STR A003 MoorebankInfoBooklet FINAL-For-website

Your guide to theMoorebank Intermodal TerminalEnvironmental Impact Statement

Contents

The Environmental Impact Statement 1

Why we need a new terminal 1

Why Moorebank 3

Moorebank Intermodal Companys role 4

Relationship to SIMTA 4

Terminal concept plan 5

The impacts and mitigation 6

Have your say on the EIS 20

Environmental Impact Statement exhibition information booklet | 1

The Environmental Impact Statement The Australian Government is proposing an intermodal terminal at Moorebank to better manage growth in freight while reducing the growth in trucks on our roads. As part of the planning for the terminal, an Environmental Impact Statement (EIS) has been prepared.

What is an EIS?

An EIS is a formal process used to understand the positive and negative consequences of a proposed development. It is used by approval bodies to enable them to decide if the development should proceed or not. If the development is approved, the EIS is used by approval bodies to decide what measures are needed to ensure the development does not impact the surrounding area unacceptably.

What does the EIS do?

The EIS for the Moorebank Intermodal Terminal is seeking: NSW Government approval of the terminal

concept a project approval for the terminals detailed design is also needed before construction begins;

NSW Government approval to start some early works, like decontaminating the land and establishing a conservation zone; and

Commonwealth Government approval to develop the terminal.

In seeking these approvals, the EIS assesses the impacts that the terminal is likely to have on the local area and wider environment. This involved a thorough review of all potential environmental and social impacts of the proposed concept design. The review was based on the conditions of highest impact to ensure effects can be managed under all scenarios. The EIS considers all the following issues: Traffic, transport and access; Noise and vibration; Biodiversity; Hazards and risks; Contamination and soils; Hydrology, groundwater and water quality; Local and regional air quality; Greenhouse gas assessment; Aboriginal and European heritage; Visual and urban design; Property and infrastructure; Social and economic impacts; Human health risks and impacts; Waste and resources management.

Why we need a new terminal It will enable more freight to move to and from

Port Botany by rail instead of road, which will allow our imports and exports to continue to grow;

it will allow more freight to move between NSW and other states by rail, which will reduce costs and growth of trucks on our highways;

it will allow more freight to get closer to its destination in west and south-west Sydney without using the road network, which will slow the growth in traffic congestion; and

rail freight has lower social and environmental costs (e.g. costs of road accidents and greenhouse emissions).

2 | Environmental Impact Statement exhibition information booklet

If these issues are not addressed they will add costs to the freight supply chain and, in turn, to the cost of goods. There would also be an increase in the economic, environmental and social impacts of road congestion in Sydney.

The terminal is one of a number of intermodal terminals needed to manage the increased number of containers expected to come through Sydney in the long term.

The terminal will have economic, social and environmental benefits, including: Close to $9 billion in economic

benefits over 30 years. This includes $120 million a year for south-west Sydney through improved productivity, reduced costs of road damage, congestion and accidents, and better environmental outcomes.

WARWICK FARM

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Terminal location: This map shows the terminal location near the M5 and M7 Motorways, and the Southern Sydney freight rail line.


Up to 3,000 fewer truck journeys to and from Port Botany each day.

Creation of as many as 1,500 jobs during construction and around 2,200 long-term jobs when the terminal is fully operational in about 2030.

Enabling the movement of growing freight volumes around Australia.

FAQ What is an intermodal terminal and what does it do?

An intermodal terminal is an inland port, where shipping containers, which arrive by rail, are unloaded and their contents distributed via truck to their final destination.

Why MoorebankThe site at Moorebank is an ideal location for an intermodal terminal to handle both interstate and import-export freight. This is because it is: long enough for interstate freight trains, which

can be 1.5 km to 1.8 km long; big enough to handle the number of containers

expected 1.05 million containers a year of import-export freight and another 500,000 containers of interstate freight;

next to the dedicated freight rail line that provides a direct link to the interstate freight network and Port Botany;

next to the M5 Motorway, and near the M7 Motorway and Hume Highway;

next to existing industrial areas, and close to major freight markets in west and south-west Sydney;

sufficiently far from Port Botany to make rail a viable alternative to trucks;

owned by the Australian Government.

No other available site in south-western Sydney has these attributes.

What the intermodal terminal will do

Interstate Intermodal facilitiescontainer loading & unloading Warehouse &

packing/unpacking facilities

Transport vehicles

To/from road network & localmarkets (shops and employers)

Container storage Heavy transport vehicles

Port Botany

Frieght rail

Where container freight is headed in 2013


Moorebank Intermodal Companys roleMoorebank Intermodal Company (MIC) is facilitating the development of the Moorebank Intermodal Terminal. MIC is an Australian Government business. A key part of MICs role is to select a private sector operator for the terminal.

MIC must also ensure that the Governments policy objectives for the terminal are achieved. The objectives include that the terminal must satisfy interstate, regional and import-export freight needs; and be an open access facility that fosters competition among users of the terminal.

