Web Docs - Cat 2 - 15 October 2013 - 040 1857 13 PDF

APPLICATION ON NOTIFICATION CATEGORY 2
Applicant:
Development Number:
Nature of Development:
Type of development:
Zone / Policy Area:

Subject Land:
Contact Officer:
Phone Number:
Close Date:
Terminals Pty Ltd

040/1857/13
Merit
To establish a bitumen import and dispatch
facility, at an existing bulk liquid storage facility,
which includes the installation of bitumen
storage tanks, product supply line,
manufacturing building and control room and for
other associated works
Industry Zone: Osborne Maritime Policy Area 11
49 Veitch Road, Osborne (Lot 702 in DP 74460
CT 6010/607 and Lot 31 in DP 73709
CT5990/696)
Gabrielle McMahon
8030734
29 October 2013
During the notification period, hard copies of the application documentation

can be viewed (at no charge) or copied (for a fee) at the Department of
Planning and Local Government, Level 5, 136 North Terrace (Roma Mitchell
House), Adelaide (opposite Adelaide Railway Station) during normal
business hours. Application documentation may also be viewed during
normal business hours at your local Council office (if identified on the
covering letter sent to adjoining owners of land).
Written representations must be received by the close date (indicated above) and can
either be posted, hand-delivered, faxed or emailed to the Development Assessment
Commission. A representation form is provided as part of this pdf document.
Any representations received after the close date will not be considered.
Postal Address:
The Secretary
Development Assessment Commission
GPO Box 1815
ADELAIDE SA 5001
Street Address:
Department of Planning and Local Government
Roma Mitchell House (opposite Adelaide Railway Station)
Level 5, 136 North Terrace
ADELAIDE
Email Address: dacadmin@sa.gov.au
Fax Number: (08) 8303 0753
South Australian
DEVELOPMENT ACT, 1993
REPRESENTATION ON APPLICATION CATEGORY 2
Applicant:
Development Number:
Nature of Development:
Type of development:
Terminals Pty Ltd

040/1857/13
Merit
To establish a bitumen import and dispatch facility, at an existing bulk
liquid storage facility, which includes the installation of bitumen
storage tanks, product supply line, manufacturing building and control
room and for other associated works
Industry Zone: Osborne Maritime Policy Area 11
49 Veitch Road, Osborne (Lot 702 in DP 74460 CT 6010/607 and Lot 31
in DP 73709 CT5990/696)
Gabrielle McMahon
8030734
29 October 2013
Zone / Policy Area:

Subject Land:
Contact Officer:
Phone Number:
Close Date:
My name: __________________________________
Business Hours Contact No:

After Hours Contact No:
________________________________
___________________________________
Fax No:
_____________________________________________________
Email:
_____________________________________________________
My postal address ____________________________________________________________________ Postcode ______________

My interests are:
owner of local property

occupier of local property
a representative of a company/other organisation affected by the proposal
a private citizen
The address of the property affected is ___________________________________________________ Postcode ______________

The specific aspects of the application to which I make comment on are:
_________________________________________________________________________________________________
_________________________________________________________________________________________________
_________________________________________________________________________________________________
_________________________________________________________________________________________________
_________________________________________________________________________________________________
_________________________________________________________________________________________________
_________________________________________________________________________________________________
Should the Development Assessment Commission conduct a public hearing for this Development Application:
I
wish to be heard in support of my submission

do not wish to be heard in support of my submission
(Please tick one)
By
appearing personally
being represented by the following person:
(Please tick one)
Date _________________________________ Signature _________________________________________________
Return Address: The Secretary, Development Assessment Commission, GPO Box 1815, Adelaide SA 5001.
Aurecon Australia Pty Ltd

ABN 54 005 139 873
55 Grenfell Street
Adelaide SA 5000
Australia
T
F
E
W
+61 8 8237 9777

