Operational Traffic Management Plan

Transcription

1 Operational Traffic Management Plan Version # 0.5 March 2015 Appendix E E-i

2 Document Information Author: A Robinson Reviewer: S Jones File: Completed: Project ID: PBRP Version: 0.2 Sensitivity: Commercial In-Confidence Version History Version Date Author Changes /08/2014 O Peel Draft for review /08/2014 A Robinson Edits following Patrick review /10/2014 O Peel / A Robinson Edits following NSW Ports review and regulator review /10/2014 O Peel / A Robinson Edits following NSW Ports review /03/2015 A Robinson Additional edits following DP&E comments Appendix E E-ii

3 Table of contents 1. Introduction Overview Purpose of this report Scope and limitations Exclusions Development Consent Conditions Approach and Procedure Risk identification Overview of the import and export process Heavy vehicle access arrangements Out of gauge cargo procedure Rail cargo Potential operational impacts OTMP Implementation Pedestrian management Driver awareness Operational controls (external) Key responsibilities Identification of Stakeholders Internal Stakeholders External Stakeholders Consultation with Stakeholders Table index Table 2-1 Instruments of Development Consent... 3 Table 2-2 Conditions of Approval... 3 Table 3-1 Summary of Rail Cargo Procedure Figure index Figure 3-1 Import and Export Process... 5 Figure 3-2 Heavy Vehicle Access Procedure Diagram... 7 Figure 3-3 Truck to Terminal Process... 8 Appendix E E-iii

4 Figure 3-4 Out of Gauge Cargo Site Access Procedure Diagram Figure 3-5 Rail Cargo procedure Figure 3-6 B-Double Truck Routes from Rail Yard Internal Only Figure 3-7 B-Double Truck Routes from Rail Yard via Ramp C Figure 4-1 Example of Signage to be provided at the Terminal Exit Figure 4-2 Permitted Access Vehicle Map Appendices Appendix A Standard Operating Procedure Terminal Communications Appendix E E-iv

5 Acronyms and definitions Abbreviation Autostrad TM CoA CCC CMCC DP&E DPW EPA EPL HSEQ MSIC OCR OOG OEH OEMP OTMP Patrick Consent PBLIS Port Botany Consent RMS SICTL SSROC TEU Teleop TOS Complete reference Automated Straddle Carrier Condition of Approval Community Consultative Committee NSW Cargo Movement Coordination Centre NSW Department of Planning and Environment (formerly Department of Planning and Infrastructure) DP World NSW Environment Protection Authority Environment Protection Licence Health, Safety, Environment & Quality Maritime Security Identification Card Optical Character Recognition Out-of-Gauge NSW Office of Environment & Heritage Operational Environmental Management Plan DA i MOD 8 Port Botany Redevelopment Project Port Botany Landside Improvement Strategy DA i Port Botany Expansion Project Roads & Maritime Services Sydney International Container Terminal Limited Southern Sydney Regional Organisation of Councils Twenty-Foot Equivalent Unit Tele-operated Terminal Operating System Appendix E E-1

6 1. Introduction 1.1 Overview This (OTMP) has been developed for Patrick Stevedore Operations (Patrick) to address conditions outlined in the following Development Consent Conditions: DA i (Port Botany Expansion Consent) Condition B2.27 (Port Traffic and Rail Noise Management Plan); and DA i (Port Botany Expansion Consent) Condition C2.12 (Operational Noise Management Plan). 1.2 Purpose of this report The OTMP is a sub plan of the Operational Environmental Management Plan (OEMP) for the Patrick Terminal and details how Patrick are committed to work with external stakeholders and achieve good operational outcomes. The purpose of the OTMP is to provide guidance for Patrick operations to mitigate the impact of operational traffic on the surrounding road network. 1.3 Scope and limitations This report is a sub plan of the Operational Environmental Management Plan (OEMP) that has been prepared by GHD for Patrick Stevedore Operations No.2. All scope and limitation clauses are set out in the OEMP document. 1.4 Exclusions This OTMP does not cover the following: any construction activities or construction traffic management; and management of over-weight trucks Patrick will weigh trucks before they leave the terminal, however it is the responsibility and management of trucks if over weigh is administered by the Mandatory Standards under the Port Botany Landside Improvement Strategy (PBLIS). Appendix E E-2