MIC also has objectives to: attract employment and investment to west and

south-western Sydney; achieve sound environmental and social

outcomes that are considerate of community views; and

optimise value for money for the Commonwealth.

FAQ Why cant the terminal be built at Eastern Creek or Badgerys Creek?

The growth in demand for overseas goods means a number of intermodals will be required in Sydney. Eastern Creek and Badgerys Creek may be suitable sites in the future, but they need connections to freight railway lines. Badgerys Creek may be too far from freight markets for a commercially viable intermodal operation.

Relationship to SIMTA Separate from MICs proposal for the Moorebank Intermodal Terminal, SIMTA (the Sydney Intermodal Terminal Alliance, which comprises the logistics business Qube Holdings and the rail operator Aurizon) has proposed to build an intermodal terminal on land opposite MICs site, on the eastern side of Moorebank Avenue. SIMTAs proposal includes an

import-export intermodal terminal only (i.e., unlike the MIC terminal, it does not include an interstate intermodal terminal).

An EIS for the concept of SIMTAs proposed terminal has been approved by the Commonwealth Minister for the Environment. The terminal concept has also been approved, with modifications, by the NSW Planning Assessment Commission. The modifications include an annual 250,000 container limit on stage one of the development. Subsequent development applications may be submitted to increase the limit to 500,000 containers per year, if it can be shown that the transport network can support the additional throughput.

Precinct opportunities

MIC is currently negotiating with SIMTA to determine whether it might be appointed to operate the Moorebank Intermodal Terminal. The negotiation is exploring opportunities to enhance the Moorebank freight precinct by combining the land for the MIC terminal with the land owned by SIMTA. Combining the sites could provide more space for onsite warehousing, and help optimise the layout.

If MIC and SIMTA can agree suitable terms for the development and operation of the terminal, there will be a single terminal. It would handle the same volume of containers as proposed for the Moorebank Intermodal Terminal; that is, 1.05 million containers of import-export freight and 500,000 containers of interstate freight each year at full capacity.

The railway line from Port Botany places a practical constraint on the volume of import-export freight that can be handled at Moorebank. This constraint is created by the capacity of the railway infrastructure and expected demand from other users of the railway line. It means the Moorebank area can only receive 1.05 million containers a year, so any intermodal terminal at Moorebank, including a combined MIC-SIMTA terminal, would be limited to this number of import-export containers.


Terminal concept planMIC has prepared a concept plan for the Moorebank Intermodal Terminal. The concept plan was prepared to begin the process of obtaining environmental and planning approvals (through the EIS that is now on exhibition). However, the plans will be revised by the terminal operator so the final design is likely to be different from the concept plan. That said, the concept plan is useful for understanding the likely components of the terminal.

The concept plan includes these key components: An import-export freight

terminal to ultimately handle 1.05 million shipping containers a year.

Around 137 trains (or 273 train movements) would enter and depart the terminal each week.

Import-export trains would enter and depart via a connection to the freight rail line at a maximum speed of 60 km/h. The rail speed in the terminal would be regulated at 25 km/h.

The concept design includes eight working tracks each capable of accommodating 650 m import-export trains. Up to five import-export trains could be processed at a time.

The MIC and SIMTA intermodal terminal sites. The rail connection to a combined MICSIMTA terminal is likely to enter the terminal at the southwest corner of the MIC site.

Proposed site for the Moorebank Intermodal

Terminal, including the Georges River conservation area

Proposed SIMTA site

Site for the relocation of the existing Defence

National Storage and Distribution Centre

(DNSDC)


An interstate and regional freight terminal to handle up to 500,000 TEU a year. Around 12 interstate trains (or 24 train

movements) would enter and depart the terminal each week. A further three interstate trains (six train movements) without cargo may transit through the terminal each week.

Interstate trains would enter and depart the terminal via a connection to the freight rail line at a maximum speed of 60 km/h.

The concept design includes four interstate arrival and departure tracks. These tracks will be designed to accommodate trains up to 1.8 km long. Up to four interstate trains could be processed at the same time.

Warehousing with up to 300,000 m2 gross floor area. The warehouses provide an interface between the terminals and commercial users such as freight forwarders, logistics facilities and retail distribution centres. Most containers handled at the import-export

terminal would be temporarily stored in a stack between trips from truck to train, and vice versa. Loaded containers would be stacked to a maximum height of 13 m or five containers (2.6 m high per container). Empty containers may be stacked up to a maximum height of 20.8 m or eight containers (2.6 m high per container).

Trucks would travel through the container storage area to pick-up or drop off a container. The container storage areas will be close to the rail tracks to minimise the travelling distance of in-terminal vehicles that move containers between the tracks and the storage area.

A vegetation conservation area established along the Georges River.

A bridge crossing the Georges River to connect the terminal to the railway line.

