that details regarding train access in and out of the site be detailed within the EIS, including the arrival and departure time, the proposed length of trains and number of wagons. Traffic interactions with Port Botany traffic: TfNSW noted that the Port Botany third terminal will soon become operational and that the peak operating capacity of Port Botany, at 7 million twenty-foot equivalent units (TEU) throughput, would be reached in TfNSW requested details within the EIS on how traffic associated with the Proposal would interact with traffic associated with the operation of Port Botany. Port Botany Noise working group: A working group has been established by the EPA in response to complaints from residents regarding noise from Port Botany operations. This group will ultimately produce a Noise Abatement Strategy for the Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 93 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

122 Port Botany Precinct to address potential noise implications associated with forecast increases in container throughput. As a future operator within the vicinity of the Port Botany Precinct, Veolia would seek to cooperate with the EPA through the development of the Noise Abatement Strategy. Environment Protection Authority Representatives from the EPA attended the Planning Focus Meeting held on 9 April The key issues raised at this time are reflected in the response to request for DGRs, which is included in Appendix A. A meeting was held at the EPA Office on Thursday, 7 November 2013, where Veolia presented further details of the Proposal and the preliminary impact assessment findings. The key issues raised by the EPA at this meeting and in addition to those discussed at the Planning Focus Meeting, were: Leachate management: The EIS should describe how leachate would be managed on site and measures to minimise its generation. Weighbridges: EPA noted that new standards will soon be in place for weighbridges and that those installed at the facility would need to ensure compliance with these standards. Diesel storage: Diesel stored on site must be within an enclosed, bunded area with an internally sloping floor. Stormwater flows: EPA noted that stormwater management systems on licensed premises should not be linked to other licensed premises, such as the adjacent Botany Building Recyclers. It was also noted that the EPA has recently established the Port Botany Noise Working Group, which comprises stakeholders within the Port Botany precinct, including: Port operators and industrial premises Randwick and Botany Councils Road and rail operators and network managers The group was established in 2013 to develop a Noise Abatement Strategy to address the increase in the number of complaints received by the EPA regarding night time noise in the precinct. Veolia will continue to liaise with the EPA and will provide support in the development of a Noise Abatement Strategy and undertake noise monitoring at the Proposal site to help inform the strategy. NSW Office of Water The NSW Office of Water (NOW) was contacted by and phone on 7 November 2013 to discuss the Proposal. During the communications the Proposal was described and the potential need for a water access licence and aquifer interference approval discussed. No additional issues were raised by NOW during these communications. Roads and Maritime Services The Roads and Maritime Services (RMS) were invited to attend the Planning Focus meeting; however, no representatives were available to attend. In response to the request for DGRs, the key issues raised by the RMS to be addressed in the EIS included: Page 94 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

123 Traffic movements: daily and peak traffic movements and their impact on nearby intersections should be assessed. Access: details of proposed accesses and parking provisions should be discussed. Service vehicle movements: Details of service vehicle movements and likely arrival and departure times. Agreements: Details of the likely legal instruments proposed to address the provision of infrastructure for the Proposal. The traffic modelling files developed for the Proposal have been provided to RMS for their review and RMS have indicated their acceptance of the outcomes of the modelling presented in this EIS and the Traffic and Transport Impact Assessment. NSW Ports The newly formed NSW Ports were contacted on 1 October 2013 to inform the authority of the proposal and enquire whether there were any additional issues for consideration within the EIS. The authority confirmed that the key issues were the same as iterated in the DGRs, being consideration of traffic impacts, particularly on key port access roads. 6.2 COMMUNITY CONSULTATION During the development of the EIS, consultation was primarily undertaken to facilitate engagement between the project team and key community stakeholders. This engagement served a dual purpose: To identify key community issues for consideration in the EIS and associated technical studies. To create broad awareness of the proposal. The community consultation program commenced in February 2013 to coincide with the request for DGRs for the Proposal lodged with P&I. This program has included: A dedicated webpage ( offering general information about the Proposal, together with a project flyer, timeline and factsheet. A response to frequently asked questions (FAQ) was uploaded to provide responses to general questions. A 1800 community information line ( ) and project address (banksmeadow@veolia.com.au) to provide a central point of contact for community enquiries. These contact points have been promoted to the community via the website, in written correspondence and at community presentations. A letterbox drop on 17 May 2013, delivering information to 1800 residences in nearby residential areas, including Hillsdale and Matraville. Figure 6-20 shows a map of the distribution area. Two project updates provided via post or to stakeholders, including neighbouring properties, residential areas and special interest groups, at project milestones. The first was distributed in February 2013 when the DGRs for the Proposal were requested from P&I. This correspondence included a project overview and fact sheet. A second was distributed in mid May 2013 to inform stakeholders that Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 95 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

124 the DGRs had been issued and also to provide information about technical investigations, including noise logging. Additional correspondence was distributed via and or post to community groups in mid-october 2013 to coincide with the signing of the agreement between Veolia and the eight SSROC Councils for the long-term treatment of household waste from across their local government areas. This correspondence included an update on the status of this EIS to the P&I as well as anticipated timeframes for its public exhibition. Refer to Appendix E for a copy of the project update sent to community groups; and Several media releases from Veolia and issued to metropolitan and local newspapers and waste industry publications. To date there have been nine enquiries received through the 1800 number and the Proposal s information address. Enquiries have largely been requests for further information on the Proposal. Consultation has been undertaken with key community stakeholders including a range of community groups, individuals and organisation within Botany Bay, Hillsdale, Matraville, Pagewood, Eastgardens and Chifley. Correspondence has been sent via post or to these stakeholders, with updates provided at project milestones. Engagement activities with a range of community groups and stakeholders include: A briefing was offered to Hillsdale Eastgardens Residents Action Group; On-going liaison with Matraville Precinct, including a presentation by project team members in August 2013 and March 2014, along with followup s and phone conversations with the Precinct chair; Communication with other community groups, such as the Hillsdale-Eastgardens Resident Action Group, Botany Industrial Park Community Consultative Committee, HCB Community Participation Review Committee, Orica Botany Community Liaison Committee, Save Botany Beach and the Southeast Neighbourhood Centre; On-going liaison with the Member for Heffron and the Member for Maroubra, including a presentation by a project team member and personalised briefings; On-going liaison with Botany Council staff and councillors, including a project briefing letter, personalised and a project briefing by the project team; Liaison with industrial neighbours in the Botany Industrial Park; and Web updates. Following lodgement of the EIS, additional and communications and engagement will be undertaken with community groups, stakeholders and other individuals, this includes: Briefings with local and metropolitan media; Written correspondence with local community groups; and Letterbox to properties in the surrounding suburbs. Information provided to the community to date and the media releases are presented in Appendix D. Page 96 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

125 Figure 6-20 Residential distribution area Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 97 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

126 6.2.1 COMMUNITY ISSUES Representatives from Veolia, Hyder and KJA attended the Matraville Precinct meeting on 8 July 2013 to present the Proposal and to identify key community concerns. Correspondence with other community and special interest groups has included further offers to attend applicable group meetings. The issues raised by the members of Matraville Precinct and the section of this EIS where they are addressed are presented in Table Table 6-16 Issues relevant to the Proposal raised in the Matraville Precinct meeting Aspect Issue Section addressed Traffic, transport and access Noise and vibration Vermin and pest management Concerns relating to travel routes of trucks transporting waste to and from the site and safety implications for the surrounding road network. Potential for conflict/risk associated with goods vehicles from other sites (e.g. Chlorine trucks from Orica). Impacts on public transport, including: Impact on bus services. Safety for cyclists. Promotion of sustainable methods of transport (e.g. will showers and bicycle storage facilities be provided). Noise relating to trucks, train loading, shunting and bells and whistle. Noise relating to trains. Concern that the noise assessment catchment boundaries are not large enough (e.g. noise from the port precinct is heard over 1.5km away). Operational hours leading to noise during the night. Concerns that operations will attract pests and vermin and 8.4 Air quality and odour Odours and smells including masking perfumes used. 8.5 Emissions from trucks. Visual impact Potential stigma attached to a waste facility and the potential impact on property values Socio-economic Economic and employment benefits for the local area Impacts on property values. Frequency of consultancy with the wider community. Soil and water Land use impacts importance of port related activities to the area. Management of contaminated land during construction and operation Page 98 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

127 Aspect Issue Section addressed Hazards and risk Frequency and extent of emergencies and incidents and ramifications of incidents on contaminated land (e.g. fires). 8.7 Options and alternatives considered Other sites considered for the Proposal. 2.3 Future expansion Adjacent land users Implications and timeframes of population increases and growing waste transfer demands, leading to a need to increase the 500,000 tpa at the Banksmeadow TT. 8.9 Asciano Services Pty Ltd Veolia has an ongoing relationship with Pacific National, Asciano s rail freight company, as the rail operator for existing train movements between the Clyde Transfer Terminal and the Crisps Creek Intermodal. Pacific National would also be the rail operator transporting the containerised waste from Banksmeadow TT to Crisps Creek Intermodal Facility. As noted above, Pacific National is liaising with ARTC to achieve rail access & train pathways for the Veolia train. Veolia has also been consulting with Asciano, as the landowner of the eastern portion of the Proposal site. Veolia would be leasing the western portion of the Asciano Botany Site, which would be developed for the purposes of the internal access road and the Veolia sidings. Asciano will remain the landholder of the adjacent landholder of the remaining portion of the site. Veolia and Asciano have been working together to ensure that the remaining portion of Asciano s Botany Site isn t sterilised for any future use as well as ensuring that the design of the shared entrance to the site caters for truck movements associated with the Proposal, and up to 100 future truck movements per hour from the remaining portion of the Asciano Botany Site. With regards to the stormwater management for the Veolia Proposal, both parties are working together to develop a holistic solution for the management of stormwater for the whole of the Asciano site, ensuring that the Proposal isn t detrimental to the remaining portion of the Asciano Botany Site. Other surrounding land users Veolia has been in consultation with the members of the Botany Industrial Park (BIP), including Qenos and Orica, regarding the Proposal and its interaction with their on-going site operations. Veolia has also been in on-going consultation with Botany Building Recyclers regarding the Proposal and its interaction with their existing operations. Key points of discussion with adjacent landholders have included: Stormwater management and management issues. Outcomes of the quantitative risk assessment undertaken by BIP as a Major Hazard Facility and implications for the Banksmeadow TT site. Traffic and access to the site. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 99 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

128 7 PRELIMINARY ENVIRONMENTAL RISK ASSESSMENT A preliminary environmental risk assessment has been undertaken to identify key environmental risks associated with the establishment and operation of the Banksmeadow TT. The purpose of the risk assessment was to assist with the identification of key environmental issues to be addressed within this EIS. A qualitative determination has been made to identify which environmental issues are considered as key environmental aspects. Key environmental issues include those areas of the environment in which there are inherent risks before mitigation measures have been implemented. In addition, any environmental aspect which requires a complex level of assessment to prove an environmental outcome, either beneficial or adverse, has been included as a key environmental aspect. 7.1 RISK ASSESSMENT METHODOLOGY The qualitative risk assessment to identify key environmental aspects was undertaken using Table 7-17, below, to provide a risk ranking based on the likelihood of occurrence of an event and the consequence of the event occurring. Table 7-17 Likelihood Risk analysis categories and criteria for risk ranking Consequence 1 Not significant 2 Minor 3 Moderate 4 Major 5 Severe A Almost certain B Likely Moderate Moderate High Very High Very High Low Moderate High Very High Very High C Possible Low Low Moderate High High D Improbable Low Low Low Moderate Moderate E Rare Low Low Low Low Moderate Page 100 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

129 The criteria for evaluating likelihood and consequence are identified in Table 7-19 and Table 7-19 respectively. Table 7-18 Criteria for evaluating likelihood Level Descriptor Description Frequency Of Occurrence A Almost Certain Is expected to occur in most circumstances B Likely Will probably occur in most circumstances Once per month Between once a month and once a year C Possible Potential to occur Between once a year and once in 5 years D Unlikely Limited potential of occurring E Rare May occur only in exceptional circumstances Between once in 5 years and once in 20 years Once in more than 20 years Table 7-19 Criteria for evaluating consequence Level Category Safety Financial Operational Environmental 1 Not Significant No medical control Low financial cost < 6 hours track closure or disruption to facility operations No environmental harm 2 Minor First Aid only Medium financial loss 6 hrs but less than 24 hrs track closure or disruption to facility operations Release to environment immediately contained 3 Moderate Medical treatment, lost time injury (LTI) or temporary reversible illness Moderate financial loss 24 hrs but less than 48 hrs track closure or disruption to facility operations Release to environment contained with internal assistance Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 101 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

130 Land use Soils and contamination Level Category Safety Financial Operational Environmental 4 Major Extensive injuries permanent partial disability or severe LTI Major financial loss 2 days but less than 5 days track closure or disruption to facility operations Release to environment contained with external assistance 5 Severe Death or irreversible disability Huge financial loss (>$5M) 5 days track closure or disruption to facility operations Pollution event with detrimental effect Each potential environmental impact was initially ranked between low and very high, based on the environmental impacts that could potentially result if the issue was unmitigated. 7.2 PRELIMINARY ASSESSMENT The outcomes of the preliminary environmental risk assessment are presented below. Consideration of environmental risk includes an assessment of uncertainty and a higher risk ranking has been assigned to those aspects where there is an element of uncertainty. Table 7-20 Preliminary environmental risk assessment Issue Potential Impacts Comment Preliminary Risk Ranking Key Issue? (Y/N) Site incompatible with surrounding land uses Site is located within an existing industrial precinct and is zoned IN1 General Industrial under the SEPP (Port Botany). Low N Site contamination and risk of human and environmental health risks from exposure. The Banksmeadow TT site is located within the area of an Approved Voluntary Management Proposal ( ) and Declaration of Remediation Site (21074) and therefore must address SEPP 55. Very High Y Disturbance of potential The Banksmeadow TT site is mapped Moderate acid sulfate soils (PASS) causing environmental harm as a low probability of occurrence of PASS (NSW NRAtlas, 2013); however PASS is known to occur within the area. Page 102 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

131 Hydrology and flooding Traffic and access Issue Potential Impacts Comment Preliminary Risk Ranking Key Issue? (Y/N) Erosion of soils from the Site resulting in sedimentation within stormwater and natural waterways During construction the Site would require clearing of vegetation and existing groundcover, resulting in a high potential for erosion and sedimentation if not controlled. Very High Discharge of contaminated groundwater from the Site. The Banksmeadow TT site is located within the Botany Sands aquifer Groundwater Extraction Exclusion Area, due to the high likelihood of groundwater contamination due to previous activities on adjoining sites. Excavations for construction of the facility may encounter contaminated groundwater which, if not managed appropriately may cause contamination of surface waters. Very High Alterations to hydrology on-site and discharge levels from Site, resulting in increased flood levels downstream. The proposal would result in an increase in impervious surfaces at the Banksmeadow TT site and consequently an increase in the stormwater runoff generated at the Site. This has the potential to cause flooding downstream of the Proposal site. High Y Release of leachate from putrescible waste to stormwater causing pollution of surface water. Putrescible waste handled at the Site has the potential to generate leachate which, if not contained, has the potential to reach surface or groundwater and cause pollution. High Flood impacts on-site from Springvale drain. Modelling undertaken by Botany Bay City Council has identified the potential for portions of the Site to be flood affected. High Increased traffic volumes and frequency, including The facility will be open to receive waste 24 hours a day, seven days a week. Vehicle types accessing the High Y heavy vehicles, placing pressure on intersection and road capacities within the vicinity of the Site. Site will include heavy vehicles up to, and including, semi-trailers (19.0m). Access to the Site will require a right hand turn from Beauchamp Road for the 20% of vehicles that would access the site from the north. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 103 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

132 Waste Management Issue Potential Impacts Comment Preliminary Risk Ranking Key Issue? (Y/N) Reduction in road safety as a result of increased number of heavy vehicles operating on the road networks around the Banksmeadow TT site. The Banksmeadow TT proposal would result in an increase of trucks accessing the Site from Beauchamp Road and McPherson Street. The size and mass of trucks means that they have greater potential to cause a serious road accident than light vehicles. Moderate Accidents occurring onsite as a result of light and heavy vehicles, trains, container handlers and machinery operating within close proximity. The operation of numerous vehicles on the Site, including trains, trucks, front-end loaders and container handlers, has the potential to result in a collision if not appropriately managed. Very high Operation of rail link not accommodated within ARTC s network. Insufficient train paths available within the ARTC rail network to accommodate the proposal. High Design or operation of the proposal is not consistent with ARTC operating standards. Waste generation Generation of significant quantities of waste during construction and inappropriate disposal. High Y Disruption to operations Unplanned disruption to terminal operations resulting in large quantities of waste being stored on site. Very high Release of leachate to stormwater Failure to separate leachate generated on the Site from stormwater, resulting in environmental High harm. Page 104 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

133 Noise and vibration Air quality Issue Potential Impacts Comment Preliminary Risk Ranking Key Issue? (Y/N) Receipt of nonconforming wastes at the Site. Waste which the EPL for the facility does not permit to be handled at the site brought to the site. Moderate Noise impacts on adjacent receivers from Site operations. Operational noise and vibration in relation to loading, unloading and dropping of containers, as well as from reversing vehicles and deposition of waste on the transfer terminal floor. Moderate Y Noise impacts on adjacent receivers from trucks and trains accessing the Site. Increased noise from rail and vehicular traffic going to and from the Site. Moderate Noise and vibration impacts on adjacent receivers during construction works. High noise levels during construction causing nuisance or harm to surrounding receivers. Moderate Odour emissions from putrescible waste The handling of large quantities of waste at the facility has potential to result in the emission of odour if not properly managed. Moderate Y Dust emissions from deposition from nonputrescible waste The handling of large quantities of non-putrescible waste and deposition of dusty loads on the tipping floor has the potential to result in dust emissions beyond the Site boundary if not appropriately controlled. Moderate Air pollutants emitted from vehicles and trains accessing the Site and machinery operating on-site. The operation of numerous vehicles on the Site, including trains, trucks, front-end loaders and container handlers, has the potential to result in dust and pollutants reducing ambient air quality if not properly managed. Moderate Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 105 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

134 Greenhouse Gas Assessment Biodiversity Indigenous heritage Non-indigenous heritage Issue Potential Impacts Comment Preliminary Risk Ranking Key Issue? (Y/N) Release of greenhouse gas emissions. Greenhouse Gas (GHG) emissions will be released as a result of construction and operation of the Banksmeadow TT, including: Medium Y Site preparation and demolition. Project development (earthworks, drainage system and utilities installation, structures). Waste management operations (handling and transportation of putrescible and non-putrescible waste). Overall reduction in GHG emissions The proposal would result in the transfer of waste to the Woodlawn Eco-Project site that comprises the MBT and Bioreactor, which have both been designed to minimise GHG emissions from decomposition of waste. Low (Net benefit) Reduced biodiversity as a result of construction and/or operation. The Site supports low biodiversity values. No threatened species, populations or communities have been identified, and there are limited habitat values on-site. Low N Negative impact on Indigenous heritage within the area. A search of the EPBC Protected Matters search tool and the AHIMS NSW register found no items of Indigenous Significance within a 5 km radius of the Banksmeadow TT. Low N Negative impact on non-indigenous heritage within the area. A search of the National heritage Register and the NSW register found no items of Non-Indigenous significance within the vicinity of the Banksmeadow TT. The SEPP (Port Botany) identified the Main Administration Building Orica and Mature Ficus as heritage items, located within 200m of the Site. Low N Page 106 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

135 Socio-economic Visual impact Hazard and Risk Cumulative Impacts Issue Potential Impacts Comment Preliminary Risk Ranking Key Issue? (Y/N) Potential for negative social impacts in relation to increased traffic, noise, and air pollution (including odour), as well as decreased visual amenity. The Banksmeadow TT site is located within an Industrial precinct within a low population density area. Nearest residential area located approximately 250 m to the north-east of the site. Low N Changes to local demographic and local economic impacts. The operation of the Banksmeadow TT is expected to create up to 25 new jobs, providing economic benefits for the area. Low (Net benefit) Regional economic impacts. The Proposal would provide significant regional benefits, aiding in reduced waste transferred to landfill and increased industrial resource reuse and provision of a cost-effective waste management alternative, increasing competition and reducing costs, indirectly benefiting SSROC and thereby their communities. Low (Net benefit) Decreased amenity of the area. The Banksmeadow TT site is located within an existing industrial area, with adjoining land uses of this nature. The main shed will would be built at a higher elevation than the existing structure, but would be compatible with adjacent land uses. Low N Occurrence of hazards or risks on-site Potential risks associated with the operation of the Banksmeadow TT include; chemical or pollutant spills, delivery of hazardous or dangerous goods, fire/explosion within terminal building, receipt of hot loads and medical emergencies. High Y Disturbance of Existing on-site buildings contain High asbestos during construction asbestos containing materials. Cumulative impacts associated with increased traffic volumes from surrounding developments. The Site is located on a main arterial road, heavily used by port traffic. Trucks accessing the Banksmeadow TT would add to existing impacts of high traffic volumes and its associated consequences. Moderate Y Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 107 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

136 Issue Potential Impacts Comment Preliminary Risk Ranking Key Issue? (Y/N) Flood risk from increased stormwater runoff associated with increased impervious areas associated with development. The Banksmeadow TT is located in a highly disturbed catchment with large areas of impervious surfaces. Further impervious surfaces will continue to exacerbate catchment runoff problems. Moderate The following aspects were identified as key environmental issues associated with development and operation of the Banksmeadow TT site: Soil and contamination. Hydrology and flooding. Traffic and access. Noise and vibration. Air quality and odour Hazards and risks. Greenhouse gas Specialist studies have been conducted to determine the impacts associated with the above-listed aspects and the outcomes of those studies are presented in sections 8.1 to 8.8, below. Cumulative impacts associated with proposed and approved developments within the vicinity of the Proposal are addressed in each of these sections and are summarised in Section Environmental aspects that were not identified as key aspects have also been assessed and the findings summarised in sections 8.9 to 8.14 below. Page 108 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

137 8 ENVIRONMENTAL ASSESSMENT 8.1 SOILS AND CONTAMINATION INTRODUCTION Potential soil and contamination impacts for the Proposal have been assessed and are outlined in this Section. Detailed site investigations have been undertaken on the Asciano owned portion of the site and the Keith Engineering portion of the site to determine the existing geology and soil conditions. Key issues associated with the soil landscape of the site include Potential Acid Sulfate Soils (PASS) and several contaminants of concern from both on and offsite sources. The key issues for the Proposal for soil and contamination that are assessed within this Section include: Soil contamination and risk of human and environmental health risks from exposure. Disturbance of PASS causing environmental harm. Erosion of soils from the Site resulting in sedimentation within the stormwater and natural waterways. Discharge of contaminated groundwater from the Site. To assess the key issues identified for soils and contamination, and to satisfy the DGRs this Section includes the following: A description of the existing surface and groundwater quality, including an assessment of any water resource likely to be affected by the Proposal. An assessment of erosion potential at the site and a description of the proposed erosion and sediment controls to be implemented during construction. An assessment of potential site contamination, salinity and acid sulphate soils, including confirmation that, through the implementation of the remedial strategies proposed the Site will be suitable for use as a transfer terminal. Consideration of any dewatering requirements during onsite removal of Underground Storage Tanks (USTs). Mitigation and management measures for soil and contamination have been identified in Section and include a description of remedial strategies and erosion and sediment control measures. This section also identifies the suitability of the land for use as a waste transfer terminal EXISTING ENVIRONMENT Soils The soil landscape of the Sydney 1: sheet (Chapman and Murphy, 1989), mapped the Banksmeadow TT proposed site as Disturbed Terrain, bordering an area identified as Tuggerah, described in Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 109 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

138 Table Table 8-21 Soil of the Banksmeadow TT proposed site ID Name Description tg Tuggerah Landscape is gently undulating to rolling coastal dunefields. Soils are deep, buried Podzols, buried sandstone soils, occasional shallow Siliceous Sands and Yellow Podzolic Soils. xx Disturbed Topography varies from level plains to hummocky terrain. Landscape has been extensively disturbed by human activity, with landfill including soil, rock, building and waste materials. The soil of the site is generally characterized as being highly disturbed to depths of at least 1 m, with the original soils having been removed or buried, which overlay either compacted mottled clay or transported fills. The disturbed nature of the soil is reflective of the history of industrial uses and development that has occurred in the area. Prior to development of the site, surface soils were likely to have been organic, peaty soils; however, most of this cover has been removed. The adjacent Tuggerah soil type is typically characterised as having bleached loose sand to depths of over 100 cm, overlaying black soft sandy organic pan and brown soft sandy iron pan materials (Chapman and Murphy. 2004). These soil types are typically highly permeable, with low fertility, low ph and a permanently high water table. An investigation of the Banksmeadow TT site (Douglas Partners, 2013; Douglas Partners, 2012) identified the soil profile within the site as follows: Surface soils, from 0.2 m to 2.4 m below ground level (BGL) comprised hardstand and fill material, that is predominantly crushed concrete and road based gravel, Between 2.4 m and 9.7 m BGL soils comprise alluvial sands, typically ranging from medium density to high density. The alluvial sands also contain thin layers of organic sand, silty sand and organic clay (peaty sand and peaty clay) with a high organic content and typically very loose to loose/soft and wet. Between 9.7 m and 12.9 m below ground level soils comprise hard clay. The water table at the site was observed to occur at variable depths across the site, ranging from 1.71 m BGL and greater than 5.14 m BGL. The site is located within the Botany Sands Aquifer and the Botany Sands Aquifer Interference zone. It is noted that groundwater levels within the Botany Sands Aquifer have been observed to range by up to 2 m. The rainfall erosivity (R-factor) at the site is mapped as between 3,000 and 3,500 under the Sydney 1:250,000 topographic Sheet (Landcom, 2004). The grade of the site is very low, being only 0.62%. Applying the revised universal soil loss equation (RUSLE) the site has been determined to pose a low potential erosion hazard (Lawson and Treloar, 2003). Page 110 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

139 Potential Acid Sulfate Soils (PASS) Coastal, low-lying alluvial soils, typically at levels below reduced level (RL) 12, may contain framboidal pyrite or other sulphides. These are microbially generated microscopic mineral grains which are stable in anaerobic conditions, such as soils below the water table, or in dense clay-rich soils that are periodically re-wetted (Douglas Partners, 2013). The Banksmeadow TT site is mapped as a low probability of occurrence of potential acid sulfate soils (PASS) (NSW NRATLAS, 2013) (see Figure 8-21), although highly localised occurrences may occur especially near boundaries with environments with a high probability of PASS occurrence (Douglas Partners, 2013). PASS would generally be expected to be greater than 3 m below the ground level (BGL). However, while PASS material is predicted to occur on site at 3 mbgl, the presence of organic clays and sands in the upper 2 m of the western portion of the Site indicated the potential for PASS at higher levels. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 111 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

140 Figure 8-21 Banksmeadow TT PASS Risk (NSW NRATLAS, 2013) Page 112 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

141 Contamination Botany and its surrounding suburbs have been heavily used by industry for at least 100 years, including industries such as tanneries, metal platers, service stations and depots, landfills, dry cleaners and wool scourers. As a result, chemicals such as chlorinated hydrocarbons and other solvents, petroleum hydrocarbons (such as petrol and diesel), and some heavy metals such as chromium, nickel, lead and arsenic are known to have entered the Botany Sand Beds Aquifer and surrounding lands (NSW Office of Water, 2013). Douglas Partners have undertaken an assessment of the potential for contamination at the site. The Phase 2 investigation of the Asciano portion of the Site and the Remediation Action Plan (RAP) prepared for the Keith Engineering portion of the site are included as Appendix E. The RAP has been reviewed by an EPA accredited Site Auditor. Identification of contaminants of concern To assist in the identification of potential contaminants of concern at the site, Douglas Partners undertook a search of the Contaminated Land Management Register (CLM Register). The following properties in the near vicinity (within approximately 1 km) of the Proposal site were listed as having notices under the CLM Act: Esso Depot, Banksmeadow: located approximately 600 m north west of the site. Contaminated by the prescribed activity of distributing petroleum products and by the prescribed activity (on adjacent premises) of disposing of chemicals or chemical wastes, including hexachlorobenzene (HCB) and light organochlorine compound residues. Olympic/Springvale Drain, Banksmeadow: located approximately 300 m west of the site. Contaminated with hexachlorobenzene. Orica Australia Pty Ltd, Banksmeadow: located approximately 100 m north east of the site. Contaminated with mercury, volatile chlorinated hydrocarbons and semivolatile chlorinated hydrocarbons. Orica Botany Groundwater Plume, Banksmeadow: incorporating the site. Contaminated with volatile chlorinated hydrocarbons and semi-volatile chlorinated hydrocarbons. Stephen Road, Botany: located approximately 1 km north west of the site. Contaminated with toluene, ethyl benzene and total xylenes. There are also six sites within 1 km of the Proposal site that have been notified under section 60 of the CLM Act as potentially contaminated. Land use at these sites was either chemical industry or petroleum storage. Given the heavy industrial uses in the surrounding area, it is considered that there is a potential for migration of contaminants onto the site through the movement of groundwater. Douglas Partners assessment included a review of previous contamination assessment reports and investigations undertaken at the site, site history and historical title deeds to identify the potential contaminating activities that have occurred on the site. Douglas Partners investigation also identified two Underground Petroleum Storage Systems (UPSS) present on the Keith Engineering land, comprising three underground storage tanks (USTs) and one bowser. The UPSS identified comprise: One UST, located in the north western corner of the Keith Engineering land, and is identifiable by its fill point. This tank is no longer in use but is believed to have Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 113 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

142 contained diesel. The UST could not be detected by the ground penetrating radar (GPR) survey used during the April 2012 investigation and no WorkCover records were found for the tank. As such, the location, size and extent of the UST are unknown. Two USTs, located south east of the main factory building along with a bowser. Both USTs are disused, and only the southern UST could be located by the GPR survey. Fill points were identified for both USTs. The original WorkCover plan sighted for the April 2012 investigation suggested that the USTs were oriented in a north-south direction, while more recent plans show them to be oriented east-west. On the Asciano land there is a disused diesel pipeline, which enters underground from Beauchamp Road and rises above ground approximately 125 m into the site. An underground pit is located in the south east, near Beauchamp Road, providing access to the underground section of the pipeline at this point. Table 8-22 provides a summary of the potential contamination sources and contaminants of potential concern identified. Table 8-22 Potential contamination sources and contaminants of concern Potential source Description of potentially contaminating activity Contaminants of concern Imported fill of unknown origin Importation of potentially contaminated filling soils. Asbestos has been identified in fill at the site. Polycyclic aromatic hydrocarbons (PAH) and petroleum hydrocarbons have been detected in fill material. On-site buildings and structures Buildings with asbestos present UPSS Substation Potentially unidentified sources Elevated levels of asbestos, petroleum hydrocarbons, PAH and benzene, toluene, ethylbenzene, and xylenes (BTEX) have been identified on the site. There is considered to be a potential for phenols, volatile organic compounds (VOCs) and Polychlorinated biphenyls (PCBs) beneath existing buildings and structures. Previous land uses Metal casting Metal fabrication Manufacture and /or storage of sealants Railway activities Stockpiling of contaminated waste Zinc, petroleum hydrocarbons, BTEX, asbestos and PAH. Page 114 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

143 Potential source Description of potentially contaminating activity Contaminants of concern Current land uses Fabrication of stage sets Carpentry Metal soldering and fabrication work Storage, including skip bins and truck trailers Railway activities Adjacent land uses Botany Goods railway line Botany Industrial Park Botany Building Recyclers waste and recycling facility Orica Southlands site Light industrial units Asbestos. No other contaminants have been identified to be present at the site as a result of current activities. Petroleum hydrocarbons, PAH, hexachlorobenzene (HCB) and VOC. Metals were detected in concentrations in up-gradient wells, but not at concentrations of concern. In summary, the primary contaminants of potential concern (COPC) at the site, with respect to human health and the environment were identified, based on the contaminants identified to previously be present at the site known previous site uses and up-gradient site uses, are considered to be: Petroleum hydrocarbons. PAH. Asbestos. Heavy metals. BTEX. Volatile organic compounds (VOC). Other potential contaminants of concern identified based on the site use are: Phenols. Cyanide. Ammonia. The following commonly found contaminants in fill were also considered to be a potential for concern: Polychlorinated biphenyls (PCB). Organochlorine pesticides (OCP). Organophosphorous pesticides (OPP). Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 115 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

144 Assessment guidelines and site investigation levels Keith Engineering land The National Environment Protection (Assessment of Site Contamination) Measure 1999, as updated 11 April 2013 (the ASC NEPM) is made under the Commonwealth National Environment Protection Council Act 1994 and is given effect in NSW under section 105 of the CLM Act. The purpose of the ASC NEPM is to establish a nationally consistent approach to the assessment of site contamination and to provide adequate protection of human health and the environment (ASC NEPM, s.5). The ASC NEPM establishes health, environmental and groundwater investigation levels and screening levels for contaminants; including those contaminants identified as COPC at the site. The following paragraphs describe the guideline values applicable to the site under the ASC NEPM. Health investigation levels (HILs) have been developed for a broad range of metals and organic substances, including pesticides. The HILs are applicable for assessing human health risk via all relevant pathways of exposure, such as direct ingestion and dermal contact. As the Proposal would use the land for industrial purposes the HIL guideline values that are generally applicable are the HIL D - Commercial/Industrial. Petroleum hydrocarbon management limits (Management Limits) are applicable to petroleum hydrocarbon compounds only. They are applicable as screening levels following evaluation of human health and ecological risks and risks to groundwater resources. They are relevant for sub-surface leakage of petroleum compounds has occurred and when decommissioning industrial sites, including the removal of UPSS. The Management Limits adopted for the Proposal are based on the commercial /industrial use of the site and the coarse nature of the soils on site. Groundwater investigation levels (GILs) are the concentrations of a contaminant in groundwater above which further investigation or remediation is required. GILs are based on Australian water quality guidelines and drinking water guidelines and are applicable for assessing human health risk and ecological risk from direct contact with groundwater. GILs are established under the ASC NEPM for fresh water, marine water and drinking water. Marine water GILs have been adopted as a conservative approach. The receiving water body is considered to be Botany Bay, with Port Botany located approximately one kilometre to the south of the site. As the site is located within the Botany Basin Groundwater Extraction Exclusion area, where the use of groundwater for any purpose is banned, adoption of the marine GILs is considered to be a conservative approach. Health screening levels for asbestos contamination in soil have been adopted within the ASC NEPM for bonded asbestos containing material (ACM), friable asbestos and all forms of asbestos. The Health Screening Levels (HSL) for asbestos are prescribed for industrial and commercial sites, based on a percentage weight of asbestos material in the soil. Phase 2 investigations of the site have been undertaken to characterise the nature and extent of contamination at the site and to determine if the site is suitable for development as a transfer terminal. Investigations were undertaken for both the Keith Engineering portion of the site and the Asciano owned portion of the site. The findings of those investigations, as assessed against the ASC NEPM and other applicable guidelines, are summarised below. A Phase 2 investigation was undertaken by Douglas Partners in 2004,which included drilling 21 bores in the accessible areas of the site (note only limited access was available in the Page 116 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

145 buildings, due to the operational nature of the site at the time of the investigation). The investigation found elevated zinc concentrations in both soil and groundwater, with the highest elevations found in the north-west and south-west portions of the site. Slightly elevated levels of chromium, copper and lead were also detected in groundwater. A soil sample with significantly elevated concentrations of total recoverable hydrocarbons (TRH) was recoded a 115 at a depth of 3.0 mbgl. Slightly elevated levels of benzo(a)pyrene, TRH and benzene were also detected at sample locations 116 and 110 at a depth of 0.5 mbgl. TRH, benzene and phenathrene were detected in groundwater from Well 110, located near the UPSS in the north west of the site. Toluene was detected in Well 103 to the west of the site. VOCs were detected in all groundwater wells, and are assumed to be sourced from off site. Asbestos was detected in four of the six soil samples that were analysed for it. Douglas Partners undertook a supplementary contamination assessment and acid sulphate soil investigation in The investigation comprised 23 soil test bores, eight of which were converted to groundwater monitoring wells. Laboratory results obtained identified the following: TRH (C10-C36) contamination was present in soils, with the most elevated results in the area of/down gradient of Well 216 and the diesel UPSS. PAH contamination was present in soils, with the most elevated results in Bore 214, in the main factory building. Asbestos contamination is present in soils. Zinc concentrations in groundwater were significantly lower than previously detected. Relatively low levels of dissolved phase TRH C10-C36 were present in groundwater. Cobalt was present groundwater at marginally elevated levels. Acid sulphate soils are present on site. A further assessment was undertaken by Douglas Partners in 2013 to assess the extent of phase separated hydrocarbons (PSH) associated with the UPSS on site. The investigation found no signs of the PSH in Well 216, as contaminants identified down gradient comprised different compounds, and it was determined that the PSH in Well 216 is not mobile. A summary of exceedances against the ASC NEPM investigation and health levels is presented in Table The location of the borehole and monitoring wells on the site are shown in Figure Table 8-23 Summary of guideline exceedances observed on Keith Engineering site Sample ID Sample type Contaminant Sample result Criterion Guideline Monitoring well (MW) 110 Groundwater Zinc 8,000 µg/ L 15 µg/ L ASC NEPM - GIL Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 117 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

146 Sample ID Sample type Contaminant Sample result Criterion Guideline MW 110 Groundwater TRH C6-C9 150 µg/ L 150 µg/ L Airport (Environment Protection) Regulation MW 110 Groundwater TRH C10-C28 1,520 µg/ L 600 µg/ L Airport (Environment Protection) Regulation 1997 Borehole (BH) 110 / 0.5 Soil Zinc 58, ,000 mg/kg ASC NEPM mg/kg 11 HIL D BH 115/ 3.0 Soil TRH C10-C36 16,300 mg/ kg 1,000 mg/kg C10-C16 3,500 mg/kg C16-C34 10,000 mg/kg C34-C40 ASC NEPM Management limits MW 209 Groundwater TRH C15-C µg/ L 600 µg/ L C10-C36 Airport (Environment Protection) Regulation 1997 BH 214 / Soil Benzo(a)pyrene mg/kg 40 mg/kg ASC NEPM HIL D BH 214 / Soil TRH C15 C36 16,800 mg/kg 1,000 mg/kg C10-C16 3,500 mg/kg C16-C34 10,000 mg/kg C34-C40 ASC NEPM Management limits MW 216 Groundwater TRH C10-C36 4,100 µg/ L 600 µg/ L Airport (Environment Protection) Regulation The Commonwealth Airport (Environment Protection) Regulations 1997, Schedule 2, Water Pollution Accepted Limits: Table 1.03 Accepted Limits of Concentration. This was used in the absence of other guideline values. 11 Although this result is within the applicable criteria, remediation is considered necessary based on the likelihood that this is a contributing source to the zinc contamination in groundwater at this location. Page 118 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