7 2. Development Consent Conditions (OTMP) requirements This OTMP has been developed to facilitate the management of the traffic impacts associated with operating the Terminal and to comply with the relevant statutory requirements and Conditions of Approval (CoA). Due to the nature of recent redevelopment works, the Terminal currently operates under two instruments of development consent as identified in Table 2-1. Table 2-1 Instruments of Development Consent Instrument of development consent DA i Port Botany Expansion Project (Port Botany Consent) DA i MOD 8 Port Botany Redevelopment Project (Patrick Terminal Consent) Scope Ramp D; Knuckle; and SITCL (outside scope of Patrick operations) Existing terminal operations; and Terminal works (construction of new maintenance workshop, control tower, administration building, services and change to automated straddle carrier (Autostrad TM ) operation) The areas which each instrument of development consent applies to are identified in Table 2-2. Table 2-2 Conditions of Approval Reference DA i Schedule C2.12 (Port Botany Consent) Condition of Consent Prior to the commencement of terminal operations, the applicant must prepare an in consultation with RMS, DP&E, City of Botany Bay and Randwick Councils and SSROC. The Applicant shall address the requirements of these organisations in the Plan. The Applicant shall also consult with the Community Consultative Committee in preparation of the Plan. The plan must include, but not be confined to, mitigation measures identified in EIS such as: identification of preferred routes to minimise noise impacts on the surrounding community; physical and operational measures (including signage) to Mitigate noise impacts from vehicles accessing and leaving the terminal; measures to limit the impact of traffic noise on Foreshore Road and Botany Road; driver education and information to promote driver habits to minimise noise; and timetabling, scheduling and details of vehicle booking systems. The plan must be submitted and approved by the Secretary prior to the commencement of operations. DA i MOD 8 Port Botany Redevelopment Project A Transport Management Plan to outline management of traffic conflicts associated with the operation of the development. The Plan shall include, but not necessarily be limited to: Appendix E E-3

8 Ref 6.4 (c) (Patrick Terminal Consent) details of measures that would be implemented to minimise noise and amenity impacts on residential areas resulting from heavy vehicle movements; the monitoring procedures for major truck routes inbound and outbound from the site through the City of Botany Bay, as well as destinations within the City of Botany Bay; procedures for monitoring the effectiveness and suitability of these measures, particularly the periodic and random monitoring of heavy vehicle routes; and details of additional measures that would be implemented should be non-compliance be detected. Appendix E E-4

9 3. Approach and Procedure This section provides an understanding of the risks identified with the operation of the terminal with regards to traffic as well as an overview of the actual import and export procedure of the terminal. 3.1 Risk identification The risks that have been identified by Patrick to be managed in this OTMP are: noise impacts that are caused by trucks that may be associated with the Patrick site; queuing of trucks at the terminal entry, which may impact the surrounding road network; and trucks using non-preferred routes, therefore resulting in traffic noise and congestion impacts along these routes. Patrick have undertaken a detailed risk assessment and evaluation of control measures prior to operation to ensure that the above risks are controlled to be as low as practicable. The risk assessment is provided in Appendix C of the OEMP. The mitigation measures in this OTMP will be updated to incorporate ongoing changes to the Environmental Risk Assessment. 3.2 Overview of the import and export process The process of importing and exporting involves a variety of participants, from the customer, the freight forwarder, the shipping line carrier and Patrick. Figure 1 provides an understanding of the overall relationships between the participants. Figure 3-1 Import and Export Process Appendix E E-5

10 3.3 Heavy vehicle access arrangements This section summarises the process for heavy vehicles accessing the terminal is provided in the following sections. This includes the 1-Stop time slot booking system and the vehicular access arrangements Stop booking system The Patrick terminal uses the 1-Stop system. 1-Stop allows truck companies to book a time slot on-line. Trucks must turn up within their allocated time slot or they are fined regardless of being early or late Process for heavy vehicles accessing the Terminal This process involves the delivery of standard in-gauge containers by truck to the terminal. This involves the following 17 steps: 1. Truck arrival booked and manifested via 1-Stop by the trucking/haulage company. Truck arrives in designated time window at the terminal; 2. Truck proceeds down Ramp D, through over-height detection and licence plate recognition; 3. Truck drives through the optical character recognition (OCR), which obtains physical data (container number, height, damage, position on truck, LPR, door position) and compares to 1-Stop manifest. The truck stops at boom gate with pedestal kiosk; 4. Driver Swipes Maritime Security Identification Card (MSIC) on card reader and transaction status is determined by the Terminal Operating System (TOS); 5. Kiosk prints ticket with directions and designated truck grid range (proceed to assigned grid range, proceed to self-help kiosk grid range, or leave terminal); 6. Boom gate opens (boom gate closes upon loop activation being closed); 7. Truck proceeds to a vacant truck grid in grid range provided on ticket. If no grids available in assigned range then truck will pull into a waiting bay in front of one of the truck grids assigned; 8. If/once assigned truck grid is available, truck reverses into truck grid gated area. Truck is to align front wheels with white line at front of grid; 9. Truck driver exits vehicle. They then swipe MSIC card at local control station located outside of gates at the front of the truck grid. Truck driver waits in shelter provided at front of truck grids; 10. Job becomes active in TOS upon MSIC swipe. Gates are cycled, and container transfer tasks are executed by AutoStrad under the control of the TOS; 11. Teleop/ Rail Control Operation System (RCOS) used for all import containers loading onto trucks & exceptions (as required). RCOS will not be located at the truck grids themselves. Interaction will be via camera system and laser detection technology; 12. Gate cycle system activated by TOS upon completion of last job and AutoStrad leaving truck grid; 13. Driver re-enters their truck and drives out of truck grid following designated traffic flows; 14. Truck proceeds to weighbridge (if required); 15. Truck proceeds through Out-Gate OCR for verification of successful transaction; 16. Truck swipes MSIC to allow driver to exit; and Appendix E E-6

11 17. Truck exits terminal. Figure 2 provides an understanding of the procedure throughout the terminal Figure 3-2 Heavy Vehicle Access Procedure Diagram Appendix E E-7