Three rail access optionsThere are three options for rail access to the site. The options are all along the western site boundary and are referred to as the northern, central and southern options. The EIS assesses the impacts of each option. In particular, the noise and vibration impacts on nearby residents are of major concern. The need to clear vegetation and visual impacts have also been considered.

The rail connection to the site determines how the site is designed. Because there are three options, there are three concept designs. The concept designs feature the same components; however, they have different layouts. For example, the position of warehousing, rail tracks, container storage and parking differs between the designs.

The terminal operator will select its preferred option for rail access. The preferred option will be subject to further assessment and approval under NSW planning laws. That approval is expected to be sought in 2015.

The impacts and mitigationRobust, scientific studies

The EIS contains studies by technical experts that identify the terminals potential impacts on the local community and environment. The studies investigated the impact on traffic, noise, air quality, water quality, light spill and biodiversity, among other things. They also identified ways to reduce the impacts to meet environmental guidelines and standards.

The studies are based on the terminal concept design and worst-case conditions. The studies use data collected near the terminal site since August 2012. This data provides a baseline against which the terminals development and operation will be monitored.


Traffic and transportExisting conditions

The road network near the terminal site comprises local roads notably Moorebank Avenue, Anzac Road, Bapaume Road and Cambridge Avenue as well as strategic roads, including the Hume Highway and the M5 Motorway.

At present, a number of these roads experience congestion. In particular, congestion is experienced at the M5 Motorway over the Georges River between Moorebank Avenue and the Hume Highway, and at various intersections along Moorebank Avenue.

Transport modelling has shown that, without the terminal, the performance of the intersections on Moorebank Avenue at Anzac Road and Bapaume Road would progressively deteriorate over time. This is due to growth in background traffic. In particular, the Moorebank Avenue and Bapaume Road intersection would be unsatisfactory, with extensive traffic delays.

Construction traffic impacts

The terminal has the potential to increase traffic and congestion on local roads and consequently increase journey times.

Construction traffic access would largely be via Moorebank Avenue and the M5 Motorway.

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Central rail access option

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8 4

SITE AND SURROUNDS1 Moorebank Business Park2 Defence National Storage and Distribution Centre currently relocating to West Wattle Grove and proposed Sydney Intermodal Terminal Alliance (SIMTA) site3 Military Reserve (part)4 Moorebank Barracks Base Administrative Support Centre5 ABB Australlia6 Steele Barracks School of Military Engineering7 8 Liverpool City Council land

Glenfield Landfill

Three rail access options: the northern option (blue), central option (red) and southern option (purple).


Some access, including access by construction staff cars, is also likely to be required through local streets in Casula for construction of the northern or central rail access options. Access would be required through Glenfield for construction of the southern rail access option.

Some short-term partial and full road closures may be required during construction (most likely at night).

Operation traffic impacts

The terminal will reduce the growth in road-based freight trips in Sydney. This includes a reduction of approximately 56,000 truck vehicle kilometres travelled per day in the Sydney region by 2031.

Once the terminal is operating at capacity in around 2030, it will generate around 8,160 heavy vehicle movements per day (4,080 inbound, 4,080 outbound), and around 5,720 light vehicle movements (2,860 inbound, 2,860 outbound) associated with warehousing and staff access.

Total daily weekday vehicle trips generated by the terminal when operating at full capacity in 2030

Cars Heavy Vehicles

Import-export 674 3,007

Interstate 522 1,155

Warehouse 4,528 3,998

Total trips 5,724 8,160

Most of the vehicles using the terminal, including all trucks carrying containers, are expected to enter the terminal from, and exit to, the north (i.e. towards the M5). Entrances to the terminal will be designed to prevent trucks travelling to/from the south.

Development of the terminal is likely to have a small impact on vehicle speeds on the M5 Motorway (west of Moorebank Avenue), M7 Motorway, Hume Highway and other roads near the terminal. Some local intersections may experience a slightly longer delay time. These impacts will be further investigated in the EIS for the terminals project approval.

Additional vehicles as a percentage of vehicles on M5 Motorway, when operating at capacity (2030)

Direction Percent

AM peak hour

M5 Motorway west of Moorebank Avenue

Eastbound 1.88%

Westbound 2.10%

M5 Motorway east of Moorebank Avenue

Eastbound 0.22%

Westbound 0.68%

PM peak hour

M5 Motorway west of Moorebank Avenue

Eastbound 2.18%

Westbound 1.68%

M5 Motorway east of Moorebank Avenue

Eastbound 0.92%

Westbound 0.30%

FAQ How much traffic would be generated if the site were used for a different type of development?

A business park would generate 2.8 times more traffic than an intermodal terminal, during the morning and/or afternoon peaks. A low density residential development would generate 15 times more traffic than an intermodal terminal, during the morning and/or afternoon peaks. A shopping centre would generate 14 times more traffic than an intermodal terminal, during the morning and/or afternoon peaks.


