Botany Bay and Catchment Alliance

Details gleaned from the Railway Historical Society (NSW Branch) Railway Digest, October 2011 edition, quoting The True Value of Rail states:

• One passenger train takes 525 cars off the road and in one year one train load of passengers is equal to removing more than three million vehicle kilometres of traffic from roads.
• One freight train in place of trucks between Melbourne and Brisbane reduces carbon emissions by the same amount as a household of three going without electricity for 46 years.
• One trainload of passengers travelling by rail instead of car for one year reduces accident costs by an amount that could fund 130 hospital visits, 505 hospital beds per day or six doctors for one year.
• In one year one passenger train reduces carbon emissions by the same amount as planting 600 hectares of trees. This would cover Sydney’s CBD, Hyde Park, The Domain, Botanical Gardens, Pyrmont and Central station or an area 8.5 times the size of Brisbane’s CBD.

In Other News

The NSW Legislative Council has commenced an Inquiry into rail infrastructure project costing. The Legislative Council is concerned at cost structures for major infrastructure projects which seem to be more expensive than those for similar projects interstate.

The Committee will be chaired by Natasha Maclaren-Jones M.L.C. Submissions closed 21 September and hearing will be held during November – December 2011.

The NSW Government has appointed Hutchison Port Holdings, to operate Enfield Intermodal Logistics Centre. Sydney Ports Corporation estimates the new rail corridor arrangment between Port Botany and Enfield will help remove 300 truck movements from Port Botany each day.

A single line from Port Botany to Sydenham was recently criticised by Duncan Gay, Minister for Ports and Roads, as a sticking point for container transportation. The line has a level crossing at Mascot, flagged as a major safety issue for the line. Federal funding for duplication was used for signalling upgrades instead.

 The NSW Government has announced final outcomes for the proposed proclamation of “Dharawal National Park”.  98.7% of the present conservation reserve will be National Park to the Centre of the Earth. Below is an extract from NSW Legislative Assemby Hansard 17 October 2011, where the Premier clarified the Government’s decision.

DHARAWAL NATIONAL PARK

Mr LEE EVANS: My question is addressed to the Premier. What progress has the Government made on the establishment of Dharawal National Park?

Mr BARRY O’FARRELL: I thank the member for Heathcote for his answer and long-term commitment to the State’s environment. I am delighted to inform the House that we have achieved a significant milestone in the creation of Dharawal National Park, which, hopefully, will see this new national park established by the end of the year. I am delighted that BHP Billiton has modified its planning application for the Bulli coal project to exclude the area of the proposed Dharawal National Park. The Government also has informed other holders of mineral and petroleum exploration interests in the area of its intention to create a national park in which mining activities will not be allowed to take place. This is a win-win situation: it is good for the environment and it is good for jobs. It will protect the current mining-associated jobs—mining activities cover 1.3 per cent of the State conservation area—while preserving the remaining 98.7 per cent forever as national park free from mining.

The national park will be established without any depth restrictions. This means no mining, no fracking and no coal seam gas extraction. The creation of Dharawal National Park will be a big win for the local community, which has fought for many years for the protection of the area. At the same time, jobs and investment in the Illawarra have been protected. This has been done at no cost to taxpayers and with no compensation and no deals. The national park will protect an iconic part of the Illawarra escarpment and preserve forever its extraordinary biodiversity, including endangered plants and animals, such as, Sydney’s largest surviving koala population—outside of the front bench opposite.

The SPEAKER: Order! Opposition members will come to order.

Mr BARRY O’FARRELL: I have been out there and walked this area, as has the Minister for Roads and Ports and the Minister for the Environment, who has done a terrific job on this initiative. I urge everyone to get out there and have a look at an incredible part of the natural environment of this city and State. Talking about people who have visited this area, one such person was that avid bushwalker and sometime State Premier Bob Carr, who did so in November 1993 when he was Leader of the Opposition. I just happen to have with me a copy of the Macarthur Advertiser, my usual bedside reading matter, which details that trip. It actually shows Bob Carr drinking—something that is not often seen. He is drinking from a pool of water at O’Hares Creek. Mr Carr said at the time, in the lead-up to the 1995 election when this area was fully located within the electorate of Camden:

The Dharawal National Park will be created in the first year of a Labor Government. This park is needed to protect the Georges River catchment from pollution.

Was it created in 1995, the first year of the Labor Government? No. Was it created in the first term of the Labor Government, which ended in 1999? No. For 16 years Labor failed to deliver on that promise.

The SPEAKER: Order! The member for Canterbury will come to order.