12 Figure 3 outlines the process for trucks accessing the terminal. Figure 3-3 Truck to Terminal Process 3.4 Out of gauge cargo procedure This process involves the receipt and delivery of all out of gauge (OOG) containers to / from the terminal by truck. An OOG container for this process is defined as a container that exceeds any dimension of a standard container by no greater than 30 cm in length or width either side and/or 180 cm on height. Port Botany will limit OOG delivery / receival during day shift hours (0600 to 1400), within which, defined slots will be allowed through prior arrangement with the terminal. 1. truck presents at Cargolink entrance after prearranging acceptance and time slot with terminal; Appendix E E-8

13 2. truck driver swipes MSIC at card reader in entry lane. Security will verify truck arrival approval from terminal before allowing entry. Invalid truck arrivals will be directed to leave the terminal; 3. upon entry, the truck will proceed to the OOG exchange area and be met there by the Yard Team Leader; 4. the Yard Team Leader will verify truck details, container details and process the truck visit on a PDA; 5. while truck loading/unloading are being performed the truck driver is to stand in the safety zone clearly marked. No driver is to be in their truck during truck loading/unloading; 6. Yard Team Leader will use a reach stacker and appropriate lifting gear to perform the loading/unloading of truck. Containers will be retrieved from or stored in the OOG stacking area located adjacent to the OOG exchange area; 7. Yard Team Leader will complete the transaction on PDA; 8. after all truck exchange containers are processed, the truck driver will re-enter their truck and proceed to the OOG weighbridge; 9. the truck driver will drive over the OOG weighbridge and scan MSIC; 10. truck driver will be issued weight and height advice on a ticket, and proceed to the out gate of Cargolink; 11. Security will verify any outgoing paperwork at the Cargolink out gate. Truck driver will swipe MSIC card located at out gate; and 12. if paperwork is verified then boom gate is raised and truck leaves the terminal. If paperwork is not verified then the Yard Team Leader is called to rectify the issue. Figure 3-4 provides an understanding of the procedure throughout the terminal. Appendix E E-9

14 Figure 3-4 Out of Gauge Cargo Site Access Procedure Diagram For further information regarding the operational procedures of the terminal, refer to the Port Botany Operations Plan. 3.5 Rail cargo Figure 3-5 outlines the process for trucks accessing the terminal. Appendix E E-10

15 Figure 3-5 Rail Cargo procedure This process involves the delivery of standard in gauge containers from the rail wagon to the rail exchange area and then the yard. This involves the steps summarised in Table 3-1. Appendix E E-11

16 Table 3-1 Summary of Rail Cargo Procedure Task Name/ID Start: Consist and Train arrives. 01 Train In Gated Result ID Task Description 01 Train consist arrives and is uploaded into TOS. The consist is printed out. The train arrives in the terminal. 02 The containers on the train are manually checked against the consist printout. Any inconsistencies are manually updated in TOS. 02 Reachstacker transfers containers into RX Bay 03 Consols manually created The consist is then Arrived into TOS to indicate that the containers are on site. 03 The Reach stacker drivers single lift containers from the train wagon to RX bays (which may be segregated by train and by imports and exports) 04 Once the train is unloaded, the successfully transferred containers will be manually assigned a Heap Stack location in TOS. Consols for Exports and Imports are created in SPARCS, and reflected in EC. 04 Reach stacker loads containers onto Super B double truck 05 Truck goes through internal roundabout or Car Kiosk to truck grid A separate Consol may be created for Import containers requiring AQIS inspection. 05 Once the train is unloaded, the Reach stacker driver(s) single lift containers from the RX bay onto a super B- Double truck until the truck is full or the RX bay is empty. The driver engages the twist locks. 06 Via Internal Roundabout and goes straight to the designated truck grid OR Straddle driver on Road Job? 06 Yard Manager reassigns Straddle Driver from Road Consol to Import Consol 07 Driver inputs container last 5 digits for Yard Position 08 Straddle moves export containers to planned position 06 & 07 Via Ramp C then D, the driver swipes their MSIC at the GOS kiosk, ignores reject chit and proceeds to the designated truck grid lane. Note: Access using Ramp C will only be required where a train cannot be split between the railings. Approval will be requested from NSW Ports for use of Ramp C. Is the straddle driver already assigned to a Road Consol? 07 Yes The Tower Clerk / Yard Monitor reassigns the Straddle from a Road Consol to an Import Consol and communicates the change to the Straddle Driver. 08 No - The allocated straddle driver switches to the export job (F2: Stk MDT screen) and manually enters in the last 5 digits of the container number. This brings up the destination details for the container. 09 The Straddle Driver picks and places the export container into its planned position. The work instruction in EC is complete once the container Appendix E E-12