On the whole, the Sydney road network will experience reduced growth in congestion, particularly on the M5 Motorway (east of Moorebank Avenue), the M2 Motorway and in the inner western suburbs. Overall, impacts on surrounding road infrastructure are predicted to be negligible.

The terminal will add about 12% to M5 traffic at Moorebank. During the busiest one hour of the morning peak this equates to 145 additional vehicles (32 light and 113 heavy).

The terminal will be designed so there would be no need for heavy vehicle parking on Moorebank Avenue.

FAQ Will Cambridge Avenue close?

MIC is not aware of plans to close Cambridge Avenue. MIC has proposed to the NSW Government that, in the future, Cambridge Avenue could be upgraded and extended to provide a new road link for traffic growth from development in the area, particularly the south-west growth centre.

Proposed mitigation measures

A suite of construction and operational mitigation measures are proposed to minimise traffic, transport and access impacts of the terminal. Key measures include: Widening Moorebank Avenue to a dual

carriageway (four lanes) between the M5 Motorway and the East Hills railway line, redeveloping the Moorebank Avenue/Anzac Road intersection, and developing new intersections for the access points along Moorebank Avenue these improvements will occur before terminal operations commence; they will improve the intersections performance (compared to the existing road network) so they have a good level of service and acceptable delay times.

Car parking on site for both construction and operation to avoid the need for workers to park on local streets.

Truck parking on site for trucks that arrive outside of their allotted time so they dont park on Moorebank Avenue.

Scheduling truck arrivals to avoid peak hours. Detailed construction and operation traffic

management plans. Ongoing community consultation.

Average delay at intersections (seconds), with and without the terminal (2030)

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Hoxton Park Drive


FAQ How will you stop trucks taking short cuts through local roads?

There are existing load and vehicle size limits on Anzac Road for B-Double vehicles and these limits will continue. MIC will work with Liverpool City Council and local community members to determine if further restrictions are needed and, if so, how they might be implemented.

Rail accessExisting conditions

The Southern Sydney Freight Line (SSFL) is the main southbound rail freight line in Sydney and the proposed rail line for trains using the terminal. It runs parallel to the western border of the terminal site.

The East Hills (passenger) Rail Line runs west to east, to the south of the terminal site, but would not be affected by the terminal. Freight generally does not use the passenger rail network because it is restricted to passenger trains for significant parts of the day.

Potential impacts of the terminal

Additional rail trips will be generated by the import-export freight terminal. Ultimately, there will be up to 39 train movements per day on the SSFL. This will not impact on passenger rail services.

Up to 12 interstate trains (or 24 train movements) a week will travel on the SSFL. A further three interstate trains (six train movements) may transit through the terminal.

Elizabeth Drive

Hoxton Park Avenue

Memorial Avenue

Congressional Drive

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Orange Grove RoadHume Highway

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Church Road

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Trip distribution: the origin and destination of heavy vehicles using the terminal once it is operating at full capacity in around 2030.


Noise and vibration impactsExisting noise conditions

The residential suburbs of Casula, Wattle Grove and North Glenfield are the closest to the terminal site. Future noise levels from the terminal were estimated at locations in these suburbs that are potentially sensitive to noise and vibration, including residences, education institutions, places of worship, child care facilities, aged care facilities and places of recreation.

The nearest residences in Casula are approximately 10 to 30 m above the level of the terminal site, and are around 200 m or more from the site boundary. At Wattle Grove and Glenfield, sensitive locations are approximately 2 to 5 m above the terminal. These locations are expected to be the most susceptible to noise from the terminal.

A noise monitoring program is underway and will continue during construction and operation. Noise monitoring data, which has been collected since August 2012, has been included in MICs assessments of noise impacts, and is also available on MICs website.

Potential impacts of the terminal

The noise and vibration impact assessment considered when the terminal will have its maximum noise and vibration impacts.

MICs technical assessment approach and results are based on a worst case situation, that is, without the presence of noise walls or other noise-reducing measures that could be required for the terminal.

Consequently, the results include some exceedances of noise guidelines. However, when the detailed design of the terminal is prepared (in 2015) mitigation measures will be chosen to ensure noise levels are beneath the guideline limits.

Construction noise impacts

During construction, noise levels at the sensitive locations were predicted to mostly comply with the noise guidelines set for construction, which are based on the NSW Governments Interim Construction Noise Guideline (DECC 2009). In particular, most daytime construction works (including the early works) are predicted to comply with the guidelines at all locations and will not require mitigation.

At Casula, Wattle Grove and Glenfield, noise levels during piling and rail access construction works are predicted to temporarily exceed the guidelines and therefore trigger the need for reasonable noise mitigation measures.

If all proposed construction noise mitigation measures are implemented, it is likely the noise levels at the assessed locations in Wattle Grove, Casula and North Glenfield will be less than the guidelines. This will be assessed further before the project approval for the terminal is sought.