147 Sample ID Sample type Contaminant Sample result Criterion Guideline BH 216 / Soil TRH C15-C36 25,9000 mg/kg 3,500 mg/kg C16-C34 10,000 mg/kg C34-C40 ASC NEPM Management limits BH 216 / Soil TRH C15-C36 7,9000 mg/kg 3,500 mg/kg C16-C34 10,000 mg/kg C34-C40 ASC NEPM Management limits BH 219 / Soil TRH C10-C36 18,600 mg/kg 1,000 mg/kg C10-C16 3,500 mg/kg C16-C34 10,000 mg/kg C34-C40 ASC NEPM Management limits BH 219 / Soil TRH C10-C14 18,600 mg/ kg 1,000 mg/kg C10-C16 3,500 mg/kg C16-C34 10,000 mg/kg C34-C40 ASC NEPM Management limits BH 220 / Soil TRH C10-C28 13,100 mg/kg 1,000 mg/kg C10-C16 3,500 mg/kg C16-C34 ASC NEPM Management limits Based on the presence of significant quantities of asbestos containing materials (ACM) observed in fill on the site, further assessment of the extent and percentage asbestos content in soils against the ASC NEPM HSL levels for asbestos was not considered warranted as it was assumed that all fill material on the site would exceed the ASC NEPM HSL for asbestos. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 119 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

148 Figure 8-22 Sampling locations and areas of environmental concern, Keith Engineering land Page 120 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

149 Asciano land A Phase 2 Contamination Assessment was undertaken by Douglas Partners for the portion of the Asciano owned land that would be part of the Proposal. The following scope of works was undertaken to assessment contamination at the site: Collection of samples from 27 test pits across the site. Test pits were excavated to a depth of approximately 0.5 m into natural material, to the groundwater table or prior refusal/ collapse. Soil samples were collected at regular intervals, upon signs of contamination (if present), at the observed water table and at test pit completion. Drilling of three test bores using solid flight augers to a depth of up to between 4.5 mbgl to 4.7 mbgl and installation of groundwater monitoring wells in the three test bores. Groundwater samples were collected from each of these wells. Testing of fibre-cement fragments that were found at test pits 14 & 27 to identify the presence or absence of asbestos. All samples were collected in accordance with the sampling analysis and quality plan prepared by Douglas Partners and tested in a NATA accredited laboratory. A summary of exceedances against the adopted ASC NEPM criteria is presented in Table The location of the test pits and monitoring wells on the site are shown in Figure Both cementitious fragments returned positive results for chrysotile and amosite asbestos. Table 8-24 Sample ID / Depth Summary of Guideline exceedances; Asciano portion of land* Sample type Contaminant Sample result Criterion Guideline Pit 2 / Soil Asbestos Positive for amosite asbestos 0.05% weight for weight ASC NEPM HSL for asbestos contamination in soil Pit 15 /1-1.1 Soil TRH C10-C16 2,700 mg/kg 1,000 mg/kg ASC NEPM Management Limit (F2) Pit 15/ Soil TRH C10-C16 3,300 mg/kg 1,000 mg/kg ASC NEPM Management Limit (F3) Pit 16/ Soil TRH C10-C16 12,000 mg/kg 1,000 mg/kg ASC NEPM Management Limit (F2) TRH C16-C34 18,000 mg/kg 3,500 mg/kg ASC NEPM Management Limit (F3) Pit 16/1-1.1 Soil TRH C10-C16 3,800 mg/kg 1,000 mg/kg ASC NEPM Management Limit (F2) TRH C16-C34 4,400 mg/kg 3,500 mg/kg ASC NEPM Management Limit (F3) Pit 20/ Soil TRH C10-C16 25,000 mg/kg 1,000 mg/kg ASC NEPM Management Limit (F2) Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 121 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

150 Sample ID / Depth Sample type Contaminant Sample result Criterion Guideline TRH C16-C34 11,000 mg/kg 3,500 mg/kg ASC NEPM Management Limit (F3) Pit 24/ Soil TRH C10-C16 1,900 mg/kg 1,000 mg/kg ASC NEPM Management Limit (F2) TRH C16-C34 3,700 mg/kg 3,500 mg/kg ASC NEPM Management Limit (F3) Pit 27/0-0.3 Soil Asbestos Chrysotile and amosite asbestos detected 0.05% weight for weight ASC NEPM HSL for asbestos contamination in soil Well GWCPT4 Groundwater Zinc ug/l 15 µg/ L ASC NEPM - GIL *Note: The ASC NEPM thresholds used to assess the Site are generic investigation levels provided for Tier 1 assessment of site contamination. These investigation levels are not clean up levels, and exceedances of the generic investigation levels do not in themselves trigger the need for remediation. Further investigations would be undertaken on the Site to determine the actual risk from contamination and/ or management as required to render the site suitable for the proposed Waste Transfer Facility. In summary, petroleum hydrocarbon contamination was present at levels above those prescribed in the ASC NEPM at test pit locations 15, 16, 20 and 24. Groundwater samples assessed contained petroleum hydrocarbons in concentrations below the 600 μg/l within the Airport (Environment Protection) Regulations 1997, Schedule 2 Water Pollution Accepted Limits: Table 1.03 Accepted limits of contamination, which was adopted for the site in the absence of GILs for petroleum hydrocarbons in groundwater. Zinc concentrations in one groundwater well were in excess of the ASC NEPM GIL for zinc; however the result was within the Australian Drinking Water Guidelines 2011 (ADWG) criterion for zinc, being 3,000 μg/l. Several pieces of fibre cement were observed at the ground surface, with one piece tested and confirmed to contain asbestos. One or more fragments of fibre cement were also observed in test pits 14 and 15 and asbestos was detected in three filling samples from test pits 2, 14, and 27. All of the filling samples with detectable asbestos were observed to contain inclusions of building debris. Whilst the total quantity of fibre cement observed at the Site was low, some inclusions of building debris were observed in most test locations, indicating an elevated risk of a low frequency of fibre cement fragments being present throughout the filling. Past contamination outside development site A stockpile containing Scheduled Chemical Waste, as determined under the NSW Scheduled Chemical Wastes Chemical Control Order 2004, was formerly located on the Asciano owned land, to the north-east of the Proposal site. In 2011, the stockpile was excavated and removed from site. E3 Consult was engaged in 2012 to report on the Page 122 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

151 excavation, off-site disposal and validation of the removal of the contaminated stockpile. The validation also included monitoring of groundwater wells at the site. The validation report concluded that the stockpile area had been remediated to the validation levels. The former HCB stockpile was not located on the Banksmeadow TT Site that is subject to this proposal and the former presence of this stockpile has no impact or affect on this proposal. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 123 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

152 Figure 8-23 Sampling locations, Asciano land Page 124 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

153 8.1.3 IMPACT ASSESSMENT Erosion and sedimentation Construction of the Proposal would involve disturbance to the whole site, resulting in exposure of soils and exposing the site to risk of erosion. Given the large area of disturbance required at the site, there is a high potential for erosion, even though the site has low sloping topography and a low erosion hazard risk. Stockpiling of soil materials that have been excavated during construction may have the potential to result in sediment laden runoff and dust. The low soil erodibility of the soil type found within the area of the Banksmeadow TT site, which is predominantly highly permeable course sand grains, means that the sedimentation risk is lowered. Increased salinity may also become an issue during the construction phase, as a result of changes and impediments to surface drainage, reductions in vegetation coverage, or an overall upwards movement of water in the soil profile. Potential acid sulphate soils Where acid sulphate soils are present, but are kept out of contact with air, they are relatively stable, and generally in equilibrium with the local environment. However, if sulphidebearing or pyritic soils are disturbed by excavation or dewatering, thereby allowing ready access of oxygen to the sulphides from air, an oxidation reaction takes place. This results in the generation of sulphuric acid, or acid sulphates. The acid can be transported by water, and if allowed to build up in sufficient concentrations, can negatively impact the environment and engineered structures (Douglas Partners, 2013). Existing site elevations typically range between 5 to 10 m AHD and groundwater levels range from 1.6 m to greater than 4.4 m BGL. Development of the Proposal would involve regrading of the site by raising the site to form a level surface; hence there is limited potential for disturbance of large quantities of PASS. Excavation on the site would be limited to removal of the UPSS and excavations for building footings. Where these excavations would intersect the groundwater table, there is a potential that PASS may be disturbed and therefore an acid sulphate soils management plan should be prepared. Contamination Keith Engineering land Douglas Partners developed a Conceptual Site Model for the Keith Engineering site to represent the site-related information regarding contamination sources, receptors and exposure pathways between those sources and receptors. The purpose of the conceptual site model is to identify how the site became contaminated and how potential receptors may become exposed to the contamination. The potential sources of contamination on the Keith Engineering land are discussed above and presented in Table Potential exposure pathways for contamination that were identified include: Direct contact with contaminated soil or groundwater during construction or operation of the Proposal. Inhalation of contaminated dust or vapours during construction or maintenance of the Proposal. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 125 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

154 Leaching of contaminants and vertical mitigation into groundwater. Lateral migration of groundwater providing base flow to watercourses. Fire / explosion. Off-site dermal contact with or ingestion of groundwater from the site was not considered to be a potential exposure pathway due to the site and areas down gradient of the site being located within the Botany Aquifer Zone 1 Groundwater Extraction Exclusion Area. Potential receptors that were identified include: Site users during operation of the Proposal. Construction workers, during the construction phase of the Proposal. Intrusive maintenance workers. Land users in adjacent areas. Receiving groundwater. Surface water and ecology in Botany Bay. Buried infrastructure. The primary surface water receptor of groundwater and surface runoff from the site is considered to be Botany Bay, with Port Botany located approximately one kilometre south of the site. Botany Bay is considered to be a highly disturbed environment. Table 8-25 presents the sources, pathways and receptors identified within the conceptual site model, along with the contaminants of concern and applicable threshold criteria for the contaminants. Table 8-25 Conceptual site model for Keith Engineering land (Douglas Partners, 2013) Source of contamination Potential Pathway Receptor Contaminants Relevant to Pathway Threshold Criteria S1 Filling S2 On-site Structures (asbestos buildings, UPSS, substation) S3 Previous metal works and possible sealant manufacture P1: Direct contact with soil/ groundwater (ingestion and dermal) R1 Proposed site users (commercial/ industrial) R2 Construction workers Benzo(a)pyrene (Soil) Petroleum hydrocarbons (Groundwater) Benzo(a)pyrene (Soil) Petroleum hydrocarbons (Groundwater) HIL-D HSL D Direct Contact Australian Drinking Water Guidelines (ADWG) HIL-D HSL D Direct Contact ADWG S4 metals works, bin and truck storage S5 Adjacent industrial R3 Intrusive maintenance workers Benzo(a)pyrene (Soil) Petroleum hydrocarbons (Groundwater) HIL-D HSL -Intrusive Maintenance Worker - Direct Contact ADWG Page 126 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

155 Source of contamination landuses Potential Pathway Receptor Contaminants Relevant to Pathway R7 Buried infrastructure (damage to services) Petroleum hydrocarbons (Soil) PSH (Groundwater) Threshold Criteria Management Limits P2: Inhalation of dust and/or vapours R1 Proposed site users(commercial/ industrial) Asbestos, elevated Petroleum hydrocarbons (Soil) HSL-D - Vapour inhalation R2 Construction workers R3 Intrusive maintenance workers Petroleum hydrocarbons (Groundwater) HSL-D - Vapour inhalation HSL-Intrusive Maintenance Worker - Vapour inhalation R4 Land users in adjacent areas (commercial/ HSL-D - Vapour inhalation industrial) P3 Leaching of contaminants and vertical mitigation into groundwater. R5: Groundwater Petroleum hydrocarbons (Soil) PAH (Soil) Zinc (Soil) GIL Marine Management Limits (PSH formation) P4 Surface water run-off. R6: Surface water (Botany Bay) Petroleum hydrocarbons GIL - Marine PAH Zinc (Soil) P5 Lateral migration of groundwater providing base flow to watercourses R6: Surface water (Botany Bay) Petroleum hydrocarbons (Groundwater) Zinc (Groundwater) GIL - marine P8 - fire, explosion R9 Buildings Petroleum hydrocarbons (Soil) PSH (Groundwater) Management Limits Based on the conceptual site model, the intrusive sampling investigations undertaken on the Keith Engineering site and assessment against the ASC NEPM, Douglas Partners identified six areas of environmental concern that require remediation and /or management prior to use of the site for the purposes of the Proposal. The areas of environmental concern are described in Table 8-26, below and shown in Figure Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 127 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

156 Table 8-26 Areas of environmental concern and Guideline exceedances - Proposal site Area of Environmental Concern (AEC) ID Contaminant(s) of Concern / Issue Relevant Borehole/ Well (s) AEC 1 PSH Potential for dissolved phase petroleum hydrocarbons, BTEX, PAH in groundwater associated with the PSH. BH 115 BH / MW 216 BH / MW 303 AEC 2 UPSS with two USTs and bowser. Not applicable. AEC 3 Benzo(a)pyrene in soil petroleum hydrocarbons in soil BH 214 AEC 4 UPSS with 1 UST Petroleum hydrocarbons in soil Zinc in soil Zinc in groundwater BH / MW 110 BH 219 BH / MW 220 AEC 5 Substation No testing due to operation. AEC 6 Asbestos in soil Filling over entire site Asciano land The Phase 2 investigation undertaken on the Asciano owned portion of the site concluded that, while there are contamination levels on the site in exceedance of the investigations levels prescribed under the ASC NEPM, the land can be made suitable for use of the land as a transfer terminal. The following issues and areas would, however, need to be managed to make the land suitable for the Proposal: Management of petroleum hydrocarbons contamination in soils, particularly adjacent to the former, aboveground fuel line. Capping and / or removal and management of asbestos contamination in soils. Further assessment of areas that were not accessible at the time of preparing the Phase 2 investigation due to the presence of live services, to identify any additional soil or groundwater contamination. The main contaminant of concern is considered to be petroleum-related compounds, associated with the disused diesel pipeline. Vapour intrusion risk assessment The groundwater of the Botany Sands Aquifer is contaminated, and the contamination plume extended beneath the Proposal site. Volatile and semi-volatile chemicals, such as petroleum hydrocarbons and PAHs, which may be present as contaminants in soils or groundwater, have the potential to partition into the air in the soil pore spaces and can move Page 128 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

157 Remedial strategy into buildings, ambient air, confined spaces or excavations on a site. The ASC NEPM has developed HSLs to assess vapour intrusion potential, which are based on three-phase equilibrium theory. Douglas Partners undertook a review of the HSLs for petroleum compounds and fractions as prescribed under the ASC NEPM to assess the risk to human health, posed by the Proposal site 12 via inhalation of vapours sourced from groundwater. Site specific HSLs were calculated using HSLs for petroleum hydrocarbons in soil and groundwater, part 1: technical development document, Technical report no. 10 (CRC for Contamination Assessment and Remediation of the Environment, 2011). The assessment adopted a conservative approach, assuming that average depth to groundwater of 1.0 mbgl. The assessment concluded that the Groundwater HSLs for vapour intrusion were Not Limiting 13 to human health for the within the Banksmeadow TT building. In accordance with the ASC NEPM, when a calculated HSL in soil or groundwater exceeds the HSL, the vapour in the soil or above groundwater cannot result in an unacceptable vapour risk. While the risk of vapour intrusion into the Proposal terminal building is considered low, the ASC NEPM recommends soil vapour measurements for vapour intrusion when the depth to groundwater across the site is less than 2 m. Further investigation of the potential for vapour intrusion and exposure of construction and maintenance workers would be undertaken once construction details have been confirmed and the extent of excavation into petroleum contaminated areas has been defined. Douglas Partners (2013) undertook a review of remedial options that are available for the Proposal site. The key drivers for remediation and the proposed remedial strategy to achieve the drivers are presented in Table Table 8-27 Drivers for adopted remedial approach and proposed remedial strategy for Proposal site Driver / Outcome sought Rendering the site suitable for the proposed Banksmeadow TT from a health perspective. Proposed remedial strategy It is considered that this can be achieved by removal of contamination potentially posing a risk to site users caused by vapour, particularly vapour intrusion into the buildings, removal of the volatile chemicals and by capping of the remaining contamination to remove the exposure pathway. 12 This assessment was included in both the Phase 2 Assessment for the Asciano land and the RAP for the Keith Engineering site. 13 The soil saturation concentration is defined as the soil concentration at which the pore water phase cannot dissolve any more of an individual chemical. The soil vapour that is in equilibrium with the pore water will be at its maximum. If the derived soil HSL exceeds the soil saturation concentration, a soil vapour source concentration for a petroleum mixture could not exceed a level that would result in the maximum allowable vapour risk for the given scenario. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 129 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

158 Driver / Outcome sought Managing the risk of unacceptable impacts on the environment. Proposed remedial strategy It is considered that this would primarily be achieved through the mitigation of migration of contamination off-site in groundwater. Given that the site is within a Groundwater Extraction Exclusion Area, it is considered that the receiving bodies are not sensitive and that the actual risk posed by the site is therefore low. As such, a clean-up to the extent practicable (CUTEP) strategy is proposed. It was assessed that removal of the source of contamination to groundwater, including the UPSS, PSH and potentially leachable petroleum hydrocarbons and zinc contaminated soils is suitable to manage potential impacts on the environment. Measures to remediate and manage contamination on the site are presented in Section 8.1.4, below. Contamination risk during construction During construction small volumes of fuels and chemicals may be stored on the sites for use by machinery and equipment. There is potential for these substances to spill on to the ground and spread to the surrounding environment during refuelling activities, transport and delivery if not managed appropriately. Measures to mitigate the potential for contamination during construction of the Proposal are set out below. Contamination risk during operation Oils, fuel, lubricants and other chemical substances would be required for the operation of vehicles, plant and machinery during operation of the Proposal. Accidental spills or leaks within the site and rail corridor have the potential to result in contaminants being transported into the surrounding environment and groundwater. This risk is highest in the maintenance area, where the majority of chemicals would be stored, and associated with the operation of the proposed 20,000 L diesel storage tank. Accidental release of leachate from the leachate storage tank also poses a potential source of contaminations. To minimise the risk of release from the diesel storage tank, the proposed tank would be self-bunded diesel tank compliant with AS The storage and handling of flammable and combustible liquids would be used for the storage of the diesel. Measures to mitigate the potential for contamination during operation of the Proposal are set out below. Page 130 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

159 Figure 8-24 Areas of environmental concern and exceedances Proposal site Hyder Consulting Pty Ltd-ABN Page 131 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

160 8.1.4 MITIGATION MEASURES Contamination and remediation The Site would require remediation and on-going management to render it appropriate for the operation of the Banksmeadow TT. The following remedial and management actions would be undertaken as part of the Proposal: A Health and Safety Plan and risk assessment would be developed and implemented prior to construction commencing and all construction workers and staff would be inducted into the plan. The Health and Safety Plan would include details of site contamination, risks and management measures prior to work commencing. The plan would also outline the difference between inhalation and other pathways where contact with contaminants is possible (e.g. ingestion, dermal absorption) and measures to minimise exposure pathways, including identification of appropriate personal protective equipment to be worn during remediation works. Implementation of the Douglas Partners 2013 RAP for the Keith Engineering land and development & implementation of a plan, detailing management of contamination identified on Asciano land, to ensure the Proposal site is suitable for use as a transfer terminal. These reports would clearly describe the works necessary to remediate or manage the contamination identified at each site and would include an unexpected finds protocol and contingency measures to manage other issues which may arise during the course of redevelopment works. The plans would be subject to review and approval of a NSW EPA accredited Site Auditor. At a minimum the remedial works would include: - Investigation and assessment of the extent semi-volatile and volatile organic compound concentrations in groundwater, particularly in relation to future remediation and excavation works at the site and the potential for vapour intrusion into buildings. - Investigation of additional, currently unidentified UPSS or USTs present on the site and the aboveground petroleum pipeline and storage area on the Asciano land. These investigations would be undertaken by a Validation Consultant during site establishment. - Removal of the UPSS and associated infrastructure in accordance with Australian Standard (AS) : The removal and disposal of underground petroleum storage tanks and under the supervision of an Environmental Consultant, specialising in remediation. - Removal of any mobile PSH observed during construction to the extent practicable and disposal at an appropriate facility. - Removal of residual PSH observed during the UPSS removal works, through excavation and off-site disposal, or on-site treatment if necessary. - Removal of PSH contaminated groundwater as encountered during excavation works and removal of the UPSS and disposal at an appropriately licensed facility. - Removal of other contaminated soils not considered suitable for on-site capping due to potential risks to groundwater or human health (related to vapour intrusion) and disposal at an appropriately licensed facility in accordance with the Waste Classification Guidelines. - On-site capping of contaminated soils that not considered to present an on-going risk to groundwater or human health if retained on-site, including asbestos contaminated soils. Page 132 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

161 Remedial works undertaken on the Proposal site would be subject to a Site Auditor Statement, certifying that the works undertaken have rendered the Site suitable for use as a waste transfer terminal. Veolia would consult with the EPA and Orica regarding the interaction of construction and remediation works associated with the Proposal to ensure that any dewatering activities associated with construction and dewatering do not conflict with the Orica Voluntary Management Plan remediation works. Disposal of asbestos containing material and soils would be undertaken by a licensed asbestos removalist. Further details of the proposed remedial approach for the Keith Engineering land is presented in Appendix E. A detailed plan for the Asciano land is currently under development and would be included in the CEMP for the Site. Construction soil management measures Mitigation measures to reduce erosion and sediment pollution during construction of the Proposal would include: A Construction Soil and Water Management Plan (CSWMP) would be developed prior to commencement of construction, in accordance with the Blue Book (Landcom, 2004). Progressive erosion and sediment control plans (ESCP) would be developed in accordance with CSWMP to reflect changes to the level of disturbance. Strategies adopted in the CSWMP would include the following: - Installation of drainage infrastructure and sediment and erosion controls prior to construction commencing. - Where possible, run-on water from upslope lands would be diverted around the site while land disturbance activities are being carried out. - Water flows on site would be directed, where possible, across the site at non-erodible velocities, and stormwater drainage works would be employed to convey stormwater through and away from the site. Permanent or temporary drainage works would be installed early in the construction program to minimise uncontrolled drainage and associated erosion. - If required, construction sediment basins would be located and sized in accordance with the Blue Book (Landcom, 2004) and constructed prior to commencement of site disturbance. - Areas of exposed soil would be limited to those areas being actually worked. - Stockpiles would be located away from flow paths on appropriate impermeable surfaces, to minimise potential sediment transportation. Where practicable, stockpiles would be stabilised, if in place for more than ten days, and would be formed with sediment filters in place immediately downslope. - Disturbed areas would be stabilised as soon as practicable. - Earthworks would not take place during or after heavy rain, if the activity is likely to cause soil erosion or structural damage. - The wheels of all vehicles would be cleaned prior to exiting the construction site where excavation occurs to prevent the tracking of mud. Where this is not practical, or excessive soil transfer occurs onto paved areas, street cleaning would be undertaken when necessary. Hyder Consulting Pty Ltd-ABN Page 133 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

162 Excavated material would be reused on site where possible (subject to the provisions of the remedial strategy for the Site). Any excavated material that requires disposal would be subject to waste classification under the DECCW Waste Classification Guidelines 2009 and would be disposed of at an appropriate licensed facility. An Acid Sulphate Soil Management Plan (ASSMP) would be developed prior to commencement of construction. Construction workers would be instructed on the identification of PASS and ASS during the site induction and the requirements of the ASSMP. The plan would require works to cease in the vicinity of any unexpected potential acid sulphate soils and an environmental consultant to be notified and requested to advise on the appropriate course of action. Operation Mitigation Measures The following mitigation measures would be adopted for the Proposal during the operational phase: Site Environmental Management Plans (SEMP) would be prepared and implemented for the Asciano land and the Keith Engineering land, with provisions for on-going regular inspection and maintenance of the capped contaminated soils. The SEMPs would be reviewed and approved by a NSW EPA accredited site auditor. Appropriate mitigation measures for stormwater runoff detention would be implemented, reducing the risk of erosion and sedimentation as a result of excessive runoff. These measures are outlined in Section The diesel tank would be self-bunded and compliant with AS The storage and handling of flammable and combustible liquids. The diesel fuel tank and refuelling area would be appropriately bunded and all refuelling would take place within this area. An Incident Response Plan (IRP) would be developed for operation of the site. The plan would specify the procedure to be followed in the event of a spill, including the notification requirements and use of absorbent material to contain the spill. A spill kit would be provided onsite at all times. A refuelling procedure would be developed and implemented for all refuelling activities undertaken. Any fuel, lubricant, or hydraulic fluid spillages would be collected using absorbent material and the contaminated material disposed of to a licensed waste facility CONCLUSION This Section outlined the potential impacts on soils and contamination associated with the Proposal. Mitigation measures have been identified to minimise the risk and consequences associated with the key issues are summarise below: Site contamination: Douglas Partners have undertaken detailed site investigations on the Site and identified six areas of environmental concern that require remediation and/or management prior to the use of the Keith Engineering land for the purpose of the Proposal. Management of contamination would also be required on Asciano land to make the land suitable for the Proposal. The Remedial Action Plan would be implemented for the Keith Engineering land and a plan of management would be prepared and implemented for the Asciano land. In addition, a Site Environmental Management Plan (SEMP) would be developed for the Keith Engineering land that would specify measures for on-going management of soil and groundwater contamination. Potential Acid Sulfate Soils: Excavation of the Site intersecting the groundwater table may have potential to disturb Potential Acid Sulfate Soils (PASS). An Acid Sulfate Soil Management Plan (ASSMP) would be developed prior to commencement of construction. Page 134 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

163 All excavations with the potential to expose PASS or Actual Acid Sulfate Soils (AASS) would be undertaken in accordance with the ASSMP. Erosion and sedimentation: Erosion of soils from the Site may result in sedimentation within stormwater. However, the Site has been determined to pose a low potential erosion hazard, and the highly permeable course sand grains found within the areas means that the sedimentation risk is low. A Construction Soil and Water Management Plan (CSWMP) would be developed prior to commencement of construction, in accordance with the Blue Book (Landcom, 2004). Progressive erosion and sediment control plans (ESCPs) would be developed in accordance with the CSWMP to reflect changes to the level of disturbance. Contaminated groundwater: Phase Separated Hydrocarbons (PSH) contaminated groundwater would be removed as encountered during excavation works and removal of the underground petroleum storage system (UPSS) and would be disposed of at an appropriately licensed facility. Assessment of the impacts associated with soil and contamination has identified key risks and management measures to mitigate them. Through the implementation of the mitigation measures identified, namely the implementation of the remedial strategy on Keith Engineering land and development and implementation of a plan for management of contamination for the Asciano land, the residual risks for soil and contamination are considered to be low. The site will be suitable for use as a waste transfer terminal, thereby meeting the requirements of Clause 7 of SEPP HYDROLOGY AND FLOODING INTRODUCTION Development of the site for the purposes of a transfer terminal has the potential to alter the hydrology and flood behaviour of the Proposal site. This Section summarises the assessment that has been undertaken to identify key risks to hydrology and flooding and potential management strategies to mitigate them. The existing hydrological and flooding conditions of the site are identified, including the regional catchment, existing stormwater drainage, flood storage and groundwater and water quality. Impacts of the Proposal have been identified and include any construction impacts, development of an operational site water balance, stormwater quantity and quality impacts and flood storage. Key issues have been identified as a result of the assessment, including: Alterations to hydrology on-site, flood storage capacity and discharge levels from Site may result in increased flood levels downstream. Release of leachate from putrescible waste to stormwater may cause pollution of surface water. To assess the key issues identified for hydrology and flooding, and to satisfy the DGRs this Section includes the following: A description of the existing surface and groundwater quality, including an assessment of any water resources likely to be affected by the Proposal. Operational wastewater predictions (including leachate) and measures that would be implemented to avoid wastewater discharges, including the capture and disposal of wastewater. A flood study, including consideration of flooding impacts, the proposed site layout and any changes in flood behaviour and identification of measures to minimise changes to the flood behaviour of the site. Hyder Consulting Pty Ltd-ABN Page 135 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

164 The proposed stormwater management system, including the capacity of onsite detention systems, and measures to reuse and dispose of water. A site water balance including a detailed description of the measures to minimise the water use at the site. An assessment of the impacts of the Proposal on watercourses and riparian area, groundwater sources and dependent ecosystems. Management and mitigation measures have also been identified within the hydrology and flooding impact assessment, which is provided as Appendix G. Construction mitigation measures, a stormwater management strategy, onsite detention and Water Sensitive Urban Design (WSUD) features have been identified as measures to reduce any changes to hydrology and flooding EXISTING ENVIRONMENT The regional topography of the Banksmeadow area slopes gently downwards towards the southwest, with steeper slopes to the north and east, ultimately falling to Botany Bay. The followings sections outline the existing hydrology and flooding behaviour of the region and the Proposal site. Further detail is provided in the Stormwater Management Report (Hyder, 2013), which is included as Appendix G to this EIS. Description of regional catchment The proposed Banksmeadow TT site is located within the Botany Bay catchment area, which has a total catchment area of 1,165 km 2. To the north, the catchment is bounded by the Parramatta River and Sydney Harbour Catchments, to the west by the Hawkesbury-Nepean Catchment and the south by the Hacking River Catchment. The Botany Bay Catchment has approximately 2 million residents, and has a long history of human use, particularly in the Cooks River, lower Georges River Catchment and areas of the Botany Bay foreshore (SMCMA. 2011). The high level of urbanisation within the catchment has resulted in large areas of impervious surfaces, connecting them directly to waterways via stormwater infrastructure. Accordingly, the Botany Bay catchment generates approximately 292,435 megalitres (ML) of stormwater runoff each year. The Botany Bay catchment comprises several sub-catchments, being: The Cooks River: located to the north of Botany Bay and draining approximately 9% of the Botany Bay catchment area. Georges River: located to the west, south and north of the Botany Bay catchment. The total river catchment comprises 84% of the Botany Bay catchment area, including the Woronora River catchment. The Georges River catchment accounts for 94% of mapped stream reaches in the Botany Bay Catchment. Woronora River: located to the south-east of the Botany Bay catchment and draining to Georges River, before flowing to Botany Bay. The Woronora River comprises 21% of the mapped stream reaches (of the 94% total for the Georges River catchment) in the Botany Bay catchment. Botany Foreshore: draining directly to Botany Bay and comprising 7% of the Botany Bay catchment. On the northern side of Botany Bay the catchment is drained by several subcatchments, comprising Springvale Drain, Floodvale Drain and Foreshore Beach Drains. Both Springvale and Floodvale drains discharge stormwater to Botany Bay via Penrhyn Estuary, whereas the Foreshore Beach Drains discharge directly to Botany Bay via pipe outlets along the Northern Foreshore Beach (Lawson & Treloar, 2003). Page 136 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

165 Figure 8-25 Botany Bay Major Sub-Catchments(SMCMA. 2011) Hyder Consulting Pty Ltd-ABN Page 137 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

166 The Banksmeadow TT site sits within the Springvale Drain catchment, which covers an area of 241 ha. The Springvale Drain has a total length of 3.9 km, comprising of 2.5 km of closed conduit and 1.4 km of open channel (SKP, 1992 and SKM, 1996). In 2003 it was calculated that the impervious surface area of the Springvale Drain catchment was ha, equating to 46% of the total catchment area, based on aerial photography (Lawson & Treloar, 2003). The Sydney Metropolitan Catchment Management Authority (SMCMA) identified the Springvale Drain catchment area as having little to no riparian vegetation and being in a moderate or degraded condition (SMCMA. 2011). The Springvale Drain catchment is comprised of 11 sub-catchments of which the Banksmeadow TT site sits within the catchment identified as sub-catchment S15 (Figure 8-26). The S15 catchment discharges to the stormwater drain on McPherson Street, which flows to the main Springvale Drain and ultimately discharges at Penhryn Estuary. S15 was identified in 2003 as having the following characteristics. Table 8-28 Sub-catchment attributes 2003 Total area (ha) Slope (%) Impervious (ha) Pervious (ha) Impervious fraction (%) Page 138 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

167 Figure 8-26 Sub-catchments of Springvale Drain Hyder Consulting Pty Ltd-ABN Page 139 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

168 Existing stormwater drainage The catchment for the Proposal site is highly constrained and very little flow from external catchments would enter the Site. The Site is constrained by the following structures and developments: To the east the Site is constrained by the Botany Industrial Park, which diverts stormwater to the south-east, away from the Site. The Botany Goods Line to the east and north of the Site is raised and would prevent the entry of stormwater onto the Site. The Botany Building Recyclers located centrally to the Site is bounded by retaining walls, which prevent the flow of stormwater onto the Proposal site, as it discharges directly into the drainage system connecting to McPherson Street. These constraints mean that stormwater drainage requirements on the Site are largely independent of external flows and, therefore, dependent on the amount of rain falling directly on the property and the Asciano Botany Site to the north-east. Existing stormwater flows across the Proposal site are generally uncontrolled. A significant amount of surface water is relatively stagnant, slowly escaping the Site through the boundaries or infiltrating into the groundwater, notably within the eastern portion (Asciano land) of the site. After periods of high rainfall ponding water has been observed in various locations across the Site. Figure 8-27 shows the existing stormwater flows on-site. Where rainfall volumes are sufficient to generate run-off stormwater generally flows northward along the eastern portion of the Site, to the northern boundary of the Site, where it ponds and gradually releases along the Botany Goods Line site boundary, to the west and south. A portion of the rain falling on the Keith Engineering owned area of the site flows to the south and into the stormwater drain on McPherson Street, which ultimately flows to the Springvale Drain. Surface water on the western portion of the Site gathers at a point of low elevation along the western boundary of the Site, where it is presently pumped out to the stormwater drainage system on McPherson Street, although some of the runoff on Site may escape along the western boundary. Keith Engineering currently utilise pumps to discharge built up run-off into the Botany Bay City Council stormwater system. These pumps are operated manually and switched on and off based on a visual observation of the Site. There is no data detailed the amount of water that is discharged during these scenarios. Plate 1 shows one of the pumps currently used on Keith Engineering site to discharge stormwater to the Springvale Drain. Page 140 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

169 Plate 1 Stormwater pump on Keith Engineering site Hyder Consulting Pty Ltd-ABN Page 141 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

170 Figure 8-27 Existing stormwater flows Page 142 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

171 Flood Storage As discussed above, the catchment for the Site is highly constrained by the Botany Industrial Park, the retaining wall on the eastern boundary of the Site against the Botany Building Recyclers and the western boundary against the Botany Goods Line. Flood modelling undertaken for Botany Bay City Council indicates that the peak flood depth at the Site during the 1% annual exceedance probability (AEP) event is in the range of 0m 0.5m, with peak flow velocities below 0.6m/s (BMT WBM, 2013). Using the depth and velocity relationship (NSW Government, 2005) flood hazard at the site is considered low. This shows that even during extreme events the flood is relatively minor. Results also demonstrate that the flood hazard at the site is low and during any flood event that may affect the Springvale Drain and Botany Bay catchment any floodwater at the site would be classified as part of the flood fringe. The flood storage for the existing conditions was investigated using 12D software to calculate the existing flood storage capacity on Site. Keith Engineering Land Table 8-29 As explained above, there is a system of pumps in place and any build-up of stormwater around the Keith Engineering buildings is pumped away from the Site. The flood study concluded that that stormwater run-off exits the Site in two ways. Initially water escapes to the west and flows south, down the Botany Goods Line towards McPherson Street. If water continues to build up it also escapes via the Keith Engineering driveway and onto McPherson Street. The Site survey indicates that the low point near the Botany Goods Line (where water would begin to escape the Site) is 4.65 mahd while the low point at the driveway is 5.10 mahd. 12D software was used to determine the storage below this level. Table 8-29 shows the stage volume relationship of the flood storage. Stage volume relationship of flood storage on Keith Engineering site Flood Level (mahd) Flood Volume (m 3 ) Flood Surface Area (m 2 ) Asciano Land Due to the grade of the Asciano owned portion of the site there is little capacity for flood storage in this area of the site. Following rainfall, any stormwater run-off would begin to flow downstream, towards the rail link, before being captured by basins and redirected into the stormwater system, before any significant ponding occurred. Groundwater The Site is located on the Botany Sands Aquifer. Hydraulic conductivity within the sand beds of the Botany Sands aquifer if highly variable and is typically around 20 m/day in clean sand. The groundwater level at the eastern portion of the Site lies at varying depths between 1.2 m and 5 m below ground level (BGL) (Douglas Partners, 2013) and the western portion of the Site at an average depth of 0.7 m BGL (Douglas Partners, 2012). It is noted that areas that are underlain by sand, such as the Proposal site, often experience short term fluctuations in Hyder Consulting Pty Ltd-ABN Page 143 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

172 groundwater levels of at least 1 m, particularly during periods of prolonged or heavy rainfall. Tidal movements may, to a lesser extent, also have an influence on the groundwater levels at the Site. As noted above, the Site and the area between the Site and Botany Bay are located within the Botany Aquifer Zone 1 (red) Groundwater Extraction Exclusion Area around the Orica site, which incorporates the groundwater contamination associated with the Orica Voluntary Management Plan, including remediation of contaminated groundwater. A review of the Atlas of Groundwater Dependent Ecosystems (BOM, 2012) showed that there are no groundwater dependent ecosystems hydraulically down-gradient of the Proposal site. Groundwater quality is discussed in more detail above. Water quality The long history of industrial uses within the Botany Bay area has adversely impacted on the waterways within the catchment area. For example, the Cooks River Catchment drains to Botany Bay via Alexandra Canal, one of the most polluted urban waterways in Australia (City of Sydney. 2012). Key contaminants of concern for water quality within the Botany Bay catchment include total suspended solids (TSS), total nitrogen (TN) and total phosphorous (TP) (SMCMA, 2011). These pollutants are attributable to the erosion of waterways resulting from increased urban run-off (SMCMA, 2009) IMPACT ASSESSMENT Construction impacts Construction of the Proposal would require clearing of the whole Proposal site, which has the potential to cause erosion and sedimentation. As noted above, applying the RUSLE calculation to the Site, the Site has been determined to pose a low potential erosion hazard (Lawson and Treloar, 2003). However, as the area of the site that would be disturbed during construction exceeds 2,500 m 2, the Blue Book (Landcom, 2004) recommends consideration of the provision of sediment basins to facilitate the removal of sediment form stormwater while the site is disturbed. An assessment of the need for construction sediment basins is presented in Section 8.2.4, below. Operational Site water balance A water balance assessment was prepared to determine the water demand associated with operation of the Proposal and to identify whether water demand can be offset by water harvesting or water reuse strategies. Simply, the water balance was calculated as follows: Water demand-water supply=net water balance For the purposes of the water balance the demand portion of the balance was assumed to consist of any water usage where potable water quality wouldn t normally be. This included: Toilet flushing. Washdown water. To offset these water demands rainwater harvesting was investigated and was calculated based on the transfer terminal building and office building roof areas, with a run-off coefficient of 0.95, to account for any run-off that may not reach the gutter system. Average monthly rainfall was sourced from the Randwick Racecourse weather station. Table 8-30 provides a monthly summary of water demand and supply for non-potable water on the Site. Page 144 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