+61 8 8237 9778
adelaide@aurecongroup.com
aurecongroup.com
2 August 2013
Mr Russell Fink
Team Leader - Planning
City of Port Adelaide Enfield
Po Box 110
Port Adelaide
SA 5015
Dear Russell
Development Application Construction of a New Product Storage Tanks, a Product Transfer
Pipeline, and ancillary works on site at 49 Veitch Road, Osborne.
Terminals Pty Ltd is pleased to submit this Development Application proposing the development of
new Product Storage Tanks, and associated works at their Veitch Road, Osborne facility. In addition
Terminals are proposing to construct a 650m product supply pipeline to transfer product from the
existing berth (Osborne berth1) to their site.
A package of documentation is enclosed herein comprising this Development Application, including:
A completed Development Application Form; and
3 copies of the independent planning statement with supporting documentation, including the
Certificate of Title.
At this stage we are yet to provide any fees for the assessment of this proposal. Accordingly, it would
be appreciated if an invoice could be forwarded in due course so we can make payment. If you
require any further information or clarification, please contact the undersigned on (08) 8237 9987.
Yours sincerely,
Marcus Howard
Senior Planner | Environment & Advisory | Aurecon
Project 235132r File Covering Letter - Genesis DA.docx 2 August 2013 Revision 0 Page 1
Project: Bitumen Storage Facility

Terminals Pty Ltd
49 Veitch Road, Osborne
Planning Statement
Reference: 235132
Prepared for:
Terminals Pty Ltd
Revision: V2
2 August 2013
Document Control Record

Document prepared by:
ABN 54 005 139 873
55 Grenfell Street
Adelaide SA 5000
Australia
T
F
E
W
+61 8 8237 9777

+61 8 8237 9778
aurecongroup.com
A person using Aurecon documents or data accepts the risk of:

a)
b)
Using the documents or data in electronic form without requesting and checking them for accuracy against the original hard
copy version.
Using the documents or data for any purpose not agreed to in writing by Aurecon.
Document control
Planning Statement
Report Title
Document ID
235132
Project Number
File Path
\\Aurecon.info\shares\AUADL\Projects\235132\Statutory
Planning\Reports\02.08.2013 (235132) - DA Report Genesis Project.docx
Client
Terminals Pty Ltd
Client Contact
Revision Details/Status
Prepared by
Author
Verifier
Approver
Draft
M Howard
M Howard
A Burley
V Webb
For Lodgement
M Howard
M Howard
A Burley
P Harward
Rev
Date
V1
5 June 2013
V2
2 August 2013
Current Revision
V2
Approval
Author Signature
Name
Title
Approver Signature
Andrew Burley
Planner
Name
Title
Philip Harwood
Technical Director
Resources & Manufacturing
Project 235132 File 02.08.2013 (235132) - DA Report Genesis Project.docx 2 August 2013 Revision V2
Bitumen Storage Facility
Date | 2 August 2013

Reference | 235132
Revision | V2

ABN 54 005 139 873
55 Grenfell Street
Adelaide SA 5000
Australia
T
F
E
W
+61 8 8237 9777

+61 8 8237 9778
aurecongroup.com
Project 235132 File 02.08.2013 (235132) - DA Report Genesis Project.docx 2 August 2013 Revision V2
Contents
1
Introduction
1.1
The Report
1.2
The Project
1.3
The Applicant
1.4
Legislative Process & Procedure
Subject Land and Locality
2.1
Subject Land
2.2
Locality
Description of the Proposal
3.1
Overview
3.2
3.3
Operational Details
17
3.4
Safety & Management Procedures
19
Background Investigations
21
4.1
Noise/Acoustic Assessment
21
4.2
Air Quality (Odour) Assessment
21
4.3
Traffic and Access/Transport
21
4.4
Hazard & Risk Management
26
Development Plan Assessment
28
5.1
Overview
28
5.2
Relevant Development Plan Provisions
28
5.3
29
Conclusion
42
Project 235132 File 02.08.2013 (235132) - DA Report Genesis Project.docx 2 August 2013 Revision V2 Page i
Index of Figures
Figure 1 | Existing Storage Tanks
Figure 3 | Locality Plan
Figure 4 | Location of New Bitumen Storage Tanks
Figure 6 | Location New Loading Gantry Between existing gantry and existing Mixing Building
Figure 7 | Eastern vehicle access gate with Berth 1 in the distance
Figure 8 | Location of existing supply pipeline entering the Terminal facility
Figure 9 | View looking south from Terminals
Figure 10 | Location of existing and proposed bitumen supply pipeline
Figure 11 | View looking south towards berth
Figure 12 | View looking west of existing product supply pipelines
Figure 13 | View looking west to where the existing pipelines enter the secure berth area
Figure 14 | Existing loading facilities on Osborne Berth
Figure 15 | Vehicle Turn Paths
4
4
6
9
9
10
11
13
13
14
14
15
15
16
25
Index of Tables
Table 1 | New Tanks, Product Stored, Volumes & Size
Table 2 | External Road Network Traffic Volumes
8
23
Appendices
Appendix A
Certificate of Title
Appendix B
Plans & Elevations
Appendix C
Noise / Acoustic Assessment
Appendix D
Appendix E
Turn Path Modelling
Appendix F
Hazard Analysis
Project 235132 File 02.08.2013 (235132) - DA Report Genesis Project.docx 2 August 2013 Revision V2 Page ii
Introduction
1.1
The Report
This statement has been prepared on behalf of Terminals Pty Ltd in support of the proposed
development of new bitumen storage tanks, a new product supply pipeline and associated works at 49
Veitch Road, Osborne.
The report includes the following components:
A description of the site and the surrounding locality