Operational noise impacts

When the terminal is fully operating (in 2030) if no noise mitigation were implemented, noise from terminal operations would exceed the noise assessment criteria at the nearest residences in Casula, Wattle Grove and North Glenfield. This would occur under certain conditions for all three layout options. Due to the proximity of residences to the western boundary of the terminal, Casula residents are predicted to be the most affected.

For operation of the rail connection to the SSFL, noise levels at the nearest residences in Casula were predicted to exceed the amenity noise criteria if the northern rail option were constructed, but comply with the criteria for the central and southern rail options. Noise levels at all non-residential locations were predicted to comply with the amenity noise criteria for all layout options.


Operational noise mitigation will be required to address the exceedances. With mitigation in place, and providing they achieve their full potential, all noise goals are expected to be met. This will be confirmed when the project approval for the terminal is sought.

Noise mitigation options

A suite of mitigation measures is available to manage noise and vibration impacts. Some of these measures are subject to further detailed assessment, which will be undertaken as detailed designs for the terminal are developed.

Key measures may include: Restricting construction works to standard

construction hours unless essential and approved. Terminal design and equipment to minimise noise.

This could include noise reduction barriers such as noise walls or earth mounds, silencers on plant and equipment, equipment covers, or tonal reversing alarms.

Designing the layout of the terminal to have noisy activities further away from noise-sensitive locations and providing buffering from other quieter activities.

Undertaking noisy construction work during the less sensitive evening period when works are required outside of the standard daytime hours, where practical.

Ongoing community consultation and complaints management process.

Ongoing monitoring of noise levels.

The potential reduction in noise needed to meet noise guidelines is summarised in the table below. During the early morning and night-time of the winter months, the local temperature inversion may enhance noise and, at these times, additional mitigation by 1 to 3 decibels dB(A) may be needed.

Reduction in noise levels to achieve guidelines (neutral conditions)

Noise from terminal operations:Up to 9 dBA northern rail option;Up to 13 dBA central rail option;Up to 11 dBA southern rail option. Rail access to the SSFL:Up to 17 dBA norther rail option.

Whisper

Normalconversation

Jackhammer

Vacuumcleaner

Firecrackers,gun blast

Alarm clock,city traffic

Sandblasting,loud rock concert

Chain saw,snowmobile

Powerlawnmower

Hair dryer,motorcycle,truck traffic

Moderaterainfall

Quietroom

dB 30

FAINT MODERATE VERY LOUD EXTREMELY LOUD PAINFUL

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Common noise levels


Noise levels: Daytime noise levels with the northern rail connection (2030) before mitigation.

2 | Environmental Impact Statement exhibition information booklet 14 | Environmental Impact Statement exhibition information booklet

Modelling of a possible noise mitigation scenario (noise barriers and acoustic enclosures for the northern rail option) found that: noise from terminal operations

would be reduced by up to 11 dB(A) at nearby homes this would comply with noise guidelines at most homes. Residual noise at some of the nearest homes in Casula and Wattle Grove would still be 14 dB(A) above the guidelines, depending on weather conditions.

noise from the rail connection would be reduced by up to 15 dB(A) this would comply with noise guidelines at all homes, with the exception of a 2 dB(A) exceedance of the night-time noise goal at Lakewood Crescent in Casula.

Mitigation options will be further investigated when detailed terminal designs are prepared.

FAQ Will there be a curfew to reduce noise at night?

No. Once fully operational the terminal will operate 24 hours a day, 7 days a week. While the terminal is being built, from 2018 to 2030, truck gates to the terminals are expected to be open 16 hours a day, 5.5 days a week.

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2St Andrews Boulevard

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7Slessor Road

8 Canterbury Road

10 Goodenough Street9Ferguson Street

11Wallcliff Crescent

12Corryton Crescent

13 Martindale Court

14 Anzac Road

15 Cambridge Avenue

16 Guise Public School

17Yallum Crescent

18 Church Road

19 Glenwood Public School

2021Hurlstone

Agricultural School

22 Wattle Grove Public School

23St Marks Coptic College24Maple GroveRetirement Village

25All Saints Catholic College

27Casula Primary School

26 Casula High School

29 St Francis Xavier Catholic Church

30Impact Church Liverpool

31 Liverpool West Public School

32Liverpool Public School

33 DNSDC (2014)

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35 DNSDC (2015-2030)

39 Boundary point

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28Lurnea High School

6 Leacocks Lane

36 Playground Learning Centre

37 Wattle Grove Long Day Care Centre

38 Casula Powerhouse Arts Centre

Glenfield Public School

Glenfield rise development

0 1kmN

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Assessed receiver Air quality assessment sites: the 38 potentially sensitive locations where local air quality impacts of

the terminal were assessed.


Vibration impacts Vibration from construction and operation of the terminal was assessed against guidelines from the NSW Environment Protection Authority and international standards. No exceedances of the construction or operational guidelines were predicted. Vibration impacts are expected to be minor and manageable through standard mitigation measures.