173 Table 8-30 Monthly net water balance Month Demand (kl) Supply (kl) Balance (kl) Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec TOTAL It should also be noted that where there is a positive water balance this doesn t guarantee supply at every stage during the month. Rainfall variability and storage capacities would determine whether there is a positive water balance at any given time. Figure 8-28 shows the difference between the potential for water harvesting and water demand for the Proposal over the course of a year. Hyder Consulting Pty Ltd-ABN Page 145 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

174 kl Water Demand vs. Water Supply Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Month Non potable water demand Rain water available for harvest Figure 8-28 Water supply vs. water demand The water balance assessment concluded that the equivalent of 40 kl of rain water storage should be provided to accommodate the non-potable water demand for the Proposal. Tanks would be located beneath the transfer terminal building and located according to the final layout and the roof pitch. The individual tanks would be sized depending on what area they are servicing and Site and operational constraints. For example, small tanks would be provided for toilet flushing, while large tanks would be provided for water for daily washdown of the terminal. Stormwater quantity The majority of the Site will be paved due to the nature of the development and the intermodal transport requirements. The building coverage and area of impervious surfaces will remain generally unchanged within the Keith Engineering portion of the site as the terminal building will occupy a similar location to the Keith Engineering Factory sheds. However, there is potential to significantly increase the amount of runoff from the Site once it is developed due to an increase in impervious surfaces on the Asciano portion of the site, and the interception of runoff that was previously escaping the Site in an uncontrolled manner. To offset the increase in run-off onsite detention (OSD) would be provided on the Site to mitigate the increase in flows leaving the Site. In accordance with the Botany Bay DCP (2013), below ground detention systems are not permissible on the Site, given the high groundwater table and the known groundwater contamination issues in the area. Table 8-31 shows the change in pervious and impervious surfaces at the Site as a result of the Proposal. Table 8-31 Fraction impervious existing conditions vs. the Proposal Element Area (ha) % Total Site area Existing conditions Existing Vegetation (pervious) Page 146 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

175 Element Area (ha) % Existing buildings (impervious) Existing hardstand (impervious) Proposed development Proposed Landscape (pervious) Proposed building (impervious) Proposed hardstand (impervious) Section discusses the proposed stormwater management strategy that would be employed to mitigate impacts on stormwater flows as a result of the Proposal. Flood storage The Stormwater Management Report, included as Appendix G, describes the flood assessment that was undertaken for the Proposal. Development of the Proposal would require levelling of the Site to provide a level surface for the transfer of containers and movement of trucks. This has the potential to reduce the flood storage levels that currently exist on Site, which in turn has the potential to impact downstream properties. To mitigate this impact it is proposed that the stormwater strategy would provide sufficient on site storage to offset any loss in flood storage, discussed in Section Stormwater quality The Proposal has the potential to have impacts on stormwater quality leaving the Site through the introduction of contaminants, such as leachate from waste, hydrocarbons from vehicle and machinery leaks and potential leaks from the diesel fuel tank to be located onsite. Measures to mitigate impacts to stormwater quality are discussed in Section 8.2.4, below. A leachate management system would be designed to maintain separation between rainfall runoff and leachate at all times. All excess leachate from the Site would be disposed of in accordance with legislative requirements, through either a trade waste agreement or captured and stored in a tank for transport to the Woodlawn Eco-project site. Further details of the proposed leachate management strategy are provided in Section MITIGATION MEASURES Construction Mitigation Measures As noted above, the area of disturbance during the construction phase of the Proposal is a trigger to consider the need for sediment basins, in accordance with the Blue Book, during the construction phase. Four catchments were identified, through Site inspections and use of aerial imagery, on the Site and assessment for the need for a sediment basin in each was conducted using the methodology set out in the Blue Book (Landcom 2004) and the following assumptions: A Soil Class of D was adopted due to the presence of fill material on Site. A 5-day rainfall event was adopted as the design for the settling zone; assuming that 5 days or less would be required to achieve flocculation or settlement within the basin to meet the discharge criteria. Hyder Consulting Pty Ltd-ABN Page 147 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

176 An 80 th percentile design rainfall depth was adopted. A soil erodibility factor (k) of 0.38 was adopted. An average 3 per cent grade was adopted across each catchment, with a maximum slope length of 80 m. 14 In accordance with the Blue Book; the building of a sediment retention basin can be considered unnecessary where the soil loss for a catchment is less than 150 m 3 per year. Table 8-33 summarises the outcomes of the assessment. Table 8-32 Calculated soil loss from catchments during construction Catchment Catchment area (m 2 ) Soil loss per year (m 3 ) Sediment Basin Required? (Y/N) Asciano N Asciano N Asciano N Keith Engineering N As can be seen, none of the catchments would generate more than 150 m 3 of sediment per year. As the sum of the soil loss from each sub-catchment equates to 132m 3 /year it is not necessary for sedimentation basins to be developed for construction. As discussed in Section 8.1.4, a CSWMP would be developed for the Proposal in accordance with the Blue Book (Landcom, 2004) and would form part of the CEMP. Appropriate erosion and sediment controls would be prescribed in this plan to control stormwater flows across the Site in a manner that minimises erosion and sedimentation. Should the construction contractor decide to install sediment basins as an additional control measure, these would be located and sized in accordance with the Blue Book (Landcom, 2004) and constructed prior to commencement of Site disturbance. Operation Mitigation Measures Stormwater management strategy Botany Bay City Council s Draft Stormwater Management Technical Guidelines (Stormwater Management Guidelines) (BBC, 2013) prescribe design criteria for stormwater works within the Botany Bay LGA. The following design principles are applicable to the Proposal site, with regard to the proposed stormwater management strategy: Onsite infiltration systems are not permitted as a stormwater management system if the groundwater level is within 1.5 mbgl or the site is contaminated; infiltration systems are therefore not proposed for the Site. OSD must be provided for all industrial developments where an infiltration system is not permitted. The OSD provided storage volume shall be provided such that the piped outflow of OSD system and bypass flow from the Proposal site does not exceed the maximum permissible discharge allowed for the Site. 14 The grades on the Site are generally less than 1%, hence the adoption of a 3% grade represents a conservative worst-case scenario that may eventuate during construction. Page 148 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

177 The Permissible Site Discharge (PSD) from the Site shall be designed to restrict the discharge to 20% annual exceedance probability (AEP) event peak flow under the State of Nature condition of the Site (i.e. the Site is totally grassed/turfed) for all storm events. All stormwater runoff from the Proposal site shall be conveyed under gravity to street kerb or by a single pipeline to Council stormwater drainage system to which runoff from the Site naturally falls. The proposed drainage strategy for the Site has been designed so that the maximum discharge leaving the Site is equivalent to the 20% AEP natural condition flow. Four catchments have been identified within the Site and the volume of OSD that would be required to achieve the 20% AEP natural condition OSD requirements for each catchment area has been assessed. Table 8-33 Onsite detention volumes Catchment OSD footprint area (m 2 ) OSD Volume (m 3 ) Asciano Asciano Asciano Keith Engineering Total 1320 The drainage strategy for the Proposal is to generally maintain the existing flow paths on the Site, while providing for OSD to meet the Stormwater Management Guidelines. Figure 8-29 shows the proposed stormwater management strategy for the Site, including the proposed location of OSD. Rain that falls and collects to the west of the rail sidings would drain through a terraced bioretention system before entering a stormwater pipe. This would convey the water to the northern portion of the Site and into a pit, which would then transfer the water via a pipe in a southerly direction, towards McPherson Street. Bunding would be provided along the western boundary of the Site to ensure that no flows from the Site would enter the Botany Goods Line. In addition, bunding or kerbing would be installed along the western boundary of the Proposal site to prevent stormwater from entering ARTC s land. A series of detention systems would be located at the northern portion of the Site. These would capture overland flow run-off. The proposed layout of the system would ensure that large volumes of run-off can be stored for a period of time while smaller flows are released into the new drainage infrastructure before connecting into the Council drain in McPherson Street, achieving the PSD. Hyder Consulting Pty Ltd-ABN Page 149 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

178 Figure 8-29 Proposed stormwater management strategy Page 150 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

179 Flood storage The Stormwater Management Report, included as Appendix G, describes the flood assessment that was undertaken for the Proposal. Sufficient storage would be provided within the Proposal footprint to offset any loss in flood storage, as a result of the development. In order to be conservative it was assumed that the flood storage exists below 5.10 mahd, equating to a volume of 810 m 3. As identified above the Proposal would include the provision of approximately 1,320 m 3 of OSD. This storage volume would more than offset any losses to flood storage as a result of the Proposal. Water Sensitive Urban Design Opportunities for the installation of water sensitive urban design (WSUD) measures were considered as part of the Stormwater Management Strategy. Where practicable, these measures have been incorporated into the proposed OSD areas to attenuate stormwater flows and also treat run-off for gross pollutants, suspended solids and nutrients before entering the drainage system. It is proposed to locate a bioretention basin on the eastern side of the outgoing weighbridge and a series of bioretention systems along the western border, on the eastern side of Botany Building Recyclers property. Additionally, oil and grease interceptors would be installed in all new drainage pits. This would ensure that 95% of oils and grease is captured before entering the Council drainage system. Summary of operational mitigation measures Detailed design of the Proposal would provide for the following measures to minimise impacts on hydrology and flooding: The leachate management system would be designed to maintain separation between rainfall run-off and leachate at all times. A minimum 20 kl self-bunded tank would be provided for collection of leachate from the transfer terminal building and compactor area. The compactor areas would be fully covered to limit the generation of leachate. OSD would be provided onsite to achieve Botany Bay City Council s requirement of 20% AEP natural condition detention and to offset the calculated flood storage volume of 810 m 3. WSUD measures would be included within the detailed design for the Site and would include the provision of bioretention basins and oil and grease interceptors within the new drainage pits. A 40 KL tank for stormwater storage would be provided beneath the terminal building for the purposes of washdown and toilet flushing to minimise potable water demand at the facility. Operational measures that would be adopted to minimise impacts on water and water quality are: All excess leachate from the Site would be disposed of in accordance with legislative requirements, through either a trade waste agreement or pumped out and disposed of at an appropriately licensed facility. The diesel fuel tank and refuelling area would be appropriately bunded. All refuelling would take place within this area. Hyder Consulting Pty Ltd-ABN Page 151 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

180 An Incident Response Plan (IRP) would be developed for the Site and would form a subplan to the OEMP. The IRP would contain a spill response procedure, which is shown in Figure 8-30 Figure 8-30 Veolia Spill Response Procedure CONCLUSION This Section has outlined the potential impacts on hydrology and flooding that may result from the Proposal. Construction of the Proposal would require clearing of the Proposal site, which has the potential to cause erosion and sedimentation. However, the Site has been assessed to pose a low potential erosion hazard. There would be a minor impact on the groundwater level during the construction of the facility due to dewatering. As discussed in Section 8.1, construction impacts associated with erosion and sedimentation would be managed through the development of a Construction Environmental Management Plan (CEMP), including a Construction Soil and Water Management Plan (CSWMP) and progressive Erosion and Page 152 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

181 Sediment Control Plans (ESCPs), in accordance with the requirements of the Blue Book (Landcom, 2004). Flood mapping from Botany Bay City Council was reviewed which indicates that flood risk at the Site is low and any flood waters would be classified as part of the flood fringe. The assessment identified that the Proposal has the potential to reduce the flood storage levels on-site due to levelling of the Site. Mitigation measures have been identified to minimise the risk and consequences associated with the key issues are summarise below: Hydrology on-site and discharge levels from Site: There is potential to increase the amount of runoff from the Site once it is developed due to an increase in impervious surface area and the interception of runoff that was previously escaping in an uncontrolled manner. On-site detention would be provided on-site to achieve Botany City Council s requirement of 20% AEP natural condition detention and offset the calculated flood storage volume of 810 m 3. Leachate from putrescible waste: The Proposal has the potential to have an impact on stormwater quality leaving the Site. The leachate management system would be designed to maintain separation between rainfall run-off and leachate at all times. Further details of the proposed leachate management strategy are provided in Section 8.4. The area around the Site has been heavily disturbed and is a predominately industrial area. There are no permanent water resources on the Site and groundwater quality is low due to contamination from industrial activity in the area. Through the implementation of the mitigation strategies identified, for both the construction and operational phases of the Proposal, the quality of these water resources is unlikely to be reduced further by the Proposal. This Section has assessed the potential impacts on hydrology and flooding, and determined key risks of the Proposal. With the mitigation measures identified the residual risks for hydrology and flooding are considered to be low. Hyder Consulting Pty Ltd-ABN Page 153 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

182 8.3 TRAFFIC AND ACCESS INTRODUCTION A Traffic and Transport Impact Assessment has been prepared by Hyder Consulting to assess the traffic and access impacts of the Proposal. The complete Traffic and Transport Impact Assessment is included as Appendix H to this EIS. As a result of the Traffic and Transport Impact Assessment a number key of issues that may arise as a result of the Proposal have been identified, including: Increased traffic volumes and frequency, including heavy vehicles, placing pressure on intersection and road capacities within the vicinity of the Site Reduction in road safety as a result of increased number of heavy vehicles operating on the road networks around the Banksmeadow TT Accidents occurring on-site as a result of light and heavy vehicles, trains, container handlers and machinery operating within close proximity Rail access to and from the site via external rail networks. To address these key issues, and in accordance with the DGRs and conditions stipulated in the ISEPP for traffic generating developments, this Section includes: Details of the key transport routes, vehicle types proposed to access the site, the traffic volumes likely to be generated and the likely arrival and departure times of traffic generated by the Proposal for the construction and operational phase of the Proposal. The cumulative impact of traffic generated by other existing and proposed developments, including the expansion of Port Botany and the proposed Bunnings development in Hillsdale. An assessment of predicted impacts on road safety and the capacity of the road network to accommodate the Proposal, including identification of potential road congestion and parking implications. Details to demonstrate that the Proposal will not result in adverse impacts on the operations of the main goods rail line, including efficiency in moving waste from the Site by rail. Four scenarios were modelled for the traffic and transport assessment, to identify the traffic impacts associated with the Proposal, being: 1. Existing case: this case represents the current traffic volumes on the road network and intersection performance. 2. The Future case (no Proposal) (referred to in the TTIA as The future no build with other development case ): this case represents the estimated future traffic movements within the vicinity of the Proposal site, accounting for background traffic growth associated with residential, commercial, industrial and throughput traffic growth. This case also considers the increased traffic associated with other developments in the area, including the Port Botany Expansion and the proposed Hillsdale Bunnings development. 3. The Proposal development case (referred to in the TTIA as the future build with no other development case ): this case represents the traffic generation and impacts associated with operation of the Banksmeadow TT proposal operating in isolation (i.e. without the additional traffic associated with the future no build with other development case). Page 154 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

183 4. The Cumulative future case (referred to in the TTIA as the future build with other development case): this case combines the predicted traffic flows from the future no build with other development case and the future build with no other development case to determine the cumulative traffic impacts. Measures to mitigate traffic impacts associated with traffic generated by the Proposal were identified and are presented below and in Appendix H. In addition the four modelled cases listed above, the impact assessment has determined potential impacts from construction traffic and potential impacts on public transport routes. A road safety inspection was also undertaken to identify opportunities to improve road safety conditions within the vicinity of the site. Rail access arrangements and strategies to minimise impacts on the main goods line and broader rail network are identified and discussed. Traffic and access management and mitigation measures, including road safety, have been identified in Section EXISTING TRAFFIC Beauchamp Road Denison Street The land uses immediately surrounding the Proposal site have a strong influence on the traffic that is generated on the surrounding road network. These land uses, including Port Botany and the Sydney Airport precinct, generate a substantial volume of local trips by trucks and private vehicles. The Port Botany Precinct also generates all of the train movements along the Botany Goods Railway Line. These are mostly container movements to and from hinterland and various intermodal terminals. The following sections describe the existing road network surrounding the Site, existing traffic volumes on the network and predicted traffic volume increase and road network performance in the future, without the Banksmeadow TT. Road network Beauchamp Road is a four lane undivided road that extends from Bunnerong Road in the east, and Botany Road in the south. The section of Beauchamp Road to the south-west of Denison Street is classified as Main Road (MR) 616 with RMS having delegated authority to manage and maintain this portion of the route. The section to the north-east of Denison Street is classified as a Regional Road (7340) such that the relevant local government is the delegated roads authority. The Randwick/ Botany Bay Local Government Area (LGA) boundary runs along the centre of this road between Bunnerong Road and Perry Street. As such, for the section classified as a regional road, the northern side of the road falls in Botany Bay City Council s jurisdiction, and the southern side falls in Randwick City Council s jurisdiction. The section of Beauchamp Road between Denison Street and Botany Road has a major collector road/ sub-arterial road function. It is a critical route providing connectivity between the Port Botany Precinct and Botany Road- Foreshore Road in the south, and the light industrial and residential areas of Pagewood, Hillsdale, Mascot, Matraville and Eastlakes. The route is signposted as a 60km/h speed zone with a 40km/h school zone between Flack Avenue and Bunnerong Road. This road also operates as a public bus route. Denison Street is a four-lane undivided road linking Wentworth Avenue in the north to Beauchamp Road in the south. It is classified as MR616 and RMS have delegated authority to manage and maintain this route. Hyder Consulting Pty Ltd-ABN Page 155 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

184 This sub-arterial road provides inter-regional connectivity between the Pagewood, Matraville and Sydney Airport precincts with the Port Botany Precinct. It is also a critical access route for the residential and heavy industry land uses adjacent to this road including Qenos and Orica on the western side of this route, and the Hillsdale precinct on the eastern side of the route. This route is signposted as a 60km/h speed zone. Botany Bay Foreshore Road Perry Street Bunnerong Road McPherson Street Botany Road commences from Bunnerong Road at its eastern end and extends westward towards Botany Bay. This is classified as MR170 and falls under the delegated responsibility of RMS. Between Bunnerong Road and the Penrhyn Road/ Foreshore Road intersection, the route has a six-lane divided road configuration with indented turning lanes at the signalised intersections with Bumborah Point Road, Gate 2 container holding yard, McCauley Street, Beauchamp Road, and Penrhyn Road/Foreshore Road. The section of Botany Road between Bunnerong Road and Penrhyn Road/ Foreshore Road is a critical access route for the existing container terminals and bulk liquid storage within the Port Botany Precinct. Foreshore Road is the western extension of Botany Road to the west of Penrhyn Road. This is a controlled access route functioning primarily as a high volume link between the Port Botany Precinct and General Holmes Drive (and hence the Sydney Orbital network). As such, this is a four-lane divided road with a high-speed alignment and very few access points. The entire Botany Road Foreshore Road route between Bunnerong Road and General Holmes Drive is signposted as a 70km/h speed zone. Perry Street is an east-west local road extending from Bunnerong Road at its eastern end to Beauchamp Road at its western end. The road commences as a divided road configuration at its eastern end, and then transitions to an undivided single carriageway road for the western portion. This road is wholly contained in the Randwick LGA and hence is managed and maintained by Randwick City Council. Perry Street provides access to the residential and light industrial land uses either side of the road and has a sign-posted speed limit of 60km/h. Bunnerong Road is classified as MR171 and falls under the delegated care and control of RMS. The road extends from La Perouse in the south to Kingsford in the north; however the section of road that is relevant to the Proposal is located between Botany Road and Beauchamp Road. Within this section, Bunnerong Road has a divided road configuration with two to three travel lanes per direction. Parking is allowed in the kerb side lane and indented turning lanes are provided at key intersections. McPherson Street is a local no-through road, stemming from Beauchamp Road. It provides access to a number of industrial land uses, including the Goodman Business Park at 2-12 Beauchamp Road, and Botany Building Recyclers. This road mostly falls under the care and jurisdiction of Botany Bay City Council, with the exception of a small portion of land at the eastern end of the road which falls under the Randwick LGA. Page 156 As a no-through road, almost all the traffic generated by land uses enter and egress the road from the Beauchamp Road/ McPherson Street intersection. The exception is the portion of traffic that may enter the Goodman Business Park via the driveways on McPherson Street and then leave the premises via the alternative gates on Beauchamp Road. z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

185 Wentworth Avenue This road is not signposted with a speed limit and as such defaults to the general urban speed limit of 50km/h. Wentworth Avenue is classified as MR344 and extends from Bunnerong Road at its eastern end, to Botany Road, at its western end. It functions as an arterial road providing a regional link between Maroubra, Pagewood and Eastgardens at its eastern end, and Mascot, the Sydney Airport Precinct, and the Sydney Orbital network at its western end. Of relevance to the proposed development, this route would be a critical road access route from the north and west. It provides connectivity to General Holmes Drive for access to the south-western suburbs of Sydney, as well as access to Southern Cross Drive for access to the northern and inner city suburbs. This road has a divided road configuration with two to three lanes per direction. The road is signposted as a 70km/h and 60km/h speed zone to the east and west of Dransfield Avenue respectively. Figure 8-31 shows the local road network, as described above. Hyder Consulting Pty Ltd-ABN Page 157 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

186 Figure 8-31 Road network Page 158 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

187 Existing case Existing traffic volumes The existing traffic conditions were identified using: Road and Maritime Services (RMS) surveys based on counting stations in the road network around the Proposed Development. The Sydney Coordinated Adaptive Traffic Signal (SCATS) system. The SCATS system records the number of vehicles passing through signalised intersections, providing traffic count data. The traffic volumes based on 2005 RMS survey data are presented in Table The annual trends at each traffic counting location were used to determine the most likely growth scenario for the 2013 present day case. Table 8-34 Recorded and projected traffic volumes based on RMS counting stations (RMS, 2005) Station no. Traffic Counting Location 2005 AADT 2013 projected AADT Beauchamp Road, north of Botany Road. 20,848 23, Botany Road, east of Beauchamp Road. 24,266 27, Botany Road, west of Beauchamp Road. 39,342 43, * 15 Foreshore Road, between General Holmes Drive and Botany Road * Wentworth Avenue, west of Bunnerong Road 33,454 39,000 18,862 23, Wentworth Avenue, east of Page Street. 33,054 36, Bunnerong Road, north of Beauchamp Road. 19,153 19,000 The traffic count data (RMS, 2013) included turning movement counts for the AM and PM peak periods for the following signalised intersections: Beauchamp Road/ Perry Street/ Site access Beauchamp Road/ Denison Street Botany Road/ Beauchamp Road. Figure 8-32 shows the signalised intersections that have been assessed to determine traffic impacts associated with the Proposal. 15 Sites marked with (*) are measured in vehicles per day. Sites not marked are in axle pairs per day. Hyder Consulting Pty Ltd-ABN Page 159 z:\nsw\administration\development - secure\ssroc\banksmeadow intermodal\eis & planning\eis\ves banksmeadow tt_eis_08_04_14_final_clean.docx

188 Figure 8-32 Key intersections Page 160 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

189 Road network performance existing case The existing traffic volumes and movements for the AM and PM peak periods were built into traffic modelling software (SIDRA) to serve as the existing base case models and a benchmark for comparing the likely future scenarios. The SIDRA model measures traffic performance which can be described using two key traffic parameters: 1 Level of service (LoS): at signalised and roundabout intersections this relates to the average intersection delay (seconds per vehicle), and at sign controlled intersections (give way and stop) the LoS is based on the average delay (seconds per vehicle) for the worst movement. The following table summarises the intersection LoS criteria. Table 8-35 Level of Service Level of Service Criteria Average Delay (seconds per vehicle) Traffic Signals, Roundabout Give Way and Stop Signs A Less than 14 Good operation Good operation B 15 to 28 Good with acceptable delays and spare capacity Acceptable delays and spare capacity C 29 to 42 Satisfactory Satisfactory, but accident study required D 43 to 56 Operating near capacity Near capacity and accident study required E 57 to 70 At capacity. At signals, incidents will cause excessive delays. Roundabouts require other control mode At capacity; requires other control mode F Greater than 71 Unsatisfactory with excessive queuing Source: RTA Guide to Traffic Generating Developments (2002). Unsatisfactory with excessive queuing; requires other control mode 2 Average delay: is the difference between interrupted and uninterrupted travel times through the intersection and is measured in seconds per vehicle. The delays include queued vehicles decelerating and accelerating to and/or from stop, as well as delays experienced by all vehicles negotiating the intersection. At signalised and roundabout intersections, the average intersection delay is usually reported and is taken as the weighted average delay by summing the product of the individual movement traffic volumes and their corresponding calculated delays and dividing these by the total number of vehicles entering the intersection. At sign controlled intersections, the average delay for the worst movement is usually reported. For the purpose of assessing potential traffic impacts, two time periods were modelled for road network performance. The periods were selected based on the peak traffic generation hours for the Clyde TT and the Port Botany Resource Recovery Centre, and the overlap with peak commuter periods, being: AM assessment period: h PM assessment period: h The SIDRA outputs for the existing case are presented in Table 8-36, followed by a short description regarding the intersection performance for the existing case. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 161 N0001-AA EIS-03

190 Table 8-36 Existing case SIDRA model outputs Intersection Time LoS Average delay Beauchamp Rd/ Perry St AM A 13.6 (seconds/ vehicle) PM A 12.8 Beauchamp Rd/ Denison St AM C 35.6 PM F Botany Rd/ Beauchamp Rd AM B 17.9 PM B 17.9 Beauchamp Rd/ Perry St: the intersection is currently performing satisfactorily with an average LoS of A and an average delay of seconds per vehicle. As noted above, it has been assumed that this intersection is currently operating as an intersection with only three active legs as the Site has been largely unused and the recent use of the Site by Patricks Stevedoring is temporary, continuing for 6 months, and ceasing prior to commencement of construction of the Proposal. Beauchamp Rd/ Denison St: the right-turn movement from Denison Street to Beauchamp Road is currently exhibiting a LoS of C in the AM peak and F in the PM peak, with modelled delays between seconds per vehicle. A key factor in this result is the relatively high volume of eastbound through vehicles on Beauchamp Road. Botany Rd/ Beauchamp Rd: the intersection is currently performing satisfactorily with an average LoS of B or better for all approaches and an average delay less than 20 seconds per vehicle. Future case (no Proposal) Following a five-year ramp up period, the Proposal is expected to be operating at full capacity in An assessment was undertaken to determine the impacts associated with key land use changes and background traffic growth on the road network in the year 2020, excluding traffic associated with operation of the Proposal. An assessment was undertaken of proposed and approved developments within the vicinity of the Proposal, to identify the future traffic volumes and intersection performance within the local road network, referred to as the Future case (no Proposal). The purpose of the Future case (no Proposal) is to assess the traffic impact of other key land uses without the added traffic generation of the Proposal for the period when the Proposal would reach its peak operating capacity. The Future case (no Proposal) accounts for traffic volume increases due to the following: Growth in background traffic: this would account for the general growth across the road network as a result of general population, employment and demographic changes. Growth in traffic due to specific land use changes: proposed land use changes around the Proposal will also result in changes to traffic generation. In particular, the following land use changes are regarded as significant and would lead to substantial changes in traffic generation and distribution: - The Port Botany Expansion Project, including the third container terminal. Page 162 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

191 - The proposed Bunnings Warehouse on Denison Street to the south of Smith Street. Table 8-37 summarises the predicted growth in vehicle numbers due to background growth and key land use changes at the key intersections to Table 8-37 Predicted traffic growth at key intersections to 2020 Intersection Contributor AM Peak Contribution Total AM PM Peak Contribution Total PM Beauchamp Road/Perry Street/ Site Access Background Growth Port Botany Expansion 9 9 Bunnings Hillsdale Beauchamp Road / Denison Street Background Growth Port Botany Expansion 9 6 Bunnings Hillsdale Botany Road / Beauchamp Road Background Growth Port Botany Expansion -9-9 Bunnings Hillsdale Summary of Future Traffic Volumes - Future case (no Proposal) Table 8-38 Table 8-38 summarises the future vehicle numbers in the Future case (no Proposal) in the AM and PM peak periods in comparison with existing traffic numbers. Future case (no Proposal) versus Existing case Intersection Period Existing Case Future case (no Proposal) Beauchamp Road/Perry Street/ Site Access Beauchamp Road / Denison Street Botany Road / Beauchamp Road AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak Road network performance Future case (no Proposal) The forecast traffic volumes due to the Future case (no Proposal) for the AM and PM peak periods were put into SIDRA model to determine the road network performance. The results of this modelling are presented in Table 8-39 with a brief explanation provided below. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 163 N0001-AA EIS-03

192 Table 8-39 Future case (no Proposal) SIDRA model outputs Intersection Time LoS Average delay (seconds/ vehicle) Beauchamp Rd/ Perry St AM B 14.8 PM A 12.9 Beauchamp Rd/ Denison St AM F PM F Botany Rd/ Beauchamp Rd AM B 18.7 PM B 19.5 Beauchamp Rd/ Perry St: The model outputs indicate that under this scenario, this intersection would continue to perform satisfactorily. Beauchamp Rd/ Denison St: the model results indicate that this intersection is likely to fail in the AM and PM peak periods for this scenario. This is indicated by the modelled LoS of F, and the modelled delays between seconds/ vehicle (increasing from seconds per vehicle). The extended average delay would be experienced as a result of traffic volumes generated by background traffic growth and other known developments. Botany Rd/ Beauchamp Rd: the results indicate that this intersection will perform satisfactorily in the AM and PM peak periods of this scenario. There are only marginal changes in modelled outputs of this table compared with the Existing case. Public transport The Site is located on Beauchamp Road, and is currently serviced by the 309 /X09 / L09 bus route, which travels between Port Botany and the City via the suburbs of Matraville, Banksmeadow, Botany and Mascot, Alexandria, Waterloo, Redfern, Darlinghurst and Sydney. During weekdays these buses depart every 20 to 45 minutes. On weekends the service runs every 30 to 60 minutes IMPACT ASSESSMENT Construction traffic impacts The construction phase of the Proposal is anticipated to extend from January 2015 to November and is likely to generate the following traffic movements: Site preparation Site establishment 10 truck movements/ day over a two-week period. Demolition 60 truck movements/ day over an 18-week period. 16 Subject to approval process as outlined in Table 3-9 Page 164 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

193 Clearing and grubbing 60 truck movements/ day over a four-day period. Contamination removal 4 truck movements. Earthworks, drainage and utilities Bulk earthworks - 80 truck movements/ day over a 12-week period. Stormwater drainage 100 truck movements/day over a two-week period. Utilities 16 truck movements/ day over a two-week period. Pavement and terminal building construction Pavement 60 truck movements/ day over a four-week period. Building slab 40 truck movements/ day over a four-week period. Construction of transfer terminal 14 truck movements/ day over a 12-week period. Rail construction Rail link 20 truck movements/ day over an eight-week period. It should be noted that most of these construction items would not occur simultaneously. The items with the most potential overlap would be the demolition and clearing/grubbing activities. This could generate up to 60 trucks to and from site per day (i.e. 120 truck movements) if both activities peak at the same time. As such, this has been adopted as the highest-case traffic generation potential of the Site during the construction phase. Assuming a 10-hour construction window per day, the 120 truck movements would equate to 12 truck movements per hour. This would consist of six inbound trucks and six outbound trucks. If evenly distributed by time, this would equate to one inbound truck and one outbound truck every 10 minutes. A 50%/50% distributional split was assumed for the construction truck traffic. The relatively low number of truck movements generated would have a marginal impact on existing traffic volumes and intersection performance. The low numbers of truck movements would be easily absorbed into the existing road network, especially if these were evenly distributed by time. Due to the low hourly number of vehicles accessing the site during the construction phase, construction of the Proposal would not impact on the operation of Bus Route 309 / L09 / X09 along Beauchamp Road. Operational traffic impacts The Banksmeadow TT is expected to commence operations in 2015 and experience a five-year ramp up period to 2020, when it would be operating at peak levels. The Future case (no Proposal) was developed to determine what the road network performance in 2020, when the Proposal is operation at full capacity, would be, if the Proposal did not proceed and is presented in Section 8.3.2, above. The following assessments were undertaken to determine the impacts of the Proposal on the key intersections: Proposal development case Cumulative future case. The results are compared to the Future case (no Proposal), discussed above, to determine the impacts of the Proposal. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 165 N0001-AA EIS-03

194 Access routes to Site Perry Street Beauchamp Road Denison Street Proposal development case The Proposal development case aims to test the relative impact of the proposed Banksmeadow TT compared with the existing traffic conditions without the cumulative impact of other developments. Details of the traffic volume build-up for this scenario are as follows: Existing traffic volumes No background traffic growth No additional traffic due to other developments Includes the traffic that would be generated by the proposed Banksmeadow TT operating at peak capacity. Note that this traffic was simply added to the existing traffic volumes. The operation of the Proposal would rely on nominated truck access routes for the transportation of inbound and outbound waste. These are based on appropriate routes equipped to accommodate such heavy vehicle movements and determined by gazetted truck access restrictions based on load, length and vertical clearance, as well as Proposal-specific restrictions, including Veolia s commitment that Perry Street would not be used as a heavy vehicle access or egress route to/from the Proposal site. In response to concerns identified through ongoing consultation with the community, this route would not be used as a truck route to or from the proposed Banksmeadow TT. In this regard, other roads would be designated for access and egress from the Site. Measures to prevent waste trucks using Perry Street to access the Site are discussed in Section 8.3.4, below. Beauchamp Road has been identified as a critical access route to the proposed development, both in providing direct access from the Beauchamp Road/Perry Street signalised intersection, as well as access to the Site access via McPherson Street. Denison Street would act as a critical road access and egress route from the Banksmeadow Transfer Terminal from and to the north. Botany Road Foreshore Drive Botany Road Foreshore Drive would be a critical road access and egress route from the Banksmeadow Transfer Terminal from and to the south. This road would provide access to General Holmes Drive and the Sydney Orbital network. Figure 8-33 shows the access routes for waste transportation to the Proposal. Page 166 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

195 Figure 8-33 Proposed access routes Hyder Consulting Pty Ltd-ABN Page 167 N0001-AA EIS-03

196 Trip distribution The following assumptions were made in distributing the trips associated with the operational phase of the Proposal: Based on potential origins of waste to be received at the facility, an 80%/ 20% directional split has been assumed for vehicles approaching from the south and north respectively. At the Botany Road/ Beauchamp Road intersection, 80% of the truck traffic generated by the Site and using this intersection was assumed to be generated by origins/ destinations to the west. The other 20% would be generated by origins/ destinations to the east. Empty trucks on outbound journeys are assumed to return to their origin point and vice versa. In the case of transport of consolidated non-putrescible waste, all semi-trailers would be loaded and would head towards Camellia via Foreshore Road to access the Sydney Orbital network. Proposal operational trip generation Putrescible waste Traffic generated by the Proposal would be associated with the following activities on-site: Putrescible waste Non-putrescible waste Transport of consolidated non-putrescible waste Staff movements. The putrescible and non-putrescible waste would have differing transport chain logistics, and are as such presented separately. As discussed in Section 3.6, the Proposal would not operate at maximum capacity from 2015, but would undergo a five year ramp up, with the putrescible waste throughput increasing by approximately 50,000 tpa each year of operation, before reaching the maximum operational capacity of 400,000 tpa. It is envisaged that non-putrescible waste management operations would commence at the site in Traffic impacts associated with the Proposal, and discussed below, have been assessed for 2020, when the Proposal would reach full operational capacity. Table 8-40 provides a summary of the inbound and outbound transport movements for putrescible waste. Table 8-40 Traffic and transport generation associated with putrescible waste Element Volume Annual tonnage Weekly tonnage (t) Days per week of operation Truck payload (t) Number of inbound loaded trucks per day (various source locations to Banksmeadow) Number of outbound empty trucks/day (Banksmeadow to various destination points) 400,000 tonnes 7,700 tonnes 6.5 days 5.5 tonnes/ truck Page 168 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

197 Element Volume Total truck movements per day 430 Train payload (t) Based on 31.5 t/container and 42 containers per train. Total number of outbound loaded trains per year (to the Woodlawn Eco- Project site) Total number of inbound (empty container) trains (from the Woodlawn Eco- Project site) Total number of trains per week (52-week operation) 1,325 tonnes/ train 300 trains 300 trains 6 trains/ week/ direction Non-putrescible waste To determine the hourly distribution of inbound and outbound putrescible waste collection trucks, the 24-hour traffic profile of the Clyde TT was analysed. The relative proportion of daily truck movements that occur during the AM and PM periods assessed in this report were 6% and 2.4% respectively 17. Although the daily traffic profile peaks at 11.8% between h, this would be when the commuter peak period is over and the road network would no longer be under peak traffic conditions. When applying the hourly distribution data for the Clyde TT to the forecast daily truck trips for Banksmeadow TT, the outcome is: 13 trucks in and out in the AM assessment period. 6 trucks in and out in the PM assessment period. Table 8-41 provides a summary of the inbound and outbound transport logistics for nonputrescible waste. Table 8-41 Element Traffic and transport generation associated with non-putrescible waste Incoming waste collection Outgoing consolidated non-putrescible waste Annual tonnage 100,000 tonnes 100,000 tonnes Weekly tonnage (t) 1,930 tonnes 1,930 tonnes Days per week of operation 5.5 days 5.5 days Truck payload (t) 2.5 tonnes/ truck 22 tonnes/ truck Number of inbound loaded trucks per day (various source locations to Banksmeadow) Number of outbound empty trucks/day (from Banksmeadow to various source/ destination locations) The AM and PM assessment periods used in this report are h and h, respectively. As the hourly traffic profile at Clyde Transfer Terminal was broken down by whole hour periods, the h AM peak period was regarded as being representative of the h period, with the PM peak of h being representative of the h period. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 169 N0001-AA EIS-03