A detailed description of the proposal
An assessment of the proposal against the City of Port Adelaide Enfield Development Plan
A discussion on the key impacts of the proposal
Conclusion and Recommendation
This planning statement is accompanied by a numbers of specialist consultant reports which appear
as appendices and have been referenced throughout this report.
1.2
The Project
The project involved the development of the following:
4 x New Bitumen Storage Tanks 2 x 6,500 kL and 2 x 500 k L

2 x New 55kL C1 Combustible Tanks
New Bitumen Loading Bay & Gantry
New Manufacturing Building (approx. 350m2)
New Hot Oil Plant Building (approx. 50 m2)
New MCC/Control Room (approx. 32m2)
New 1.5m high bund wall around new bitumen storage tanks
Associated on site works/infrastructure
Modified fire access roadway
New Bitumen Product Supply Pipeline (approx. 650m in length)
New product transfer equipment and works on Osborne Berth 1
1.3
The Applicant
Terminals Pty Ltd was established in 1960 and is owned by ANZ Terminals Pty Ltd. ANZ Terminals
Pty Ltd owns four Terminals in Australia and four Terminals in New Zealand through Bulk Storage
Terminals Ltd.
Terminals Pty Ltd is an independent operator of bulk liquid and gas storage facilities with plants
located at major ports throughout Australia. The first facility, comprising tanks with a total capacity of
5,400m, was established at Melbourne in 1961. The business has since grown to provide over
153,000m of storage and handles over a million tonnes of bulk liquids each year. Terminals Pty Ltd
has facilities at Coode Island (Melbourne), Port Botany (Sydney), Corio (Geelong) and Osborne
Project 235132 File 02.08.2013 (235132) - DA Report Genesis Project.docx 2 August 2013 Revision V2 Page 3
(Adelaide). Terminals are also currently constructing the Pelican Point Bulk Liquid Storage Facility
and Product Supply Pipeline project.
Terminals Pty Ltd provide a service to a number of industries associated with the chemical, fuels,
petroleum, pharmaceutical, mining, and fats & oils industries. The range of services provided include
the transfer of liquid products to and from bulk ships by pipeline, storage in bulk quantities, loading
and discharge of road tanker trucks, filling and labelling of 200 litre drums, and on some occasions,
blending products to clients' requirements and transferring product to and from International
Organization for Standardization (ISO) tank containers.
1.4
Legislative Process & Procedure
The proposed Terminals Pty Ltd project will cross a variety of South Australia legislative regimes in
order to achieve all the necessary legislative approvals and licences in order to open and operate,
including;
Development Act (1993) and Development Regulations (2008)

Environment Protection Act (1993) and Environment Protection (General) Regulations (1994)
Local Government Act (1994) and Local Government (General) Regulations (1999)
Subject Land and

Locality
2.1
Subject Land
The subject land currently contains an existing Bulk Liquid Storage Facility owned and operated by
Terminals. They have operated the facility from this location since 1971.The subject land is located
approximately 18 kilometres north west of the Adelaide CBD.
The subject land at 49 Veitch Road, Osborne is a square shaped allotment and consists of the
following Certificate of Title:
Allotment 702 in Deposited Plan 74460, In the Area Named Osborne, In the Hundred of Port
Adelaide
Certificate of Title Volume 6010 Folio 607.
A copy of the Certificate of Title is included in Appendix A.