Local air quality impacts Existing air quality

The air quality impact of the terminal was estimated at 38 locations in the local area, including residential properties, schools, and aged care facilities.

The assessment included the impact of a number of industrial and non-industrial sources close to the terminal site, which have the potential to influence the local airshed. These include existing industries to the east and north-east, the Glenfield Landfill to the south-west, traffic emissions from the surrounding road network, including the M5 Motorway, and diesel trains on the SSFL to the west.

Existing local air quality generally complies with air quality guidelines. For particulate matter (PM), the guidelines allow some exceedances to accommodate events like bushfires. Because of such events, the area near the terminal already experiences some exceedances of the PM10 and PM2.5 guidelines, but these are within the allowance for exceedances.

A local air quality monitoring program for the project has been in place since August 2012. The data is available on MICs website.

Construction air quality impacts

The terminal will make a small contribution to existing concentrations, which will remain below guideline limits.

Certain pollutants have the greatest potential for local air quality impacts. These include emissions of particulate matter including PM10, PM2.5 total suspended particulates (TSPs) and deposited dust

and other pollutants associated with combustion engines from vehicles, plant and machinery. This is particularly evident during the peak period of construction expected in 2016.

Operational air quality impacts

The terminal will make a small contribution to existing concentrations, which will remain below guideline limits. In the case of particulate matter, the terminal will not cause any additional exceedances of guidelines (i.e. beyond those that are already caused, and allowed for in the guidelines, by events like bushfires and dust storms).

Combustion engine emissions from locomotives, heavy vehicles and in-terminal mobile equipment fuelled by liquefied natural gas and diesel present the greatest potential for local air quality impacts. These pollutants include oxides of nitrogen (NOx), carbon monoxide (CO), sulphur dioxide (SO2), PM10, PM2.5, volatile organic compounds (VOCs) and poly-cyclic aromatic hydrocarbons (PAHs).

Air quality mitigation options

A suite of management and mitigation measures can reduce local air quality impacts to prevent the terminal from causing new exceedances of air quality guidelines during construction and operation.

Key measures could include: development and implementation of regulator-

approved air quality management plans for construction and operation;

operational plant and equipment to be gas or electric powered to minimise emissions;

ambient air quality monitoring to ensure compliance with environmental limits;

regulator-approved measures for dust management, screening and watering processes;

covering of loads and stockpiles; avoiding pollutant generating activities during

adverse weather conditions such as high winds; use of vehicles compliant with relevant

emission standards; avoiding motor idling, using cleaner fuel

technology as available and feasible.


PM10 and PM2.5Particulate matter (PM) is an air pollutant that community members have expressed concern about. The graphs on this page show the existing background levels of PM10 and PM2.5 (green) and the additional particulate matter predicted from the terminal (orange). The graphs show that the terminal will not cause additional exceedances of the guidelines and, generally, particulate matter levels are below the guidelines. As noted above, the guidelines permit some exceedances to allow for events like bushfires and dust storms, which significantly increase particulate matter in the atmosphere.

PM10 is particulate matter less than or equal to 10 micrometres in aerodynamic diameter or dust particles. PM2.5 has a diameter less than or equal to 2.5 micrometres. (A micrometre is one thousandth of a millimetre).

FAQ Liverpool already has air quality issues, wont this increase them?

Air quality monitoring has demonstrated that the concentration of different airborne pollutants in Liverpool is generally well below guidelines.

Human health risks and impacts Two health impact studies were undertaken a human health risk assessment and a health impact assessment. These studies used the most up-to-date science, including reports and data from the World Health Organization and Australian government bodies.

The human health risk assessment analysed existing and likely future air quality conditions, and investigated the link between these conditions and the future health of the community (e.g. asthma and other respiratory diseases).

The health impact assessment took into account the findings of the health risk assessment but also investigated health impacts more broadly, and considered issues such as noise, disturbance, light spill and other social impacts on the health of the community. In this context, health includes factors such as stress as well as positive factors such as improved economic conditions.

The studies found exposure to particulate matter emissions can be linked to various health impacts such as respiratory illnesses. However, the assessment found that the likely effects are low due to the low levels of exposure and low particulate matter emissions from the terminal in the surrounding area. As such, any potential health risks or impacts of the terminal are considered acceptable within existing requirements.

PM10 levels with and without the terminal (24-hour average, g/m3)

PM2.5 levels with and without the terminal (24-hour average, g/m3)


Noise can have health impacts such as sleep disturbance and cardiovascular problems. Without mitigation, construction and operational noise from the terminal would potentially lead to health concerns. However, with the proposed implementation of construction and operational noisemitigation, noise from the terminal should not create health concerns.

Traffic congestion has the potential to contribute to health impacts such as stress and anxiety. This would notably affect users of Moorebank Avenue during construction. However, once proposed mitigation measures are implemented (e.g. widening Moorebank Avenue), the terminal is expected to have net positive health outcomes in relation to traffic congestion.