198 Element Incoming waste collection Outgoing consolidated non-putrescible waste Number of inbound unloaded trucks from Camellia - 16 Number of outbound loaded trucks to Camellia - 16 Total truck movements per day Staff movements Incoming non-putrescible waste To determine the hourly distribution of non-putrescible waste collection trucks, the traffic profile of the Port Botany Resource Recovery Facility was analysed. The relative proportion of daily truck movements that occur during the AM and PM periods were 7.2% and 5.7%, respectively. It should be noted that although the daily traffic profile peaks at 13.5% between h, this does not coincide with any of the commuter peak periods. When applying the hourly distribution data for the Port Botany Resource Recovery Facility to the forecast daily incoming waste collection truck trips for Banksmeadow, the outcome is: 11 trucks in and out in the AM assessment period. 8 trucks in and out in the PM assessment period. For the purposes of the traffic capacity assessment, inbound non-putrescible trucks are assumed to enter and egress from the Site via the Beauchamp Road/ Perry Street/ Site Access intersection. Transport of consolidated non-putrescible waste Outgoing consolidated non-putrescible waste would be transported to the proposed Camellia Recycling Centre in semi-trailers. These movements would be evenly distributed throughout the day. For a conservative analysis, it was assumed that these truck movements would be distributed throughout a 12 hour window. When applying this to the consolidated nonputrescible movements, this equates to an average of two trucks in and out (i.e. four truck movements) per hour. As such, four truck movements were included in the peak AM and PM assessment periods. All truck movements associated with the transportation of consolidated non-putrescible waste would be via the McPherson Street access to the Site. The Banksmeadow TT would require up to 25 staff on-site during the day-shift and seven staff on-site during the night shift. This assessment assumes that all workers would travel to work by private car, thus accounting for the maximum possible trips. A major advantage from a traffic impact perspective is the scheduled shift times for the Banksmeadow TT, which are as follows: Day-shifts: commence at 0000 h or 0300 h and end between h Night-shifts: commence h and end between h. As none of the shift changes occur during the AM and PM assessment periods of h and h, respectively, no trips were added to the models for staff movements. Page 170 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

199 Summary of Traffic Volumes Proposal development case Once operating at full capacity the Proposal would be expected to require up to 215 trucks per day for the delivery of putrescible waste and up to 140 trucks per day for the delivery of nonputrescible. The transfer of putrescible waste from the facility would by via rail, requiring one train per day, and the transfer of non-putrescible waste from the facility would be expected to require up to 16 trucks per day. Table 8-42 summarises the future vehicle numbers in the Proposal development case in the AM and PM peak periods in comparison with existing traffic numbers. Table 8-42 Proposal development case versus Existing case Intersection Period Existing Case Proposal development case Beauchamp Road/Perry Street/ Site Access Beauchamp Road / Denison Street Botany Road / Beauchamp Road AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak Road network performance - Proposal development case SIDRA models were prepared to assess the likely traffic impacts associated with the Proposal development case. The total traffic volumes from these three figures were adopted as the input volumes for the SIDRA model, with the outputs presented in Table Table 8-43 Build with no other development case SIDRA model outputs Intersection Time Proposal development case LoS Average delay (seconds/ vehicle) Beauchamp Rd/ Perry St/ Site Access AM 2077 D 48.5 PM 1998 B 26.5 Beauchamp Rd/ Denison St AM 1925 C 38.0 PM 1835 F Botany Rd/ Beauchamp Rd AM 2898 B 18.2 PM 2925 B 18.6 Beauchamp Rd/ Perry St/ Site Access: the most significant change between the Existing case model (Table 8-36) and the Proposal development case (Table 8-43) is that the latter case would have a fourth leg to the intersection, being the main Site entrance (Site Access). The introduction of the site access to the intersection would require signal phasing adjustments to accommodate the traffic from the Site Access as well. Under the existing scenario, the right-turn movement from Perry Street would be un-opposed and would have substantially higher capacity Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 171 N0001-AA EIS-03

200 compared to this scenario. Under this scenario, the same traffic would need to filter through the left turning traffic from the Site Access. The drop in performance of the Beauchamp Road southbound approach is a result of the increased delays and hence queuing for the right-turn movement into Perry Street. This then affects the performance of the northbound through movement as this traffic shares a common lane with the right-turning traffic. This modelling indicates that some mitigation measures would be required to restore capacity at this intersection. To address the identified capacity shortfalls under this scenario, a modified intersection layout was tested using SIDRA. This intersection included the following capacity upgrades: Provision of an indented left-turn lane in the Beauchamp Road South approach to the intersection (nominal length of 60 m adopted in the model). Banning of the through movements from the Perry Street and Site Access approaches. The proposed mitigation measures would also provide access for future land use development proposals on the Asciano land to the immediate north of the Proposal site. The SIDRA modelling indicates that the proposed improvements would significantly reduce queuing and delays in the Perry Street and Beauchamp Road southbound approaches to the intersection. The LoS would also be restored back to a B. As such, the proposed intersection improvements would be effective in mitigating the traffic impacts of the Proposal. The modelled results indicate that, without the implementation of mitigation measures, traffic associated with the Proposal would impact on the route times of Bus Route 309 / L09 / X09 along Beauchamp Road. The implementation of the mitigation measures identified would restore the function of this intersection to its current operating capacity; hence impacts on the service are not predicted. Beauchamp Rd/ Denison St: model outputs indicated that the Proposal in isolation would only not result in a change to the intersection LoS, with only marginal impacts to the intersection. The two movements that the Proposal would be contributing to are the left turn into, and the right turn movement out of, Denison Street. Based on a traffic volume increase as a result of the Proposal, the modelling indicates that this intersection is unlikely to require mitigation measures as a direct result of the Proposal. Botany Road/ Beauchamp Rd: there would only be marginal changes to the performance of this intersection. This is reflected in the small changes to average delay and queue lengths. Similar to the Existing case, the modelled LoS for the intersection would remain at B. In this respect the Proposal in isolation is unlikely to have major impacts on this intersection, and no mitigation measures are required as a direct result of the Proposal. Cumulative future case The Cumulative future case considers the cumulative impact of the Proposal along with background traffic growth and the anticipated growth in traffic due to major land use changes in 2020,when the Proposal would be operating at full capacity. Forecast traffic volumes: Cumulative future case The Cumulative future case accounted for traffic volume increases due to the following: The growth in background traffic. Growth in traffic due to major land use changes surrounding the Proposal (Port Botany Expansion Project and Bunnings development). Page 172 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

201 Traffic generated by the operational phase of the Proposal at full capacity. Table 8-44 shows the predicted vehicles passing through the modelled intersections during the peak hour for the AM and PM peaks under the Cumulative future case. Table 8-44 Intersection vehicle numbers in AM and PM peaks Intersection Period Cumulative future case Beauchamp Road/Perry Street/ Site Access AM Peak 2196 PM Peak 2136 Beauchamp Road / Denison Street AM Peak 2103 PM Peak 2038 Botany Road / Beauchamp Road AM Peak 3102 PM Peak 3185 Road network performance: Cumulative future case The forecast traffic volumes due to the build with other development case for the AM and PM peak periods were inputted into SIDRA model, with the results being presented in Table Table 8-45 Cumulative future case SIDRA model outputs Intersection Time LoS Average delay (seconds/ vehicle) Beauchamp Rd/ Perry St/ Site Access AM B 20.0 PM B 18.1 Beauchamp Rd/ Denison St AM F PM F Botany Rd/ Beauchamp Rd AM B 19.0 PM B 19.8 Beauchamp Rd/ Perry St: the modelling for this scenario includes the proposed mitigation measures for accommodating the additional traffic generated by the Proposal which includes: Provision of an indented left-turn lane in the Beauchamp Road South approach to the intersection (nominal length of 60 m adopted in the model). Banning of the through movements from the Perry Street and Site Access approaches. SIDRA results indicate that the proposed mitigation measures would also be effective in accommodating all traffic under the Cumulative future case. This is demonstrated with modelled LoS of B for both AM and PM periods and minor changes to average delays and queue lengths. The modelled results indicate that, without the implementation of mitigation measures, traffic associated with the Proposal and other development within the area would impact on the route times of Bus Route 309 / L09 / X09 along Beauchamp Road. The implementation of the Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 173 N0001-AA EIS-03

202 mitigation measures identified would restore the function of this intersection to its current operating capacity; hence impacts on the service are not predicted. Beauchamp Rd/ Denison St: the results indicate that this intersection is likely to perform poorly under the Cumulative future case, as shown by the poor LoS of F for both AM and PM peaks and increased average delays. Analysis of the SIDRA results of each of the cases (Existing, Proposal development case, Future case (no Proposal), and Cumulative future case) indicates the decline in these parameters is attributable to other developments and the growth in background traffic. Based on this assessment, no mitigation measures are proposed for the intersection due to the marginal impact that the Proposal traffic, in isolation, would have on the intersection. As noted above, the Proposal traffic would only have marginal impacts to the intersection and would not require mitigation measures as a direct result of the Proposal alone. Botany Rd/ Beauchamp Rd: The traffic model results indicate that there are likely to be marginal changes to traffic performance in the other scenarios. The LoS remains at B with average delays less than 21 seconds per vehicle. This indicates that this intersection would have sufficient capacity to absorb the additional traffic generated by the Proposal, other major land use changes, and the growth in background traffic. No mitigation measures are therefore proposed for this intersection. Summary of modelling results Table 8-46 summarises the modelled results for all vehicles through the key intersection in the four cases that have been modelled. Table 8-46 Summary of modelled intersection results Intersection Period Existing Case Future case (no Proposal) Proposal development case Cumulative future case Traffic count LoS Traffic count LoS Traffic count LoS Traffic count LoS Beauchamp Road/Perry Street/ Site Access AM Peak 2029 A 2148 B 2077 D 2196* B PM Peak 1970 A 2108 A 1998 B 2136 B Beauchamp Road / Denison Street AM Peak 1915 C 2093 F 1925 C 2103 F PM Peak 1829 F 2032 F 1835 F 2038 F Botany Road / Beauchamp Road AM Peak 2856 B 3060 B 2898 B 3102 B PM Peak 2899 B 3159 B 2925 B 3185 B *Modelling includes mitigation measures As can be seen, on its own, the Proposal would result in a decrease in the level of service at the Beauchamp Road / Perry Street / Site Access intersection. However, the modelling has shown that implementation of the proposed mitigation measures at the Beauchamp Road / Perry Street / Site Access intersection would restore the level of service at the intersection to B, under the Cumulative future case, which is the same level of service that the intersection would be predicted to operate at under the Future case (no Proposal). Page 174 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

203 Vehicle types A conceptual plan of the proposed upgrade to the Beauchamp Road / Perry Street / Site Access intersection is shown in Figure 8-36, below. These plans would be progressed in consultation with Roads and Maritime, Randwick City Council and Botany Bay City Council, through the Roads and Maritime Works Authorisation Deed process, discussed in more detail below. Site operational traffic All waste transport vehicles entering the facility would enter the site via the incoming weighbridge. The weighbridge operator would be responsible for recording all waste details and for directing putrescible and non-putrescible waste streams to the correct section of the terminal building for processing. If a non-conforming load is identified, the vehicle would be directed to an appropriate disposal facility. Vehicle accessing the putrescible waste area of the transfer terminal building would drive in via the entry door on the north-east corner of the building. The vehicles would then back up to the northern or western wall and deposit their load, before exiting via the same entry, on the alternate side. Vehicles accessing the non-putrescible area would enter the building through the southern-most entry door on the eastern wall of the building, before tipping their load onto the tipping floor and exiting the building through the same doorway. All waste vehicles exiting the site would pass over the outgoing weighbridge. Semi-trailers, transporting the consolidated non-putrescible waste to the recycling and resource recovery centres would access the site via the western-most driveway on McPherson Street. The semitrailers would make a right hand turn into the site, traversing the driveway area that fronts onto McPherson Street, before reversing into the weighbridge area on the western side of the transfer terminal building. The semi-trailers would exit the Proposal site via the same driveway, making a left-hand turn onto McPherson Street. Employee and visitors would also use McPherson Street to access the site; however they would use the eastern driveway to access the parking provided adjacent to and under the transfer terminal building. Twenty three car parking spaces would be located beneath the terminal building to provide for staff and visitor parking. Detailed plans of the proposed layout of the internal road network and parking on site in are included on the site plans in Appendix B to this EIS. A range of waste vehicle types would deliver waste to the Proposal site, with the majority of vehicles delivering putrescible waste being either front lift or rear lift trucks. Front lift trucks, an example of which is shown in Figure 8-34, can lift bins with a capacity of up to 4.5 m 3 and range in length between approximately 9 m and 11 m and a turning circle of approximately 23 m. Rear lift trucks, an example of which is provided in Figure 8-35, generally have capacity to transport between 6 m 3 and 19 m 3 of waste. Rear lift trucks may have a height up to 3.3 m, a length up to 10.1 m and turning circle of approximately 15 m. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 175 N0001-AA EIS-03

204 Figure 8-34 Front lift truck Figure 8-35 Rear lift truck Road safety assessment In May 2013 a number of Site inspections were carried out on roads surrounding the proposed development in order to undertake a high level assessment of road safety. The objective of these inspections was to: Identify existing road safety issues that may affect the operation and transport requirements of the Banksmeadow TT. Identify potential road safety issues that may arise as a result of the Banksmeadow TT and associated traffic. Roads of direct relevance to the Proposal were inspected, including: Beauchamp Road between and including the intersections of Botany Road and Denison Street. Denison Street between Wentworth Avenue and Beauchamp Road. Page 176 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

205 Perry Street between Bunnerong Road and Beauchamp Road 18. McPherson Street from Beauchamp Road to its cul-de-sac to the east of the Botany Goods Railway Line. The identified road safety issues associated with operation of the Proposal are described in Table Table 8-47 Road safety issues Location Northern approach of Beauchamp Road/ Perry Street/ Site Access. Issue The lack of formal right-turn facility for vehicles entering the Site Access Road may lead to queuing and increased risk of rear-end, side-swipe and lane changing crashes. It is also noted from the traffic assessment of the no build with other development case, that the right-turn movement also fails with a predicted LoS of F. Southern approach of Beauchamp Road/ Perry Street/ Site Access. Similar to above, the lack of formal left-turn facility for vehicles entering the Site Access may lead to either: (i) rear-end / side swipe crashes in this approach; and (ii) truck encroachment into the adjacent northbound lane as required to negotiate the left-turn. Beauchamp Road/ McPherson Street intersection. There is poor entering sight distance from the McPherson Street approach towards oncoming traffic on Beauchamp Road from the north (estimated as 5-6 seconds of gap acceptance sight distance). The sight-limiting features include the vegetation and property fence line on the western side of Beauchamp Road. The lack of visibility in these respects may lead to poor gap selection of outbound vehicles and associated crashes with vehicles on Beauchamp Road. Furthermore, the poor angle of the intersection restricts visibility of truck drivers towards the north. The sight line is obstructed due to the lack of inter-cabin visibility. As a result many drivers were observed to approach the intersection at a more perpendicular angle allowing a clearer sight line out of their passenger side window. This resulted in encroachment into the opposing lane of McPherson Street. McPherson Street. The existing Site Access approach to the signalised intersection with Beauchamp Road and Perry Street. There is extensive truck queuing within McPherson Street as a result of the neighbouring land uses, particularly trucks associated with Botany Building Recyclers, adjacent to the Proposal site. The on-street queuing has associated safety risks such as increased risks of rear-end crashes, and side-swipe/ headon crashes in the event that other vehicles attempt to pass around the queued vehicles. There is a risk of side swipe crashes due to lack of turning space in the existing Site Access approach to the signalised intersection at Beauchamp Road and Perry Street. Measures to mitigate the potential road safety issues are presented in Section 8.3.4, below. 18 It should be noted that this road will not be used by heavy vehicle traffic generated by the Proposal, and was not included in the recommended mitigation measures. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 177 N0001-AA EIS-03

206 Rail network impacts As discussed in Section 2.2.1, a key objective of the Proposal is to promote the use of rail as a transport mode, reducing heavy vehicle movements on the road network. All putrescible waste would be transported from the Banksmeadow TT site to the Woodlawn Eco-Project Site by rail. The Proposal would therefore maximise the movement of freight in containers or bulk freight by rail. The following describes the rail network impacts associated with the Proposal. Rail loading/ unloading facilities As discussed in Section 3.2, a dedicated rail loading facility would be provided on the northern boundary of the Site. This would have sufficient length to store a full length train on two sidings with a capacity of 20 and 22 wagons, respectively. The placement of the rail line has been carefully considered with respects to the loading operations and associated equipment, and the movement of traffic within the Site. The unloading facility at the Woodlawn Eco-Project site is located at Crisps Creek. This facility has two sidings with a total combined length of 1,137 m. This allows for a total of 60 containers to be handled per consignment (URS, 2010). Rail movement demands Rail path At full operational capacity, there is likely to be 6 train movements per week per direction generated by the Proposal. This would consist of 6 outbound trains to the Woodlawn Eco- Project site, and 6 empty return trains. This would have a minor impact on the network capacity. Train movements between Asciano Botany site and Crisps Creek would utilise the following routes: Botany to Sefton via the Metropolitan Freight Network (MFN). Sefton to Macarthur via the Southern Sydney Freight Line (SSFL). Macarthur to Joppa Junction via the ARTC main south. Joppa Junction to Crips Creek via the Country Rail Junction (CRN). Preliminary discussions between Pacific National and ARTC and CRN (John Holland) have provided a briefing of the Proposal to enable the inclusion of the proposed Train Service into ARTC's forecast capacity planning process. Discussions are ongoing between Pacific National and each of the relevant Network Access Providers to secure the appropriate access for the Proposal. Wider network improvement strategies The freight planning needs along this corridor are managed by the respective rail asset owners and in collaboration with the NSW and Federal governments. With respect to the Southern Sydney Freight Line and the Metropolitan Freight Network, the rail asset is operated by ARTC. Across this network, ARTC is responsible for selling access to train operators, capital investment in the rail corridors and management of the network. A substantial portion of the funding needed to carry out rail network upgrades and improvements is sourced directly from the sale of train paths (Access). As such, any rail capacity and safety requirements that arise through increased demand would be to a large extent self-mitigated through the sale of train paths. Page 178 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

207 It is expected that, with ongoing increases to rail volumes across the network, rail access providers will continue to prioritise and delivery rail network maintenance and improvement projects to meet the projected demand MITIGATION MEASURES Intersection upgrade As discussed above, the Proposal would have a direct impact on the Beauchamp Road/ Perry Street/ Site Access intersection. The provision of the Site Access and the traffic generated by this access would be a key contributor to the modelled performance of the intersection. As such, this intersection would require upgrades to address these impacts. The proposed upgrades to the intersection would include: Provision of an indented left-turn lane in the Beauchamp Road South approach to the intersection. Banning of the through movements from the Perry Street and Site Access approaches. A conceptual intersection arrangement for the upgrades is shown in Figure Figure 8-36 Schematic of revised layout of Beauchamp Road/ Perry Street/ Site Access intersection Road Safety Table 8-48 identified the measures that would be implemented to mitigate the identified road safety issues associated with operation of the Proposal. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 179 N0001-AA EIS-03

208 Table 8-48 Road safety issues and mitigation measures Location Issue Recommended mitigation/ management measure Northern approach of Beauchamp Road/ Perry Street/ Site Access. Southern approach of Beauchamp Road/ Perry Street/ Site Access. Beauchamp Road/ McPherson Street intersection. The lack of formal right-turn facility for vehicles entering the Site Access Road may lead to queuing and increased risk of rear-end, side-swipe and lane changing crashes. It is also noted from the traffic assessment of the Future case (no Proposal), that the right-turn movement also fails with a predicted LoS of F. Similar to above, the lack of formal left-turn facility for vehicles entering the Site Access may lead to either (i) rear-end / side swipe crashes in this approach as well as (ii) truck encroachment into the adjacent northbound lane as required to negotiate the left-turn. There is poor entering sight distance from the McPherson Street approach towards oncoming traffic on Beauchamp Road from the north (estimated as 5-6 seconds of gap acceptance sight distance). The sightlimiting features include the vegetation and property fence line on the western side of Beauchamp Road. The lack of visibility in these respects may lead to poor gap selection of outbound vehicles and associated crashes with vehicles on Beauchamp Road. Furthermore, the poor angle of the intersection restricts visibility of truck drivers towards the north. The sight line is obstructed due to the lack of inter-cabin visibility. As a result many drivers were observed to approach the intersection at a more perpendicular angle allowing a clearer sight line out of their passenger side window. This resulted in encroachment into the opposing lane of McPherson Street. During detailed design, consideration would be given to provision of an indented right-turn lane. This would separate and shelter rightturning traffic from the southbound through movement. During detailed design, consideration would be given to provision of an indented left-turn lane. This would separate and shelter leftturning vehicles from other northbound through vehicles. A formal turning lane would also better accommodate the left-turn swept path and reduce the risk of encroachment into adjacent lanes. The vegetation on the western side of McPherson Street would be cleared or trimmed back to re-instate a safe entering sight distance sight line. Consideration would be given to implementing more kerb side parking restrictions in McPherson Street so that there is more road width to allow vehicles to approach the intersection at a perpendicular angle. Linemarking adjustments should be implemented to accompany this. Interconnectivity would be provided on Site between the McPherson Street entry and the Site Access gate to the Banksmeadow Transfer Terminal. This would allow egressing right-turning vehicles to use the signalised intersection at Perry Street as a possible alternative to McPherson Street. Page 180 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

209 Location Issue Recommended mitigation/ management measure McPherson Street. The existing Site Access approach to the signalised intersection with Beauchamp Road and Perry Street. There is extensive truck queuing within McPherson Street as a result of the neighbouring land uses, particularly trucks associated with the construction recycling facility adjacent to the Proposal site. The on-street queuing has associated safety risks such as increased risks of rear-end crashes, and side-swipe/ head-on crashes in the event that other vehicles attempt to pass around the queued vehicles. There is a risk of side swipe crashes due to lack of turning space in the existing Site Access approach to the signalised intersection at Beauchamp Road and Perry Street. The proposed Site layout includes sufficient layover space for Proposalrelated trucks. As such, there are no further mitigation measures proposed in these respects. A Traffic Management Plan would be developed in collaboration with Botany Building Recyclers to address on-street queuing and access issues. Kerb side parking restrictions along McPherson Street would be reviewed, in consultation with Botany Bay City Council, with a view to removing parking where space is required for layover and queuing. The internal approach to the Site Access would be designed to cater for side-by-side stacking of vehicles and the swept path clearances from both vehicles. Appropriate queuing space would be provided in this approach and layover areas for staggering dispatch of trucks. This was also modelled from a traffic performance perspective and has been discussed above. Site Traffic Management A Traffic Management Plan (TMP) would be prepared in consultation with the Randwick City Council and Botany Bay City Council, prior to commencement of operations. The TMP would outline control strategies for site operational traffic. Control strategies would include an education program that would be developed to ensure all drivers accessing the site are trained in the permitted transport routes in the vicinity of the development. An enforcement program would also be developed to outline punitive measures that would be imposed for breaching traffic restrictions. This enforcement program would be based on a three strike principle, which is consistent with Veolia s policy for disciplinary measures. Table 8-49 outlines the measures for any breach of traffic restrictions, as would be established under the TMP for the Banksmeadow TT proposal: Table 8-49 Enforcement Program Offence Action VES employee Action external driver First Verbal warning Verbal warning Second Written warning and re-attendance to induction training sessions Written warning and re-attendance to induction training sessions Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 181 N0001-AA EIS-03

210 Offence Action VES employee Action external driver Third Re-posting to another site or retrenchment Refused entry to site for driver A Traffic Congestion Procedure would be prepared in conjunction with the TMP. The procedure would include the following activities: The site manager or weighbridge operator shall direct the relevant site personnel to assess the scope and/or cause of the congestion. Vehicles queued beyond the boundary shall be organised so as not to obstruct the traffic movements or neighbouring businesses. When possible, vehicles shall be moved onto the areas of hardstand, within the Banksmeadow TT, site pending resolution of the problem. Should all the above measures fail to relieve congestion vehicles shall be directed away from the site. Should this occur, the site manager shall contact waste transporters advising them to cease further deliveries to the site until the problem has been resolved. Summary of traffic mitigation measures The following mitigation measures are proposed to address the impacts identified in the Traffic and Transport Impact Assessment: The requirements of the Roads Act 1993 and the Road Transport (General) Act 2013 would be followed at all times, including notice requirements, consultation and consent/concurrence requirements for works in, or closures of, public and classified roads and the use of RAV routes for semi-trailers. Veolia would enter into a Works Authorisation Deed 19 with RMS for the upgrade of the Beauchamp Road / Perry Street intersection. Detailed design of the intersection upgrade works would be undertaken in accordance with the Works Authorisation Deed and would be designed in accordance with RMS standards and specifications. During development of the detailed design of the Perry Street /Beauchamp Road intersection upgrades, consideration would be given to the development of engineered measures to restrict trucks using Perry Street to access the Site from the east. The Site Access would provide access for future land use development proposals on the Asciano land, to the immediate north of the Banksmeadow TT site. Detailed design for the Site Access via a single shared Beauchamp Rd Intersection would be designed for Veolia s required traffic movements plus a minimum of 100 traffic movements (in & out) per hour for the remaining portion of the Asciano Site not being leased by Veolia. Vegetation on the western side of McPherson Street, at the intersection with Beauchamp Road, would be cleared or trimmed, to re-instate a safe entering sight distance sight line. Veolia would liaise with Botany Bay City Council regarding the implementation of kerb side parking restrictions on McPherson Street and adjust line-marking, to allow vehicles to approach the intersection on a perpendicular angle. 19 A Works Authorisation Deed (WAD) is a formally executed common law agreement between Roads and Maritime and a developer. The deed authorisies the developer to implement road works or other works for which the RMS has a statutory interest, subject to prescribed requriements and conditions. Page 182 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

211 Interconnectivity would be provided within the Proposal site between the McPherson Street entry and the Perry Street / Beauchamp Road access to the Banksmeadow TT. Detailed design of the Site would provide for appropriate queuing space provided the approach to the Perry Street/ Beauchamp Road access and provide layover areas for staggering dispatch of trucks. A Traffic Management Plan would be developed for the Proposal in consultation with Botany Bay City Council and Randwick City Council that would specify the following: - Trucks accessing the Site would be strictly prohibited from using Perry Street. - An induction process and education program would be developed for the Site, which would specify the access route restrictions. - Development of a monitoring an recording program and an enforcement program that would provide for the monitoring and recording of vehicles accessing the Site and provide a mechanism for retraining and reprimand of drivers observed breaching the access restrictions or waste acceptance requirements on the Site. - Development of a traffic congestion procedure, that would specify the measures to be implemented to manage any potential traffic impacts on neighbouring businesses. This procedure would be developed in consultation with Botany Building Recyclers. A Construction Traffic Management Plan (CTMP) would be developed for the construction phase of the Proposal. The CTMP would form a sub-plan to the CEMP and would prescribe locations for private worker vehicle parking during construction works, access routes to the Site and notification requirements during construction of the Proposal. Pacific National would secure rail access from ARTC on behalf of the Proposal from ARTC prior to commencement of operation of the Proposal CONCLUSION A Traffic and Transport Impact Assessment was undertaken to assess the potential impacts of the Proposal on traffic and transport. Construction traffic would temporarily increase local traffic movements over an eleven month period. Construction traffic would be restricted to typical construction work hours and would have short term and localised impacts. At its peak up to 60 trucks per day would access the Site during the construction phase. Once operating at full capacity the Proposal would be expected to require up to 215 trucks per day for the delivery of putrescible waste and up to 140 trucks per day for the delivery of non-putrescible waste. The transfer of putrescible waste from the facility would by via rail, requiring one train per day, and the transfer of non-putrescible waste from the facility would be expected to require up to 16 trucks per day. Mitigation measures have been identified to minimise the risk associated with, and consequences of, key traffic and impacts of the Proposal on traffic and transport access issues relating to the Proposal. These issues and mitigation measures are summarised as follows: Traffic volumes and frequency, including heavy vehicles: The assessment determined that there would be changes in traffic performance at the Perry Street / Beauchamp Road/ Site Access intersection. Mitigation measures would be required to accommodate traffic demand from background growth and additional traffic generated by the Banksmeadow TT, including: - Veolia would enter into a Works Authorisation Deed with RMS for the upgrade of the Beauchamp Road/Perry Street intersection. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 183 N0001-AA EIS-03

212 - Site Access would provide access for future land use development proposals on Asciano land, to the immediate north of the Banksmeadow TT site. - Interconnectivity would be provided within the Proposal site between McPherson Street entry and the Perry Street / Beauchamp Road access. - A Traffic Management Plan (TMP) and Construction Traffic Management Plan (CTMP) would be developed for the Proposal. Road safety: Potential measures to improve road safety performance on McPherson Street and at the Beauchamp Road/ McPherson Street intersection were identified and would be implemented as appropriate, in consultation with the Roads and Maritime Services, Botany Bay City Council and Randwick City Council. On-site traffic management: The facility would be open to receive waste 24 hours a day, seven days a week. Vehicle types accessing the Site would include heavy vehicles up to, and including, semi-trailers (19.0m). An OEMP would be developed for the proposal that would outline the safe operational procedures for the Site. Rail access to and from the site via external rail networks: Discussions between relevant rail asset owners and Pacific National, as Veolia's proposed train operator, are underway regarding a connection agreement for trains associated with the Proposal. Based on existing train paths, there is sufficient access available to accommodate train movements for the operation of the Proposal. This Section has assessed the potential impacts on traffic and access. With the mitigation measures identified, including key road upgrades, the residual risks for traffic and access have been considered to be low to moderate. Page 184 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

213 8.4 WASTE MANAGEMENT INTRODUCTION Proposed waste management and reduction strategies that would be implemented for the Proposal during the construction and operation phases of the Proposal are detailed below. Mitigation measures which would be taken to address these impacts are outlined in Section This Section has been prepared to address the DGRs and includes the following information: Details of proposed classification and quantity of waste that would be received, generated, handled and processed the Proposal site Details of the layout of the waste facility, the management and transport process and the environmental controls that would be used to minimise impacts associated with handling waste at the Site Description of how putrescible and non-putrescible waste would be stored and managed on site, including transport of waste to and from the site Details of the potential impacts associated with storing, sorting and disposing of this waste and waste products Measures that would be implemented to ensure that the proposal is consistent with the aims, objectives and guidelines in the NSW Waste Avoidance and Resource Recovery Strategy 2007 and the EPA s Waste Classification Guidelines. A Waste Management Plan for the demolition and construction phase of the Proposal is included as Appendix I to the EIS IMPACT ASSESSMENT Construction impacts The construction phase of the Proposal would include the demolition of several existing buildings, which would generate significant quantities of waste, and the construction of the new facilities, which would generate further waste in the form of packaging and excess materials. Demolition waste streams which would potentially be generated include: Bricks / concrete / asphalt. Steel sheeting, frames, guttering, roller doors, access ladders and walkways. Asbestos materials. Redundant drainage and piping items comprising metals and plastics. Gantry cranes. Redundant lighting, wiring and mechanical services. UPSS and associated contaminated materials. Redundant rail infrastructure. Waste streams associated with the construction phase of the Proposal would include: Cleared vegetation. Contaminated soil. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 185 N0001-AA EIS-03

214 Waste recording Contaminated groundwater. Excess drainage (e.g. geotextile, rock) and piping materials. Erosion and sediment control measures, such as silt fencing and sandbags. Concrete, including cured concrete and washwater. Formwork, including used formwork and offcuts. Steel and steel reinforcement offcuts. Chemicals, including adhesives, resins, paints and curing agents. Batteries. Packaging, including cardboard, plastic and drums. Putrescible waste from lunchrooms. Plant and equipment maintenance waste (e.g. oily rags, oil filters, tyres etc.). A Waste Management Plan has been developed for the Proposal, which identifies the approximate quantities of waste associated with the construction phase and the facility that would be used for disposal. The plan is included as Appendix I to this EIS. Operational impacts As discussed in Section 3, the Proposal would, once operational, be capable of consolidating up to 400,000 t of general solid waste (putrescible) and 100,000 t of general solid waste (nonputrescible) (both including mixed household waste and mixed commercial and industrial (C&I) waste) per annum, for transfer to various resource recovery facilities. All waste transport vehicles entering the facility would enter the site via the incoming weighbridge. The weighbridge operator would be responsible for recording all details of the waste accepted onto the site and directing putrescible and non-putrescible waste streams to the correct section of the terminal building for processing. The weighbridge operator would record the following information: The origin, type and weight of waste delivered The date the delivery was made The registration number of the vehicle making the delivery The particulars of where on the site the waste would be placed. Waste transport vehicles exiting the site would be weighed on the outgoing weighbridge to confirm the weight of waste deposited at the Proposal site. A weighbridge would also be installed on the western side of the transfer terminal, adjacent to the non-putrescible waste area to record the weight of consolidated non-putrescible waste loaded into semi-trailers for transport to resource recovery and recycling centres. For each semi-trailer load of waste transported from the non-putrescible waste area to a centre for resource recovery, the following information would be recorded: The amount and type of waste and other material contained in the load The date the load was transported from the Banksmeadow TT The registration number of the vehicle transporting the load The address of the place to which any load of waste was transported. Page 186 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

215 All weighbridges on the Proposal site would be National Measurement Institute (NMI) approved and maintained in proper working order and would be certified at least once a year in accordance with the Commonwealth National Measurement Act Records of waste transport would be maintained by Veolia for submission to the EPA and quantification of the waste levy payable 20. Waste screening and management of non-conforming waste Waste accepted at the Proposal site would include, general solid waste (putrescible), as well as general solid waste (non-putrescible) from C&I and MSW sources. Hazardous, liquid and industrial waste would not be allowed at the Proposal site. Specifically, wastes that would not be accepted at the Site, and are to be handled as non-conforming waste include: Radioactive wastes Toxic wastes including any: - Material containing arsenic, cyanide or sulphide - Toxic soluble salts of the following metals: barium, boron, cadmium, copper, chromium, lead, manganese, mercury, selenium, silver or zinc. Pesticides, in particular any of the following: - Chlorinated hydrocarbons - Fluorinated hydrocarbons - Organophosphates - Carbamates - Phenols. Soluble acid or alkali or acidic or basic compounds. Liquid wastes Hazardous wastes, for example asbestos Any flammable liquid or material deriving from grease, oil, tar petroleum, shale or coal Any sludge or material (unless it can be shown to be innocuous and harmless) being the refuse from any industrial process carried out in any: - Tanning or leather processing plant - Petroleum or petrochemical plant - Chemical plant - Paint manufacturing plant - Metal treatment plant - Vegetable oil or mineral oil processing plant - Pharmaceutical or drug manufacturing plant. Medical and quarantine wastes Dead animals. There would be three main screening points for identification of the type of waste received as it is delivered to the site: 20 As discussed in Section 5.2.1, it is anticipated the waste levy will be payable by waste transfer stations, once the Protection of the Environment Operations (Waste) Regulation is revised. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 187 N0001-AA EIS-03

216 Waste consolidation The weighbridge operator would question the driver as to contents of load and would undertake a visual inspection of the load, if necessary, before directing the vehicle to either the putrescible or non-putrescible area. The operator of the front end loader in the putrescible area of the transfer terminal building would inspect the waste as it is discharged from the vehicle, to check for nonconforming waste and easily extractable, bulk recyclable waste. The excavator operator in the non-putrescible area of the transfer terminal building would inspect the waste as it is discharged from the vehicle to check for non-conforming waste, including putrescible waste. In all instances where a load with non-conforming waste is identified the site manager would be immediately informed and a Non-conforming waste form would be filled out. An example Nonconforming waste form is shown in Appendix J. Veolia would maintain a copy of the completed form, with another copy given to the customer that transported the waste. In the event that easily extractable, bulk recyclable waste is detected in the putrescible area, an internal recording form would be filled out to identify the type of waste to be transferred to the nonputrescible side of the building. If a load of non-conforming waste is identified prior to unloading, the vehicle would be directed to an appropriate disposal facility. If non-conforming waste is identified during deposition of the waste on the tipping floor, the vehicle driver would be asked to immediately stop depositing the waste. The non-conforming waste would be reloaded into the vehicle that transported the waste to the Proposal site and directed to transport the waste to an appropriate facility, with all actions documented on the Non-conforming waste form. In the event that the vehicle depositing the non-conforming waste has already left the building, the site operator would segregate the nonconforming waste into a dedicated safe area on the tipping room floor, so that operational activities can continue while the customer responsible for the waste is notified and advised to remove the non-conforming waste. The front end loader or excavator operator(s) would assist the customer retrieving the non-conforming waste to reload the waste into the customer s vehicle for disposal at an appropriate facility. In the event that the non-conforming waste identified is putrescible waste on the non-putrescible waste tipping floor a Non-conforming waste form would be filled out to document the waste. Transfer of the waste from the non-putrescible area of the terminal building would be prescribed on the form and the front end loader would be used to transfer the waste from the nonputrescible area to the putrescible area, through the doorway in the internal wall separating the two areas. The doorway between the two areas would remain closed under normal operating conditions, and only opened in order to transfer the non-conforming waste. The weight of the putrescible waste transported between the two areas of the building would be taken by the front end loader performing the transfer, which would be fitted with an NMI approved and calibrated scale. The weight would be recorded on the non-conforming waste form, which would be used to reconcile the difference in putrescible and non-putrescible waste weights as recorded at the incoming and outgoing weighbridges. Waste deposited on the tipping floor would generally be handled in a first in / first out basis. However, if a waste load is identified as either odorous or dusty, that load would be prioritised by the front end loader or excavator operator for immediate compaction or placement in the semi-trailer. Loads that are identified for prioritisation would be recorded on an incident management form. For the putrescible waste stream, the remaining material would then be pushed by a front end loader to one of two chutes that would feed the waste compactors. The weight of waste inserted into the compactors would be measured with an NMI approved scale. Once the correct weight is loaded (31.5 t), the compactor would compress the waste into a consolidated bale that is Page 188 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