The subject land has a total area of 26,700 square metres. The subject land has a frontage to Veitch
Road of142 metres.
The site currently comprises:
Number of tanks: 33
Tank size range: 20m to 2,000m
Total capacity: 14,533m
Product categories that are currently stored on site include the following:
Flammable Liquids
Combustible Liquids
Corrosive Liquids
Fats and Oils
Hazardous & Non Hazardous liquids
The existing Veitch Road terminal facility offers the following services:
Ship loading / unloading

Two (2) Docklines
Road tanker loading and unloading
Product heating
Drumming
Blending
Associated with the Terminal facility is the nearby Berth (Osborne 1) which Terminals has rights to use
for the transfer of a range of hydrocarbon and petroleum related products. The details of relevance
are:
Maximum Length Overall (LOA)

Maximum Draft
208 metres
10 metres
2.2
Locality
The subject land is located within a long established marine related industrial precinct in the Osborne
area. Immediately to the north of the subject land is the Australia Submarine Corporation (ASC)
facility, to the west is Raytheon Australias office complex, to the south is vacant land and the east is
an access road to the ASC site and beyond this road is the Port River.
The closest residential development to the subject land is in approximately 680 metres to the west
within the suburb of North Haven. These locations in the context of the subject land and the proposed
development have been highlighted in Figure 3 - Locality Plan on the following page.
Figure 3 | Locality Plan
Description of the
Proposal
3.1
Overview
Terminals Pty Ltd is seeking approval to undertake development comprising the following
components:
4 x New Bitumen Storage Tanks 2 x 6,500 kL and 2 x 500 kL (day tanks)