17 09 MDT screen toggled to Import job 10 Straddle moves Import container to truck grid has been placed in the yard. 10 (Assuming the Import Consol was created at step 3): To load the Import containers, the Straddle driver switches from the Export job to the Import job (F2: Stk screen to the F1: EC screen). 11 The Straddle driver picks and places the Import container onto the truck. EC overrides its position from the designated Heap Stack area to TRU. 11 Containers trucked from truck grid to RX bay 12 Yard Manager Reverts TRU position back to Rail Heap Stack area 13 Reach stacker loads containers onto the train 14 TOS is updated with train load details 15 Train Out Gated 12 The twist locks are engaged and the truck driver shuttles the containers to an RX bay via the western mid-way truck exit point. The containers are placed into a rail Heap Stack area to await the designated train. 13 Once the Consol job is complete, the Yard Manager reverts the container position from TRU to the designated Heap Stack area in SPARCS or TOS. 14 On arrival of the train, the reachstacker will load the containers from the RX bay onto the train. The SPARCS or TOS printout is manually checked against the loaded containers. Any inconsistencies are updated manually in TOS. 15 TOS is updated with the train load details. End The train is then Departed from the Terminal Cargo will primarily be delivered by B-double trucks or super B-double trucks between the rail internal roundabout and straight to the designated truck grid, as shown at Figure 3-6. These movements would be internal only and would therefore have no impact to traffic on Ramp C or along Foreshore Road. There are expected to be around two movements per hour. Figure 3-6 B-Double Truck Routes from Rail Yard Internal Only In the event that that the length of the train at the terminal is over 320 metres and cannot be split between the rail sidings,, the train would block the level crossing to the north of the internal roundabout. In this event, trucks would access the designated truck grid via Ramp C and then D, as shown at Figure 3-7. Approval will be requested from NSW Ports when required for use of Ramp C. Appendix E E-13

18 Figure 3-7 B-Double Truck Routes from Rail Yard via Ramp C Heavy Vehicle Route between SICTL Rail Exchange and Patricks Site NSW Ports have determined that provision should be in place to allow for the transfer of cargo between the SICTL terminal and the Patricks terminal in the event that one terminal is required to assist the other with rail services. The SICTL rail exchange is located to the north of the Patrick rail exchange. Trucks will exit the SICTL rail exchange via a gate at base of Ramp C. From here, trucks would access the truck grids at the Patricks terminal using the same traffic route detailed in Table 3-1 and Figure Potential operational impacts The operational impacts resulting from truck traffic associated with the Patrick site will be similar to that from neighbouring port operations. This section outlines the potential operational impacts Noise impacts from truck movements Engine noise from loaded trucks is generally louder than for unloaded trucks when accelerating. Drivers are also more likely to use compression brakes when slowing a fully loaded vehicle. The trailers of unloaded trucks entering or leaving the Patrick Terminal may rattle as their moving parts are not secured by a container. This noise generated by truck movements could impact nearby residents Terminal congestion related to throughput and scheduling Patrick Terminal operates a scheduling system which aims to eliminating waiting times and improving efficiency of trucks accessing the terminal. However, it is possible that trucks traffic can still impact the surrounding local area by parking along local streets until the allocated access time booked through 1-Stop Traffic impacts as a result of trucks entering or leaving the Patrick Terminal When trucks leave the Patrick Terminal they must follow designated heavy vehicle routes through NSW. These routes are regulated by the Roads and Maritime Services (RMS) in conjunction with the NSW Police. Drivers may be fined by NSW Police for deviating from these designated routes unless they hold a permit to do so. Appendix E E-14

19 4. OTMP Implementation This section outlines how the OTMP is implemented, managed and controlled. It also outlines the operational controls for the identified potential impacts outlined in Section 3.5. Three key elements of the implementation process that are discussed below are: Pedestrian management; driver awareness; and operational controls. 4.1 Pedestrian management The interface between pedestrians and vehicles is managed through the implementation of a number of controls that manage the zones in which pedestrians can access the site and how machinery can operate around pedestrians. These controls are: Pedestrian walkways are painted and / or are delineated with jersey kerb barriers to prevent access outside of designated pedestrian pathways; Pedestrian signage has been placed on either side of designated pedestrian walkways where they cross over walkways, for example, at Cargolink, the Maintenance building and the vehicle parking area; Access to the yard is controlled using escorts and inductions. In the event that pedestrians need to access areas of the yard in which Autostrad TM s are operating, the area is locked down and Autostrad TM s are prevented from accessing the area; and New employees are inducted to the site and advised which areas of the Terminal can be accessed by pedestrians. 4.2 Driver awareness This section outlines the procedures that Patrick have in place to ensure all truck drivers are aware of the operating procedures and expectations of the terminal Truck Driver induction All personal including permanent or irregular staff and contractors must successfully undertake the Patrick site induction prior to being granted access to the Terminal. All short term visitors must also be provided with a safety induction briefing relevant to the purpose of their visit and remain escorted at all times throughout the Terminal. Road transport operators visiting the Terminal are required to hold a current MSIC. They are required to undertake the site induction via the online 1-Stop system Signage at Terminal exit Signage will be installed at the terminal exit advising drivers to use designated heavy vehicle routes and not to use residential or local streets. The signage will also advise drivers not to use compression braking where possible. An example of the proposed signage is shown in Figure 4-1. Appendix E E-15