Mr BARRY O’FARRELL: We have done in six months what it failed to do in 16 years, that is, protect this critical area, which includes 2,000 upland swamps, rich in plant and animal life, that feed pristine water to O’Hares Creek, the headwaters of the Georges River—from which the former Premier drank. The area is home to 20 endangered or vulnerable animal species—and I am not talking about those opposite—such as koalas and eastern pygmy possums and three nationally significant plant species. The Dharawal also contains, as I have seen, significant Aboriginal cultural material, including sites as well as magnificent rock art. When this project is established the community will have improved visitor access so that they can enjoy the park’s most outstanding natural and cultural features, such as, natural swimming holes, waterfalls and stunning gorges. We have plans to declare this national park by the end of the year, which hopefully will allow families to enjoy this wonderful piece of Sydney and New South Wales during the summer holidays.”

BBaCA Comment: BBaCA congratulates the Premier, Minister for Environment and State Member for Oatley, Mark Coure for bringing a great National Park to Southern Sydney. 98.7% of the area will be to the Centre of the Earth. This means No Mining, No Longwalling, No Coal Seam Gas exploration, extraction or fracking. And there will be no compensation paid for mining leases and operations. What a great outcome.

The following article was published in the Spring 2011 edition of “Track and Signal” and published by kind permission of Mr Anthony Albanese, Minister for Infrastructure.

The idea that Australia may join other nations with our own high speed rail network has excited rail enthusiasts across the nation and potential investors around the world. The convenience of stepping onto a train in central Sydney and hopping off just three hours later in Melbourne is an attractive proposition. High speed rail could indeed be a game changer in the way Australians choose to travel.

While there is still a great deal of work to be done, early research shows that a high speed rail could connect almost 65 percent of Australians and attract up to 54 million passengers a year. It would also provide the foundation for a low carbon, high productivity economy. In August, I released Stage One of a $20 million implementation study which examines how many people would use it, where it would go and travel times.

Crucially, the report also looked at cost. Preliminary findings show that the cost of the network, if operational by 2036, would be between $61 billion and $108 billion in today’s figures, depending on the route. A ticket from Melbourne to Sydney would cost between $100 and $200, while the potentially busy commuter route from Newcastle to Sydney could cost users between $60 for the occasional business traveller, down to $16.50 for daily users if a subsidy were to be made available.

Work on Stage Two of the study is currently underway and it will pin down a preferred alignment and station options. It will also look more closely at commercial viability, potential funding sources and advise on how to plan, construct and operate such a rail system. What is clear is that high-speed rail would have enormous environmental benefits with CO2 emissions per high speed rail customer standing at about one-third of those emitted if they were travelling by car.

There are also enormous economic benefits in connecting Australians by high-speed rail. It would open up regional centres to economic development beyond our major cities and ease road congestion. However, it is critical that we hasten with caution. Such a monumental endeavour must be thoroughly assessed to be sure it would be viable with our vast distances and relatively modest population. One thing we do know is that if it is to work, it must be integrated into the existing rail and other transport networks.

With the national eye turned to high-speed rail it is important to remember that major work is currently underway on our existing network. Right now, one third of our inter-state rail network is being rebuilt with some 45 major freight and passenger rail projects completed, underway or about to begin. This week I announced that the multi-million dollar project to eliminate sharp bends on the interstate rail network between Newcastle and the Queensland border had reached another milestone with the realignment of the track now completed at two more sights. By straightening the line between Mindaribba and Paterson and between Nambucca Heads and Raleigh, trains will now be able to operate at higher speeds, shaving almost an hour off transit times. Work along the Brisbane – Melbourne line will eventuate in a total saving of a remarkable 11 hours, reducing the trip from 37 to 26 hours. It includes extended crossing loops, new signalling systems and the removal of severe curves.

The work is already paying dividends. Earlier this year, Australia’s largest supermarket chain Woolworths announced that it was planning to switch to rail to carry the 2,000 tonnes of goods it moves north each week to Sydney and Brisbane. Making rail attractive to companies such as Woolworths makes great sense, with every 1500 metre train having the carrying capacity of 100 semi-trailer trucks. Woolworths alone has 160 B-double trucks on the Melbourne to Brisbane route. Carrying those loads by rail leaves our roads safer and less congested for private motorists and reduces our carbon footprint.

We are also investing heavily in urban passenger rail, a responsibility that usually rests with the states. In fact we have at least one major urban rail project in place in every mainland state, a $7.3 billion investment. Federal Labor has invested more in urban rail than all previous federal governments collectively since Federation.