New MCC/Control Room (approx.. 32m2)
New 1.5 m high bund wall around new bitumen storage tanks
Copies of relevant plans and elevations are contained in Appendix B.
3.2
It is proposed to develop part of the subject land for the purposes of adding a bitumen import and
dispatch component to the activities and operations currently undertaken at the Terminals facility. The
proposed Bitumen import and dispatch works will be accommodated within the existing site.
The projected annual throughput of the proposed facility is 30,000 tonnes of bitumen feedstock
(approximately 80-100 tonnes per day). The projections indicate an impact on wharf operations with
an increase in shipping movements at Osborne berth 1 of approximately 6 recipients per annum.
The bitumen will be stored at approximately 130C - 150C and will be loaded out at approximately
190C. Heating will primarily be facilitated through one hot oil heater using natural gas. The facility
will process two imported bitumen grades, C170 and C320.
Both imported grades will be transferred into their respective large import tanks. The grades will be
separately transferred to their respective day tanks for heating and load out. The tank and load out
vapour streams will be treated by a thermal oxidiser (combustor) as necessary to abate any odours.
The facility will operate 24 hours a day, 365 days a year. This is consistent with the operation of the
existing facility.
Smaller quantities of bitumen will be transferred from the import and day tanks to the smaller 55 kL
tanks at the manufacturing building where it will be stored at temperatures between 100C and 200C
before process and load out through the truck fill gantry. Vapours from the manufacturing building will
be treated in the thermal oxidiser (combustor) as necessary to abate any odours.
3.2.1
Proposed New Bitumen Storage Tanks
It is proposed to construct two new large storage tanks within the site, each with a capacity of 6,500
m. The tanks are 20 metres wide and have an overall height of 23 metres. These tanks will be used
to store separately C170 and C320 grades of bitumen. Other smaller tanks will range from 3.5 m to
7.5m wide and from 6.5 m to 23 m high. A summary of the proposed tankage is as follows:
4 x New Bitumen Storage Tanks 2 x 6,500 kL (import tanks) and 2 x 500 kL (day tanks)
The tanks will be fixed roof carbon steel and fabricated to API650 standard. The venting of these
tanks will be to a thermal oxidiser (combustor) for the two large tanks during ship unloading
operations. The ancillary tanks will be vapour balanced back to their filling tanks where possible. The
possibility of overfill will be significantly reduced by the installation of two independent level systems
with high level alarms as well as an automatic computer driven transferring system between tanks.
Protection systems on the storage tanks will include:
Procedures for liquid transfers, stormwater management, regular maintenance and inspection;
Fully welded and tested carbon steel plate construction;
Remote emergency shutdown valves on the tank outlet lines;
Connection to combustor for the filling of the two large tanks and road tankers;
Internal vapour balancing lines between tanks for tank filling
Structural integrity tests conducted every 10 years in accordance with AS1940;
Non-return valve in pipelines at the bulk liquids berth. The storage tanks will be filled from the top
or if bottom via a further non return valve to prevent backflow;
Containment of liquid within the existing capacity bund for any realistic loss of containment or
overflow ;
Automatic computer driven transfer systems;
High level and redundant high level alarm system;
Fire management plan with firewater ring main around the tank compound;
Emergency response plan including communication with site control centre;
Emergency alarms
Table 1 | New Tanks, Product Stored, Volumes & Size
Tank
Product
Useable Volume
Diameter
Height
2 x Import Tanks
Bitumen Storage
6500m3
20m
23m
500m3
7.5m
15m
55m m3
3.5m
6.5m
(each tank)
2x Day Tanks
Bitumen Day
Storage
(each tank)
12 x Batch Tanks
Batching Tank
(each tank)
3.2.2
In addition to the existing gantry providing covered transfer and loading of hydrocarbon products, a
new single truck loading gantry will be constructed for the transfer and loading of bitumen from the
new storage tanks to trucks and will continue to utilise the access and egress points to Veitch Road.
This new gantry will be constructed at the southern side of the existing gantry adjacent the existing
mixing building.
Loading of bitumen will be available as a self-loading operation by the drivers and will be available 365
days a year, 24 hours a day, and 7 days a week. This is consistent with the operations of the existing
facility.
It is anticipated that there will be an average loading of five (5) trucks over a 24 hour period, with up to
15 in a peak period. It is expected that two (2) service vehicles would visit the site on average over
24 hour period.
Figure 6 | Location New Loading Gantry Between existing gantry and existing Mixing Building
Figure 7 | Eastern vehicle access gate with Berth 1 in the distance
3.2.3
Associated On-Site Infrastructure
In addition to the new tanks and gantry there will be a number of upgrade and installations of new
equipment and infrastructure as part of the proposed works.
These include:

3.2.3.1
New Manufacturing Building
A new manufacturing building will be constructed in the south west of the site neat the existing entry
and car parking area. This building will house the PMB Plant and Emulsion Plant and incorporates two
stacks (process stack and heater stack).
3.2.3.2
New Hot Oil Plant Building & Combustor
New gas fired hot oil heater systems will be installed to heat and maintain the temperature of the
product in the storage tanks and the product during the loading into the road tankers.
A new combustor is to be located near the bitumen tank storage area for treating large tank vapours
during ship unloading operations, process vapours from the manufacturing building, other tank venting
and truck venting when truck tankers are being filled.
The approximate heat discharge/release from the hot oil heater is approximately 1.5MW.
3.2.3.3
New MCC/Control Room
A new MCC/Control building will be constructed at the northern end of the site immediately adjacent
the two day tanks. This building will house the MCC panel, PLC equipment, and the secondary
SCADA computer.
3.2.3.4
New 1.5m High Bund Wall
A new 1.5 metre high bund wall will be constructed around the 4 new bitumen storage tanks. This
new bund wall will act to contain any realistic spill within the bunded area and prevent other materials
within other bunded areas from travelling to the bitumen storage area. It will also assist in the
management of any rain water to ensure that this is collected and cleaned prior to off-site discharge.
3.2.3.5
New Transformer
A new transformer is to be constructed in the south eastern corner of the site compound.
3.2.3.6
Pipework
New piping and pipe bridge is to be constructed along the eastern boundary of the site connecting the
proposed product supply pipeline.
3.2.3.7
Soakage Pit
A new sewage soakage pit is to be constructed in the south eastern corner of the site.
3.2.4
Bitumen Product Supply Pipeline
As part of this project a new bitumen product supply pipeline will be constructed from the subject land
through to the Osborne Berth 1.
The new dedicated carbon steel heated insulated pipe will be located above ground for the majority of
its 650m length from the berth to the subject land. The pipeline will be located underground for a
small portion of the route under the berth and also as it crosses under Veitch Road in an existing
purpose-built culvert, until it reaches the subject land where it will re-emerge and connect in with the
on-site infrastructure and into the storage tanks.
Bitumen transfer pipes are generally located above ground so that bitumen product can be trace
heated to assist in transferring the product through the pipeline. The pipe line will have a nominal
diameter of 250 mm.
A ship to shore connection will be provided via flexible hose.
The figures (photos) on the following pages provide a visual representation of the existing supply
pipelines and the location of the proposed bitumen supply pipeline.
Figure 8 | Location of existing supply pipeline entering the Terminal facility