217 inserted into specially designed shipping containers, which have seals to prevent the release of any leachate and carbon filters to impede the release of odour from the waste during transport. The weight of waste inserted into the container would be automatically recorded for reporting purposes under the POEO Act. All putrescible waste received at the terminal would be compacted and containerised in a timely fashion to ensure the tipping floor is clear of waste where possible. Once the waste has been inserted into the container, any residual waste would be removed from around the container door, and the container sealed. A container handler, fitted with an NMI approved and calibrated scale, would be used to lift the container from the compaction area and transport it to the rail yard. The scale on the container handler would be used to check and confirm the accuracy of the scales within the compactor areas. After visual checks, the non-putrescible mixed waste would be pushed to the edge of the tipping floor by a front-end loader, where an excavator with a grapple arm would be used to load material into an open-top walking floor trailer, for transport to resource recovery facilities for recovery of recyclables prior to reprocessing. Items that can be readily sorted would be separated into recycling bays, which would have a maximum capacity of 50 t of waste. The maximum height of putrescible and non-putrescible waste stockpiles on the tipping floor or within the designated sorting bays within the non-putrescible waste area would be 4.5 m. However, as noted above, the area would be operated in a manner to minimise the amount of waste on the tipping floor and containerise waste or consolidate received in a timely fashion. Under no circumstances would stockpiling of uncontainerised waste external to the terminal building be permitted. The semi-trailer transferring the non-putrescible waste would be weighed on the weighbridge positioned on the western side of the transfer terminal building to record the amount of nonputrescible waste removed from the Site. The processing of waste at the Site has the potential to impact the surrounding environment through leachate generation, litter, odour, dust, noise and vibration, and pests. These impacts are assessed throughout Chapter 8. Disruption to operations Operations at the Banksmeadow TT would have the potential to be disrupted by various internal and external factors. Some disruptions may be planned, such as scheduled maintenance work on the rail infrastructure or compactors, while other disruptions may occur without notice. Potential sources of disruption to the operation of the Banksmeadow TT are shown in Table Table 8-50 Factor Potential operational disruptions Potential Impact Power disruption Rail Service disruption (scheduled) Rail Service disruption (unscheduled) Failure of front-end loader or excavator Failure of Container Handler Compactors inoperative Lighting inoperative Data and communication facilities inoperative Unable to transport loaded containers to Woodlawn; Unable to receive empty containers from Woodlawn. Unable to transport loaded containers to Woodlawn; Unable to receive empty containers from Woodlawn. Inability to push waste into compactor opening and produce compacted bale or load onto semi-trailer Inability to load and unload containers Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 189 N0001-AA EIS-03

218 Factor Failure of Sweeper Failure of the boom gate at the entry to the transfer terminal Failure of compaction unit(s) Potential Impact Inability to provide ongoing site sweeping Disruption to the safe flow of traffic at the site Compactors inoperative Measures to mitigate the potential impacts caused by operational disruptions are detailed below and are presented in Appendix K. Operational waste generation Site waste would also be generated, through offices, lunch rooms and maintenance activities. These waste streams could potentially include: General solid waste (putrescible) mixed residual waste. General solid waste (non-putrescible) recyclable materials (such as paper, plastic containers, glass containers and aluminium cans), cardboard and plastic packaging, and maintenance items consumables. Containers for the disposal of site generated waste would be provided, including bins for the segregation of recyclables and general waste. The Proposal would also generate leachate; the management of which is discussed below. Leachate generation and management The leachate management system for the Proposal would be entirely independent of the stormwater system for the Site. Leachate is considered to be any liquid that has come into contact with waste or waste processing areas. The leachate management strategy therefore focuses on the bunded areas within the terminal building where waste would be transferred from trucks to the compactors for transport to the Woodlawn Eco-Project site and within the nonputrescible waste area. Based on the experience at the Clyde Transfer Terminal, approximately 1,800 L of water are required each day for washdown of the transfer terminal and compactors. It should also be noted that the Proposal design has incorporated learnings from the Clyde Transfer Terminal, where the compactors are currently exposed to rain water. The compactors at the Banksmeadow TT would be enclosed, reducing the amount of leachate that would be generated by the Proposal. The Port Botany Resource Recovery Facility currently produces approximately 200 L of leachate per day. Therefore, total estimated volume of leachate generated at the Site would therefore be 2,000 L per day, generated predominantly by washdown of the terminal building. A 20 kl leachate tank would be installed below the transfer terminal building to capture all leachate from the two tipping floors of the putrescible and non-putrescible waste areas, around the compactors and washdown liquid. Once captured within the leachate tank, the leachate would be pumped into a 27 kl capacity tank container that meets the standards of the international standards organisation (ISO) and is suitable for transport by rail (ISO tank). Once nearing capacity, the ISO tank would be weighed using the NMI approved scale fitted to the container handler and the weight recorded as an out-going transaction on the weighbridge database. The tank would be recorded on the rail manifest and placed on a wagon for transport to the Woodlawn Eco-Project site. On arrival at the Woodlawn Eco-Project site, the tank would be weighed in over the weighbridge and recorded on the Woodlawn Eco-Project site database Page 190 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

219 as N205 Industrial waste treatment / disposal residues. The contents of the tank would then be emptied into the leachate treatment pond located within the Bioreactor site. Veolia has met with Sydney Water Corporation to discuss the potential for a trade waste agreement for discharge of leachate water from the site. During discussions it was agreed that disposal of leachate to the trade waste system unlikely to be a viable, as on site treatment would be required in order to meet Sydney Water s trade waste discharge limits and at this stage the expected volumes are considered too small to warrant treatment. Transport of leachate to Woodlawn Eco-Project site in the manner described above is therefore the preferred method of disposal of leachate. Regional waste management benefits The Proposal would positively impact waste management in the region by: Allowing local governments and C&I operators to choose to send their residual waste to the Woodlawn Eco-Project site, which incorporates the following key facilities: The Woodlawn Bioreactor an engineered landfill with strict environmental protection measures, landfill gas capture and electricity generation, and winner of the Waste Management Association of Australia s National Landfill Excellence Award (2007). The Woodlawn MBT facility (currently approved) which will recover metals and organics from incoming waste. Recovered organic material from the MBT is planned to be used to rehabilitate areas severely degraded due to previous mining activities at this Site. Access to the Woodlawn Eco-Project site would assist local governments and businesses to reach the NSW Government s landfill diversion targets for municipal and C&I waste, and help to conserve putrescible landfill airspace in the immediate Sydney region. Facilitating the recovery of recyclable materials from non-putrescible C&I waste through transferring the waste material to materials recovery facilities, which would assist in the achievement of the NSW Government s landfill diversion targets for the C&I sector, conserve landfill space, and return valuable materials to the productive economy. As the existing AWT facilities and putrescible waste landfills in the Sydney area are owned and / or operated by one company, the proposal would create choice and competition for waste management services MITIGATION MEASURES Construction mitigation measures Measures to mitigate the effect of the construction waste streams would be incorporated into the Proposal s CEMP, of which a Construction Waste Management Plan (CWMP) would form a sub-plan and would include the following information: 1. Characterisation of construction waste streams. 2. Management of hazardous waste streams, including asbestos, contents of the UPSS, contaminated soil and contaminated groundwater. 3. Procedures to manage construction waste streams, including handling, storage, classification and tracking. 4. Mitigation measures for avoidance and minimisation of waste materials. 5. Procedures and targets for reuse and recycling of waste materials. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 191 N0001-AA EIS-03

220 6. Roles and responsibilities for ensuring compliance with the CWMP. 7. Training, monitoring, reporting and reviewing requirements to ensure compliance with the CWMP. Further information about the quantity and management of particular waste streams during construction is provided in Appendix I. Operational mitigation measures In order to ensure that the Proposal s waste management operations would have minimal impact on the surrounding environment, facility design features and the OEMP would both act to mitigate potential impacts. Design features of the facility would include: The non-putrescible waste, which has some potential to generate dust, would be unloaded within the southern end of the transfer building, whilst putrescible waste would be unloaded within the northern end. The terminal building would be enclosed, with the exception of vehicle access openings and an air extraction system. The air extraction system would service the putrescible waste and compactor areas, within the northern end of the building, and would manage odour through a single exhaust point. Dust generated from non-putrescible waste would be managed by dust suppression systems located within the southern end of the transfer building. The main source of potential significant odour emissions would be from the exhaust stack ventilating odour emissions captured from within the facility, located on the northwest corner of the main facility building. The proposed ventilation system for the Banksmeadow TT is based on the system installed at the Clyde TT as this has operated effectively since its installation. The ventilation system has been designed to replace the air within the transfer terminal building nine times per hour, minimising the escape of fugitive odour emissions. A leachate drainage system would be connected to the putrescible waste compactors and the area of the terminal containing the compactors would be enclosed to minimise the generation of leachate from exposure to rainwater and reduce the potential for odour. The leachate and stormwater management systems would be designed to operate independently of each other and not mix. Specially designed shipping containers, which have seals to prevent the release of any leachate and carbon filters to impede the release of odour from the waste during transport. Veolia is assessing the feasibility of energy saving devices such as variable speed drives for the extraction fans and putrescible waste compactors and installation of energy efficient lighting. Provision of recycling bins and general waste bins for use by staff and vehicle drivers. Development of a Dust Management Plan detailing the measures to be employed on site to minimise dust generation (see Section for further details). As part of the OEMP, Veolia would develop an enforcement program for operation of the Proposal, which would include punitive measures for drivers delivering non-conforming and unacceptable waste to the Proposal site. The enforcement program would be developed based on Veolia s policy for disciplinary measures and would include a three strikes principle, being: First offence a verbal warning would be issued and documented on the Non-conforming waste form Second offence a written warning would be issued and documented on the Nonconforming waste form Page 192 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

221 Third offence Entry to the Banksmeadow TT would be refused. Processes and procedures within the OEMP to manage the impacts of operational waste would include the following: Stormwater Management Plan (see Section 8.2.4) Traffic Management Plan (see Section 8.3.4) Odour Management Plan (see Section 8.5.4) Dust Management Plan (see Section 8.5.4) Noise Management Plan Terminal Operations (see Section 8.6.4) Noise Management Plan Rail Operations (see Section 8.6.4) Incident Response Plan (see Section 8.7.4) Vermin and Pest Control Plan (see Section ) Waste Management Plan (see below) Operational Contingency Plan (see below). Waste Management Plan A Waste Management Plan (WMP) would be incorporated into the OEMP, which would include the following information: Characterisation of waste streams accepted at the facility Procedures for weighbridge activities including screening of incoming loads, weighing of incoming and outgoing vehicles, weighbridge data recording and archiving, and weighbridge inspection schedule. Tipping procedures for each waste stream including screening and scavenging. Procedures for management of non-conforming loads and materials. Procedures for ensuring the Site remains clean and tidy. Procedures for loading materials including front end loader operation, loading of nonputrescible waste into semi-trailers, loading of putrescible waste into compactors, compacting and containerising operations. Procedures for rail transport loading and unloading of containers. Operational contingencies should any Site activity undergo a temporary shutdown. Roles and responsibilities for compliance with the WMP. Procedures for inspection, monitoring, review and auditing to ensure compliance with the WMP. An Asbestos Waste Management Procedure that would detail the steps to be followed in the event that non-conforming waste containing asbestos reaches the Site. Operational Contingency Plan An Operational Contingency Plan would be incorporated into the OEMP and would include the following: Identification of internal and external factors that may disrupt the operation of the Banksmeadow TT. Identification of the potential operational impacts associated with operational disruption. Prescribe measures to mitigate potential impacts associated with disruption to operations Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 193 N0001-AA EIS-03

222 Immediate notification of the EPA on in the event of unscheduled disruptions to the operation of the Banksmeadow TT. An example of the Operational Contingency Plan for the Banksmeadow TT is provided in Appendix K CONCLUSION This Section has addressed the waste management practices that would be employed at the Proposal site to minimise impacts associated with receiving, sorting, consolidating and containerising waste. Mitigation measures have been identified to minimise the risk and consequences associated with the key issues are summarise below: Development of a Waste Management Plan that would be incorporated into the OEMP for the Site, which would detail waste screening processes, waste handling and loading procedures and including an Asbestos Waste Management Procedure. Development of an Operational Contingency Plan which would be incorporated into the OEMP and specify the procedures to be followed in the event of external or internal events that disrupt the operation of the Proposal. Installation of a leachate management system to maintain separation of leachate from stormwater and transport of leachate to the Woodlawn Eco-Project site via rail. This Section has assessed the potential impacts associated with the management of waste at the Proposal site and has identified the management processes that would be implemented on the Site to mitigate those impacts. Through the implementation of these mitigation measures and strategies, management of waste at the Proposal site would be consistent with the aims, objectives and guidelines in the NSW Waste Avoidance and Resource Recovery Strategy 2007 and the EPA s Waste Classification Guidelines. 8.5 AIR QUALITY INTRODUCTION Wilkinson Murray was engaged to undertake an air quality assessment for the Proposal. The complete Air Quality Impact Assessment is presented in Appendix L. This section summarises the air quality impact assessment undertaken by Wilkinson Murray, which reviews the meteorological conditions of the Proposal site and surrounds and existing, available air quality data. Sources of odour emissions and other air quality pollutants on the Proposal site were identified, based on the experience of operation of the Clyde Transfer Terminal. Odour and dust emissions would be controlled within the transfer terminal building through the operation of an exhaust stack and ventilation system and a dust suppression system. Odour emissions from the Proposal were modelled in accordance with NSW EPA Approved Methods for the Modelling and Assessment of Air Pollutants in NSW (Air Quality Guidelines) to confirm that the proposed mitigation measures would meet the relevant criteria. Key air quality impacts associated with the Proposal includes: Odour emissions from putrescible waste handled at the facility on residential receivers. Dust emissions from handling of putrescible and non-putrescible waste within the transfer terminal building. Dust emissions during construction of the Proposal. Page 194 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

223 In accordance with the DGRs for the Proposal the following points are discussed in this Section: A quantitative assessment of the potential air quality and odour impacts for the construction and operation phases of the Proposal in accordance with the EPA guidelines, including consideration of cumulative impacts associated with existing emission sources. Identification of emission control practices that would be employed by the Proposal. An assessment of the effectiveness of the proposed air quality and odour control measures, demonstrating compliance with the regulatory framework. Details of ongoing management and monitoring measures for preventing point source and fugitive emissions. Measures to mitigate potential dust and odour emissions are set out in Section 8.5.4, and include construction mitigation measures and operation mitigation measures for the ongoing management and monitoring of impacts in order to minimise emissions EXISTING ENVIRONMENT Climate Long-term climatic data from the Bureau of Meteorology weather station at Sydney Airport, located approximately 4.5 km west-northwest of the Proposal site, were analysed to characterise the local climate in the proximity of the Proposal. The data indicate that January is the hottest month with a mean maximum temperature of 26.5 ºC; July is the coldest month with mean minimum temperature of 7.2 ºC. Humidity levels exhibit some variability over the day and seasonal fluctuations. Mean 9AM humidity levels range from 61 per cent in October to 74 per cent in June. Mean 3PM humidity levels vary from 49 per cent in August to 63 per cent in February. Rainfall peaks during the first half of the year declines during latter half. The data show June is the wettest month with an average rainfall of mm over 8.8 days and September is the driest month with an average rainfall of 60.3 mm over 6.8 days. Wind speeds during the warmer months have a greater spread between the 9am and 3pm conditions compared to the colder months. The mean 9AM wind speeds range from 12.6 km/h in May to 16.3 km/h in October. The mean 3PM wind speeds vary from 17.1 km/h in May to 25.3 km/h in November. Modelling was undertaken in accordance with the NSW EPA Air Quality Guidelines, using a combination of the CALPUFF Modelling System and TAPM. The TAPM model is applied to generate a three dimensions upper air data file, for input into the CALPUFF Modelling System, which ultimately simulates dispersion processes in the atmosphere. The model was applied to predict the flows important to local scale air pollution, such as sea breezes and terrain induced flows, against a background of larger scale meteorology provided by synoptic analysis, as applicable at the Banksmeadow TT site. The model showed that on an annual basis winds from the west-southwest, west and north-northeast were most frequent. During summer and spring, winds from the north-northeast and northeast were most dominant. The seasons of autumn and winter had fairly similar wind distributions, with a large proportion of wind from the west-southwest and west. Figure 8-37 includes graphs of the temperature, wind speed, mixing height and stability classification over the modelling period and shows the trends considered to be representative of the Banksmeadow area. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 195 N0001-AA EIS-03

224 Figure 8-37 Meteorological Analysis of CALMET Extract (Cell Ref 5051) Table 8-51 Ambient air quality Background ambient air quality data was obtained from the Randwick NSW EPA monitoring site, which measures particulate matter (PM 10 ) concentrations using a Tapered Element Oscillating Microbalance (TEOM). The data from this monitoring is analysed and used to characterise the ambient air quality in the local area. The location of Randwick monitoring site is approximately 3 km northeast of the Proposal site. The monitoring data indicates that the annual average PM 10 concentrations at the Randwick monitoring site are below the 30 µg/m³ criterion, as established under Approved Methods for the Modelling and Assessment of Air Pollutants in NSW (NSW DEC, 2005) (EPA Air Quality Guidelines) for all years reviewed. The maximum 24-hour average PM 10 concentration at the monitoring station were also below the criterion of 50 µg/m³ for all years reviewed (see Table 8-51 and Figure 8-38). Summary of PM 10 monitoring from Randwick NSW EPA monitoring site (µg/m³) Year Annual average Maximum 24-hour average Page 196 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

225 Figure 8-38 PM 10 monitoring from Randwick NSW EPA monitoring site It can be seen from Figure 8-38 that concentrations are nominally highest in the spring and summer months with the warmer weather raising the potential for drier ground and elevating the level of windblown dust, the occurrence of bushfires and pollen levels. Sensitive receivers The closest residential and other sensitive receivers to the Proposal site and are shown in Table 8-52, which identifies these receivers, the type of receiver and the approximate distance from the Banksmeadow TT site and shown in Figure Table 8-52 Existing sensitive Receivers within approximately 1km of the Proposal site 21 Receiver ID Classification Description Distance from Site Boundary Hillsdale Residential Area R1 & R2 Residential Residential suburb, to the east of the Proposal site, with closest receivers located on the eastern side of Denison Street m (Approx.) Matraville Residential Area R3 Residential Residential suburb, to the east-south-east of the subject site, with the closest receivers located along Perry Street at setback distances of typically >350 m. Mostly >350m Perry Street Residences R4 Residential Three buildings on Perry Street (Nos 20, 22 and 24) on industrially zoned land, but with potential residential uses are located closer at m from the main Site entrance. Three receivers within m (Approx.) Industrial Units Beauchamp Rd C1 Commercial Commercial units located to the east of the Beauchamp Road site entrance, on the eastern side of Beauchamp Road. 30 m (Approx.) 21 Asciano has in-principle agreements with Veolia and operations would require mutual co-operation between these sites. For the purpose of this assessment, the Asciano Botany Site has therefore not been considered as a sensitive/affected receiver. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 197 N0001-AA EIS-03

226 Receiver ID Classification Description Distance from Site Boundary Goodman Botany Bay Industrial Park C2 Commercial Commercial receivers located to the south of the McPherson Street site entrance, on the southern side of McPherson Street. 30 m (Approx.) Toll Container Depot C3 Commercial Commercial receivers located to the south-west of the Site, to the west of the existing freight rail line. 65 m (Approx.) Orica Southland C4 Industrial Industrial receivers located to the west of the Site, to the west of the existing freight rail line. 35 m (Approx.) Orica Botany Bay C5 Industrial Industrial receivers located to the east of the Site, beyond the Asciano Botany Site. 50 m (Approx.) Botany Building Recyclers C6 Industrial Industrial receiver (construction/demolition/recycling yard) abutting the Site to the south. 0 m (Approx.) As the Perry Street residences are located within the suburb of Matraville, the Matraville Residential area was interpolated to extend to these receivers for the purposes of this assessment. Figure 8-39 Receivers within approximately 1 km of the Proposal site Page 198 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

227 8.5.3 IMPACT ASSESSMENT Odour criteria Assessment criteria Air quality criteria are benchmarks set to protect the general health and amenity of the community in relation to air quality. The sections below identify the applicable air quality criteria for the potential air emissions that would be generated by the Proposal. The air quality goals that are relevant to this study are sourced from the Approved Methods for the Modelling and Assessment of Air Pollutants in NSW (NSW DEC, 2005) (EPA Air Quality Guidelines). The key air quality impacts associated with the Proposal would be odour emissions and the emission of particulate matter (PM 10 ) during construction and operation of the Proposal. Prediction of the likely odour impacts that may arise from a proposed development is done by using air dispersion modelling which can calculate the level of dilution of odours emitted from the source at the point that it reaches surrounding receptors. This approach allows the air dispersion model to produce results in terms of odour units, which represent the number of times that the odour would need to be diluted to reach a level that is just detectable to the human nose. Odour less than one odour unit (1 OU), would not be detectable to most people. The odour criterion 2 OU is applied in this assessment for residential receptors in an urban environment. Particulate matter criteria Table 8-53 Table 8-53 shows the PM 10 criteria applicable to the Proposal. It is noted that the air quality criteria for the relevant particulate matter pollutants relate to the total pollutant burden in the air and not just the pollutants from the Proposal. As such, consideration of background pollutant levels is required when using these goals to assess potential impacts. NSW EPA Air Quality Impact Assessment Criteria Pollutant Averaging Period Impact Criterion Total suspended particulates (TSP) Annual Total 90 µg/m³ Particulate matter 10 µg/m³ (PM 10) Deposited dust (DD) Annual Total 30 µg/m³ 24-hour Incremental 50 µg/m³ Annual Total 2 g/m²/month Annual Incremental 4 g/m²/month Construction impacts To establish the Site, the temporary disturbance and demolition of existing site buildings is required. Other activities associated with the construction of the Proposal involve the establishment of a number of buildings and related infrastructure. Potential dust emissions may be generated during earthworks including loading / emplacing material, transport on Site, shaping operations and windblown dust generated from exposed areas and stockpiles. Exhaust emission from the operations of construction vehicles and plant would also generate particulate emissions. An estimation of dust emissions associated with the construction phase of the Proposal was undertaken in accordance with the emission factors from the US EPA AP42 Emission Factors document (USEPA, 1985 and updates) and the State Pollution Control Commission document Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 199 N0001-AA EIS-03

228 (SPCC, 1983). The assessment concluded that the total amount of dust generated from the construction phase would be unlikely to be significant given the nature of the activities and as these activities would be located away from the nearest off-site receptor. Hence, any potential dust impacts would be unlikely to be discernible beyond the existing levels of dust that currently occur. It is noted that the calculation assumes that reasonable construction dust controls are implemented. Measures to minimise dust generation during construction are set out below. To ensure dust generation during the construction activities is controlled and the potential for off-site impacts are reduced, appropriate operational and physical mitigation measures would be utilised. Operation impacts Odour impact assessment The main source of potential significant odour emissions would be from the exhaust stack ventilating odour emissions captured from within the facility, located on the northwest corner of the main facility building. The proposed ventilation system for the Banksmeadow TT is based on the system installed at the Clyde TT as this has operated without odour complaints since its installation and is considered to represent the best available odour control technology that is practicable for a waste transfer terminal. The air extraction system would be designed to ventilate the building by capturing and dispersing odour emissions from all significant odour sources within the transfer terminal building, including the putrescible waste and compactor area. The bulk air exchange rate is proposed to achieve approximately nine air changes per hour within the transfer terminal building. The parameters used in the modelling are shown in Table The assessment was performed for the Proposal operating at operational design capacity of 400,000 tpa throughput of putrescible waste. The ventilation system has been designed to achieve approximately nine air changes per hour within the building, minimising the escape of fugitive odour emissions. To account for the potential for fugitive emissions from the doorways as trucks enter and exit the terminal building, five per cent of the total odour emissions was adopted and considered a sensible and conservative assumption for fugitive emissions. Containers used for the transport of putrescible waste would be specially constructed and have activated carbon filtration packs fitted to the air exhaust vent on the container. The low flow and carbon filtered odour emission from the containers has a very small odour emission potential and Veolia s existing operations at Clyde Transfer Terminal and the Crisps Creek Intermodal Facility, shows that any potential odour emissions sources from the enclosed containers during the transportation process are virtually eliminated. Table 8-54 Parameter Stack diameter Exhaust stack parameters and odour emission parameters Value 2.6 m Building ventilation rate Stack exit velocity Stack height (above ground level) 390,000 m 3 /h (108 m 3 /s) 20 m/s 21 m Odour emissions Mean odour concentration Mean stack gas temp 320 (odour units) OU 21.4 o C Page 200 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

229 Parameter Mean stack gas velocity Waste in terminal Estimated odour emission rate Value 88.7 m/s 250 tonnes ou.m3/s per tonne of garbage An hourly variable emissions profile was developed, based on a typical operating day at Clyde TT, as this would represent the worst case daily levels expected at the Banksmeadow TT 22. Air dispersion modelling of the odour emissions from the exhaust stack was conducted to predict potential air quality impacts on the surrounding environment. The CALPUFF air dispersion model was used to predict the odour levels in the ambient air in the wider area around the Proposal site. The dispersion modelling results indicate that the predicted ground level odour concentrations at the discrete receptors would be well below the 2 OU criteria. Figure 8-40 shows the 99 th percentile predicted nose-response average concentrations for the area immediately surrounding the Proposal. Figure 8-40 Predicted 99th percentile nose-response average ground level odour concentrations (OU) - Worst case daily putrescible waste (OU) 22 Clyde TT has an operational capacity of 500,000 tpa, while Banksmeadow TT would have an operational capacity of 400,000 tpa. The volumes of waste and odour emissions of the Clyde TT are therefore twenty per cent greater than those predicted at the Banksmeadow TT. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 201 N0001-AA EIS-03

230 The modelling shows dispersion modelling results indicate that the predicted ground level odour concentrations would not exceed the applicable assessment criteria, even during the worst case scenario. All residential and commercial/ industrial receivers are within 0.3 OU 99 th percentile level, which is well below the 2 OU criteria applicable to the Proposal. Additional odour mitigation and management measures that would be adopted at the Banksmeadow TT site are described in Section 8.5.4, below. Particulate matter impact assessment The non-putrescible waste, which has some potential to generate dust, would be unloaded within the southern end of the transfer building, whilst putrescible waste would be unloaded within the northern end. The terminal building would be enclosed, with the exception of vehicle access openings and the air extraction system. Dust generated from non-putrescible waste would be managed by dust suppression systems located within the southern end of the transfer building MITIGATION MEASURES Construction Mitigation Measures An Air Quality Management Plan would be developed as a subplan to the CEMP and would contain the following management measures: Burning off of materials would be strictly prohibited on-site. Engines of on-site vehicles and plant would be switched off when not in use. Construction machinery and vehicles on-site would be maintained and serviced according to the manufacturer s specifications. During hauling activities, the following controls would be in place: - Watering of unsealed haul roads - Sealed haul roads to be cleaned regularly - Restrict vehicle traffic to designated routes - Impose speed limits - Covering vehicle loads when transporting material off-site During material handling activities the drop heights of materials from loading and handling equipment would be minimised. During construction activities requiring exposed surfaces and stockpiling the following controls would be in place: - Minimise area of exposed surfaces. - Water suppression on exposed areas and stockpiles. - Minimise amount of stockpiled material. - Where possible apply barriers, covering or temporary rehabilitation. - Rehabilitate completed sections as soon as practicable. Operational Mitigation Measures The Proposal incorporates key learnings from Veolia s other waste management operations, in particular the Clyde TT. Changes, following Veolia s operational experience, which have been introduced to improve odour control at the Clyde TT, have included: Page 202 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

231 A modification to air extraction systems, in response to clogging/blinding of filters in original design Surfacing to avoid leachate penetration and subsequent odour emission, into the concrete tipping floor. These, and other measures, have been adopted from the outset in this proposal. Veolia continually reviews its waste operations to improve environmental performance and, as necessary, undertakes alterations to operational management and facility design. The design of the Banksmeadow TT facility does not preclude the introduction of additional odour control measures in the future, in the unlikely event that they are required. Potential additional measures may include: Installation of rapid-close roller doors Adjusting ventilation rates (at present the air extraction system has been over-designed to accommodate this). Any future implementation of additional odour management measures would be considered by Veolia based on operational performance of the facility. Further, the Proposal would include the following design features to mitigate the impacts on odour and dust associated with operation of the Banksmeadow TT: The putrescible waste side of the terminal building, including the compactor area would be enclosed, with the exception of vehicle access openings and an air extraction system. The air extraction system would service the putrescible waste area, within the northern end of the building. Dust generated from non-putrescible waste would be managed by dust suppression systems located within the southern end of the transfer building. The ventilation system for the putrescible waste area of the transfer terminal building would have a single vent stack that would extend to a height of 21 m with a diameter of 2.6 m and be designed to have an exit velocity from the stack of 20 m/s to ensure that the odour emissions from the facility achieve the odour criteria prescribed in the EPA Air Quality Guidelines. Plastic strips would be installed on the doorways to help contain odour and dust within the terminal building, which would cover the upper third of the opening. Containers used for the transport of putrescible waste would be specially constructed and have activated carbon filtration packs fitted to the air exhaust vent on the container. An Odour Management Plan would be developed as part of the OEMP and would include a Procedure for Minimising Odour to ensure waste is managed to minimise the generation of odours. The odour management strategies that would be implemented through the Odour Management Plan would include: A description of the odour control system and its components and an Odour Control System Operation Protocol, detailing the activities required to maintain and operate the odour control system. Routine maintenance and cleaning of containers would not be permitted on the Banksmeadow TT site. Waste delivery trucks entering the terminal would be required to be fully enclosed or covered. Putrescible and non-putrescible waste stream would be kept separate. The floor area of the transfer terminal would be cleaned daily. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 203 N0001-AA EIS-03

232 The amount of putrescible waste left on-site within the terminal would be minimised. An odour complaint logbook would be maintained on-site. When odour complaints are received, a site investigation would be conducted to identify any unusual odour sources within the site boundary and appropriate action taken as required. Odour monitoring and reporting would be undertaken in accordance with the EPL requirements for the facility. A Dust Management Plan would be developed as part of the OEMP would document strategies to minimise potential dust emissions from the Proposal s operations. Both preventative and responsive control measures would be identified in the plan, including: All trucks entering and leaving the premises carrying loads must be covered at all times, except during loading and unloading. Good dust management procedures would be implemented within the terminal building including regular sweeping and washing down, as required. Good dust management procedures outside of the Terminal building, and the general Site including regular sweeping to remove dust and other debris. Training of all staff and personnel accessing the Site in the need to minimise dust generation. Use of a fine mist dust suppression system within the building, when there are particularly dust loads or noticeable dust levels, as required. Review of any complaints received relating to dust and reports from monitoring conducted as a result. Monthly toolbox meetings to discuss any safety and compliance issues, including dust, that have arisen since the previous meeting. Air quality and dust monitoring procedures would be outlined in the plan and monitored with respect to the NSW Government Regional Ambient Air Quality and EPA criteria for allowable dust deposition. The components of the dust suppression system and the standard operational procedures for Site personnel to operate and maintain the system would be documented within the DMP CONCLUSION Wilkinson Murray has undertaken an assessment of the potential air quality impacts associated with construction and operation of the Proposal. The assessment of potential dust emissions indicates that the scale of emissions generated during the construction period and operation of the facility would likely be minor, and provided that reasonable dust controls are implemented and managed in an appropriate manner, there would not be any discernible effect at any off-site receptor above that for the existing levels. Dispersion modelling has been used to predict potential off-site odour impacts from the potential odour generating sources, in accordance with the Approved Methods for the Modelling and Assessment of Air Pollutants in New South Wales (NSW DEC 2005). The dispersion modelling results show that predicted ground level odour concentrations are unlikely to exceed the applicable assessment criteria at the nearby residential receivers. Mitigation measures have been identified to minimise the risk and consequences associated with the key issues are summarise below: Page 204 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

233 Odour emissions from putrescible waste: a ventilation system with a single stack would be installed in the transfer terminal building to capture and disperse odour emissions from the putrescible waste area, including the compactors and containers area. Dust emissions from handling of putrescible and non-putrescible waste: a dust suppression system that would emit a fine mist during dust generating activities within the terminal building. Dust emissions during construction of the Proposal: a Construction Air Quality management plan would be developed for the construction phase of the Proposal that would identify measures to minimise dust generation during construction, including the use of water sprays during dust generating activities. This Section has assessed the potential impacts on air quality, and determined key risks associated with the Proposal. With the mitigation measures identified above, the residual risk for air quality for construction and operation of the Proposal is considered to be low. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 205 N0001-AA EIS-03

234 8.6 NOISE AND VIBRATION INTRODUCTION Wilkinson Murray was engaged to undertake a noise and vibration assessment for the Proposal. The complete Noise and Vibration Assessment Report is included as Appendix M to this EIS. This Section summarises the assessment undertaken by Wilkinson Murray and identifies key risks relating to noise and vibration as well as management strategies to mitigate them. Background noise levels, including traffic and industrial noise levels, have been recorded to determine the existing environment for the Site to enable the assessment of impacts associated with construction and operation off the Proposal in accordance with the relevant EPA noise impact assessment guidelines. Impacts that have been assessed in this Section include construction noise and vibration impacts, operational noise impacts, potential sleep disturbance, road traffic noise and rail noise. Each of these impacts has been assessed against relevant noise assessment criteria, detailed in Section The key issues that have been identified for the Proposal for noise and vibration that are assessed within the Section include: Noise impacts on adjacent receivers from operation of the Proposal. Noise impacts on adjacent receivers from trucks and trains accessing the Site. Noise and vibration impacts on adjacent receivers during construction of the Proposal. In accordance with the DGRs, this section provides a quantitative assessment of potential demolition, construction, operational and road and rail transport noise and vibration impacts, including potential impacts on nearby sensitive receivers. Noise and vibration management and mitigation measures have been identified in Section and include construction mitigation measures and operation mitigation measures. In addition details and justification of the proposed noise management and monitoring measures are provided EXISTING ENVIRONMENT Sensitive and other receivers within the vicinity of the Site are identified in Table 8-52, above. Of the receivers identified in Table 8-52, the Hillsdale residential area was considered to be the potentially most affected by operational and construction noise from the Banksmeadow TT. Therefore a representative location on Denison Street (70 Denison Street) was selected for long-term noise monitoring in order to determine the existing level of noise exposure to these residents. Another location on Beauchamp Road was selected for long-term monitoring, to establish existing road traffic noise exposure to residents located on this road, which has been identified as a transportation route to the Site. Noise loggers were deployed at the identified monitoring locations for a period of eleven days to establish the long-term noise ambient noise levels. Additionally, attended noise monitoring was undertaken during the night-time period of 15 October 2013 to supplement the long-term monitoring in order to determine the extent of existing industrial noise exposure to the identified receivers. All measurements were undertaken in general accordance with AS1055:1997: Acoustics Description and Measurement of Environmental Noise and the Industrial Noise Policy (INP). Page 206 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

235 Background noise levels A summary of the daytime, evening and night-time rating background noise levels (RBLs) derived from the unattended, long term logging on Denison Street are shown in Table Table 8-55 Address Summary of Rating Background Levels from unattended logging Day Evening Logging Period (7.00am 6.00pm) (6.00pm 10.00pm) Night (10.00pm 7.00am) 70 Denison St 20 May to 30 May * Address Table 8-56 Date and Time Due to the influence of road traffic noise during the daytime, it was not practicable to quantify the extent of existing industrial noise exposure to the residential receivers, particularly on Beauchamp Road. Therefore, a further Site visit was undertaken during a night-time period, with suitable meteorological conditions, to undertake attended background noise monitoring. A summary of the attended noise monitoring results are shown in Table Summary of attended noise monitoring results L A90,15mi n (dba) L Aeq,15min (dba) L A1,15min (dba) Notes The L A90 noise level was controlled by the operation of the Orica site, which generated a relatively steady and continuous broadband noise. 70 Denison St 15 October 2013, 11.32pm The L Aeq and L A1 noise levels were controlled by vehicle movements on Denison Street. 27 Light vehicle pass-bys occurred, generating instantaneous noise levels in the range dba; and 8 heavy vehicle pass-bys occurred, generating instantaneous noise levels in the range dba. Other sources of noise, which were observed to have no material influence on the measured levels, included distant traffic and fauna (insects and birds). The L A90 noise level was controlled by distant industrial hum, emanating from the direction of Port Botany (from the south and south-west). The character of the noise was principally steady and broadband, though various distant impact sounds were also observed. 30 Beauchamp Road 15 October 2013, 11.55pm The L Aeq and L A1 noise levels were controlled by vehicle movements on Beauchamp Road. 17 Light vehicle pass-bys occurred, generating instantaneous noise levels in the range dba; and 2 heavy vehicle passbys occurred, generating instantaneous noise levels in the range dba. Other sources of noise, which were observed to have no material influence on the measured levels, included distant traffic and fauna (insects and birds). 23 Evening and night-time RBLs of 46 dba were determined by application of the INP calculation procedure. For the purpose of this assessment, the evening and night-time RBLs have been conservatively reduced and assumed to be 45 dba, consistent with the daytime RBL. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 207 N0001-AA EIS-03

236 Address Date and Time L A90,15mi n (dba) L Aeq,15min (dba) L A1,15min (dba) Notes The L A90 noise level was controlled by the operation of the Orica, Botany Bay site, which generated a relatively steady and continuous broadband noise. 70 Denison St 16 October 2013, 12.46am The L Aeq and L A1 noise levels were controlled by vehicle movements on Denison Street. 9 Light vehicle pass-bys occurred, generating instantaneous noise levels in the range dba; and 7 heavy vehicle pass-bys occurred, generating instantaneous noise levels in the range dba (the upper level occurring due to a truck air-brake). Other sources of noise, which were observed to have no material influence on the measured levels, included distant traffic and fauna (insects and birds). Due to the relatively steady and constant industrial noise observed to be emanating from the Orica site, the background (LA 90,15min ) noise level of 46 dba measured at 70 Denison Street is considered to be typically representative of the LA eq industrial noise contribution at this location. Further south, at 30 Beauchamp Road, other industrial activities located within the vicinity of Port Botany precinct influenced the measured noise levels. The cumulative noise from these activities was observed to be less steady than at 70 Denison Street. Given the temporal variation in the industrial noise, it was estimated that the industrial noise contribution at 30 Beauchamp Road was approximately LA eq 51 dba (i.e. 2 db above the LA 90,15min level). Background traffic noise levels Table 8-57 provides a summary of the measured daytime and night-time road traffic noise levels derived directly from the unattended logging on Beauchamp Road. Traffic noise levels at this location are pertinent as Beauchamp Road would be a key transport route for the Proposal. Table 8-57 Summary of LA eq,period traffic noise levels from unattended logging 24 Address Logging Period Day (7.00am 10.00pm) Night 30 Beauchamp Rd 20 May to 30 May dba 63 dba (10.00pm 7.00am) IMPACT ASSESSMENT As discussed in Section 3.6, the Proposal would reach its operational capacity over a period of 5 years, from 2015 to The noise impact assessment evaluated the noise impacts associated with operation of the Proposal at design capacity of 400,000 tpa throughput of putrescible waste and 100,000 tpa of non-putrescible waste. Noise assessment criteria Several guidelines were used to determine the appropriate noise impact assessment criteria for the Proposal being: 24 The Road Noise Policy (considers daytime (7.00am 10.00pm); and night-time (10.00pm 7.00am). Page 208 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

