Botany Bay and Catchment Alliance

Following Orica Kooragang Island chemical spill incidents, much action has taken place reviewing public safety issues. The NSW government has amended the Protection of the Environment Act, reinstating Environmental Protection Authority independence and requiring, with hefty fines, “Immediate” reporting of incidents.

One issue not openly addressed was publicly available “Emergency Plans”. During an Orica Community Consultation Meeting, members requested a run through of the “Emergency Plan” should an incident occur at the Orica Plant in Denison Street. While adequate information was given by the company, “within their fenceline”, concern was expressed, the Botany and wider community were in the dark when it came to the more general issues beyond the fenceline with state emergency services. A recent Botany incident saw residents standing around on a cold winter evening, waiting for instruction when a factory incident occurred.

During the December Community Consultation meeting, Police Officer, Shaun Rae, gave a presentation, relating the new all authority co-operative Emergency Plan for Botany Bay Local Area Command, administered from Mascot Police centre.

The Plan relates to Port Botany, All Botany Industrial complexes and the general community. Local Command have developed a state of the arts, computer generated Emergency Response. The preparation process identified a number of critical issues, like need for more accessible water points for emergency services on major routes. These matters are being addressed immediately by authorities concerned.

The plan takes in exit routes, evacuation centres, demographics, even who owns each pipe under roads, allowing police immediate redress to the appropriate person responsible.

Should an incident occur, Mascot Police processes the Emergency Plan to all Police vehicles on installed computer screens with emergency command organizing all emergency services. Should the computer system go down, Emergency Plan hard copies are available for all emergency service personnel. The Police Service is working on every form of technology to inform community members of what is expected during an emergency, including texting, facebook, twitter as well as the more traditional door knocking.

This Emergency Plan is a NSW first, reflecting a new approach generated by Botany Bay Local Area Command. BBaCA congratulates Shaun Rae and the developmental team for a great outcome.

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 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.

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.

The New South Wales Government proposes privatising the Port Botany facility at an estimated financial gain of $A1.5 billion to $A2.5 billion. The Treasurer, Mr. Mike Baird, stated the money would be used on the Princes and Pacific Highways.

It might do the government good to relook at this project. Botany Bay and Catchment Alliance opposed Port Botany expansion and continues to believe closing Sydney as a working harbour was foolish and short sighted. As Captain Cook reported to his government in 1770, 1000 ships of the light could comfortably moor in it’s waters in safety. Botany Bay is one of the most foolish places to place a working harbour, landlocked, too shallow, transport problematic and humanly unfriendly.

The northern Botany Bay community have bourne the brunt of this foolish project, driven by ideaology.

Issues include:

• projections for container growth beyond the 3.2million TEU (20 feet equivalent unit) cap at Port Botany see – http://laperouse.info/?p=1037 Will the Government ensure that the approved cap of 3.2million TEU is part of lease terms?
• growing truck traffic on key arteries such as the M5, M4, ED as well as encroachment on residential suburbs and major public assets such as the Port Botany bus depot – see http://laperouse.info/?p=1786
• achievement of 40% rail target by 2015 – the current figure is below 20% noise pollution – see http://www.matraville.info/how-far-should-the-noise-of-a-beeper-alarm-travel  - and air pollution with special reference to particulate matter from container trucks and train engines maintenance and improvement of public assets: Molineux Point Reserve and Prince of Wales Scenic Drive; Foreshore Beach and Boat Ramp; Penrhyn Bird Santuary and Lookout; Pedestrian Access Bridge to Port Botany These assets were developed as compensation, in part, for the loss of local amenity.
• environmental impacts caused by Port Botany that need to be addressed: erosion on Foreshore Beach; erosion of Lady Robinson Beach; decline in Penrhyn Estuary as habitat for migratory birds; diminished amenity at Yarra Bay; poorer water. Foreshore Beach receives unacceptable EPA Beachwatch reports and additionally we don’t have a complete picture of the impacts the T3 development has had with regard to the distribution of toxic chemicals from local industry. As you may be aware there are monitoring points for the Orica groundwater plumes in Penrhyn Estuary. The Orica chemical spill was the largest in Australia’s history and is not expected to be cleaned up this century. The containment line on Foreshore Road needs to be maintained and monitoring in Penrhyn has to continue along with yet to be commissioned studies west of Penrhyn, off Forehore Beach.
• planning powers granted to Sydney Ports in 2009 under Part 5 of the Environmental Planning & Assessment Act 1979 – these should be returned to Botany and Randwick Councils and Department of Planning. The following link provides a list of developments which have fallen under Part 5 to date: http://www.sydneyports.com.au/corporation/planning/part_5_applications
• management of Major Hazard Facilities located on T1, the DP World Terminal. MHFs located there account for 12% of the State’s total.

The O’Farrell government has a primary responsibility to tax payers in Botany and surrounding suburbs to ensure immediate action is taken to eleviate traffic congestion and associated pollution issues generated from Port Botany and Sydney Airport, which generate conditions which brought the last government down and ensured his government was elected with such a large majority.

It is of little use for the National Party to see massive road funds before their eyes, when the real solutions are rail solutions and generating more freight from ports outside the Sydney Basin. Mr Gay, the Minister for Ports, stated in recent months, Commonwealth funding for rail duplification for the Botany goods line had been transferred to signalling, while this essential project, which would removed thousands of container trucks per year from our clogged arterial roads, has not progressed.

To ensure residential acceptance of these changes, the state and Commonwealth governments must introduce national freight standards for freight companies, dictating minimum standards for container waggons and freight engines, similar to those for cars and road transport. For too long, residents have put up with antique locomotives belching deisel fumes and freight cars making resounding percussion noises in suburbia. Jacob brakes have been banned in suburban trucking transports and rigs are regularly checked for complience. On state rail networks many rejuvenated 1950s deisel locomotives continue their journeys, when they should have been pensioned off.  

There is a long way before privatisation for Port Botany will be accepted within Sydney Basin. Some wider issues include completion of Maldon – Dombarton rail connection between Port Kembla and the Southern line, building the Melbourne to Port Brisbane inland railway via Parkes and securing the inland terminal at Parkes for the East West Perth to Sydney line.

We need people of vision and ministers need to look further than dollars from privatisation.