At Council Of Australian Governments (COAG) in August, an agreement was secured with major implications for the rail sector. The Prime Minister, Premier and Chief Ministers signed off on a plan to replace a myriad of confusing and often contradictory state transport rules in favour of a single national rail regulator. To be based in Adelaide, this new regulator will be in place by 1 January 2013 with one set of rules for rail workers and operators around the nation.

This historic achievement eliminates seven regulators, 46 separate pieces of legislation including seven safety acts, nine OH&S acts and seven dangerous good acts. For example, no longer will a rail operator be required to get separate safety accreditation from each state and meet different requirements for accreditation. The new law will also get rid of the differing rules for managing fatigue, replacing them with a national fatigue management framework. The deal, which will also see single regulators for the heavy vehicle and maritime sectors, will boost national income by $30 billion over the next two decades.

Rail travel has been part of the Australian landscape since the 1850s when the country was a collection of sparsely connected colonies. The 20th century saw the rise of road and air travel. In this 21st century, the Gillard Labor Government recognises that rail is the transport technology of the future. It has backed this with unprecedented investment so that Australians can reap the benefits and enjoy the greater productivity and environmental benefits that rail brings.

BBaCA Comment: With many pressures on Botany Bay and Catchment from ever expanding airport and port facilities, the Commonwealth Government support for electified High Speed Rail is good news. Converting 54 million passenger trips per year to city to city rail journey’s will reduce needs for Kingsford Smith domestic road traffic. It is pleasing that Premier Barry O’Farrell in NSW sees High Speed Rail as a better option to a second Sydney region airport.

“Public Safety is the role of Government”, NSW Premier Barry O’Farrell, has stated. He has walked the streets of Stockton, discussing issues with local residents. Unfortunately he hasn’t motored a few kilometres south of his Parliament House Office to speak with residents of Hillsdale, Matraville, Botany, Banksmeadow and Pagewood, who have similar or greater concerns following 150 years of urban pollution. 

The Kooragang Island and Botany Orica accidents in recent weeks have brought into clear focus glaring omissions. The Premier and Minister for Heritage and Environment, Robyn Parker, are drafting legislative changes to bring public confidence back after it was shattered by emmissions from chemical plants in suburban Newcastle and Sydney.

What lessons have been learned?

1. Notification to the community was lacking!

While company executives knew of emissions, they were slow responding with meaningful information to people whose lives were effected.

2. State Legislation allowed lengthy delays in emergency information distribution.

NSW legislation allows reporting mechanisms with too much latitude for good public communication.

3. There seems limited Emergency Evacuation Procedures in place for Public Safety.

The steps for Emergency Evacuation and notification seem to be a secret held in public service, emergency service backrooms and Local Government Offices, which the general public are not privy to. “They might not be able to handle such information” seems the nanny state reply. Lazy government is no longer acceptable in the 21st Century. Modern technology can notify emergency situations, but what should the general public do before evacuation is in processed?

In Southern Sydney, Lucas Heights Nuclear Reactor has clear instructions to local residents. Distributed in clear brochures and prominently on their website.

For Botany there is limited distribution frig magnets but no easily accessible information. 

4. Real Planning requires buffer zones.

In the 1980s Orica Botany removed it’s old Chlorine Plant and established a state of the arts facility. During that time a State Government study was implemented requiring buffer zones and emergency plans for hazardous transport on-site and offsite. These buffers were clearly mapped and no buildings were allowed.

Over the past sixteen years, Planning Department density requirements hasseen this land subdivided and housing built. Were the subdivision titles caviated with safety warnings by the Planning Department or local Council? You would have thought this would be the moral thing to do, but no. People have bought new housing without public health warnings.

Emergency Plans for various Botany Industrial Park sites are in the hands of the companies producing the items in question. Mercury Vapor Monitoring equipment was established on the Botany Orica site after full consultation with the local community liaison committee as best practice. There were no such devises at Kooragang Island and limited community consultation before during and after the balloon wentup over omission releases. Once again Emergency Evacuation Plans are held in secret by public servants. “The people might become frightened if they knew we had one”. During a recent emergency in Botany, houses were evacuated and Botany Town Hall was set up for emergency overnight accommodation, but no-one knows the plan exists.

5. State Government Timely Advice and Information.

The state machine has slowed, with the Office of Heritage and Environment and Ministry of Health taking longer to respond to emergencies than necessary.

Following the Botany Mercury Vapor Emission, new haste was observed. Orica, NSW Health and Office of Heritage and Environment, emailed notifications to Botany Orica CLC members and people who registered with the company and a later letterbox drop on a limited basis was undertaken. This was a good first step in updating local community – But a lot more is required.