The new bitumen pipeline will enter the site in this location.
Figure 9 | View looking south from Terminals

(site towards where the existing product supply pipelines are located. The route of the new bitumen pipeline will be through this
area (to the right of the disused transmission pylon) and will travel under Veitch Road in an existing concrete culvert)
Figure 10 | Location of existing and proposed bitumen supply pipeline

(Where they emerge from the underground culvert)
Figure 11 | View looking south towards berth

(Existing supply pipelines. Proposed bitumen pipeline will be located along side these existing pipelines)
Figure 12 | View looking west of existing product supply pipelines

(Proposed bitumen pipeline will be located along side these existing pipelines)
Figure 13 | View looking west to where the existing pipelines enter the secure berth area
3.2.5
Associated Works on Osborne Berth 1
In addition to the new product supply pipeline the following works are proposed to occur at the berth to
enable the transfer of product from arriving vessels to the storage facility.
These works include:
Loading hoses
A new trench to locate the bitumen pipeline underneath the berth area connecting the land side
pipe rack and the loading facility / infrastructure and hoses.
Figure 14 | Existing loading facilities on Osborne Berth
3.2.6
Transfer Process
The following provides a summary of the bitumen processing flow:
Bitumen feedstock will be imported from ship and transferred to heated 6,500 m tanks;
Bitumen feedstock will be transferred to the 500m day tanks and the 55m manufacturing batch
tanks.
Specific bitumen grades will be transferred into trucks via the truck loading gantry from the day
tanks; and manufacturing facility.
Loaded trucks depart the facility for delivery of the product to customers.
NOTE Aurecon to refer to EPA guidelines on materials handling across wharf
EPA Code of Practice for Materials Handling on Wharves (June 2007)
3.3
Operational Details
The new works will be integrated into the existing management and operational structure of the
Osborne facility. This will include operating under a Safety Management System and Environmental
Manual. The facility is certificated to ISO 9001 Quality Management System. The management,
technical and operational staff from the existing Terminals Pty Ltd facility will continue to work and
operate the facility.
3.3.1
Loading & Unloading Procedures
The loading of bitumen will principally operate as a self-service process with appropriate safeguards,
training, and accreditation and management practices in place for those undertaking the loading
activities.
Loading interlock systems are in place to ensure that the driver connects up to the vapour discharge
and compartment overfill protection before loading can commence. Automatic top loading is via
purpose built tanker loading arms and trucks will load at a rate of up to 1,500 litres per minute into the
truck tanker. All grades will be able to be loaded at the gantry.
There is an anticipated average loading rate of 15 trucks per day with less than 40 minutes average
loading time.
The likelihood of queuing is low, but should this occur there is provision for multiple trucks to queue
outside the facility and off Veitch Road.
3.3.2
Spill Management
Specific operating and emergency procedures exist for the management of spills, noting that liquid
bitumen will solidify quickly. The procedures include:
Contain spill within the bunded area and/or by isolation of stormwater discharge from the site
and/or local containment;
Adding appropriate absorbent; and
Disposal of absorbent to an approved EPA approved facility.
3.3.2.1
Bunding
Specific details of the bunding are as follows:
The existing compound volume is:

The new compound volume is:
The total bunded volume of the project:
3,250 m3.
1,688 m3
4,938 m3.
Bitumen storage bunds commonly range from no containment to a practical worst case scenario
capacity. This is in recognition that bitumen solidifies quickly and if there is no containment then the
non-heated liquid spill travels sufficient slowly to allow time to build an earthen dam using an
excavator or backhoe. Using a risk assessment approach; the worst case credible scenario is
transferring the total ship quantity into one tank instead of two tanks. Ship quantity is usually 5-7,000
cubic metres to be split between two storage tanks of 6,500 cubic metres each. Considering the first
3,500 m3 fills the storage to SFL then someone forgets to change storage tanks and the following
3,500 m3 continues to fill the same tank until it overflows requiring containment; leaving containment
capacity requirement of 3,500 m3.
The new bitumen bund containment capacity is 1,688 m3 followed by a flow over strategy to the
adjacent existing bund of 3,250 m3 totalling 4,938 m3 containment capacity. Therefore the worst case
credible scenario is covered.
The largest capacity bitumen storage tank is 6,500 m3. If this tank was to leak then the bitumen would
solidify quickly away from the tank and in effect be contained by the tank or a slow leak would be
contained close to the tank. The bund containment capacity is 4,938 m3 total or 76 % of largest
storage tank with any remainder theoretically being contained within the site grounds as the driveway
areas are a gradual ramped bund design. There would be no need for firewater containment as
firewater spraying over bitumen would be avoided as would only generate steam evolution.
Terminals seeks exemption to the EPA guidelines for 120% tank containment for bitumen storage
based on reasonable and practical measures including the material is not liquid if not heated i.e.
outside the storage tank; solidifies quickly upon cooling; solidified material is inert to water; worst case
credible containment scenario is covered and there is provision for containment of largest full storage
tank capacity on site such that pollution is prevented and there is no impact off site.
3.3.3
Wharf Containment
The Osborne 1 wharf is sloped away from the berth/waters edge with a spoon-way catchment area
between the berth edge and the berth observation hut (approximately 10 m width). This spoon-way is
located along the length of the berth, but for this project, 20 m in both directions from the dockline and
hose area as well as 10 cm depth of containment has been considered. This equates to
approximately 40,000 L in containment capacity.
Using the risk approach established by R4Risk (Adelaide Wharf Fire Risk Assessment, dated 27 July
2010 relating to a Fuels ship discharge project at Port Adelaide berth no 8); size of the spill from a
transfer system is dependent upon the time required to detect a release, shut down the transfer and
isolate the leak. R4Risk uses a typical response time for wharf operators and/or the ships crew of 2 to
5 minutes. For large failures, the liquid is assumed to be released at the full transfer rate for the first
two minutes, with the release rate then dropping to zero five minutes after it had started. The release
was therefore approximated as 3.5 minutes at the full release rate.
The bitumen transfer rates are expected to be less than 200 cubic metres per hour and a maximum
designed rate of 300 cubic metres per hour.
Assessing for worst-case scenario of 300 m3/hr X 3.5 mins equates to a recommended 17,500 litres
containment. This worst-case scenario is covered by the existing wharf containment of more than
40,000 L.
Prevention and mitigation measures for wharf spills include pressure leak checking all fittings and
hose before every ship discharge transfer; continuous monitoring of transfer by a Terminals person at
the berth side and ships crew at the ship; non return valve at the dockline and at the storage tank (to
prevent any reverse flow without valve being shut in case of a leak) and the transfer rate will
substantially reduce as soon as ships pump is stopped (one button) before the manual valve is shut.
Communication is via Terminals radio between both ship and Terminals personnel. Bitumen will
solidify quickly upon cooling. Spill containment absorbent will be available on the wharf for emergency
response.
3.3.3.1
Materials Handling on Wharves Code of Practice
Having reviewed the EPAs Materials Handling on Wharves Code of Practice we are of the view that
the proposed facility will meet the intent of this Code. Given that bitumen is not a significant marine
pollutant, it generally poses less risk than many other products being handled at Port location adjacent
the marine environment.
We do not anticipate any additional requirements for catchment, stormwater management or bunding.
Specific operator safety equipment and barricades will be provided in accordance with Best Australian
Industry Practice.
3.4
Safety & Management Procedures
Terminals Pty Ltd safety management strategy is to conduct operations such that risks to staff, the
public, the environment and property are rigidly controlled. Terminals Pty Ltd has a Safety
Management Manual which details the applicable elements of Process Safety Operations to Terminals
Pty Ltd operations. All incidents, accidents and unusual occurrences on the Terminals site are
reported and investigated.
3.4.1
Security Measures
The Terminals Pty Ltd site is surrounded by approximately 700 metres of high security boundary
fencing with entry to the site limited to one primary vehicle entrance point and one exit gate. A third
person gate is located centrally on the Veitch Road frontage of the site.
Internal and external patrols are carried out after hours and over weekends. In addition the site has
infra-red detection beams alarms controlling the non-gantry site access. CCTV cameras monitoring
the gantry are proposed to be installed as part of this project.
3.4.2
Fire Prevention and Control
Portable fire extinguishers will continue to be available in the loading bay area. A firewater ring main
will be located around the perimeter of the bitumen tank farm with several available firewater hydrant
points and availability of hydrants near the loading area.
Manual fire call points will be located at the operational areas and exit of the loading bay. Emergency
exit points at the Veitch Road fence line will continue to be provided.
3.4.3
Management Plans and Licenses
The following management plans will be prepared as part of the implementation of the development.
They include:
3.4.3.1
Construction Environment Management Plan
During construction the main impacts will be during the site preparation stage relating to dust control
and when the soil and erosion potential during storm and heavy rain events is at its greatest.
A Construction Environmental Management Plan (CEMP) will be prepared as part of the development
implementation for the project prior to the commencement of construction. The management of dust
and surface water impacts and erosion potential will be addressed as part of this CEMP.
The CEMP will contain the following:
The overall environmental management strategy for the proposed development;