237 NSW Industrial Noise Policy (INP) (EPA, 2000): provides the framework and process for deriving noise limit conditions for consents and licences issued by the EPA. The INP sets guideline noise targets in order to provide assessment benchmarks for noise emitted by commercial or industrial activities into the community. The INP attempts to provide a balance between development and protecting the noise amenity of the community. The INP is based upon extensive research into community reactions to noise and presents two criteria for protecting the community against noise. These are the intrusive and amenity criteria. NSW EPA Road Noise Policy (RNP) (EPA, 2011): defines criteria to be used in assessing the impact of road traffic noise from new developments. NSW EPA Interim Guideline for the Assessment of Noise from Rail Infrastructure Projects (IGANRIP) (EPA, 2007): specifies trigger levels, which are non mandatory targets that can be used to initiate an assessment of noise impacts and consideration of feasible and reasonable mitigation measures. NSW Interim Construction Noise Guideline (ICNG) (EPA, 2009): provides guidance to the EPA in setting statutory conditions in licences or other regulatory instruments for construction noise. Amenity and intrusiveness criteria The INP recommends two criteria, Intrusiveness and Amenity, both of which are relevant for the assessment of noise. The intrusiveness criterion, applied to residential receivers, requires that the LA eq noise level from the source being assessed, when measured over 15 minutes, should not exceed the Rating Background Noise Level (RBL) by more than 5 dba. The amenity criterion sets a limit on the total noise level from all industrial noise sources affecting a receiver. The amenity criteria aims to protect amenity noise levels by setting targets that ensure the industrial noise contribution within an area does not exceed the amenity noise levels in Table 2.1 of the INP. Different amenity criteria apply for different types of receiver (e.g. residential, commercial, industrial) and different areas (e.g. urban, suburban, rural). The suburbs of Banksmeadow, Hillsdale and Matraville are recognised as urban areas, in terms of the receiver classifications identified by the INP. Where noise levels from existing industrial sources are already close to or above the acceptable amenity criterion, the INP requires that the acceptable amenity criterion for the any further proposed industrial noise source is commensurately lowered, in the interest of preserving noise amenity. This provision is aimed at the prevention against cumulative noise increases over time, due to industrialisation. The amenity noise criteria applicable to the Proposal are generally equal to the acceptable amenity criteria prescribed in the INP, with the exception of the night-time criteria on Denison Street. Given the high existing level of industrial noise experienced by receivers on Denison Street (i.e. 46 dba), the adjusted night-time acceptable amenity criterion for the proposed development reduces to LA eq,10.00pm 7.00am 37 dba. Adoption of this lower criterion provides for a reasonable degree of conservatism in the noise impact assessment. Project specific noise levels (PSNLs) reflect the most stringent noise level requirement from the criteria, derived from both the intrusiveness and amenity criteria, to ensure that intrusive noise is limited and amenity is protected. The PSNLs applicable to the Proposal are presented in Table Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 209 N0001-AA EIS-03

238 Table 8-58 Receptor Location Residential Receivers Project-specific noise levels Intrusiveness Criterion Amenity Criterion L Aeq,15min db(a) L Aeq,Period db(a) Day Evening Night Day Evening Night Commercial Receivers Industrial Receivers n/a n/a n/a n/a n/a n/a As the Proposal would operate 24 hours a day, the controlling criterion for residential receivers, as shown in as shown in Table 8-58, would be the nominated night-time amenity criterion (37 dba). For the purpose of the noise impact assessment, compliance with the night-time criterion implies compliance at all other times and therefore represents the PSNL. The PSNL is relevant to the noise contribution from the operation of the Proposal only, that is, excluding the contribution from the background noise level, road traffic noise and other industrial sites. Sleep disturbance criteria The EPA s Application Notes NSW Industrial Noise Policy issued in July 2006, provide some guidance on derivation of sleep disturbance criteria. The guidance note concludes that the criterion prescribed in the NSW Environmental Criteria for Road Traffic Noise (ECRTN) (EPA, 1999) of L A1,(1 minute) not exceeding the L A90,(15 minute) by more than 15 db(a) is not ideal, compliance with this criterion would mean that sleep disturbance is not likely. Applying this criterion to the Proposal night time RBL of 45 dba, the sleep disturbance screening criterion when assessed external to dwellings is 60dBA L A1,1min. This criterion is only applicable to night time (10PM to 7AM) operations. Off-site traffic noise criteria Criteria for off-site road traffic noise are specified in the RNP and are shown in Table The traffic route roads that have sensitive receivers located on them are all sub arterial / arterial roads and therefore for the purpose of assessing likely future road traffic noise arising from the Proposal the 60dB(A) LA eq,15hour (daytime) and 55dB(A) LA eq,9hour (night-time) assessment goals were adopted for the assessment. Table 8-59 RNP criteria for road traffic noise Assessment Criteria db(a) Type of Development Existing residences affected by additional traffic on existing freeways/arterial/sub-arterial roads generated by land use developments Daytime (07:00-22:00) L Aeq,15 hour 60 (external) Night (22:00-07:00) L Aeq,9 hour 55 (external) Page 210 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

239 Assessment Criteria db(a) Type of Development Existing residences affected by additional traffic on existing local roads generated by land use developments Daytime (07:00-22:00) L Aeq,1 hour 55 (external) Night (22:00-07:00) L Aeq,1 hour 50 (external) Off-site rail noise criteria Table 8-60 The assessment of potential off-site rail noise impacts, the EPA s IGANRIP was considered as this guideline was specifically referenced in the DGRs. It is noted that this guideline has recently been superseded by the EPA s Rail Infrastructure Noise Guideline (2013) (RING), it was determined that the adoption of either of these guidelines has no material influence on the assessment outcome. IGANRIP specifies trigger levels, which are non mandatory targets that can be used to initiate an assessment of noise impacts and consideration of feasible and reasonable mitigation measures. For residential receivers the noise trigger levels applying to absolute levels of rail noise have two components, LA eq and LA max. The LA eq contribution level of rail noise is assessed over both day and night periods. The application of the LA max descriptor for residential land uses recognises that rail events are not adequately described solely by the LA eq descriptor in terms of their effect on residential amenity and wellbeing. IGANRIP criteria applicable to the Proposal are set out in Table Type of Development Airborne rail traffic noise trigger levels for residential land uses Day (7am 10pm) Night (10pm 7am) Comment Redevelopment of existing rail line Development increases existing rail noise levels; and 65 L Aeq(15hr) 85 L Amax resulting rail noise levels exceed: 60 L Aeq(9hr) 85 L Amax An increase in existing rail noise levels is taken to be an increase of 2 db or more in L Aeq in any hour or an increase of 3dBA or more in L Amax. Construction traffic noise has also been assessed under these criteria. Construction noise criteria The daytime RBL determined at 70 Denison Street was used to establish Construction Noise Management Levels for all residential receivers. The construction noise management levels set out in Table 8-61 are applicable for normal hours of construction. Table 8-61 Project-specific construction noise management levels Receptor Location Rating Background Level L A90 db(a) Noise Affected Level L Aeq,15min db(a) Highly Noise Affected Level L Aeq,15min db(a) Residential Receivers Commercial Receivers Industrial Receivers Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 211 N0001-AA EIS-03

240 Vibration criteria Assessing Vibration: A Technical Guideline (DEC, 2006) provides guidance for assessing human exposure to vibration. Table 8-62 sets out peak particle velocity (PPV) values for continuous and impulsive vibration as specified by Assessing Vibration: A Technical Guideline. The impulsive vibration goals are shown in brackets, which are most relevant to activities that create up to 3 distinct vibration events in an assessment period, e.g. occasional dropping of heavy equipment, occasional loading and unloading. Table 8-62 Place Human comfort vibration goals PCPV (mm/s) Day (7.00am-10.00pm) Preferred Maximum Residences 0.28 (8.6) 0.56 (17.0) Offices 0.56 (18.0) 1.1 (36.0) Workshops 1.1 (18.0) 2.2 (36.0) As there are currently no Australian standards or guidelines that provide criteria for assessment of building damage due to vibration it is common practice to derive criteria from German Standard DIN4150:1999, which provides goal levels, below which vibration is considered insufficient to cause building damage. Table 8-63 shows the vibration; the most conservative values have been adopted. Table 8-63 Guideline Values for Vibration Velocity to be used when Evaluating the Effects of Short-Term Vibration on Structures (DIN4150-3:1999) Type of Structure Guideline Values for Velocity PPV (mm/s) 1 Hz to 10 Hz Buildings used for commercial purposes, industrial buildings, and buildings of similar design 20 Dwellings and buildings of similar design and/or occupancy 5 Noise impact assessment Construction noise impact assessment With consideration given to the construction staging discussed in Section 3.3, above, the construction plant and sound power levels, set out in Table 8-64, were used to develop a worstcase construction phase scenario. For the scenario it was assumed that all the plant listed would operate simultaneously and continuously, which is considered to be conservatively representative of the typical worst case conditions. Table 8-64 Indicative Sound Power Levels construction equipment Page 212 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

241 Stage Activity Equipment Quantity Sound Power Level per Item L Aeq,15min db(a) Sound Power Level per Activity L Aeq,15min db(a) 20 tonne trucks a Site Establishment (Approx. 2 Weeks) Backhoe/loader Static & vibratory roller Mobile cranes Delivery trucks b Demolition (Approx. 18 Weeks) 20 tonne tip truck Tracked excavator/hydraulic hammer Truck floats Backhoe Air compressor Jackhammer Dozers c Clearing and Grubbing (Approx. 1 Week) Tracked excavator 20 tonne tip trucks tonne articulated tippers Truck floats d Contamination Removal (Approx. 1 Week) Tracked excavator for tank pull 20 tonne tip trucks Truck floats to remove UST Bulk Earthworks Dozers 2a (Approx. 12 Weeks) Scrapers Tracked excavators Graders tonne articulated tip truck Water trucks Vibratory and static rollers or compactors Truck floats to and from the Site Stormwater Drainage (Approx. 2 Weeks) Backhoes or small excavators tonne articulated tip trucks b Delivery trucks (sand backfill, pipes etc.) Concrete agitator trucks Air compressor Compaction equipment Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 213 N0001-AA EIS-03

242 Stage Activity Equipment Quantity Sound Power Level per Item L Aeq,15min db(a) Sound Power Level per Activity L Aeq,15min db(a) 2c Utility Services (Approx. 2 Weeks) Backhoes or small excavators 20 tonne tip / trucks (road) Delivery trucks (sand backfill, pipes etc.) Concrete agitator trucks Air compressor Compaction equipment a Pavement and Hardstand Construction (Approx. 4 Weeks) Backhoes or small excavators Static and vibratory rollers 20 tonne tip / trucks (road) Delivery trucks (materials and equipment) Concrete agitators Construction of Building Slab Concrete agitator trucks Concrete pumping equipment b (Approx. 4 Weeks) Air compressor Concrete vibrators Concrete saws c Construction of Transfer Terminal (Approx. 12 Weeks) Mobile cranes Air compressor Welder Delivery trucks and low loaders Rail Construction (Approx. 2 Weeks) Delivery trucks (materials and equipment) Mobile cranes The outcomes of the construction noise modelling are shown in Table Table 8-65 Predicted Construction Noise Levels L Aeq,15min dba 25 Receiver Construction Stage 1a 1b 1c 1d 2a 2b 2c 3a 3b 3c 4a Noise Affected Management Level L Aeq,15min db(a) Hillsdale Residential Receivers Worst case construction noise levels, based on all the identified sources operating simultaneously and continuously, are presented in the table. It should be noted that typically lower noise levels than presented would be expected for most of the time. Page 214 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

243 Receiver Construction Stage 1a 1b 1c 1d 2a 2b 2c 3a 3b 3c 4a Noise Affected Management Level L Aeq,15min db(a) Matraville Residential Receivers Industrial Units Beauchamp Rd Goodman Botany Bay Industrial Park Toll Shipping Orica Southland Orica Botany Bay Botany Building Recyclers Residential receivers Commercial receivers Industrial receivers The results indicate that construction noise emissions would be expected to comply with ICNG L Aeq,15min 55 dba noise management level at all times at all identified residential receiver locations. Hence construction of the Proposal is not predicted to have any noise impacts on residential receivers. The noise modelling indicated that there is potential for exceedance of the L Aeq,15min 70 dba noise management level at the closest commercial receivers located on Beauchamp Road and McPherson Street, particularly so during the earthworks or other noisy activities undertaken close to the Site entrances on Beauchamp Road and McPherson Street. These exceedances would be expected to be for only a relatively short duration and any impact would be considered to be relatively minor. For most of the time, when construction works would occur away from the Site entrances construction noise levels are predicted to comply with the noise management level. Construction noise emissions were predicted to comply with L Aeq,15min 70 dba noise management level at all times at the Toll Shipping site. Results indicate the potential for exceedance of the L Aeq,15min 75 dba noise management level at the Orica Southland site and the Botany Building Recyclers site, during the earthworks stage. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 215 N0001-AA EIS-03

244 Given the industrial use of these sites, these exceedances are not considered significant and no impacts on these neighbouring sites are anticipated. Vibration impact assessment Activities undertaken on the Site during construction may generate ground vibration. With respect to the construction plant identified in Table 8-64, the highest levels of vibration would be expected to occur during Construction Stages 1a, 2a and 3a, due to the use of a vibratory roller. Somewhat lower levels of vibration may also arise with the use of an excavator mounted hydraulic hammer and jackhammer during Construction Stage 1b. Table 8-66 shows the results from vibration monitoring trials of vibratory rollers operating on high speed and high amplitude settings, previously undertaken by Wilkinson Murray, which provide a guide to levels that may occur during similar activities on the Proposal site. Table 8-66 Roller Measured vibration levels from vibratory rollers Peak Particle Velocity, PPV (mm/s) 5 m m 20 m 30 m Multipac VV2504PD Super Silenced 25-tonne padfoot HAMM tonne smooth drum Residential receivers Commercial receivers Industrial receivers The assessment concluded that, given the substantial setback distances to the closest residential receivers, any ground vibrations arising due to on-site activities would be unnoticeable at these locations and significantly below the relevant guideline criteria for human comfort and structural damage. The closest existing commercial buildings, being the Goodman Botany Bay Industrial Park are setback from the BTT site by at least 25 m. Any ground vibrations arising due to on-site activities would be substantially reduced by this distance from the source and would be well below the conservative building damage criterion of 20 mm/s adopted for the Proposal. However, the expected level from vibratory rolling has the potential to exceed the human comfort criterion recommended for offices (0.56 mm/s preferred and 1.1 mm/s maximum) at the Goodman Botany Industrial Park. The existing building located within the Botany Building Recyclers site is setback from the Site boundary by an estimated 6 m and from the proposed terminal building by approximately 15 m. Based on the levels identified in Table 8-66, no material risk of building damage from vibration effects is anticipated for this closest structure, with respect to the adopted 20 mm/s criterion. Table 8-66 indicates the potential for exceedance of the maximum human comfort criterion recommended for workshops, when the roller is operated with approximately 20 m of the building. However, given that the Site operates heavy machinery during normal operations it is considered that the Site may tolerate a higher level of vibration. 26 Vibration level at 5m has been inferred by extrapolation. Page 216 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

245 Operational noise assessment A scenario was developed for the purposes of assessing noise impacts associated with operation of the Banksmeadow TT, which is considered to be conservatively representative of the Proposal operating at a typical maximum condition. The noise sources shown in Table 8-67 were incorporated into the noise model. The traffic and train movements shown in Table 8-40 and Table 8-41 were adopted for the model. Table 8-67 Summary of operational noise sources applied in model Plant Type 27 Location Sound Power Level per Item (L Aeq,15min dba) Odour extraction fan noise Fantech 45kW (or Similar) Stack located to north-west of putrescible area (stack opening at m above ground level) 2 x Compactors SSI 4500 Behind putrescible waste area (to the west) x Front end loader CAT 966 Putrescible waste area x Bobcat Melroe S630 Putrescible waste area x Container handlers Terex FDC450S4 Moving between the end of the compactors and the container stacking area and rail spur (i.e. the northern portion of the Site) x Excavator CAT 320 Non-putrescible area x Front end loader CAT 966 Non-putrescible area x Prime movers/ walking floor trailers TBC Loading zone next to the nonputrescible area (to the north of the terminal building) 90 1 x Sweeper McDonald Johnston VT605 On-site roads 95 Putrescible waste truck movements Waste trucks Site access road (putrescible truck route) 105 Non-putrescible waste truck movements Waste trucks Site access road (non-putrescible truck route) 105 Non-putrescible semi-trailer movements 22 t semi-trailer Site access road (McPherson Street Non-putrescible semi-trailer route) 105 Staff light vehicle movements Car/Ute Site access road (to staff carpark) 73 Train movements 2 x 81-Class locomotives On-site rail siding Estimated type and size of plant and equipment. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 217 N0001-AA EIS-03

246 It was conservatively assumed that all the identified on-site operational plant would operate continuously and simultaneously. It should be noted this represents a worst case scenario in terms of potential noise emissions from the Site and typically this condition would rarely occur under normal operational circumstances. The assessment also considered the noise impact scenario when a temperature inversion occurs at night. Temperature inversions can increase noise levels at surrounding receivers by the diffraction of sound waves from warmer upper layers of air. Based on the above assumptions, worst case LA eq,15min noise levels were predicted at the closest sensitive receivers during the daytime, evening and night-time. The results, including assessment against the assessment criteria adopted for the Proposal, are provided in Table Noise contours for the night time scenario, with adverse meteorological conditions (i.e. a temperature inversion with no wind) are shown in Figure Table 8-68 Predicted LA eq,15min operational noise levels 28 Receiver L Aeq,15min (dba) Noise Levels Neutral Meteorological (Met) Conditions Day Eve Night Night Adverse Met Conditions Intrusiveness Criteria L Aeq,15min (dba) Day/Eve/Night Amenity Criteria L Aeq,Period (dba) Day/Eve/Night Exceedance Hillsdale Residential Area Matraville Residential Area Industrial Units Beauchamp Rd Goodman Botany Bay Industrial Park Toll Shipping Orica Southland Orica Botany Bay / 50 / / 40 / 37 Nil / 50 / / 40 / 37 Nil n/a 65 / 65 / 65 Nil n/a 65 / 65 / 65 Nil n/a 65 / 65 / 65 Nil n/a 70 / 70 / 70 Nil n/a 70 / 70 / 70 Nil 28 The predicted LAeq,15min noise levels (with consideration to a typical worst-case scenario) are shown. The LAeq,Period noise levels are estimated to be lower than the LAeq,15min levels by at least approximately 2-3 db, due to the intermittency of operational noise (and energy averaging) over the relevant daytime, evening and night-time periods. On this basis full compliance with the INP intrusiveness and amenity criteria is predicted under all relevant meteorological and operational conditions. Page 218 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

247 L Aeq,15min (dba) Noise Levels Receiver Neutral Meteorological (Met) Conditions Adverse Met Conditions Intrusiveness Criteria L Aeq,15min (dba) Day/Eve/Night Amenity Criteria L Aeq,Period (dba) Day/Eve/Night Exceedance Day Eve Night Night Botany Building Recyclers n/a 70 / 70 / 70 Nil Figure 8-41 Predicted LA eq,15min operational noise contours night-time, adverse meteorological conditions (F Class Stability) The results indicate that operational noise emissions from the Proposal would be expected to fully comply with the relevant INP PSNL at all identified receivers during worst-case, maximum operating conditions. Full compliance is predicted under both neutral and prevailing adverse meteorological conditions. The assessment also concluded that given the existing background Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 219 N0001-AA EIS-03

248 noise levels experienced by the closest residential receivers to the Site, operational activities would be expected to be rendered inaudible at these localities. Sleep disturbance assessment On-site operational activities that have potential to generate the highest (maximum) noise levels include train movements/shunting on the rail sidings, container unloading and re-loading of the train, container stacking within the external container storage areas, truck activities (braking, horns and door slamming). A scenario was developed for the purposes of assessing potential sleep disturbance impacts as a result of the night time operations of the Proposal. The scenario adopted a worst case operating scenario, where all the activities identified in Table 8-69 would occur simultaneously at maximum sound power levels. Table 8-69 Maximum Sound Power Levels applied in sleep disturbance assessment Activity Container stacking impact Location Container stacking area (18 m noise source height considered) Maximum Sound Power Level per Activity (L A1,15min dba) 120 Container loading impact Rail spur 120 Truck movement/horn 29 Site access road (putrescible truck route) 120 Train shunting impact Rail spur (northern end) 118 Train shunting impact Rail spur (southern end) 118 Reversing alarm Container stacking area 110 The modelling results from this scenario indicate that, even in the unlikely event of all the identified activities occurring simultaneously during the night and under adverse meteorological conditions (as described above), the sleep disturbance criterion would be met. Table 8-70 shows the results of the modelling. Table 8-70 Predicted LA 1,1min noise levels Receiver dba L A1,1min Noise level Sleep Disturbance criteria Exceedance Hillsdale Residential Receivers Nil Matraville Residential Receivers Nil The predicted noise levels are less than the 60 dba screening criterion and materially lower than the existing L A1 noise levels experienced by the receivers throughout the night, due to local road traffic movements. It is also noted that the measured maximum noise levels due to road 29 Veolia undertook a series of truck noise measurements at its Clyde transfer terminal during September 2012, in accordance with its Conditions of Development Consent. These measurements confirmed that no movements exceeded the maximum noise level of 85 dba L A1,1min at a reference distance of 7.5 m. The maximum sound power level applied by this assessment has considered these measurement results Page 220 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

249 traffic typically exceeded 80 dba L A1,1min throughout the night on Denison Street and Beauchamp Road. No sleep disturbance impacts are therefore predicted as a result of night-time operations on the Proposal site. Road traffic noise assessment Table 8-71 shows the measures road traffic noise on Beauchamp Road assessed against the road traffic noise criteria. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 221 N0001-AA EIS-03

250 Table 8-71 Measured road traffic noise levels on Beauchamp Road Address Logging Period Daytime Traffic Noise Level L Aeq,15 hour Nighttime Traffic Noise Level L Aeq,9 hour Daytime L Aeq,15 hour Criteria Night-time L Aeq,15 hour Criteria Base Acute Base Acute 30 Beauchamp Rd 20 May to 30 May As shown, the existing daytime and night-time road traffic noise levels already exceed acute criteria on Beauchamp Road and exceedances of this order are considered likely along other sections of the proposed arterial/sub-arterial routes where residences exist. Given the relatively high existing traffic volumes identified in Table 8-34, the additional traffic that would be generated during the construction and operational phases of the Proposal were predicted not to result in a noticeable change in traffic noise levels on the surrounding road network. The noise impact assessment concluded that a relative increase of less than 1 db would be anticipated on the proposed transport routes and therefore the potential for noise impacts associated with the additional traffic movements is considered negligible in accordance with the RNP. Additionally, noise impacts associated with truck movements on McPherson Street were considered unlikely, given the commercial/industrial nature of the existing sites. Rail noise impact assessment The proposed Banksmeadow TT would result in two additional daily movements on the Botany Goods line (one to and one from the Banksmeadow TT). The noise impact assessment concluded that these additional movements would not be expected to materially increase off-site rail noise. A relative increase of less than 1 db is predicted and therefore the IGANRIP trigger level of a 2 bb increase would not be exceeded MITIGATION MEASURES Construction Mitigation Measures A Construction Noise and Vibration Management Plan (CNVMP) would be developed as part of the CEMP and would address the following items at a minimum: Prior to use of vibratory rollers on-site, vibration trials would be undertaken on-site to confirm that the use of vibratory rollers can comply with the maximum level of 1.1 mm/s at the Goodman Industrial site and Botany Building Recyclers. This testing would consider the recommendations of Assessing Vibration: A Technical Guideline (DEC, 2006), and give due consideration to the vibration dose method described by the guideline. Should trials indicate that maximum level for human comfort cannot be practicably achieved an acceptable limit would be negotiated with the affected commercial sites and alternative compacting methods would be considered. During the pre-construction trials stockpiles at the Botany Building Recyclers would be visually monitored to ensure construction activities do not compromise their stability. The CNVMP would include a requirement to inform neighbouring commercial and industrial receivers of the construction schedule and the timing of any particularly noisy activities. Page 222 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

251 Where practicable, construction activities would be staged to provide quiet, respite periods for commercial receivers. All construction activities would have regard to the standard hours of 07:00 am to 06:00 pm Monday to Friday, and 08:00 am to 01:00 pm Saturday (with approval from relevant authorities). Any works undertaken outside of these hours would be undertaken in consultation with relevant authorities. Works outside these hours that may be permitted would include: - Any works which do not cause noise emissions to be audible at any nearby sensitive receptors. - The delivery of materials which is required outside of these hours as requested by Police or other authorities for safety reasons. Local residents, commercial and industrial premises would be informed of the timing and duration of approved works in accordance with the notification provisions outlined in the CNMP. - Emergency work to avoid the loss of lives, property and/or to prevent environmental harm. - Any other work as approved through the CNMP Process. Training and awareness, which would include the following: - Site awareness training/environmental inductions to provide instruction on noise mitigation techniques/measures to be implemented during construction of the SIMTA proposal. - Working within approved hours. - Working with noisy equipment away from sensitive receivers. - Using noise screens and temporary barriers - Maintaining plant and equipment. - Turning off machinery when not in use. - Limiting the clustering" of noisy plant / processes. Selection of quiet plant and processes wherever feasible and use of reversing alarms such as smart alarms and squawker alarms. Provision of temporary hoardings at the access points to the Proposal site on Beauchamp Road and McPherson Street to mitigate noise impacts during works in proximity to the access points. Operation Mitigation Measures Two operational noise management plans would be developed for terminal operations. A Noise Management Plan Terminal Operations (TNMP) would be developed to address noise management for the terminal including waste delivery truck movements, mobile plant and fixed plant on-site, including the compaction units and the extraction fan. The TNMP would include the following: Noise emission level checks. Truck speed limits to minimise noise. Unloading and compaction of the waste. Training for operators regarding potential noise problems. Procedures for noise measurement accompanied by meteorological measurements. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 223 N0001-AA EIS-03

252 Instrumentation and measurement procedures. Additionally, noise monitoring procedures for plant and equipment, and vehicles emissions would be developed. A Noise Management Plan Rail Operations (RNMP) would be developed to prescribe measures to minimise rail noise from the Proposal. The RNMP would include: A Container Management Protocol, details measures to minimise container movements on-site and would include: Container handling management. Loading and unloading of containers onto and from trains. Rail movements relating to these containers on adjacent tracks. Hardstand and track maintenance. Control measures that would be addressed in the RNMP include the following: Noise mitigation practices. Plant and equipment measures to reduce noise impacts. Scheduling of trains. Physical Improvements. As noted in Section 6.1.2, Veolia is aware of the Port Botany Noise Working Group and would work with the EPA to provide support for the development of the Noise Abatement Strategy for the Port of Botany Precinct by providing the EPA with any noise monitoring data collected for the Proposal CONCLUSION Wilkinson Murray has undertaken a noise and vibration assessment for the Proposal. Operational noise emissions from the Site would be expected to fully comply with relevant Industrial Noise Policy (INP) derived project specific noise levels at all identified receivers. Full compliance is predicted under both neutral and prevailing adverse meteorological conditions. During both construction and operation of the Proposal, road traffic and rail noise levels are predicted to increase by less than 1 db, complying with the relevant noise assessment criteria under the RNP and IGANRIP. Construction noise is not expected to exceed the ICNG criteria at any residential location, however there is potential for exceedances at the closest commercial and industrial receivers. This impact is considered to be low and best practice measures would be adopted by the construction contractor to appropriately manage construction noise impacts on surrounding businesses through the development and implementation of a Construction Noise and Vibration Management Plan. No vibration impacts or structural damage is anticipated at residential or commercial or industrial buildings as a result of construction of the Proposal. Mitigation measures have been identified to minimise the risk and consequences associated with the key issues are summarise below: Noise and Vibration impacts on adjacent receivers during construction works: High levels of noise during construction may cause nuisance or harm to surrounding receivers. A Construction Noise and Vibration Management Plan (CNVMP) would be developed as part of the CEMP. This would include the requirement for provision of temporary hoarding along McPherson Street and Beauchamp Road entries. Page 224 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

253 Noise impacts on adjacent receivers from Site Operations: Operational noise and vibration in relation to loading, unloading, reversing vehicles, road and rail transport and deposition of waste on the transfer terminal floor may have impacts on adjacent receivers. An Operational Noise Management Plan for train operations and terminal operations would be developed as part of the OEMP for the Proposal. This Section has assessed the potential impacts from noise and vibration, and determined key risks associated with the Proposal. With the mitigation measures identified above, the residual risk for noise and vibration for construction and operation of the Proposal is considered to be low. 8.7 HAZARDS AND RISK INTRODUCTION A hazard and risk assessment was prepared by Hyder Consulting (2013) to assess the potential hazards and risks associated with the Proposal in order to support the EIS. The assessment report is included as Appendix N to this EIS. The assessment included: Identification of existing hazards associated with the Site that may present hazards during the construction phase. Identification of the operational activities and processes to be undertaken at the Banksmeadow TT site. Assessment of the possible hazards and risks associated with the activities and processes. Identification of the mitigation measures and management controls to manage and mitigate possible risks. Key hazards and risks for the Proposal are identified in this Section, and include: Hazards associated with surrounding land uses: the Proposal site is located adjacent to the Botany Industrial Park, which is a large integrated petrochemical and chemical manufacturing complex which may pose a risk to personnel at the Proposal site. Occurrence of hazards on-site: potential risks associated with the operation of the Banksmeadow TT include; chemical or pollutant spills, delivery of hazardous or dangerous goods, fire/explosion within terminal building, receipt of hot loads and medical emergencies. Disturbance of asbestos during construction: existing on-site buildings, which would be demolished as part of the Proposal contain asbestos containing material. In accordance with the DGRs the hazard and risk assessment included completion of a screening test in accordance with Applying SEPP 33 (P&I 2011) to determine whether a preliminary hazard analysis (PHA) is required. This involved: Identification of dangerous goods involved in the Proposal, the quantities of these goods and the distance of the storage location relative to the Site boundary, Determination of whether the Proposal would emit a polluting discharge which would cause a significant level of offense, and hence require a licence. Hazard and risk management and mitigation measures are identified in Section and include construction mitigation measures (including asbestos management) and operation mitigation measures. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 225 N0001-AA EIS-03

254 8.7.2 EXISTING ENVIRONMENT As noted in Section 5, there are a number of land uses currently occurring on the Keith Engineering site and the Asciano land. Given the variety of land uses, the quantities of chemicals currently stored on the Proposal site are not known. Any chemicals on-site and associated with existing Site operations would be removed from the Site prior to commencement of construction of the Proposal. Asbestos An asbestos survey and qualitative risk assessment was undertaken on the buildings at the Proposal site in 2002 (Hibbs & Associates, 2002). The survey identified that all the buildings on the Keith Engineering site contain asbestos material and that, at the time of the survey the asbestos containing materials were in a stable condition and did not present significant asbestos-related health risk if left in place and maintained. The study recommended that materials remaining in-situ be labelled in accordance with the requirements of Worksafe Australia Model Code of Practice How to Manage and Control Asbestos in the Workplace (Safe Work Australia, 2011). It has subsequently been observed that asbestos on-site has been labelled, in accordance with the Code of Practice. It has also been observed that the asbestos guttering on the Site has begun to deteriorate and no longer appears to be in a stable condition IMPACT ASSESSMENT Assessment Approach Land use Hazardous Industry Planning Advisory Paper No. 4 Risk Criteria for Land Use Safety Planning (HIPAP No. 4) suggests risk assessment criteria to be considered when assessing the land use safety implications of industrial development of a potentially hazardous nature. The guideline can also be used to assess risk to proposed developments located within the vicinity of potentially hazardous facilities. As the Proposal site is located within proximity of the BIP, which has been identified as a major hazard facility, the criteria established in HIPAP No. 4 should be considered in determining the suitability of the Site for the proposed use. As the Banksmeadow TT site is located within an industrially zoned precinct and does not front onto any residentially zoned land, the applicable criteria for land use safety planning are those for industrial land use. Table 2 of HIPAP No. 4 prescribes an Individual Fatality Risk Criterion of 50 per million per year. BIP have recently undertaken a quantitative risk assessment of the combined operations of the Site which has been made publicly available on the Department of Planning and Infrastructure website. A review of the Quantative Risk Assessment Summary Report: Botany Industrial Park (Sherpa Consulting, 2012) shows that the individual fatality risk for posed by the BIP on the Banksmeadow TT site is: 1 individual fatalities per million per year within the vicinity of the railway sidings. 0.5 individual fatalities per million per year within the vicinity of the transfer terminal building. It is therefore concluded that the Banksmeadow TT Proposal is compliant with the criteria for land use safety planning and is an appropriate use of the Site. Page 226 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

255 Risk screening As described in Applying SEPP 33 (P&I 2011) the first stage of determining the SEPP 33 procedural requirements, and in particular to determine if a PHA is required is to undertake the screening tests, such as dangerous goods quantity/ distance thresholds. Hazardous materials are substances falling within the classification of the Australian Code for Transportation of Dangerous Goods by Road and Rail (Dangerous Goods Code). Industries or projects determined to be hazardous or potentially hazardous require the preparation of a Preliminary Hazards Analysis (PHA) in accordance with Clause 12 of the SEPP 33. Table 8-72 shows the screening thresholds established in Applying SEPP 33 (P&I 2011) and the quantity of dangerous goods that would be stored on-site. Table 8-72 Chemical/ material Quantities of dangerous goods assessed against screening thresholds Maximum quantity to be stored on-site (estimated) Dangerous Goods Class Storage location and distance from boundary Screening threshold/ potentially hazardous region Instant hand sanitiser 1.2 kg 3(III) Administration building/ 5 m 5,000 kg Agroshield Universal 80 kg 2.2 Nonflammable nontoxic gases Maintenance car port / 30 m None prescribed Compresse d oxygen 80 kg 2.2 Nonflammable nontoxic gases Maintenance car port / 30 m None prescribed Acetylene 40 kg 2.1 Flammable gases Maintenance car port / 30 m 100 kg Diesel fuel 30,000 L C1: Combustible liquids Maintenance car port / 30 m None prescribed The volumes of chemicals proposed to be stored on-site for machinery and vehicle maintenance are well below the screening thresholds for their quantities that would trigger the requirement for a PHA. The gases would be stored in the designated maintenance area of the Proposal site in accordance with Australian Standard The storage and handling of gases in cylinders and Australian Standard Oxygen and acetylene gas reticulation systems. The hand sanitiser would be stored in the administration building of the Proposal site. As a C1-Combustible liquid the 20,000 litres of diesel fuel is not considered to be potentially hazardous when stored in a separate bund or within a storage area where there are no other flammable materials stored. A self-bunded diesel tank compliant with Australian Standard The storage and handling of flammable and combustible liquids would be used for the storage of the diesel. C1 combustible liquids are not classified as dangerous goods for road and rail transport. The risk screening therefore concludes that a preliminary hazard analysis is not required. Construction impacts Demolition of the existing structures on the Keith Engineering site would require the disturbance and removal of asbestos. Demolition of the structures would be undertaken in accordance with the Model Code of Practice How to Manage and Control Asbestos in the Workplace (Safe Work Australia, 2011). To meet these requirements, a risk assessment would be undertaken by Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 227 N0001-AA EIS-03

256 Table 8-73 a competent person of the Proposal site prior to removal of any asbestos material from the Site. In accordance with the Model Code of Practice How to Manage and Control Asbestos in the Workplace (Safe Work Australia, 2011), the assessment must comprise review and summation of all available information for the Proposal site, including the: Asbestos risk assessment and risk register. Review of the asbestos management plan. Implementation of the asbestos management plan to date. A confirmation of controls to be implemented where construction works would impact on asbestos materials. During construction small volumes of fuels and chemicals would be stored on the Proposal site for use by machinery and equipment. There is potential for these substances to spill into the surrounding environment during refuelling activities, transport and delivery if not managed appropriately. Operational risk assessment The proposed methods of operation of the Banksmeadow TT, including treatment of putrescible wastes and non-putrescible wastes, are described in Section 3.5. The following potential hazards to the environment and/or public health have been identified in relation to the operation of the Proposal: Spills liquid/solid (e.g. bursting hydraulic oils and potential loss of putrescible loads). Fire/ explosion electrical/chemical (e.g. fire from adjacent sites; fire in the waste trucks entering the Site caused by hot material brought in with the waste, or through spontaneous combustion of volatile material in the waste; or fire initiated on-site by vehicle accident, equipment or by discarded matches or naked flames)) Disruption of operations. Non-conforming waste, including the receipt of dangerous goods/hazardous substances at the Site. Health and respiratory pollution as a result of dusty loads. Traffic accidents resulting from the interaction between heavy vehicles and pedestrians. The transport and receipt of hot waste loads. Structural damage to the terminal building as a result of the operation of trucks and heavy machinery within the building. Electrical faults, resulting in fire. Equipment failure. Table 8-73 provides a summary of the potential hazards identified as part of the operational risk assessment, the risk associated with the hazard and the proposed mitigation strategy that would be adopted to address the hazard, along with the relevant standard or guidance document that would be used in the development of the procedure or engineered control. Hazard scenarios and consequences associated with the activities and facilities Hazards/ Aspect Risk Management standards and guidelines Truck unloading of waste onto floor of designated area: Unsecure/ unstable/ overloaded Falling objects, loss of control, vehicle accident; impact on other vehicles/plant/pedestrians OEMP prepared in accordance with AS Planning for emergencies in facilities Page 228 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

257 Hazards/ Aspect Risk Management standards and guidelines loads Operators licensed and competent Fire from release of hot loads OEMP prepared in accordance with AS Planning for emergencies in facilities Use of front end loader to move waste to the compactor Movement of containers from terminal building to container storage area Uncontrolled container caused by operator error Stacking of containers Unstable container load, container handler failure, and/or operator error, lower containers misaligned. Train loading via container handler Unstable container load, misalignment with wagon due to wagon movement Truck loading with grapple arm Unstable truck load Diesel fuel (class C1): storage and refuelling Vehicle impact with storage Vehicle accident; impact on other vehicles/plant/pedestrians Impact with another container, container handler or train/ truck, damage to container seals, release of leachate Impact with equipment; impact on other containers /pedestrians Impact injury, impact with other containers during operation, impact with equipment, fire Impact injury, impact with equipment, fire Fire, release of dangerous goods, skin contact/ inhalation AS 1815: Maintenance of Fire Suppression System and Equipment AS Fire hydrant installations - System design, installation and commissioning. OEMP prepared in accordance with AS Planning for emergencies in facilities Operators licensed and competent OEMP prepared in accordance with AS Planning for emergencies in facilities Operators licensed and competent OEMP prepared in accordance with AS Planning for emergencies in facilities Operators licensed and competent AS Routine service of fire protection systems and equipment OEMP prepared in accordance with AS Planning for emergencies in facilities Operators licensed and competent AS Routine service of fire protection systems and equipment Fire hydrants Incident Response Plan and Spill Response Procedure. OEMP prepared in accordance with AS Planning for emergencies in facilities Operators licensed and competent AS1940:2004 The storage and handling of flammable and combustible liquids Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 229 N0001-AA EIS-03