20 Figure 4-1 Example of Signage to be provided at the Terminal Exit Truck Marshalling Area at Simblist Road A truck marshalling area is located to the southeast of the Terminal off Simblist Road. Drivers will be encouraged to wait within this marshalling rather than parking on the surrounding local streets through the following proposed measures: increase driver awareness of the marshalling area through improved signage along roads within the vicinity of the Terminal and through advertising information that would be provided through the site induction and on the 1-Stop booking system; and linking the digital message board within the marshalling area to the Patrick Terminal to inform drivers of their time slot numbers for each vehicle Distribution of Information to Drivers on Arrival to the Terminal Information for drivers is provided to trucking companies prior to arrival at site through 1-Stop. The MSIC induction also details communications protocols at the Terminal. 4.3 Operational controls (external) This section provides an understanding of the operational controls that Patrick have in place to control traffic impacts on the external road network Port Botany Landside Improvement Strategy (PBLIS) The NSW Government established the Port Botany Landside Improvement Strategy (PBLIS) to manage heavy vehicle movement within Port Botany. The PBLIS initiative is governed by the Ports and Maritime Administration Regulation 2012 (the Regulation) and sets out access and performance standards relating to access by road carriers to the Port Botany Container Terminals, the performance of road carriers at the terminals and the performance of stevedores in providing services to road carriers at the terminals. The operational performance measures for road include late arrival, early arrival, no show, cancellation of bookings, Truck Turnaround Time (TTT), minimum slots offered, truck nonservicing and cancellation times. The mandatory performance standards are set out in the Port Botany Landside Operations Mandatory standards under Part 3 of the Ports and Maritime Administration Regulation Part B and Part C define the mandatory standards for carriers and stevedores respectively. Patrick is not responsible for monitoring any heavy vehicle movement outside of the Terminal. Monitoring of Road Traffic Road carriers are required to register with the NSW Cargo Movement Coordination Centre (CMCC) and are provided with a RFID truck tracking tag. The tag captures the movements of Appendix E E-16

21 trucks when in the Port Botany precinct and records arrival time, queue time, truck turnaround times and the time taken to be serviced by the stevedore. The CMCC also operates a Port Botany Truck Camera which is available at Monitoring of Truck Traffic The CMCC operates the Operational Performance System (OPS) to support the operational performance measures and to assist in increasing the efficiency, consistency and transparency of landside operations at Port Botany. The OPS is accessed via the Transport for NSW Freight website The operational performance measure (OPM) standards measured for truck carriers and stevedores include: Road Carriers Early arrivals Late arrivals No shows Cancellation of bookings (listings) Stevedores Minimum number of slots offered per hour Truck turnaround time Truck non-service Time zone cancellations The CMCC publishes weekly data on penalty trends, throughput volume and truck turnaround time, truck spread, truck trip arrival, truck density and truck turnaround and slot performance. The reports are available at Financial Penalties for non-compliance with OPM Road carriers and stevedores are penalised financially if their performance fails to meet the OPM and may be liable to pay the penalty to the other party. Road carriers are also required to comply with the requirements of the Regulation Heavy Vehicle Routes Heavy vehicle access outside of the Port Botany precinct is managed through the National Heavy Vehicle Regulator (NHVR) and the NSW Roads and Maritime Service (Roads and Maritime). Roads and Maritime manage compliance and enforcement, vehicle standards, road access and permits on behalf of the NHVR and have direct contact with road carriers in relation to these matters. Restricted Access Vehicle maps are provided by Roads and Maritime Service at the following website - Roads and Maritime undertake random and targeted inspections of heavy vehicles to enforce compliance with the transport laws Patrick has installed signage at the terminal exit (refer to Section 4.2.2) reminding truck drivers of their responsibilities to use Appendix E E-17

22 designated transport routes.advice to drivers on vehicle weight and height Patrick implements management measures at the Terminal s truck grid exit lanes to notify drivers of compliance with vehicle weight and height restrictions. Drivers are advised of vehicle axial weight at the weighbridge and an over height beam (set at 4.3 metres) advises drivers if they are over height. In the event that a vehicle is either overweight or over height, the vehicle driver can re-access the Terminal via the roundabout before the exit gates to have their container off loaded. The responsibility to remove the container remains with the transport company. Patrick cannot prevent a driver leaving the Terminal with an overweight or over height vehicle and responsibility for operating an overweight or over height vehicle and appropriate transport routes remains with the driver and / or transport company Noise resulting from trucks accessing terminal Noise associated with trucks arriving and departing the terminal is under the control of the truck driver and carrier. Patrick will encourage drivers to minimise noise impacts by providing information through the driver s induction, signage at the terminal exit (as discussed in Section 4.2.2) and through communication with drivers at the terminal Terminal congestion related to throughput and scheduling The following controls are implemented to control traffic impacts from trucks accessing the terminal: It is compulsory to use the 1-Stop scheduling system which spreads the truck load evenly throughout the day, truck drivers are fined if they do not arrive within the allocated time slot. The maximum number of heavy vehicles currently permitted to access the Terminal will also be enforced following the proposed development to the site. Therefore, there would be no traffic increase expected on the surrounding road network as a result of the proposed development. There is capacity for parking heavy vehicles at the truck marshalling area in Simblist Road. The use of the roundabout at Ramp D can be used to turn trucks away in overflow or emergency situations that could otherwise result in queuing at the Terminal access. On site amenities are provided for drivers within the Terminal and at the marshalling area at Simblist Road. This negates any need to for drivers to use amenities in surrounding local areas which Traffic impacts resulting from trucks accessing terminal Designated heavy vehicle routes in the vicinity or the Terminal are shown in Figure 4-2. Drivers will be advised to use these routes through the site induction. This will limit traffic and parking impacts to local streets. Appendix E E-18