6. Public Health Tests

Those who have lived in Botany and surrounds for years have quiet concerns about potential illnesses generated by 150 years on pollution in this industrial suburb and Port Botany complex. There is no centralised health information available to the General Community.

7. Up Front Information Important

During the period of public concern, various statements have been made by politicians, news media and community representatives. It is important only verified information is published to the public. In recent news releases statements have been made that mercury was flowing into Penryn Estuary and Botany Bay. At a recent community meeting an explaination was requested and it was found this information was very old and mercury was not flowing into the Bay.

There is room for improvement and we must get our act right.

Salt Pan Creek, is a large waterway flowing into Georges River between Lugarno and Alford’s Point. It’s catchment encompasses the local government areas of Bankstown, Canterbury and Hurstville.

Salt Pan Creek was surveyed during Matthew Flinders and George Bass and Captain John Hunter voyages, each who must have thought this inlet was the main Georges River channel, as each drew it in great detail on their cartography.

The creek is of great importance to local aboriginal people, who camped by this natural food supply, with a private aboriginal camp established by Hugh and Ellen Anderson by it’s banks in Ogilvy Street, Peakhurst West, from about 1926 to 1938.

Lower reaches of the waterway are in good condition with high sandstone cliffs and native bushland in areas set aside as Georges River National Park. Profuse native flora, fauna and reptiles continue in these areas. A volcanic crater exists in Evatt Park, Lugarno, the plug having existed until removed by workmen with no knowledge of it’s importance.

Old aerial photographs from 1938 show a pristine creek with no mangroves along banks, reflecting it’s clean condition. The banks now have large stands of these water quality cleansing trees.

In the late 1920s, the state government decided to build the East Hills railway line from Tempe to East Hills via Wolli Creek and Salt Pan Creek. Primative building methods during the Great Depression saw tons of landfill placed in Salt Pan Creek, adjacent to Riverwood, allowing an embankment to be erected for the line, traversing a steel girder bridge. This construction method reduced the creek at this point to half creek width. In following years, creeks to the west became silted as the neck prevented river tide flushing. During the Great Depression, creeks within Canterbury, Bankstown and Hurstville became “Work for the Dole” projects for unemployed men. Creek beds were bricked and cemented into stormwater canals.

During the 1940-50 period, land was reclaimed by councils, using often contaminated fill. This fill, was later made into parklands and sports fields. Noxious industries, such as market gardens, paint and chemical factories, were established, polluting the waterway.

In the 1960s the State Government determined a roadway would be built from Peakhurst West to Padstow, with a bridge at Salt Pan Creek. The bridge was built with earth fill blocking two thirds of the creek, which according to the contract, would be removed following construction. Unfortunately this fill was never removed. This neck once again allowed siltation between Henry Lawson Drive and Riverwood Railway Bridge.

Urbanisation has allowed street waste to flow into the creek. In recent years Gross Pollutant Traps have removed much of these items but a Peakhurst West resident, has for twenty years, daily removed bottles and siringes from the creek, in an eddy, at the foot of his property.

A key pollution problem is an old pollution boom adjacent to Gow Street, Padstow, which malfunctions in heavy rain. The boom collects pet bottles and other floating debre from the creek, but if not regularly cleaned, allows the previously collected refuse to overflow during heavy downpours. To the west is a great network of streams flowing from Bankstown, depositing everything from pet bottles, soccer balls and the odd dead dog and cat.

Flowing below this point is a stream systen from Canterbury Council area, also in bricked in canals.

At Riverwood, major remediation has producing ”Riverwood Wetlands”, adjacent to the M5 motorway. Many millions of dollars have been spent eliminating pollution from a stream network flowing from Roselands, Narwee and Riverwood. Large gross pollution traps have been installed, with lakes, parks and wetlands, a haven for birdlife and humans. A community garden has been established here.

Further down stream, at Riverwood Park, an old market garden, a large gross pollution trap has been established with a small wetlands.

Flowing under Henry Lawson Drive, is Rocky Creek, a creek system servicing an area within Riverwood and Peakhurst. A wetland has been established in Pearce Reserve, behind Peakhurst Shopping Centre, in an area where, records show, platypus once abounded over 100 years ago. This park has native vegitation planted in an area once known by locals as a drain, scouring the creek bed. A gross pollution trap has been installed. This water flows to Salt Pan Creek through pipes, opening into a scoured creek bed near Clarendon Road. Bank stablisation works have been undertaken at this point, as has bush regeneration. As this creek enters Salt Pan Creek, major siltation has occured from the waterway above.

Georges River National Park in this area needs major bushcare remediation with major outbreaks of noxious weeds.