258 Hazards/ Aspect Risk Management standards and guidelines tank, fire, storage tank failure, spills Storage in a separate bund or within a storage area where there are no flammable materials stored. OEMP prepared in accordance with AS Planning for emergencies in facilities Emergency Response Plan to be included in the IRP, and to include fire response procedure in accordance with Appendix A, Fire and Smoke Emergencies,.of the AS 3745: 2010 standard. Appropriate PPE supplied and worn Non-conforming waste Spills, exposure to hazardous substances Incident Response Plan to be included in OEMP and to include a Spill Management Procedure. Dust generated from operating equipment, vehicle movements and bulk material handling Vehicle exhaust generated from movement of trucks and front end loader in the enclosed terminal building Microbial due to decomposition of putrescible waste Involves the formation of moulds and other microbial spores that can become airborne when disturbed. The speed of decomposition depends on: the surface area; aeration and moisture. Gases/ odours due to the decomposition of putrescible wastes generate gases, typically methane (CH 4) and Respiratory health impacts (e.g. asthma), eye and skin irritation Respiratory health impacts (e.g. asthma), eye and skin irritation Respiratory health impacts (e.g. asthma) Microbial contaminants including pollen and microbial spores are a common trigger of asthma. Respiratory health impacts Enclosed terminal building Air conditioned cabs for equipment operating within terminal building Sealed roads and regular cleaning Covered loads Dust Suppression System Dust Management Plan to form part of the OEMP. PPE eye protection and dust masks Vehicles maintenance to reduce particulate discharge. Odour Ventilation System. Dust Suppression System Air conditioned cabs for equipment Enclosed terminal building. Air conditioned cabs for equipment Waste Management Plan to form part of OEMP. Minimise residency time to reduce mould formation in the refuse. Enclosed terminal building Air conditioned cabs for equipment Odour Control System Page 230 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

259 Hazards/ Aspect Risk Management standards and guidelines carbon dioxide (CO 2) (comprises 99%). Odour Management Plan to form part of the OEMP and include the following procedures: Vehicle and machinery maintenance Fire Fire or release of chemicals from Site. Minimising Odour Procedure Transfer Terminal Odour Management Operation and Maintenance Manual for Odour Ventilation System. Complaint management system AS The storage and handling of gases in cylinders AS Oxygen and acetylene gas reticulation systems AS Routine service of fire protection systems and equipment Incident Response Plan to be included in OEMP and to include a Spill Management Procedure. Emergency Response Plan to be included in the IRP, and to include fire response procedure in accordance with Appendix A, Fire and Smoke Emergencies,.of the AS 3745: 2010 standard. The adoption of the proposed management standards listed above would minimise the operational hazards associated with the Proposal MITIGATION MEASURES Construction The following mitigation measures would be employed during construction of the Proposal to minimise hazards and risks: Construction would be undertaken in accordance with the Work Health and Safety (WHS) Act Safe operational access and egress for emergency service personnel and workers would be provided at all times, and specified in the CEMP. An asbestos management plan would be developed for the proposal containing a risk assessment undertaken in accordance with Model Code of Practice How to Manage and Control Asbestos in the Workplace (Safe Work Australia 2011). Where the management plan recommends the removal of asbestos from Site all works would be undertaken in accordance with the Model Code of Practice How to Safely Remove Asbestos (Safe Work Australia 2011), including the development of an asbestos Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 231 N0001-AA EIS-03

260 removal control plan and an emergency plan. An industrial hygienist would be involved in the development of this plan. Veolia would engage a contractor who is appropriately qualified and competent to ensure appropriate management of asbestos as outlined in the Model Code of Practice Storage and handling of Dangerous Goods (Safe Work Australia 2011). The WorkCover Authority of NSW (WorkCover) would be notified in writing five days before any licensed asbestos removal work is commenced. The notification would be lodged by the licensed asbestos removalist. The Site would be classified as friable or non-friable by a suitably qualified occupational hygienist prior to the notification being prepared. The CEMP would include an Incident Response Plan that would include a Spill Management Procedure. Operational mitigation measures An OEMP, and supporting specific management plans, would be developed to minimise the likelihood of an incident occurring. The operational procedures to manage the risks associated with activities on the Site would include the following key documents: Incident Response Plan (IRP) The emergency response and incident management protocols outlined in the IRP would be developed in accordance with AS Planning for emergencies in facilities would cover the following types of emergency or incident: Workplace health and safety. On-site spills or leaks. Off-site discharges. Hazardous materials/dangerous goods. Flooding. Fire. Derailment. Container fall. Road incidents. Emergency Response Plan (ERP), which would form an appendix to the IRP: In the event of an emergency or incident, the general management strategy that would be adopted in the ERP to minimise the risk to the public and all personnel in the event of an emergency would include: Providing adequate resources including staffing and fire fighting equipment. Ensuring that all relevant employees would be familiar with the PIRMP. Training staff so that a high level of preparedness would be maintained by all people who could be involved in an emergency. Periodic review and update of emergency procedures for the Site. A PIRMP would be prepared for the facility to meet the requirements of the POEO Act and POEO (General) Regulations and would be incorporated into the IRP for the facility. This PIRMP would outline the protocol to immediately notify the following agencies in the event of an emergency or incident which is determined to have caused or threatened material harm to the environment: Page 232 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

261 EPA. Fire & Rescue. NSW Health Department - Public Health Unit. WorkCover NSW. Botany Bay City Council. Randwick City Council. The following design elements would be incorporated into the detailed design of the Banksmeadow TT to minimise the risk associated with operation of the terminal: Hazards associated with construction of the Banksmeadow TT would be managed through the Hazard and Operability Study (HAZOP), which would be undertaken as part of the detailed design. Appropriate fire alarms and fire fighting equipment would be provided on-site for an initial emergency response and would include a deluge system, fire extinguishers, hoses and reels. It would be ensured that utility services are adequate to meet the needs of fire fighters. A fire hydrant system and/or foam from portable units, as well as a manually operated fire deluge system, would be provided for mitigating fires on the tipping floor. A designated area would be identified within the putrescible and non-putrescible areas of the terminal building for the management of hot loads and fire. These would be contained through a combination of dousing with fire hoses and discharging the contents and totally extinguishing the fire using on-site fire hose reels. The fire water would be captured within the building bunding and leachate tank CONCLUSION This Section outlines the potential hazards and risks associated with the Proposal. A screening test was undertaken for the Proposal, in accordance with Applying SEPP 33 (P&I 2011) which concluded that chemicals or hazardous materials would not be stored at the site in quantities that would pose a hazard and a preliminary hazard analysis was not required for the Proposal. Mitigation measures have been identified to minimise the risk and consequences associated with the key issues are summarise below: Hazards associated with surrounding land use: The BIP Quantitative Risk Assessment was reviewed and the Proposal site is outside the Individual Fatality Risk Criterion, prescribed in HIPAP No. 4. It is therefore concluded that the Banksmeadow TT Proposal is compliant with the criteria for land use safety planning and is an appropriate use of the Site. Occurrence of hazards: A number of potential hazards to the environment and/or public health have been identified in relation to the operation of the Proposal; including spills, fires/explosion, disruption of operations, non-conforming waste, health and respiratory pollution, traffic, structural damage and electrical or equipment failure. An Incident Response Plan (IRP), Emergency Response Plan (ERP) and Pollution Incident Response Management Plan (PIRMP) would be developed for both construction and operation of the Proposal and would be incorporated into the IRP for the Site. Disturbance of asbestos during construction: Construction would be undertaken in accordance with the Work Health and Safety (WHS) Act An asbestos management plan would be developed for the proposal containing a risk assessment. Where removal Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 233 N0001-AA EIS-03

262 of asbestos is required, works would be undertaken in accordance with the Model Code of Practice How to Safely Remove Asbestos and WorkCover NSW would be notified five days prior to demolition and removal works commencing. Veolia would engage a contractor who is appropriately qualified and competent to ensure appropriate management of asbestos as outlined in the Model Code of Practice for asbestos management. This Section has assessed the potential hazards and risks from the Proposal. With the mitigation measures identified above, including asbestos management, the residual risk for hazards and risks has been considered to be low to moderate. 8.8 GREENHOUSE GAS ASSESSMENT INTRODUCTION A greenhouse gas (GHG) emissions assessment has been undertaken by Hyder Consulting for the development of the Banksmeadow TT. The complete assessment report is included in Appendix O with a summary provided in the following Section. This Section includes identification of the existing environment, including an analysis of the waste sector s contribution to GHG emissions. The Proposal has been assessed to determine approximate GHG emissions generated as a result of construction, operation and mitigation measures. The Proposal has also been assessed against the scenario where it does not go ahead, the Business as Usual scenario, to determine the change in emissions resulting from the Proposal. Key issues have been identified for the Proposal associated with GHG emissions, including: Construction and operational greenhouse gas emissions: emissions associated with construction and operation of the Proposal. Emissions from the decomposition of waste: the Proposal would result in the transfer of waste to the Woodlawn Eco-Project site that comprises the Mechanical and Biological Treatment (MBT) and Bioreactor, which have both been designed to minimise GHG emissions from decomposition of waste. A quantitative assessment of the potential scope 1, 2 and 3 greenhouse gas emissions of the Proposal, and a qualitative assessment of the potential impacts of the emissions on the environment have been undertaken to assess these key issues and in line with the DRGs for the Proposal. Mitigation measures to reduce GHG emissions from both construction and operation of the Proposal have also been identified in Section A description and evaluation of the feasibility of the measures proposed has also been provided, in response to the DGRs EXISTING ENVIRONMENT Existing accounts of greenhouse gases provided by the former Department of Industry, Innovation, Climate Change, Science, Research and Tertiary estimate that approximately Mega tonnes (Mt) CO 2-e were emitted in Australia during the financial year. A significant by-product of waste disposal is gas emissions into the atmosphere. When organic waste decomposes in landfills, it releases methane and other greenhouse gases (ABS, 2013c). The waste sector accounts for around 3 per cent of Australia s greenhouse gas emissions. In , the waste sector in NSW accounted for 31.5 per cent of total national greenhouse gas emissions for the sector. When biogenic material decomposes in an aerobic environment, carbon dioxide (CO 2 ) gas is produced. CO 2 released as this material decomposes is generally considered to have no net Page 234 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

263 impact on global warming. However, the decomposition of waste in anaerobic conditions, such as those created in most landfills, generates methane (CH 4 ), which is also a GHG. Methane is 21 times more potent than CO 2 in terms of its global warming potential. Methane emissions are therefore multiplied by 21 to calculate CO 2-e (carbon dioxide equivalent) emissions. GHG emissions associated with decomposition of waste The GHG Assessment calculated the GHG emissions associated with continuing current practices of waste management, with no additional action to reduce or mitigate GHG emissions. The putrescible waste that would be handled by the Proposal is currently sent to landfill within the Sydney region. For the purposes of the assessment it was assumed that Sydney landfills have a maximum capacity to capture 75 per cent of emissions from decomposing waste. The NGA Factors (DIICSRTE, 2013) were applied to calculate lifetime emissions of waste directed to landfill, in the absence of the Banksmeadow TT project. The lifetime GHG emissions associated with the decomposition of 400,000 t of putrescible waste (160,000 t of municipal and solid waste and 240,000 of commercial and industrial waste) is shown in Table Table 8-74 Emission sources Business as usual lifetime GHG emissions from waste decomposition in landfill Decomposition of municipal solid waste (160,000 t) 48,000 Decomposition of commercial and industrial (240,000 t) 120,000 Total 168,000 Scope 1 emissions (t CO2-e) The non-putrescible waste that would be handled at the Banksmeadow TT is currently processed at the Port Botany Resource Recovery Facility. It has been assumed that the waste handled at this facility would be transferred to the proposed Camellia Recycling Centre, once it is operational. Table 8-75 shows the emissions associated with transfer of the waste to the proposed Camellia Recycling Centre. Table 8-75 Emissions sources Greenhouse Gas emissions from non-putrescible waste transportation Scope 1 emissions (t CO 2-e) Scope 3 emissions (t CO 2-e) Transportation of non-putrescible waste from Port Botany Resource Recovery Facility to the proposed Camellia Recycling Centre n/a Assessment Approach The GHG assessment was prepared in accordance with the general principles and procedures of: The World Resources Institute/World Business Council for Sustainable Development (WRI/WBCSD) The Greenhouse Gas Protocol A Corporate Accounting and Reporting Standard Revised Edition (WRI/WBCSD, 2004) National Greenhouse and Energy reporting (Measurement) Determination 2008 The Department of Industry, Innovation, Climate Change, Science, Research and Tertiary Education (DIICCSRTE) National Greenhouse and Energy Reporting System Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 235 N0001-AA EIS-03

264 Assessment boundary Emission scopes Measurement: Technical Guidelines for the Estimation of Greenhouse Gas Emissions by Facilities in Australia (NGER Technical Guidelines) (2013a). DIICCSRTE National Greenhouse Accounts (NGA) Factors (2013b). Emissions from construction have not been considered as part of this assessment on the basis that they are likely to account for a very small proportion of total emissions. The assessment accounted for the following operational emission sources: Energy demand waste management at the Banksmeadow TT (Scope 1 and 2) Increase in energy demand at the Woodlawn Eco-Project site (Scope 1 and 2) Fuel consumption for the transportation of non-putrescible waste to the Camellia Recycling Centre and the putrescible waste to the Woodlawn Eco-Project site (Scope 1 and 3) Lifetime emissions of putrescible waste decomposition (Scope 1) The GHG assessment in Appendix O further outlines the methodology of the assessment and details the exclusions and assumptions that have been made. Emissions have been separated into Scopes 1, 2 and 3 in accordance to the GHG Protocol. These scopes are defined as follows: Scope 1: All direct GHG emissions defined as those emissions that occur from sources that are owned or controlled by the entity (in this case Veolia). Scope 2: Indirect GHG emissions associated with the consumption of purchased electricity, heat or steam. Scope 3: Other indirect emissions, such as the extraction and production of purchased materials and fuels, transport-related activities in vehicles not owned or controlled by the reporting Veolia, electricity-related activities not reported in Scope IMPACT ASSESSMENT GHG Emissions Construction Impacts The direct GHG emissions (Scope 1) generated during the construction phase of the Proposal would originate from the combustion of fuels in construction equipment. Diesel would be the primary fuel used in construction equipment such as delivery trucks and cranes. Emissions from electricity use (Scope 2) are expected to be negligible as construction is predominantly fuel based. Indirect emissions (Scope 3) would be present in the form of embedded emissions associated with the construction material e.g. steel and concrete. The overall energy consumption during the construction phase is considered minimal and would be confined to a limited period of time and, therefore, the GHG emissions impacts have been considered one-off emissions. Hence, GHG emissions associated with the construction phase have not been quantified. Page 236 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

265 Operational Impacts Putrescible waste decomposition Putrescible waste from the Banksmeadow TT would be transported to the Woodlawn Eco- Project site. At peak capacity it is expected that 240,000 tpa of C&I waste transported from the Banksmeadow TT would be processed in the Bioreactor facility in the Woodlawn Eco-Project site. The Bioreactor facility has been designed to maximise the capture of greenhouse gases from the decomposition of waste, which is then converted to electricity, reducing the escape of greenhouse gases into the atmosphere. The landfill gas capture rate of 75 per cent was adopted for the assessment. 160,000 tpa of MSW waste would be sent from the Banksmeadow TT to the Woodlawn MBT, which has the potential to divert up to 60 per cent of waste processed from landfill. This diverted waste would be processed into a compost product for mine site rehabilitation. The facility has the capacity to create stabilised compost, and it is likely that this material would have minimal or no associated greenhouse gas emissions. However, for the purpose of this assessment a decomposition rate from compost, based on the NGA Factors (DIICCSRTE 2013c) has been applied to create a conservative estimate and a diversion rate of 60 per cent was adopted for the assessment. The remaining 40 per cent of waste would be transferred to the Bioreactor. Table 8-76 shows the predicted GHG emissions that would result from waste management as a result of the Banksmeadow TT operations. Based on a throughput of 400,000 tpa of putrescible waste it is estimated that decomposition of waste transferred from the Banksmeadow TT to the Woodlawn Eco-Project site would produce approximately 80,016 t CO 2 -e. Table 8-76 Greenhouse Gas emissions from waste decomposition as a result of Banksmeadow TT Operations Source Scope 1 emissions (t CO 2-e) Waste decomposition Bioreactor 66,000 Waste decomposition - compost output from MBT 4,416 Waste decomposition - residuals from MBT 9,600 Total 80,016 Energy demand The Proposal would generate on-site electricity demand associated with the buildings (including lighting, offices, security cameras and ventilation) and the use of machinery (including the weighbridge, compactors, water pumps and overhead cranes). Electricity for buildings and machinery represent a source of Scope 2 emissions. In addition to electrically powered machinery, the handling, sorting and compacting of putrescible and non-putrescible waste on Site would require the use of a range of fuel powered machinery. These machinery types are expected to use Biodiesel B20 blend, which are assessed as Scope 1 emissions. Table 8-77 shows the scope 1 and 2 emissions associated with energy demand for operation of the proposed Banksmeadow TT. Table 8-77 Emissions sources Annual greenhouse gas emissions generated from on-site operations. Scope 1 emissions (t CO 2-e) Front end loader (1) 1.01 n/a Sweeper 0.02 n/a Scope 2 emissions (t CO 2-e) Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 237 N0001-AA EIS-03

266 Emissions sources Scope 1 emissions (t CO 2-e) Scope 2 emissions (t CO 2-e) Container Handler 0.75 n/a Bobcat 0.2 n/a Excavator 0.45 n/a Front end loader (2) 0.34 n/a Electricity consumption n/a 2, Total , Waste transport GHG emissions associated with transport of putrescible waste to the Woodlawn Eco-Project site and transport of non-putrescible wastes to Camellia Recycling Centre are shown in Table Table 8-78 Greenhouse Gas emissions from the transport of waste Emissions sources Scope 1 emissions (t CO 2-e) Scope 3 emissions (t CO 2-e) Transport of non-putrescible waste from Banksmeadow TT to Camellia Transport of putrescible waste from Banksmeadow TT to Crisps Creek (Woodlawn) Transport of putrescible waste from Crisps Creek (Woodlawn) to Woodlawn Eco-Project site n/a n/a 1.02 n/a Total Transportation of waste from the Banksmeadow TT to the Camellia Recycling Centre would generate direct GHG emissions of t CO2-e (Scope 1) per annum. Indirect emissions (Scope 3) of GHG would occur from the transportation of waste from the Crisps Creek Intermodal Facility to the Woodlawn Eco-Project site in third party vehicles. These emissions were estimated to be t CO2-e, while Scope 3 emissions from the transportation of waste from the Banksmeadow TT to the Crisps Creek terminal by rail were estimated to be 1.02 t CO2-e; equating to total Scope 3 emissions associated with the transport of the waste of t CO2-e (Scope 3). Total direct and indirect GHG emissions from the transportation of waste have been estimated approximately t CO2-e per annum. Other operational GHG emissions associated with the proposed Banksmeadow TT would include energy demand associated with waste handling at other Veolia owned facilities, including Crips Creek and Woodlawn, as a result of the development of the Proposal. Table 8-79 summarises the estimated operational emissions for the Proposal when operating at full capacity and Figure 8-42 shows the breakdown of emission sources. Page 238 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

267 Table 8-79 Source GHG emissions - operations Total emissions (t CO 2-e ) Energy demand from Banksmeadow TT 2, Putrescible and non-putrescible waste transport Increased energy demand at Woodlawn from putrescible waste management 2, Putrescible waste decomposition 80,016 Total 85, , t CO2-e 2, t CO2-e tco2-e Energy demand from BTT Waste transportation 80, t CO2-e Waste decomposition Increased energy demand at Woodlawn Figure 8-42 Operations based emissions breakdown by source for 2020 (peak capacity) In comparing the Proposal emissions to the waste sector emissions, the Proposal represents per cent of the emissions of the total waste sector and 016 per cent of the NSW waste sector emissions. Accordingly, the contribution of the project to Australia s annual GHG emissions has not been considered significant. Non-putrescible waste The emissions associated with handling of 100,000 tpa of non-putrescible waste at the Port Botany Resource Recovery Facility is equal to those at the Banksmeadow TT, therefore a calculation of emissions associated with the non-putrescible waste was not performed. Comparison with existing waste management practices The changes in waste management as a result of diverting putrescible waste to the Woodlawn Eco-Project site presents an opportunity for GHG emission reductions that would not otherwise occur if the Banksmeadow TT was not constructed. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 239 N0001-AA EIS-03

268 Tonnes of CO 2 -e Non-putrescible waste that would be transferred to the Banksmeadow TT is presently processed directly at the Port Botany Resource Recovery Facility. An assumption has been made that in a BAU scenario this facility would remain operational. Emission from operations of the Port Botany facility have been assumed to be equivalent to those of the Banksmeadow TT and have not been considered within this assessment, presenting a conservative estimate of GHG emissions. The lifetime GHG emissions associated with the decomposition of 400,000 t of putrescible waste (160,000 t of MSW and 240,000 of C&I) is listed in Table Table 8-80 Business as usual lifetime GHG emissions from waste decomposition in landfill Emission sources Pre-Proposal scenario Post-Proposal scenario Scope 1 emissions (t CO2-e) Scope 1 emissions (t CO2-e) Decomposition of municipal solid waste Decomposition of commercial and industrial 48,000 14, ,000 66,000 Total 168,000 80,016 Based on a throughput of 400,000 t of putrescible waste, it is estimated that decomposition of waste transferred from the Banksmeadow TT to the Woodlawn Eco-Project site would produce approximately 80,016 t CO 2 -e. Thus, the development of the Proposal represents an abatement potential of 52 per cent of Scope 1 GHG emissions (87,984 t CO 2-e ) for each 400,000 t of waste received at the Banksmeadow TT. Figure 8-43 compares the existing waste management (business as usual BAU) scenario against the development of the Proposal, based on the ramp-up scenario for the Banksmeadow TT in the coming years. 180, , , , ,000 80,000 60,000 40,000 20,000 GHG emissions in a BAU scenario GHG emissions with the development of the BTT - Year Figure 8-43 Estimated greenhouse gas emissions from waste decomposition existing waste management scenario (BAU) vs. Proposal As it can be seen, the Proposal would ultimately result in a saving of GHG emissions resulting from waste decomposition of 87,984 t CO 2-e for each 400,000 t of waste received at the Page 240 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

269 Banksmeadow TT. These projections are based on current technological standards, although it is likely that technological improvement in the future will increase the efficiency of waste management techniques for the expected lifetime of the Proposal MITIGATION MEASURES Additionally the following mitigation actions have been identified as feasible measures to reduce greenhouse gas emissions from the project. Construction Mitigation Measures The mitigation measures that would be implemented onsite during construction of the Proposal to minimise energy usage and the number of vehicles required include the following: All trucks leaving the Site carrying waste would be filled to the maximum amount allowable, depending on the truck size, to reduce the number of traffic movements required The contractor would limit idling time of plant and equipment whilst onsite The contractor would make certain that the only lighting left on overnight around the Site office would be security or emergency/access lighting Earthmoving equipment and on-site vehicles would be fitted with exhaust controls in accordance with the Protection of the Environment Operations (Clean Air) Regulation Operation Mitigation Measures Veolia is assessing the feasibility of efficient electricity consumption devices such as: Variable frequency drive motor controls on the putrescible waste compactors: the variable frequency drive system drive the compaction system delivering only the necessary hydraulic pressure to achieve the specified putrescible waste bale density. Light sensors for external lighting: essential external lighting would be fitted with a light sensor, so that they would only turn on as the sun sets and turn off as the sun rises. Timer switches: where appropriate, lights within the transfer terminal building would be fitted with timer switches. Energy efficient lighting: lighting installed at the Banksmeadow TT site would meet the product and performance specifications under DesignLights or US Energy Star rating schemes. Veolia has also assessed the feasibility of using biodiesel B20 for the machinery energy demand at the Banksmeadow TT. Biodiesel is a form of diesel fuel manufactured from vegetable oils, animal fats, or recycled restaurant greases. Biodiesel can be used in its pure form (B100) or blended with petroleum diesel. Common blends include B2 (2% biodiesel), B5, and B20. Biodiesel fuel blends are often promoted as a means of reducing GHG emissions relative to the use of conventional petroleum-based diesel. Biodiesel B20 has been probed with a GHG emissions benefit of grams per kilogram of t CO 2-e (The Green Truck Partnership, 2011). This GHG emissions reduction has already been considered in the forecast of emissions and represents a total annual saving of tco 2- e. In summary, Veolia commits to adopting the following energy saving measures, where feasible, for operation of the Banksmeadow TT facility, to minimise GHG emissions: Assess the feasibility of efficient electricity devices such as variable speed drives and installation of energy efficient lighting. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 241 N0001-AA EIS-03

270 Use of B20 biodiesel for diesel powered machinery on Site CONCLUSION This Section outlines the potential GHG emissions associated with construction and operation of the Banksmeadow TT. Mitigation measures have been identified to minimise the risk and consequences associated with the key issues are summarise below: Operational greenhouse gas emissions:t he total GHG emissions associated with the operation of the Project at full operational capacity are expected to be 85, t CO 2-e per year (81, t CO 2-e Scope 1, 13, t CO 2-e Scope 2 and t CO 2-e of Scope 3 emissions. Annual emissions from the Project represent approximately per cent of Australia s total annual GHG emissions. Veolia has committed to the use of B20 biodiesel for diesel powered machinery on-site. Emissions from the decomposition of waste: The Proposal has the potential to reduce net GHG emissions by diverting Municipal Solid Waste (MSW) waste from landfill to be processed at the Woodlawn Eco-Project site. The assessment concluded that the proposal would ultimately result in a saving of GHG emissions resulting from waste decomposition of 87,984 t CO 2-e for each 400,000 t of MSW waste received at the Banksmeadow TT. This Section has assessed the potential for the Proposal to produce GHG emissions. Contribution of the Proposal to Australia s annual GHG emissions has not been considered to be significant. Furthermore, redirecting waste through the Banksmeadow TT to the Woodlawn Eco-Project site will offer an abatement opportunity with regard to the decomposition of waste when compared to a business as usual scenario. The residual risk associated with GHG emissions has been considered low. 8.9 LAND USE INTRODUCTION Land use impacts associated with the Proposal have been identified and assessed and are summarised in this Section. The existing use and current zoning of the Site have been identified to determine the Site suitability. A key risk identified for the Proposal is that the Site may be incompatible with surrounding land uses. To assess this risk, and to satisfy the DGRs this Section includes the following: Details on the suitability of the Site for the proposed development. Justification for the proposed site layout. An assessment of the Proposal in terms of consistency with strategic land use plans. Mitigation measures identified for land use impacts are outlined in Section and include design provisions to facilitate future land uses EXISTING ENVIRONMENT As discussed in Section 4, the proposed site of the Banksmeadow TT is currently occupied by a number of industrial land uses, including an engineering manufacturing plant and a railway container yard. The site contains several other smaller sheds and store buildings, currently used for industrial and small scale commercial purposes. The engineering manufacturing plant is a relatively large structure, occupying a space 129 m in length and up to 27 m in width, covering Page 242 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

271 an area of approximately 2820 m 2. Other structures on site include the engineering store, covering an area of 920 m 2 and the engineering factory, covering an area of 920 m 2. The total area of the site covered by building footprint is equal to approximately 4,000 m 2. Under the SEPP (Port Botany) the site is zoned IN1 General Industrial and is located within the Banksmeadow Industrial Precinct. The adjoining land uses are consistent with the zoning, all being of an industrial or commercial nature. Section 4, above, provides further detail on the existing on-site and surrounding land uses, highlighting the high presence of industrial uses. These include the Botany Industrial Park to the north and east, the Asciano Botany Site to the east, the Goodman Industrial park to the south, further industrial buildings to the east and the freight line and Port Botany Rail Yards into Port Botany to the west. The nearest residential land use area is located approximately 250 m to the north-east of the Proposal site, within the suburb of Hillsdale. The residential area of Matraville is located approximately 350 m to the east of the Site. Both areas are highly residential with high population densities IMPACT ASSESSMENT Site suitability and zoning Under the existing site zoning, development of waste or resource management facilities is permissible with consent. Section 5.1 outlines the specific objectives of this zone; the Banksmeadow TT would be consistent with the aims to provide a wide range of industrial and warehouse land uses, encourage employment opportunities, enable development that is supportive to other industrial uses and is consistent with the principles of ecologically sustainable development (see Section 9.2). The Proposal would also be consistent with the objectives of the Botany Bay LEP and Botany Bay DCP, as discussed in Section 5.2, notably by encouraging economic growth and development while recognising the importance of Botany Bay as a gateway to Sydney. The Site is located in industrially zoned land under the SEPP (Port Botany), falling outside the area zoned SP1 - Special Activities. The objectives for the area zoned SP1 include: To maximise the use of waterfront areas to accommodate Port facilities To provide for Port related facilities and development that support the operations of Port Botany and Port Kembla. The Banksmeadow TT site lies to the east of the outer boundary of the SP1 zoned area and would therefore not inhibit the operation or future development of Port related facilities. Instead, the Site is located within the IN1 General Industrial zoned area and is consistent with the objectives for this zone. The Proposal is not only consistent with land use zoning within the area but enables the future facilitation of further industrial growth. The provision of a waste transfer terminal, capable of servicing the Southern Sydney region, would provide current and future commercial and industrial uses with access to waste management facilities. The provision of services by the Banksmeadow TT would provide greater competition and choice within the region, while facilitating recycling of industrial waste. This allows for the greater provision of a wide range of industrial and warehouse land uses; a primary objective for the area under the SEPP (Port Botany). The Banksmeadow TT would provide an industrial land use consistent with the existing land use, the adjacent land uses and potential future land uses. The Goodman Botany Bay Industrial Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 243 N0001-AA EIS-03

272 Park, to the south of the proposed site, for example, incorporates a series of four large warehouse spaces ranging in size from 964m 2 to 1,549m 2 in floor space. In relation, the Banksmeadow TT would provide a compatible adjacent land use within a commercial and industrial area. The nature of the structures within the boundary of the site would be relatively unchanged, consisting of a single relatively large shed-like structure. The proposed transfer terminal building would have a footprint of approximately 3,600 m 2, representing a decrease in the total area of the site covered by building footprints by approximately 400 m 2. In addition to compatibility with surrounding industrial land uses the Proposal is considered compatible with surrounding residential land uses. As discussed in sections 8.5 and 8.6 air quality and noise impacts, respectively, are not expected to impact residential receivers in the nearby suburbs of Matraville and Hillsdale. Air quality and noise impacts associated with construction and operation of the Proposal have been assessed against the relevant NSW EPA prescribed criteria, set out in sections 8.5 and 8.6, and found to be compliant with all criteria at the nearest residential areas. These guidelines have been prepared by the EPA to ensure communities are protected against air quality impacts and noise and vibration impacts, protecting the amenity of residential and commercial areas. Table 8-81, below, provides a summary of air quality and noise compliance in the residential areas located nearest to the Proposal site. Table 8-81 Compliance with air quality and noise and vibration criteria in residential areas Key impact Criteria Matraville Compliance Hillsdale Compliance Air quality Total suspended particulates Particulate matter (PM 10) Deposited Dust Odour concentrations Noise and vibration Construction noise Operation noise intrusiveness criteria Operational noise amenity criteria Sleep disturbance Vibration Site Layout The Site layout has been designed to allow for the non-interruption of surrounding land uses while maximising the efficiency of the transfer terminal s operations. The terminal building would be enclosed and designed to allow for the unloading and handling of waste, with environmental controls including dust suppression and odour control systems. It would be divided in two areas by a concrete block wall, in order to separately receive both putrescible and non-putrescible waste for the purposes of resource recovery and to maintain separation between the two waste streams. In addition, there would be a designated area within the putrescible and non- Page 244 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

273 putrescible areas of the terminal for the management of hot loads and fire. The Site would include a hardstand area for temporary storage and manoeuvring of full and empty sealed shipping containers prior to lading on to trains, office buildings and amenities, and rail sidings for the loading of containers onto trains for rail transport to Crisps Creek IMF. The access road to the facility from Beauchamp Road has been designed as a shared entrance to the terminal building and the Asciano Botany Site, which it is understood that Asciano intend to develop in the future. Asciano and Veolia are working together to ensure that the remaining portion of Asciano s Botany Site is not sterilised for future use. The concept design for the Proposal has allowed for sufficient parking, truck queuing and container handling space to allow the operation of the Proposal without encumbering the future development of the adjacent Asciano Botany Site or impeding road networks. The Site layout has been designed to optimise efficient and safe operation of the site, allowing for adequate turning areas for trucks, areas for container storage and handling and for handling and sorting waste. The Proposal has been designed for an operational capacity of 400,000 tpa of putrescible waste and 100,000 tpa of non-putrescible waste. Physical constraints at the site mean that handling of additional material at the Site would not be feasible under the current concept design. Should there be future demand for waste management facilities in the area an alternative facility would be required. The proposed layout of the Banksmeadow TT is shown in Section 3.2. Further detailed site plans are included in Appendix B. Consistency with strategic land use plans As discussed in Section 5.5.1, the Proposal is consistent with NSW and federal government strategies and supports strategic land uses objectives for the South-Sydney region and for NSW. The Banksmeadow TT would help to achieve the objectives of the Waste and Resource Recovery Act 2001 (WARR Act) by providing a facility through which local governments and C&I operators can choose to send putrescible waste to either the Woodlawn MBT facility at the Woodlawn Eco-Project site for recovery of recyclables and organics, or to the Woodlawn Bioreactor, a highly-engineered landfill facility which uses methane captured form the waste decomposition for renewable electricity generation. The Proposal would facilitate the implementation of the WARR Strategy by providing resource recovery infrastructure to divert municipal waste from landfill and increase the recovery and use of secondary materials. As outlined in Section 5.5, the Proposal is also aligned with several of the aims of the Reducing waste: implementation Strategy , the draft NSW Waste Avoidance and Resource Recovery Strategy (Draft WARR Strategy) and the National Waste Policy: Less Waste, More Resources The Proposal is consistent with strategic land use plans for the Sydney Region and for NSW. For example, the Proposal in consistent with several Goals within NSW 2021: A Plan to Make NSW Number One, including to invest in critical infrastructure by enhancing rail freight movements, protecting the natural environment and increasing the opportunities for people to look after their own neighbourhoods and environments. As noted above, the Banksmeadow TT is consistent with the IN1 General industrial zoning under the SEPP (Port Botany) allowing for the integration of land use and transport planning through the provision of boundaries for future urban development, as outlined within the Metropolitan plan for Sydney to Finally, the Proposal would aid in achieving the objectives of the Draft Metropolitan Strategy for Sydney (Draft Metropolitan Strategy) by increasing freight handling capacity, reducing the number of heavy vehicles on the road and creating employment opportunities. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 245 N0001-AA EIS-03

274 Section 5.5 provides a detailed assessment of the project in terms of priorities and targets adopted in the NSW 2021, Metropolitan Plan for Sydney 2036 and the draft Metropolitan Strategy for Sydney 2031 as well as other relevant published and draft State plans and Government policies and strategies MITIGATION MEASURES Veolia is progressing detailed design of the Site Access in consultation with Asciano. The final design of the Site Access would provide access for future land use development proposal on the Asciano Botany Site (subject to planning approval), catering for up to 100 truck movements per hour CONCLUSION Land use impacts have been assessed to determine the compatibility of the Proposal with surrounding land uses. The Banksmeadow TT would provide an industrial land use consistent with the existing land use, the adjacent land uses and potential future land uses. The Proposal is consistent with land use zoning within the area and would enable the future facilitation of further industrial growth. In addition, the Proposal is not expected to have adverse impacts on nearby residential land uses of Matraville and Hillsdale. Consequently, the residual risk for land use impacts has been considered to be low BIODIVERSITY INTRODUCTION This section considers the biodiversity values of the site and assesses potential impacts to flora and fauna as a result of the Proposal. Results from vegetation mapping, database searches and a site inspection are presented in this Section, as well as identification of noxious weeds, vermin and pests that are currently located in the surrounding area. The key issues that have been identified for the Proposal for noise and vibration that are assessed within the Section include: Reduced biodiversity on the Proposal site as a result of construction and/or operation. Landscaping of the Proposal site. Pest and vermin management. To address key biodiversity risks identified for the Proposal, namely that the Proposal may reduce biodiversity as a result of construction and / or operation, both construction and operation impacts have been assessed. Biodiversity management and mitigation measures have been identified in Section and include both construction and operational mitigation measures EXISTING ENVIRONMENT Methodology The biodiversity assessment consisted of a desktop review of existing information and review of Site photographs and plant specimens taken from trees on the Site. Page 246 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

275 Two database searches were undertaken to identify existing records of threatened entities and matters of national environmental significance in the region of the Site including: The NSW Wildlife Atlas which is managed by the NSW Office of Environment and Heritage (OEH). A search was undertaken to determine threatened species records listed under the TSC Act to within 10 km of the Site. The Protected Matters Search Tool which is managed by the Commonwealth Department of the Environment (DotE). A co-ordinate search was undertaken ( E, S) to determine protected matters records listed under the EPBC Act to within 10 km of the Site. A review of relevant information was undertaken to provide an understanding of ecological values occurring or potentially occurring in the study area and wider region. Reports, vegetation maps, topographic maps, aerial photography and literature reviewed included, but were not limited to, the following: Current and historical (1943) aerial photographs viewed on the NSW Land and Property Management SIX Viewer ( accessed 25 June 2013). The Native Vegetation of the Sydney Metropolitan Catchment Management Authority Area (DECCW 2009). In addition to the desktop review, Hyder s Senior Ecologist reviewed photographs and plant specimens from trees on the Site taken during Site inspections in May Aerial photograph review Review of the 1943 aerial photograph of the Site on the NSW Land and Property Management SIX Viewer ( shows the Site as largely cleared and modified, with buildings visible in the south-west of the Site and clearing of the eastern arm of the Site. There appears to be some small tree or shrub dominated vegetation in the north-west of the Site. Vegetation mapping DECCW (2009) mapped the vegetation of the Sydney Metropolitan Catchment Management Authority (CMA) Area. The Sydney Metropolitan CMA area (now merged with the Hawkesbury Nepean CMA area) formerly encompassed the eastern portions of the Sydney Metropolis, extending from the coastline to the catchments that flow to the Parramatta, Georges and Hacking River. The vegetation mapping was derived from interpretation of aerial photography flown in 2005, 2007 and 2008, with communities defined using survey and statistical analysis. The vegetation in the east of the Site and to the north-east is mapped as Weeds and Exotics, and the strip of trees adjoining the northern side of McPherson Street immediately to the south of the Site is mapped as Urban Exotic/Native. These vegetation types are not described in the report accompanying the map, but are assumed to refer to vegetation dominated by weeds and exotic species and degraded urban vegetation fragments. The closest mapped native vegetation to the Site is a small patch of Coastal Flats Swamp Mahogany Forest approximately 50 metres west of the Site across the rail lines. Coastal Flats Swamp Mahogany Forest is identified by DECCW (2009) as being equivalent to Swamp Sclerophyll Forest on Coastal Floodplains, an endangered ecological community listed under the TSC Act. The vegetation mapping of the Site is shown on Figure Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 247 N0001-AA EIS-03