23 SICTL Terminal Patrick Stevedores B Doubles Figure 4-2 Permitted Access Vehicle Map Permit Conditions Apply (2014), modified by GHD 4.4 Key responsibilities The environmental management structure and responsibility for Terminal operations is detailed in section 4 of the OEMP. Patrick retains ultimate responsibility for implementing this sub-plan. Patrick has adopted a shared responsibility approach where all members of the Patrick Terminal workforce are expected to meet the requirements of this sub plan and be aware of the requirements for managing traffic entering the Terminal. All staff are made aware of this responsibility during the Patrick induction and in the regular toolbox meetings and prestart talks. The Security Safety and Environment Manager provides the necessary expertise, guidance and support to maintain compliance. Key Patrick personnel responsibilities in managing environmental issues, including traffic entering the terminal and implementing the OEMP and associated sub-plans are detailed in Section 4.1. Appendix E E-19

24 5. Identification of Stakeholders 5.1 Internal Stakeholders Internal stakeholders are involved with the operation of the terminal. Most internal stakeholders are under the direction of Patrick Stevedore, a list is given below: Patrick Corporate (the Executive Management Team) Patrick Environmental Representative; Patrick Terminal Management; Operations personnel; Contractors; and Customers (shipping lines). 5.2 External Stakeholders External stakeholders are groups or organisations that are affected by or involved with the operation of the Patrick terminal through consultation, communication or approval. Most external stakeholders are government organisations as identified below: The local community; Randwick City Council; City of Botany Bay Council; Southern Sydney Region Organisation of Councils; NSW Ports; Port Authority of NSW Harbour Master; Sydney Airport Corporation; NSW Roads and Maritime Services; NSW Department of Planning and Environment (formerly the NSW Department of Planning and Infrastructure); and NSW Environment Protection Authority (EPA). 5.3 Consultation with Stakeholders Quarterly meetings are held with the Community Consultation Committee (CCC). Appendix E E-20

25 Appendix A Standard Operating Procedure Terminal Communications Appendix E E-1

26 Access and movement throughout the terminal Standard Operating Procedure This procedure provides an overview of the Terminal and defines the requirements for access throughout the Terminal; and states the traffic management arrangements for vehicles and personnel movement throughout the Terminal. All authorised entrants are to follow the instructions of Patrick Management and Security Personnel. Conditions of entry, displayed at access points, are to be adhered to at all times. Persons granted entry to the Terminal are to display their MISC, Patrick issued visitors pass or security identification on their person and present this for inspection as requested. Patrick issued visitor passes must be surrendered upon leaving the Terminal. Patrick is a drug and alcohol free workplace and all entrants may be subject to random, for cause or post incident testing. Smoking is prohibited in company vehicles, equipment and buildings. Terminal Layout The following areas are designated as operational areas within the Terminal and require a designated level of Personal Protective Equipment to be worn. Truck Marshalling Area Truck Grids Out of Gauge Areas Wharf Autostrad Yard Maintenance/engineering workshops, storerooms and office spaces Non-operational areas of the Terminal include the Tower and the operational employee amenities building. In these areas specific PPE requirements are not mandatory. Visitor Terminal access Visitors to the Terminal building complex comprising the Workshop, Tower and Employee Amenities Buildings are to park in the Terminal car park, in the marked spaces provided, and proceed to the Security office for sign in. Security staff will contact the relevant Patrick staff member to meet the visitor or, in the case of regular site inducted visitors, direct them to the relevant area of the Workshop, Tower or Employee Amenities Building. Care should be exercised when moving through the car park. Marked walkways and directional signage must be followed. Terminal induction All personal including permanent or irregular staff and contractors must successfully undertake the Patrick site induction prior to being granted access to the Terminal. All short term visitors must be provided with a safety induction briefing relevant to the purpose of their visit and remain escorted at all times throughout the Terminal. Road Transport operators visiting the Terminal are required to hold a current MSIC and as such will receive the Terminal induction via the online 1-Stop system. Appendix E E-2

27 Contractors No work is to be undertaken by contractors without prior notification to Patrick. Such work, once endorsed, must proceed in accordance with appropriate safe work arrangements consistent with the Patrick safety requirements and Queensland, Work Health and Safety legislation. All contractors on site must wear Personal Protective Equipment relative to the respective work area. In this respect contractors are responsible for the provision of all necessary licences and permits. No tools, equipment or property of Patrick is to be used without prior consent and all post work waste is to be removed. All incidents, whether involving Patrick personnel or property or not, are to be reported immediately to The Terminal Security Office, which is manned on a continuous basis. The Terminal Security Office is the central point for the management of entry and exit matters and the reporting of any incidents. Patrick reserves the absolute right to refuse access to any person or request they leave the Terminal. Non-compliance with the Terminal safety policies and procedures will result in access privileges being reviewed. Patrick employees Entry to the Terminal for all operational employees is via the security turnstiles located in the employee amenities building. For maintenance employees access to the workshop and engineering facilities is via the entrance point on the left hand side of the tower entrance point A number of registered and non-registered vehicles are provided for the movement of personnel within the Terminal. These vehicles are marked for particular users and tasks and are parked in the operational vehicle car parking area adjacent to the Employee Amenities Building and at the rear of the engineering workshops. All parking is nose in and care should be taken when reversing to avoid contact with the pedestrians or other traffic. Personal Protective Equipment (PPE) The wearing of appropriate personal protective equipment throughout the Terminal is off significant importance. Accordingly, the following clothing and equipment is mandated in the following areas. Appendix E E-3