Considering these conclusions, the mitigation measures proposed for local air quality, noise and vibration, and traffic, transport and access would ensure that any human health impacts are insignificant.

An independent peer review of the HIA was carried out, which found the HIA to be well-developed and comprehensive.

FAQ Wont this terminal make our already bad rates of asthma worse?

The human health risk assessment identified there would not be an increase in respiratory illnesses due to the terminal.

Biodiversity offset landAlthough up to 50 hectares of vegetation may be cleared and fauna habitats removed for the site of the terminal, vegetation along the Georges River will be retained and enhanced as part of a conservation zone. Other vegetated land will be protected as part of a package of biodiversity offsets to compensate for on-site vegetation clearing.

The technical assessments show that the construction and operation of the terminal will not significantly impact any threatened species or ecological community.

FAQ What guarantee is there that the offset land wont be built on?

The offset land must be conserved in perpetuity through a secure conservation agreement with relevant regulators. There are various ways to do this, including through a BioBanking agreement, a Voluntary Conservation Agreement under the NSW National Parks and Wildlife Act 1974, or a Property Vegetation Plan under the NSW Native Vegetation Act 2003.

Water qualityWater capture and treatment ponds incorporating environmental habitat, and other water sensitive urban design features, will be included in the design to ensure no degradation of water quality in the Georges River. Additional water quality monitoring in the Georges River is currently being undertaken to better understand current conditions and monitor future water quality. The data is available on MICs website.

ContaminationExisting areas of contamination on the site will be remediated before construction begins to remove risk to workers and the surrounding environment.

Managing waste Waste will be minimised and managed sustainably using measures set out in a waste management plan. Resource use (including energy, fuels, water and construction materials) would be consistent with the sustainability principles of the development. Best practice technologies and regular auditing will reduce energy consumption, resource use and greenhouse gas emissions.


Aboriginal heritageSome areas of Aboriginal significance were identified, including three potential scarred trees and some potential archaeological deposits. In consultation with the local Aboriginal community, a range of mitigation strategies will be further considered and implemented during the detailed design and construction phases of the project to respect and preserve Aboriginal heritage.

European heritage A number of items of European heritage significance will be preserved and relocated, and the detailed designs for the site will explore opportunities to avoid impacts. Archival recording of all impacted heritage items will be undertaken.

Riverside amenity and the Casula Powerhouse Arts CentreThe connection between the freight rail line and the Moorebank site is a key component of the terminal. If the terminal operator selects the northern rail access option, the Australian Government would need to acquire some land owned by Liverpool City Council for the rail connection. This land is located to the north of the Casula Powerhouse Arts Centre. Once the bridge is built, surplus land would be returned to Council to minimise impacts on the arts centre and the surrounding parkland.

Our technical assessments included studies of the potential impacts of the terminal on the Georges River area and the arts centre. Key results regarding impacts specific to this area are summarised below.

Noise impacts

The greatest noise impact on the arts centre is likely to occur during the construction of the rail infrastructure, particularly the rail bridge over the Georges River, if the northern option is selected. The bridge would be approximately 600 m north of the arts centre.

During construction of the bridge some exceedances of noise guidelines in the Casula area are expected, although these should be localised and short-term. It is likely that these impacts can be reduced to guideline levels.

If the southern or central rail access option is selected, less noise would be experienced at the arts centre. However, with a northern rail connection, only interstate trains would travel past the arts centre (12 trains a week). With a southern or central rail connection, all trains associated with the terminal would travel past the arts centre. import-export trains (137 trains a week) would travel southbound on the way in and northbound on the way out.

Traffic and access impacts

During the construction of the rail bridge over the Georges River (northern or central options), works would be undertaken from the west side of the river in the vicinity of the arts centre. During this time, the area may experience traffic and access impacts from the movement of heavy vehicles and construction machinery, or short term periodic road closures. When the construction works are finalised, specific impacts will be described in the construction environment management plan, which will include detailed traffic management measures to prevent and control traffic and access impacts to the area.

Road access to the arts centre would be maintained at all times.


Impact of a combined MICSIMTA terminalThe EIS considers the impacts if development occurred on both the MIC and SIMTA sites. Given the capacity constraints on the rail network and forecast demand for freight in south-west Sydney, the SIMTA project and the Moorebank Intermodal Terminal would not operate concurrently in their current proposed forms. Therefore, three cumulative scenarios were assessed in detail in the EIS to consider the impacts of both projects: Scenario 1: Operation of the Moorebank terminal

as described in the EIS, alongside development of 300,000 m2 of warehousing on the SIMTA site;

Scenario 2: Operation of the Moorebank terminal with an import-export terminal (500,000 containers per year capacity), an interstate terminal (500,000 containers per year capacity) and 300,000 m2 warehousing alongside development of the SIMTA site with an import-export terminal (500,000 containers per year capacity) and 300,000 m2 of warehousing; and

Scenario 3: Operation of the Moorebank terminal with an interstate terminal only (500,000 containers per year capacity) and 300,000 m2 of warehousing alongside the operation of the SIMTA site as currently proposed (1 million import-export containers per year and 300,000 m2 of warehousing).