276 Figure 8-44 DECCW mapping of the Proposal site (2009) Page 248 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

277 Database searches Threatened ecological communities The Department of the Environment (DotE) Protected Matters Search identified four threatened ecological communities (TECs) listed under the EPBC Act that are known, likely or which may occur within 10 kilometres of the Site: Eastern Suburbs Banksia Scrub of the Sydney Region. Littoral Rainforest and Coastal Vine Thickets of Eastern Australia. Upland Basalt Eucalypt Forests of the Sydney Basin Bioregion. Western Sydney Dry Rainforest and Moist Woodland on Shale. DECCW (2009) mapped Eastern Suburbs Banksia Scrub within 10 kilometres of the Site, as well as five additional TECs listed under the TSC Act: Bangalay Sand Forest of the Sydney Basin and South East Corner Bioregions. Coastal Saltmarsh in the New South Wales North Coast, Sydney Basin and South East Corner Bioregions. Freshwater Wetlands on Coastal Floodplains of the New South Wales North Coast, Sydney Basin and South East Corner Bioregions. Swamp Sclerophyll Forest on Coastal Floodplains of the New South Wales North Coast, Sydney Basin and South East Corner Bioregions. Sydney Freshwater Wetlands in the Sydney Basin Bioregion. The closest mapped area of TEC is a small patch of Swamp Sclerophyll Forest on Coastal Floodplains, mapped as Coastal Flats Swamp Mahogany Forest by DECCW (2009) approximately 50 metres west of the Site. The vegetation of the Site is highly modified and is not consistent with any TEC. Threatened Species A search of the OEH Wildlife Atlas and DotE Protected Matters Search Tool (Appendix P) identified records of 21 threatened flora species and 53 threatened fauna species previously recorded, or likely to occur, within 10km of the Site. The locations of the Bionet records are shown in Plate 4 and Plate 5. Of the 53 fauna species identified from the database search, 18 species are restricted to marine habitats and 35 are typical of terrestrial habitats (including coastal/estuarine habitats). Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 249 N0001-AA EIS-03

278 Figure 8-45 Threatened flora species recorded within 10 km of the Proposal site (Bionet 2013) Page 250 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

279 Figure 8-46 Threatened fauna species recorded within 10 km of the Proposal site (Bionet 2013) Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 251 N0001-AA EIS-03

280 There are few records of threatened species in the developed areas close to the Site (that is, within one to two kilometres of the site). Most of the records are of shorebirds such as Little Tern, Curlew Sandpiper, Great Knot and Black-tailed Godwit, recorded on the foreshore around Port Botany. The only threatened mammal species recorded within one kilometre of the site was the Grey-headed Flying-fox (Pteropus poliocephalus), which may utilise trees within and adjacent to the study area for foraging. There are also records of Green and Golden Bell Frog (Litoria aurea) in Joseph Banks Park, Botany approximately two kilometres west of the Site. These records are likely to be associated with translocations of the species undertaken in the park between 1996 and 2001; the translocations were unsuccessful in establishing a permanent population of Green and Golden Bell Frogs (White and Pyke 2008) and the species is now considered to be extinct in this location (SEWPaC 2013). The Green and Golden Bell Frog was also recorded in 1997 in Orica s Southlands Remediation and Development site, immediately west of the Site (Biosphere Environmental Consultants 2007, in URS 2009). Targeted surveys for this species were undertaken by Biosphere Environmental Consultants in 2007 as part of the Environmental Assessment for the Orica project and none were found. It was subsequently concluded that the site is not permanently colonised and is only likely to be utilised by the frog for dispersal during particular weather conditions (Biosphere Environmental Consultants 2007, in URS 2009). The Site does not contain suitable breeding or foraging habitat for the Green and Golden Bell Frog, nor is it likely to provide dispersal habitat. Breeding habitat typically comprises waterbodies that are unshaded and have a grassy area nearby and diurnal sheltering sites available for foraging (OEH 2014, DEC 2005a). The Site does not contain any permanent or ephemeral waterbodies. It contains a small amount of vegetation which largely comprises exotic and native shrubs, trees and grasses. Furthermore, the rail line, surrounding road network and buildings reduce terrestrial habitat connectivity and subsequent opportunities for any frogs to disperse onto the Site. It is therefore highly unlikely that the Green and Golden Bell Frog would occur at the Site. The closest record of threatened flora species to the Site consists of a large number of records of Acacia terminalis subsp. terminalis (Sunshine Wattle) to the east of Bunnerong Road, Chifley, approximately 1.7 kilometres to the south-east of the site. The highly modified vegetation of the site is considered unlikely to represent potential habitat for this or any other threatened flora species previously recorded in the locality. Migratory Species A search of the Department of the Environment Protected Matters Search Tool found 53 migratory fauna species listed under the EPBC Act, comprising: 17 migratory marine species. Nine migratory terrestrial species. 27 migratory wetlands species. Other Matters of National Environmental Significance The Department of the Environment Protected Matters Search identified one Wetland of International Importance within 10 kilometres of the Site, namely Towra Point Nature Reserve, which is listed under the Ramsar Convention. Towra Point Nature Reserve is located on the northern side of Kurnell Peninsula, approximately 6.8 kilometres south-west of the Site across Botany Bay. Page 252 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

281 Site Inspection The Site is highly modified and supports low ecological values. Vegetation observed during the Site inspection consists of scattered planted trees and shrubs and dense ground cover of exotic shrubs, herbs and grasses. Trees on the Site include Eucalyptus microcorys (Tallowwood), Corymbia maculata (Spotted Gum), Ficus benjamina (Weeping Fig), Casuarina glauca (Swamp Oak), Quercus sp. (Oak) and Araucaria heterophylla (Norfolk Island Pine). Scattered native shrubs observed included Acacia longifolia subsp. sophorae (Coastal Wattle), Callistemon viminalis (Weeping Bottlebrush) and the invasive non-local native Acacia saligna (Golden Wreath Wattle). There were dense stands of the noxious weeds Chrysanthemoides monilifera subsp. rotundata (Bitou), Lantana camara (Lantana) and Anredera cordifolia (Madeira Vine). Cleared areas supported bare soil or cover of exotic grass species such as Eragrostis curvula (African Lovegrass), Melinis repens (Red Natal Grass) and Pennisetum clandestinum (Kikuyu). Fauna species observed on the Site were limited to common native and exotic suburban bird species such as Common Starling (Sturnus vulgaris), Common Myna (Acridotheres tristis), Crested Pigeon (Ocyphaps lophotes), Laughing Kookaburra (Dacelo novaeguineae) and Rock Dove (Columba livia). Isolated trees on the Site offer potential nesting, sheltering and roosting habitat to birds, and scattered native and exotic shrubs and trees offer foraging, sheltering and roosting habitat to birds. Dense stands of weedy exotic shrubs and herbs offer sheltering and foraging habitat for reptiles, small mammals and ground-feeding birds. More open grassy areas may provide foraging habitat for ground-feeding birds and small terrestrial mammals. The Site is located within a relatively industrialised and urbanised landscape and habitat in the locality is highly fragmented, with numerous barriers to fauna connectivity such as roads and fences. No threatened flora or fauna species were identified on the Site, and habitat values for threatened species are poor. The Site does not support a significant area of habitat for common, protected, migratory or threatened species occurring in the locality. The Site supports marginal potential foraging habitat for highly mobile species such as birds and bats, including the threatened species Grey-headed Flying-fox (Pteropus poliocephalus). However, these features are unlikely to provide key lifecycle requirements for threatened species recorded within the locality. No migratory species were recorded on the Site, and none of the migratory species identified in database searches are considered likely to utilise habitats on the Site. Noxious Weeds Four of the exotic species recorded on the Site are listed as noxious weeds in the control area of Botany Bay City Council (Table 8-82). Table 8-82 Noxious weeds recorded in the study area Scientific name Common name Control class Chrysanthemoides monilifera subsp. rotundata Bitou Bush 2 Cortaderia selloana Pampas Grass 3 Lantana camara Lantana 4 Ricinus communis Castor Oil Plant 4 Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 253 N0001-AA EIS-03

282 The NSW Noxious Weeds Act 1993 imposes obligations on occupiers of land to control noxious weeds declared for their area. The control requirements for the classes of noxious weeds recorded on the Site are presented in Table Table 8-83 Control Class Class 2 Class 3 Class 4 Weed control classes and requirements Weed type Plants that pose a potentially serious threat to primary production or the environment of a region to which the order applies and are not present in the region or are present only to a limited extent. Plants that pose a potentially serious threat to primary production or the environment of a region to which the order applies, are not widely distributed in the area and are likely to spread in the area or to another area. Plants that pose a potentially serious threat to primary production, the environment or human health, are widely distributed in an area to which the order applies and are likely to spread in the area or to another area. Control requirements The plant must be eradicated from the land and the land must be kept free of the plant. The weeds are also "notifiable" and a range of restrictions on their sale and movement exist. The plant must be fully and continuously suppressed and destroyed. The growth and spread of the plant must be controlled according to the measures specified in a management plan published by the local control authority. Vermin and Pests The existing extent of vermin and pest infestations on the Site is not known. The current land uses on the Site (storage and small scale commercial industrial operations) are not likely to attract large numbers of vermin and pests; however there is habitat on-site for vermin and pests, within buildings and storage areas as well as in the areas of exotic vegetation. There are records of 28 exotic vertebrate fauna species within 10 kilometres of the Site in the NSW Wildlife Atlas. Of these, 13 are considered to be potential pest species (Table 8-84), given that they are either listed on the Department of Primary Industries Vertebrate Pests website or as part of Key Threatening Processes under the TSC Act. Table 8-84 Vertebrate pest species recorded within 10 kilometres of the Site Group Common name Scientific name Fish Mosquito Fish Gambusia holbrooki Amphibians Cane Toad Rhinella marinus Birds Common Myna Acridotheres tristis Common Starling Eurasian Blackbird House Sparrow Sturnus vulgaris Turdus merula Passer domesticus Mammals House Mouse Mus musculus Brown Rat Black Rat Rattus norvegicus Rattus rattus Page 254 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

283 Group Common name Scientific name Fox Cat Rabbit Goat Vulpes vulpes Felis catus Oryctolagus cuniculus Capra hircus The only exotic animals recorded during Site inspections were the birds Common Starling (Sturnus vulgaris), Common Myna (Acridotheres tristis) and Rock Dove (Columba livia). Most of the larger mammal pests listed in Table 8-84 are unlikely to occur on the Site given the urbanised context, limited potential habitat and barriers to fauna connectivity such as roads and fences. It is likely that small mammals such as rats and mice occur on the Site and adjoining areas, utilising shelter habitat in the existing stands of exotic groundcover. Common invertebrate pests that could potentially occur on-site include cockroaches, spiders, mosquitos, ants and flies IMPACT ASSESSMENT Construction Impacts Construction of the Proposal would require removal of vegetation from the Site. The three mature trees of Corymbia citriodora (Lemon-scented Gum) at the entrance to the Site on McPherson Street will be retained. The vegetation of the Site consists of regrowth and planted native and exotic trees, shrubs and ground covers over highly disturbed soils. The removal of vegetation on the Site is not considered to significantly impact on biodiversity values. A number of noxious and environmental weeds occur in abundance on the Site, as listed in Table Removal of these weeds in accordance with P&I requirements and under a weed management plan for the proposal may result in an improved outcome for biodiversity values in the locality by reducing the extent and potential further spread of these invasive species. The Site supports low biodiversity values. No threatened species, populations or communities were identified on the Site, and there limited habitat value for threatened species. The trees on the Site represent a very small amount of potential foraging habitat for birds and bats, including the threatened species Grey-headed Flying Fox (Pteropus poliocephalus). Given that no threatened species, populations or communities were recorded, and the poor habitat values on the Site, no Assessments of Significance or Significant Impact Assessments were considered to be necessary. It is considered highly unlikely that the Proposal would result in a significant impact on threatened species, populations or ecological communities, or their habitats. Operational Impacts Inappropriate handling of waste within the Banksmeadow TT would have the potential to attract vermin, flies and birds as the decomposition of waste on-site would emit odours that attract these pests to the Site. Operation of the facility would be such that waste is not permitted to remain on-site without being containerised for a period greater than 24 hours. The containers of waste would be sealed air and water tight, preventing the emission of odour, which attracts pest species. Additionally, failure to maintain the proposed landscaped areas on the Site, or use of inappropriate plant species, has the potential to result in the proliferation of weeds. A Landscape Concept Plan has been prepared and is included as Appendix Q. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 255 N0001-AA EIS-03

284 MITIGATION MEASURES The potential for impacts may be avoided, reduced or controlled through the implementation of safeguards during construction and operation of the Proposal. The mitigation measures listed below would be implemented for the Proposal to minimise impacts on biodiversity. Construction mitigation measures A CEMP would be prepared for the construction phase of the Proposal which would prescribe the following measures to be implemented to minimise impacts on biodiversity: Weed management would be undertaken during the Site preparation works to minimise weed establishment and invasions, and would include the following: - Management of weed species on-site would be in accordance with the Noxious Weeds Act Equipment used for treating weed infestation would be cleaned prior to moving to a new area within the Proposal site to minimise the likelihood of transferring any plant material and soil. - Soil stripped and stockpiled from areas containing known weed infestations are to be stored separately and are not to be moved to areas free of weeds. During works associated with clearing of vegetation the following measures would be implemented to minimise loss of native vegetation /fauna habitat: - Clearance of native vegetation would be minimised as far as practicable. - The extent of vegetation clearing would be clearly identified on construction plans. During works associated with clearing of vegetation the following measures would be implemented to minimise fauna injury and mortality: - A pre-start up check for sheltering native fauna would be undertaken of all infrastructure, plant and equipment. - If any pits/trenches are to remain open overnight, they would be securely covered, if possible. Alternatively, fauna ramps (logs or wooden planks) are to be installed to provide an escape for trapped fauna. The following measures would be implemented to minimise disruptions to foraging fauna and nesting or roosting behaviours: - Should lighting be required during the construction phase, directional lighting would be used. - Construction machinery and plant would be maintained regularly to minimise unnecessary noise. - Dust suppression would be undertaken on-site as appropriate. Operational mitigation measures The following measures would be included in the detailed design of the Proposal to mitigate impacts on biodiversity: A Landscape Concept Plan has been prepared showing landscape areas, planting zones, retained trees, and an indicative plant species list. A more detailed Landscape Plan would be developed during detailed design, in accordance with the Draft Botany Bay DCP and the draft Landscape Technical Guidelines for Development Sites (2013) where appropriate. Plant species to be used in landscaping will be predominantly native, with locally indigenous species incorporated where practical and suitable. Plant species will Page 256 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

285 mainly be drawn from the lists in appendices 1 and 2 of the draft guidelines, with additional native species appropriate for bioretention basins as per relevant WSUD guidelines. The landscaped zone on the western boundary bordering the Botany Building Recyclers would be designed to capture gross pollutants and oil and grits from pavement. This area would be regularly maintained to remove rubbish and can be renewed on a regular basis. Detailed design of the terminal building and associated waste handling facilities would incorporate reasonable measures to minimise the potential for birds, rodents, flies and other pests to gather at the Banksmeadow TT site, including provision for bird deterrent measures. Weed and pest infestations identified during the operation of the proposal would be managed in accordance with a Vermin and Pest Control Plan, which would form part of the OEMP. The VPCP would address the following issues: - All waste in the tipping and handling areas would be cleaned daily. - Catch drains and drainage sumps would be cleaned regularly. - On-site waste storage and handling would be minimised as far as practicable. - Routine inspections would be undertaken to identify potential vermin habitats. - Commercial pest and vermin control specialists would be used regularly. - Routine litter patrols and the use of a street sweeper would be undertaken to collect trash on-site, around the perimeter, on immediately adjacent properties and on approach roads CONCLUSION Construction of the Proposal is likely to require the removal of vegetation from the Site. The three mature Corymbia citriodora (Lemon-scented Gum) at the McPherson Street site entry will be retained. The removal of the existing vegetation from the Site is not considered to significantly impact on biodiversity values as the Site is dominated by weed species which represent low biodiversity values. During the operation phase of the Proposal, handling of waste within the Banksmeadow TT would have the potential to attract vermin, flies and birds as the decomposition of waste on-site would emit odours that attract these pests on the Site. Mitigation measures have been identified to minimise the risk and consequences associated with the key issues are summarise below: Potential to reduce biodiversity as a result of construction and/or operation: the Site represents low biodiversity values, with no threatened species, populations or communities identified on site and limited habitat values on-site. The CEMP would include measures to minimise impacts on flora and fauna as a result of the construction of the Proposal. Landscaping: a Landscape Concept Plan has been developed which identifies species of local provenance that would be planted on site. The Landscape Concept Plan provides for the protection of three mature Corymbia citriodora (Lemon- scented Gums) at the site entry on McPherson Street. Pest and vermin management: weed species present on the Site would be removed during the construction phase. Weed and pest infestations identified during operation of the Proposal would be managed in accordance with a Vermin and Pest Control Plan. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 257 N0001-AA EIS-03

286 This Section has assessed the potential impacts on biodiversity, and determined key risks associated with the Proposal. With the mitigation measures identified above, the residual risk to biodiversity has been determined to be low INDIGENOUS HERITAGE INTRODUCTION Potential impacts on Indigenous heritage as a result of the Proposal have been identified and assessed and are summarised in this Section. A review of the Office of Environment and Heritage s Aboriginal Heritage Information Management System database was undertaken to determine the likelihood of relics or items of Indigenous heritage significance occurring within the vicinity of the Site. Construction and operation impacts on Indigenous heritage have been assessed to evaluate key risks for the Proposal, namely that the Proposal may have a negative impact on Indigenous heritage within the area. Management and mitigation measures have been identified in Section to reduce the risk of negatively impacting Indigenous heritage items EXISTING ENVIRONMENT The La Perouse Local Aboriginal Land Council (La Perouse LALC) acknowledges the Gadigal and Bediagal (Bidjigal) clans as the clans who traditionally occupied the Sydney Coast to the north and north-west of Botany Bay. To the south of Botany Bay the La Perouse LALC acknowledge the Gweagal clan (Fire clan), of the Dharawal language group to have traditionally occupied the southern Sydney area. As discussed in Section 8.1 the Proposal site has been previously extensively disturbed, and is located within an industrial precinct. The Keith Engineering portion of the site was originally developed for industrial purposes in 1949 and the Asciano owned land was developed as a railway siding in the 1950s. It is considered that there is a low likelihood of relics or items of Indigenous heritage significance prevailing at the Site. Existing Indigenous Heritage items Items of Indigenous heritage significance are listed on statutory registers and are afforded varying levels of protection. A search was undertaken of the Commonwealth EPBC Protected Matters Search Tool (26 th June 2013), which identified no items of Indigenous heritage within a minimum of 5 km proximity of the proposed Banksmeadow TT site. A search of the NSW AHIMS register was undertaken on 26 th June 2013, allowing for a 5 km buffer of the Banksmeadow TT site. No recorded items of Indigenous heritage were identified within the vicinity of the Site. In addition, no native title claims have been found to exist within the determined area (National Native Title Tribunal, 2013). The Randwick LGA contains the Dharawal Resting Place Coast Hospital Cemetery- Burial Ground in La Perouse, to the south-east of the proposed Banksmeadow TT site. This is not located within proximity to either the Proposal site, or expected traffic routes IMPACT ASSESSMENT No items of Indigenous heritage significance have previously been identified within the vicinity of the Banksmeadow TT site. The Site has not been identified by the Gadigal or Bediagal people as a site of Indigenous heritage significance. Page 258 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

287 Neither construction nor operation of the Banksmeadow TT is likely to have an impact on existing Indigenous heritage items. It is unlikely that any items of Aboriginal heritage significance would be uncovered as a result of either construction or operation, as the Site is already highly disturbed. If any items of Aboriginal significance are uncovered, mitigation measures would be implemented as per Section MITIGATION MEASURES Given the altered state of the Site, and lack of Indigenous heritage items previously identified on the Site, proposed mitigation would focus on a procedure for the management of unexpected archaeological finds would be documented within the CEMP for the Proposal. This would include commitments that: If an item of Aboriginal significance or suspected significance is discovered during construction, all work in the vicinity of the area would cease and the Environmental Representative for construction of the Proposal would be contacted as soon as possible to determine the subsequent course of action. In the event that suspected human skeletal remains are discovered, all works would cease and the NSW Police and the NSW Coroner s office would be contacted. If the burial is identified as being of Aboriginal origin a heritage professional and NSW OEH would be contacted to determine the subsequent course of action CONCLUSION The high level of disturbance at the Site, particularly the extent of fill present, means that items of Indigenous heritage significance are unlikely to be discovered during excavation works for construction of the Proposal. Mitigation measures have been identified to minimise the risk and consequences associated with the key issues are summarise below: Potential impact on Indigenous heritage within the area: if an item of Indigenous significance, or suspected significance, is discovered during construction, all work in the vicinity of the area would cease and the relevant Environmental Representative would be contacted to establish an appropriate course of action. If the items are of Aboriginal origin the OEH is to be notified. This Section has assessed the potential impacts on Indigenous heritage and determined key risks associated with the Proposal. With the mitigation measures identified above, the residual risk to Indigenous heritage has been considered to be low NON-INDIGENOUS HERITAGE INTRODUCTION This Section summarises the potential impacts on non-indigenous heritage as a result of construction and operation of the Proposal. A review of applicable State and Federal heritage registers was undertaken to identify any non-indigenous heritage items within the vicinity of the Site. An assessment of construction and operation impacts on any non-indigenous heritage items has been undertaken to ascertain potential for the Proposal to have a negative impact on any non-indigenous heritage within the area. Management and mitigation measures have been identified in Section to reduce the risk of adverse impacts on non-indigenous heritage items. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 259 N0001-AA EIS-03

288 EXISTING ENVIRONMENT Items of non-indigenous heritage significance are listed in statutory registers, providing them with varying levels of protection. Non-indigenous heritage items are listed at a National, State or Local level on the following registers, applicable to the Banksmeadow TT site: National Heritage Register. NSW Register. SEPP Port Botany Botany Bay LEP. A search of the National Heritage Register and the NSW Register, found no items of national heritage significance either on the Site or within 5 km radius of the Banksmeadow TT site. Table 8-85 lists the items of local heritage significance identified within the SEPP (Port Botany) and located in the Banksmeadow area. Table 8-85 Local Heritage items located within the suburb of Banksmeadow Item Name Address Property Description Main Administration Building Orica and Mature Ficus Corner of Denison Street and Beauchamp Road Lot 11, DP Pier Hotel 1751 Botany Road Lot 1, DP Botany Bay Hotel 1807 Botany Road Lot A, DP There are two heritage items located within proximity of the Banksmeadow TT site, being the Main Administration Building Orica and the adjacent Mature Ficus tree. These items are located approximately 150 m to the north-east of the Banksmeadow TT site. Figure 8-47 shows the location of these items in relation to the Proposal site. Page 260 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

289 Figure 8-47 Location of SEPP (Port Botany) heritage items Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 261 N0001-AA EIS-03

290 IMPACT ASSESSMENT The Orica Main Administration Building and the Mature Ficus tree are located within the Botany Industrial Park, on the intersection of Beauchamp Road and Denison Street and are exposed to a high level of vehicle traffic. The low number of vehicle movements associated with the Proposal that would utilise Denison Street and Beauchamp Road heading north (i.e. approximately 4 vehicles during the AM peak) would not alter the heritage context of the building and fig tree. The terminal building would be consistent with the existing land uses of the area and would not alter the heritage context of the items. Construction of the Banksmeadow TT would take place within the site boundary and would therefore have no impact on the heritage items identified. The high level of disturbance at the site would mean that items of heritage significance are unlikely to be discovered during excavation works for development of the Proposal. In the event that an item of heritage significance is uncovered, the mitigation measures contained in Section would be implemented MITIGATION MEASURES Procedures for the management of unexpected finds of items of potential heritage significance would be included within the CEMP for the Proposal, and would include: Should an item of non-indigenous significance, or suspected significance, be discovered during construction, all work in the vicinity of the area would cease and the Proposal Environmental Representative would be contacted as soon as possible to determine the subsequent course of action. In the event that suspected human skeletal remains are discovered, all works would cease and the NSW Police and the NSW Coroner s office would be contacted CONCLUSION The high level of disturbance at the Site means that items of non-indigenous heritage significance are unlikely to be discovered during excavation works for development of the Proposal. There are two heritage items located within proximity of the Banksmeadow TT site, being the Main Administration Building Orica and the adjacent mature Ficus tree which are located within 200 m of the Site. The distance of these items from the Site and the fact that there is not a direct line of site from the items to the site means that the Proposal would not impact on these items. Mitigation measures have been identified to minimise the risk and consequences associated with the key issues are summarise below: Potential impact on non-indigenous heritage within the area: if an item of non- Indigenous heritage significance, or suspected significance, is discovered during construction, all work in that area would cease and the relevant Environmental representative would be contacted to establish an appropriate course of action. In the event that suspected human skeletal remains are discovered, all works would cease and the NSW Police and NSW Coroner s office would be contacted. This Section has assessed the potential impacts on non-indigenous heritage and determined key risks associated with the Proposal. With the mitigation measures identified above, the residual risk to non-indigenous heritage has been considered to be low. Page 262 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

291 8.13 SOCIO-ECONOMIC INTRODUCTION Potential socio-economic impacts associated with the Proposal have been assessed and are summarised in this Section. The socio-economic profile of the area surrounding the Banksmeadow Site has been identified, including for the suburb of Banksmeadow and the Botany Bay and Randwick LGAs. Construction and operation socio-economic impacts have been assessed to evaluate key issues for the Proposal. Key issues include: Potential for negative social impacts in relation to increased traffic, noise, and air pollution (including odour) as well as decreased visual amenity. Changes to local demographic and local economic impacts. Regional economic impacts. Measures to mitigate socio-economic impacts associated with the Proposal have been identified in Section and measures for the construction and operation phases EXISTING ENVIRONMENT The Banksmeadow precinct is predominantly an industrial area within the City of Botany Bay LGA, bordering the Randwick City LGA. Historically, the Botany Bay area was established as an industrial precinct in the 1850s with minimal population growth until the 1960s. The area has experienced rapid population growth since 2006, with high residential growth occurring in close proximity to the Mascot train station (ABS, 2012b). Major commercial and industrial properties located within the area include the northern part of Port Botany, the Sydney Domestic Airport and the Botany Industrial Park. The population of Banksmeadow is just 12 people (ABS, 2012a). This is most likely a result of the area being predominantly an industrial precinct. The population of Banksmeadow declined from 484 residents in 2006 due to a boundary change transferring the location of a significant number of houses to within the boundary of Botany. This area was in the south-west area of Banksmeadow, and is not within proximity of the Banksmeadow TT site. The neighbouring suburb of Matraville is a highly residential area, with a population of 9,039 and a population density of 31.2 persons per hectare (ABS, 2012b). Health Care and Social Assistance is the highest source of employment within Matraville, followed by Retail Trade, contributing 11.8% and 10.6% to total employment respectively. The nearest residential area to the Site is located within the suburb of Hillsdale, approximately 250 m to the north-east. Hillsdale has a population of 4,977 and a population density of persons per hectare (ABS 2012c). The Banksmeadow TT is expected to service a significantly larger area than Banksmeadow and Matraville. In addition, the effects of increased traffic, and the expected truck arrival and departure routes, may impact the greater Botany Bay and Randwick City areas. Botany Bay LGA Profile The population of the Botany Bay LGA is 39,355, with a population density of persons per hectare (ABS, 2013a). The area has an above average migrant population, with just 51.4% of the population born in Australia, compared with the national average of 69.8%. The total labour force of the Botany Bay LGA is 19,421 people. Health Care and Social Assistance is the highest source of employment across the Botany Bay LGA, accounting for Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 263 N0001-AA EIS-03

292 11.2% of total employment (ABS, 2013a). Retail Trade, and Transport, Postal and Warehousing are also major contributors to employment within the area, adding a further 10.1% and 10.0% respectively. These three categories, along with Accommodation and Food Services, Manufacturing and Professional, Technical and Scientific, account for 52.8% of total employment within the area. Randwick LGA Profile The population of the Randwick City LGA is 128,989, with a population density of persons per hectare (ABS, 2013b). The greater population density is representative of the highly residential nature of the area, in comparison to the predominantly industrial and commercial precincts of the Botany Bay LGA. Health Care and Social Assistance is the highest sources of employment within the Randwick LGA, as it is within the botany Bay LGA, comprising 12.3% of total employment (ABS, 2013b). However, unlike within the Botany Bay area, Professional, Scientific and Technical Services and Education and Training, each also make up over 10% of total employment, at 12.0% and 10.2% respectively. The occupations represented within the Randwick LGA are likely reflective of the large number of educational and medical institutions within the area, notably the University of New South Wales and the Prince of Wales Hospital IMPACT ASSESSMENT Construction impacts The construction of the Banksmeadow TT would create new temporary employment, contributing positively to the local economy. The residential areas with the greatest proximity to the Site are the suburbs of Hillsdale and Matraville, which are located 250 m and 350 m from the Proposal site respectively. Residents within these areas have been recognised as stakeholders of the project and their engagement with the planning for the Proposal has been addressed within the community consultation initiatives described in Section 6. This communication would continue through the construction phase as per the identified mitigation measures: Construction of the Proposal would create increased levels of traffic, noise and air pollution for the duration of the construction phase, which has the potential to impact on local residents if not appropriately managed. Assessments of traffic, air quality and noise impacts associated with construction of the Proposal are presented in sections 8.3, 8.5 and 8.6, respectively. Operational impacts The operation of the Banksmeadow TT is expected to create up to 25 new full-time jobs, providing economic benefits for the area. Further details of job generation associated with the proposed are presented in Appendix C. The Proposal would also provide a significant regional benefit delivering reduced waste transferred to landfill and increased industrial resource reuse. The Banksmeadow TT would assist in local and regional resource recovery targets, as prioritised under the Waste Avoidance and Resource Recovery Act It would also provide local councils with a cost-effective waste management alternative, increasing competition and reducing costs, indirectly benefiting their communities. Randwick City Council has raised a concern that truck drivers accessing the Site would park on the surrounding road network to purchase food or use toilet facilities, if these facilities are not provided at the Site. The Proposal has the potential to cause disruption to traffic flows, use parking spaces that would otherwise be used by members of the public to access shopping areas within the vicinity of the site and place additional demands on public facilities. Page 264 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

293 It is not expected that the operation of the Banksmeadow TT would lead to any long-term socioeconomic impacts or alteration to the socio-economic structure of the surrounding LGAs as the Site is located on industrially zoned land and would represent a conversion of the Site from one industrial land use to another. The localised operational impacts would therefore be minimal as the surrounding area, and adjacent land uses, are largely industrial with a low residential population MITIGATIONS MEASURES Construction mitigation measures A CEMP would be prepared for the construction phase of the Proposal and would prescribe measures to be implemented to minimise impacts on surrounding communities. These measures would include: Work hours during construction would be limited to the following, unless otherwise authorised under the CNVMP within the CEMP: - 7am to 6pm, Monday to Friday. - 8am to 1pm, Saturday. - No work on Sundays and public holidays. A Community Engagement Strategy would be developed to ensure that community engagement is maintained throughout the construction period, including: - Continuing communication pathways, including a dedicated, 1800 phone line, address and section on Veolia s website, to provide information regarding the proposal. - Maintaining communication with key government and community stakeholder, through the provision of letters and information sheets. - Ensuring landholders, within proximity of the Site, are kept well informed about the proposal, the construction hours and duration of the works. Landholders would be provided relevant contact details to address queries relating to the works. Operational mitigation measures Detailed design of the Proposal would include the following elements to mitigate potential social impacts associated with the Proposal: Provision of parking, toilet facilities and vending machines within the Banksmeadow TT site to encourage truck drivers to take their rest breaks at the Site, rather than parking on the surrounding road network. An OEMP would be developed for the operational phase of the Proposal and would include procedures and measures to ensure that the community is kept informed of the Proposal in a pro-active and responsive manner. The OEMP would contain provisions for the following: A Complaints Handling Procedure and maintenance of a Complaints Register. Operation of a 24 hour telephone line. Publication of contact details for the Banksmeadow TT on the Veolia website. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 265 N0001-AA EIS-03

294 CONCLUSION Operation of the Banksmeadow TT is not predicted to lead to any long-term socio-economic impacts or cause alteration to the socio-economic structure of the surrounding LGAs as the Site is located on industrially zoned land and would represent a conversion of the Site from one industrial land use to another. The construction phase of the Proposal may have the potential to impact on local residents through a temporary increase in noise and dust; however these impacts are likely to be minimal and localised. Mitigation measures have been identified to minimise the risk and consequences associated with the key issues are summarise below: Potential for negative social impacts: the Proposal has the potential to create social impacts in relation to increased traffic, noise and air pollution as well as decreased visual amenity. Construction hours will be limited and landholders within close proximity of the Site will be kept well informed about the proposal to minimise the risks of construction impacts. Communication pathways will be established and communication will be maintained with key government and community stakeholders. Mitigation measures addressing potential social impacts related to traffic, noise, air quality and visual impacts are provided in Sections 8.3.4, 8.6.4, 8.5.4, respectively. Changes to local demographic and local economic impacts: operation of the Banksmeadow TT is expected to create up to 25 new jobs, providing economic benefits for the area. Regional economic impacts: overall, the Proposal would provide a significant regional benefit by delivering reduced waste transferred to landfill, increasing industrial resource use and creating employment opportunities. This Section has assessed the potential socio-economic impacts and determined key risks associated with the Proposal. With the mitigation measures identified above, the residual risk for socio-economic impacts has been considered low, with net benefits to local and regional economic impacts VISUAL IMPACT INTRODUCTION A desktop visual impact assessment has been undertaken using existing information and Site photographs to analyse the study area in terms of the existing visual character and projected prominence of the proposed terminal building. The existing appearance of the Proposal site, views of the Site from surrounding viewsheds and topography have been recorded to determine the existing visual environment for the Site. Impacts from the Proposal have been identified and assessed, including visual prominence and impact of the Proposal, light spill impacts and construction impacts. The potential to decrease amenity of the area has been identified as a key issue for the Proposal. To address key issues visual impacts associated with the Proposal, and in accordance with the DGRs, an assessment of the potential visual impacts of the project on the amenity of the surrounding area has been undertaken. In addition a description of the measures that would be implemented to minimise the visual impacts of the project has been provided, including the design features, landscaping and measures to minimise the lighting and design impacts of the Proposal. Page 266 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

295 EXISTING ENVIRONMENT As discussed in Section 5.1, the Proposal site is located within the Banksmeadow Industrial Precinct as per the Development Control Plan No. 33 Industrial Development (City of Botany Bay, 2003), which identifies precincts that are suitable for industrial development. As a result of the industrial zoning of the Site and surround, development within the surrounding environment is dominated by industrial uses. Some of the key industrial uses of the land immediately surrounding the Site include (clockwise): The Asciano Botany Site to the north of the Site (Plate 2). The Botany Industrial Park to the north-east of the Site (Plate 3). Botany Building Recyclers, which is enveloped from the north by the Proposal site (Plate 4). The Goodman Botany Bay Industrial Park to the south of the Site (Plate 5). The Botany Goods line and the Toll Container Depot to the south-west and west of the Site (Plate ). Plate 2 View north: Botany Industrial Park Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 267 N0001-AA EIS-03

296 Plate 3 View north: Asciano Botany Site and Orica within Botany Industrial Park Plate 4 View south-west: Botany Building Recyclers Page 268 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

297 Plate 5 View from McPherson Street to the Goodman Industrial Park Plate 6 View west: Botany Goods Line and Toll Container Depot As discussed in Section 8.2, the regional topography slopes downwards, towards the southwest, with steeper slopes to the north and east. The area in the immediate proximity of the Site is highly modified, containing little remaining vegetation, with the exception of Asciano Botany Site, adjacent to the Botany Industrial park. The surrounding built environment generally comprises large warehousing buildings and industrial plant, commensurate with the scale of the industrial activity. The close relationship of the industrial land with the Botany Goods Line in this area reinforces this industrial landscape. Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 269 N0001-AA EIS-03

298 Existing appearance of the Proposal site The Keith Engineering site, located at McPherson Street is currently used for storage and a variety of small businesses. The area includes a large shed, predominantly used for storage, another smaller shed and a storage building, both used for small scale commercial purposes. The main shed is a relatively large structure, occupying an area of 130 m in length by 28 m in width, occupying approximately 2930 m 2. The Site itself accommodates storage areas for items such as truck trailers, stadium collapsible chairs and machinery used by adjacent buildings (Plates 8-10). The northern outdoor boundary is used for skip storage (Plate 7). Plate 7 View of rear of existing shed Plate 8 View of front of existing shed Plate 9 View along eastern edge of existing shed Plate 10 View along western edge of existing shed The Asciano owned portion of the Site is presently used for rolling stock storage and container handling activities. Plate 11 Asciano land (prior to Patricks Plate 12 Asciano land (Patricks on site) operations) The nearest residential area is located approximately 250 m to the north-east of the Proposal site, within the suburb of Hillsdale. The residential area of Matraville is located approximately Page 270 Hyder Consulting Pty Ltd-ABN N0001-AA EIS-03

299 350 m to the east of the Site. Given the large scale of industrial development between the residential receivers and the Proposal site (including the Botany Industrial Park, there are limited viewing opportunities from the residential areas to the Proposal site at present. The two view points of the Site that are from the intersection of Beauchamp Road and Perry Street and from the street frontage of the Site with McPherson Street. Plate 13 and Plate 14 show the view of the Site from Beauchamp Road and McPherson Street, respectively. As can be seen the existing visual environment of the Site is highly industrialised, with the Botany Industrial Park and associated facilities dominating the skyline within the vicinity of the Site. Plate 13 View of Proposal site from Beauchamp Road Banksmeadow Transfer Terminal Environmental Impact Statement Revision 1 Hyder Consulting Pty Ltd-ABN Page 271 N0001-AA EIS-03