28 Table A-1 Personal Protective Equipment Requirements Position Safety Vest or High Visibility upper body garment Safety Footwear Safety Helmet Hearing Protection Gloves Vessel As As Wharf As As Autostrad Yard As As Maintenance As Truck Grids Not Out of Gauge Areas Not Non-Operational Areas (Tower & Operational Employee Amenities Building) Not Not Not As As As Not As Not Not Not Safety Glasses As As As As As Not The following is at the discretion of the individual however it is strongly recommended in the appropriate weather conditions; Sunscreen, as necessary, and; Wet weather high visibility clothing. Note: Safety Vest or High Visibility Shirt must be fitted with reflective tape visible from the front and rear. Terminal Driving and Traffic Management Standards the Terminal has two designated speeds limits; 40 km/h in the downstream roadway, the Wharf, and the Truck Marshalling Area; and 20 km/h in the Berth 8 Out of Gauge Area and Truck Grids. drivers must hold a current Australian State or Territory Government issued driver s licence; drivers must be endorsed by Patrick and hold current competency to operate mobile plant; always drive in a safe manner adhering to the Terminal speed limits; seatbelts must be worn by all occupants in all vehicles / equipment / mobile plant on site; ensure all body parts are in the vehicle prior to closing the door; keep left rule applies (with the exception of Maritime Security Zone gate interchange area) extreme caution should be displayed in this area; ensure all vehicle doors are closed whilst driving; persons are never to be carried in the back of utility vehicles; Appendix E E-4

29 vehicles should never be overloaded; drivers are to drive accordingly to the weather conditions and reduce speed if necessary; extra caution must be taken when driving along the wharf. Never drive under a suspended load. Wait until the crane spreader is over the ship or in the back reach area. Maintain vision of persons working under the crane at all times; drivers are to obey any directions from Patrick crane personnel whilst transiting the wharf; vehicles are to have headlights on when outside of daylight hours or during weather conditions that necessitate; and vehicles fitted with, are to operate flashing safety lights at all times. Vehicle access Quay line This procedure applies to persons driving vehicles onto the quay line. All vehicles are to stop at the Security Office for processing. Once authorised, the vehicle is to engage hazard lights or orange flashing light if fitted and proceed at the designated speed limit of 40 km/h, following the access way on the downstream flank of the Terminal. Caution should be taken in the vicinity of the workshop gates as traffic may be entering. Once at the quay line end of the access way, the driver of the vehicle will need to swipe their MSIC to open the wharf gates demarking the Maritime Security Zone. This requires crossing to the right hand side of the road to access the swipe reader after the give way sign. Extra caution must be taken at this point. Once through the gates, you are required to immediately cross back to the left hand side of the road. The same situation presents itself at the Berth 8 wharf gates. Caution must be exercised. Movement along the wharf must proceed with extreme vigilance; in particular it is mandatory that all vehicles stop before moving under a working crane and wait until the crane spreader is either over the ship or in the back reach area. Additionally, before moving under a working crane, vehicles must check for the presence of personnel, equipment and cargo and take the most direct and practical route to move through this area. In circumstances where a vehicle needs to be parked on the quay line, it must not be parked over the pedestrian walkway, the crane rails or in an area where it will interfere with the operation of Patrick equipment. Hoses, leads or other connecting devices are not to be run from the vehicle over the pedestrian walkway, the crane rails or in areas where they would constitute a hazard without obtaining prior authority for each event from Patrick management. Such authority may require crossing points to be marked as hazards for the duration of the activity. Security vehicle escort to the Quay line Security Staff will normally escort vehicles onto the quay line however this requirement can be waived in respect of regular visitors who have completed the online site induction through 1- Stop and who have a demonstrated record of compliance with these procedures. The following procedure is to be adhered. 1. advise the driver of the vehicle to be escorted to remain close to the escort vehicle at all times; 2. contact the tower and advise of the escort being conducted, including departure point and final destination of the escort; Appendix E E-5