These scenarios will assist the regulators to assess the impacts if MICs and SIMTAs terminals were combined (i.e. if SIMTA is selected as the operator of MICs terminal). As such, the EIS looks at the impacts of all three scenarios on traffic and transport, noise and vibration, local air quality and human health.

The assessments found that during construction of a combined development, no significant cumulative impacts are expected because the most significant construction works for each project would take place at different times and in different locations. If there was a potential for concurrent works, the projects would coordinate their activities to minimise any impacts.

The cumulative operational impacts could include: increased traffic congestion due to additional

warehousing, particularly at the Moorebank Avenue and Anzac Road intersection;

a slight increase in noise levels at sites close to the terminal taking noise levels above guidelines at some locations in Wattle Grove and Casula during the evening and night time;

additional air quality impacts, including levels of diesel or petrol emissions being above guidelines, due to additional trucks association with the additional warehousing.

Design and mitigation measures at both sites would be required to reduce these impacts to guidelines. These measures would include upgrades to Moorebank Avenue and intersection design changes at Moorebank Avenue and Anzac Road. Additional local air quality and noise mitigation may also be required.

Coordinated construction management plans may also be required, along with a coordinated approach to the operation of both developments.

A further EIS would be required if SIMTA is chosen as the operator of the MIC terminal and, as result, the terminals are combined.


Have your say on the EISYou can make a written submission on the EIS until 8 December 2014 by: Using the online form at:

majorprojects.planning.nsw.gov.au Posting a written submission that

notes the application number SSD 5066/EPBC 2011/6086 to:

Attention: Director, Infrastructure Projects Planning Systems Department of Planning and Environment GPO Box 39 SYDNEY NSW 2001

The Department of Planning and Environment will publish your submission on its website in accordance with the privacy statement.

Making a submission

All submissions are considered as part of the approval process and the issues they raise must be addressed by MIC in a report to the regulators.

The following tips may help make sure your submission is as effective as possible: Clearly note the application number SSD 5066/

EPBC 2011/6086 and that you are commenting on the Moorebank Intermodal Terminal Project Environmental Impact Statement;

Provide your name, address, phone and/or email address (in case any clarification is needed about your submission);

State whether you support or object to the proposal and the reasons for your view;

If you are addressing multiple matters use subheadings and address each matter separately;

Give source details of any information you have used to support your views;

Ideally, type your submission, using double spacing and page numbers.

View the EIS

You can view the full EIS online at:

www.micl.com.au/community/eis or

majorprojects.planning.nsw.gov.au

Hard copies of the EIS are also available at the following locations during regular business hours: Liverpool City Council Customer Service Centre

Level 2, 33 Moore Street, Liverpool; Liverpool City Library Library Plaza,

170 George St, Liverpool;

Campbelltown City Council Council Chamber, Corner Queen and Broughton Streets, Campbelltown;

Glenquarie Branch Library Brooks Street, Macquarie Fields;

NSW Department of Planning and Environment Information Centre 2333 Bridge Street Sydney;

Nature Conservation Council of NSW Level 2, 5 Wilson St, Newtown.

Stay involved

Visit the MIC website at www.micl.com.au to register for updates or view more information about the project.


What happens next?

We are here

Detailed design

Detailed design approval process

1. EIS containing concept design and early works package on display for public exhibition

2. MIC considers all submissionsbefore reporting back to the

environment and planning authorities

3. Commonwealth and NSW environmental and planning

authorities asess the submissionsreport and the EIS, and approve

decisions made

4. Private proponent selected and early works commence mid-2015 these are

works to prepare the site for the construction of the terminal, such as removal of

contamination and demolition of buildings

5. Finalise detailed designs for theterminal and undertake a new EIS for the

final design for the first stage of theterminal development

6. EIS containing detailed design forfirst stage of terminal development

on public exhibition

9. If approved, construction can commence

8. MICs response to submissions and the EIS is assessed and

approval decision about the first stage of terminal development made

7. MIC considers all submissions before reporting back to the NSW

environmental and planning authority

If this concept designreceives Commonwealth

approval, no further assessment by the

Commonwealthis required

Concept approval

MOOREBANK INTERMODAL COMPANY

1300 382 239

www.micl.com.au

ContentsThe Environmental Impact StatementWhy we need a new terminalWhy MoorebankMoorebank Intermodal Companys roleRelationship to SIMTATerminal concept planThe impacts and mitigationHave your say on the EIS

STR A003 MoorebankInfoBooklet FINAL-For-website

Documents

Transcript of STR A003 MoorebankInfoBooklet FINAL-For-website