30 3. once you have arrived at the quay line, if a crane is currently being operated, wait for clearance by the staff under the crane before proceeding; 4. if there are no staff present at the crane, contact the tower for clearance to proceed; 5. if multiple cranes are being operated side by side, contact the tower for clearance to proceed through the crane operations; 6. once you have reached your final destination, ensure that the escorted vehicle is parked in a safe area and away from the quay line operations; 7. provide the driver of the escorted vehicle with the security contact telephone number and advise the driver to contact security once ready to depart the site; 8. instruct the driver not to leave the area without a security escort; and 9. before departing the quay line, repeat steps 1 to 5 to ensure the escort is completed in a safe manner. Pedestrian access Quay line This procedure applies to persons wishing to access the quay line on foot. This will generally be ship s crew or authorised visitors to a ship. Pedestrians seeking access to the quay line are to report to the Security Office for sign in. Security Staff will direct authorised pedestrians to the access walkway located on the downstream boundary of the Terminal. This walkway comprises a fenced corridor between the entry to the Terminal and the quay line. Once pedestrians have cleared the walkway they are to proceed directly to the wharf face and follow the yellow pedestrian walkway along the wharf until they reach their intended destination. Pedestrians are to stop prior to moving under working cranes and ensure that the spreader is over the vessel or in the back reach area before proceeding. Pedestrians must also remain vigilant for Patrick equipment and other vehicles and cargo which could constitute a hazard. Note that in respect of exit from the quay line, ship s crew must walk along the yellow pedestrian walkway and move through a turnstile to enter the fenced walkway. This turnstile has intercom access to the Security Office and pedestrians will need to make contact with security staff to have their departure logged and the turnstile activated. Vehicle access Reefer cells This procedure applies to Patrick employees and authorised Reefer contractors wishing to access the reefer cells (X Block and Rows 1, 2 and 3) at the Terminal. Authorised contractors seeking access to the Reefer Area must report to the Security Office and sign in prior to proceeding. Security staff will issue contractors with a radio at this point prior to directing them to the point of work. Personnel will use company vehicles to access the reefer areas. All Patrick personnel wishing to enter the reefer areas must receive prior approval to ensure that all appropriate safety measures are in place for pedestrians to access the working area. Special attention must be paid when travelling through the Out of Gauge Area as heavy machinery and trucks may be operating. Always give way to forklifts and ensure the forklift operator, if working in the area, has seen you before proceeding. Appendix E E-6

31 Reefer contractor arrangements Authorised contractors with MSICs and Patrick safety accreditation may, on application, bring vehicles into the reefer working area via the Out of Gauge Cargo gate for the purpose of attending to reefer containers requiring repair. In such circumstances cars are to be parked adjacent to the reefer office. Contractors seeking to bring vehicles into the reefer working area must, in the first instance, report to Terminal Security who will issue a swipe card enabling access via the Out of Gauge Cargo gate and a radio for site communication. Once admitted to the Terminal, reefer contractors must report to the Reefer Office. The work program they propose is to be discussed with Patrick cargo care employees who will facilitate the movement of containers to appropriate locations to allow repair work to proceed. In circumstances where heavy equipment is required that cannot be handled through the turnstiles, the Company will, at its discretion in response to contractor request, relocate a container to the Reefer Repair Area (referred to as X Block and Rows 1, 2 and 3). Whilst on site all contractors must adhere to Patrick procedures in respect of Terminal movement, ladder use and PPE. Road transport operators This applies to road transport operators wishing to receive or deliver containerised or Out of Gauge Cargo from the Terminal. All road transport truck and trailers are to comply with relevant state transport compliance requirements, be appropriately maintained and suitable for transportation of the intended cargo. Failure to adhere to the Terminals traffic management arrangements may result in access being revoked. All entrants must have a valid MSIC or be issued and have undergone the online site induction through 1-Stop. Under the Patrick Vehicle Booking System, road transport operators are provided with details of the weight and characteristics of the container/s they wish to receive (import moves) and similarly are required to provide such information in respect of the container/s they are delivering (export moves). It is the responsibility of the road transport operator to ensure that the vehicle supplied to undertake a particular exchange is of the correct carrying capacity for the weight/s involved, similarly, in respect of dangerous goods, the road transport operator is responsible for ensuring the truck and cargo are appropriately marked with the relevant dangerous goods placarding. Truck grid safety requirements The following are key safety requirements for cargo exchanges with the Truck Grids: truck drivers must comply with the Truck Marshalling Area speed limit of 40 km/h; truck drivers must comply with the Truck Grid speed limit of 20 km/h; truck drivers are solely responsible for engaging and disengaging container twistlocks and other securing arrangements on their vehicles and trailers; truck drivers are not to walk around the Truck Grids, which includes adjacent grid shelters; truck drivers are to remain at the allocated grid shelter and observe the exchange; drivers must remain aware of Patrick employees working in the Truck Grids; Appendix E E-7

32 reversing Trucks have right of way in the Truck Grids; and all Drivers must wear the appropriate PPE. Out of Gauge Safety Requirements The following are key safety requirements for cargo exchanges with the Out of Gauge Areas: truck drivers are to obey the OOG speed limits of 20 km/h in the upriver OOG area and 40 km/h in the down river OOG area; truck drivers are to position their vehicles in a safe position as directed by the Yard Team Leader; truck drivers are responsible for disengaging twist locks and other securing devices to enable the load / unload to proceed; truck drivers are to disembark their vehicles and remain in the Driver Safety Shelter until directed by the Yard Team Leader; truck drivers are to remain in the Driver Safety Shelter until directed by the Yard Team Leader that it is safe to exit; truck drivers are not to commence securing loads until directed to do so by the Yard Team Leader; truck drivers are responsible for appropriately securing loads prior to leaving the Terminal; and all Truck drivers must wear the appropriate PPE. Appendix E E-8