The roles and responsibilities of project team individuals during the Design and Construction
phase;
Methodologies to manage issues such as stormwater, waste management, odour, dust control
and noise effects; and
The CEMP will be prepared (and endorsed) prior to commencement of any site works.
3.4.3.2
Environmental & Safety Considerations during Construction
A number of monitoring and reporting requirements will be implemented by the Contractor prior to and
during all construction works. These will include:
Inspection and maintenance of dust and erosion control measures;

Maintenance and upgrade of erosion and sediment control structures if necessary to ensure
sediment transfer is minimised;
Regular visual inspection of any natural drainage channels for deposition of sediment;
Reporting of an environmental incident to the Project Director and SA EPA.
3.4.4
Waste Management
The management of solid waste during construction and operation is addressed follows:
3.4.4.1
Construction waste will be minimal however any off cuts of steel and surplus steel rod will be
recycled and any packaging waste and cardboard will be collected and recycled through recycle
waste bins in the existing facility.
Any other waste such as wooden boxing and other solid construction waste will be disposed of at
an approved waste disposal company.
It is not expected that there will be any materials bought to site with large amount of packaging;
however care will be taken to ensure that any packaging is collected and recycled whenever
possible.
3.4.4.2
Management of Construction Waste
Management of Waste During Operation
All bitumen systems will be sealed; product used/recycled and not anticipated to generate any
waste product.
Storage tanks are designed with internal stripping lines and sumps to minimise waste generation.
Dockline will have a blowing system to remove all but a small residual of product between ships
that will solidify within the pipe so as to prevent waste generation. Top loading will be used in the
truck fill bay to reduce spillage, leaks and waste.
All water, essentially rain water, which is collected from the road ways and bunded tank areas, is
processed via an API oil separator, which separates any residual hydrocarbons and clean water is
discharged to the existing stormwater system. Any contaminated water is minimised in this way
and stored prior to disposal in an authorized waste treatment facility. Also the truck gantry will
incorporate a large roofed area to minimise rain water becoming waste water.
The site includes all waste generating activities & their impacts plus control measures though its
Waste Register
Background
Investigations
4.1
Noise/Acoustic Assessment
An acoustic assessment has been undertaken by Aurecon addressing both operational noise impacts
and construction noise impacts. The acoustic assessment confirms that both:
Operational noise goals should be met and no mitigation measures are required.
Construction noise impacts are also modelled to be within the specified noise goals.
Further details relating to the Acoustic Impacts of the proposal are discussed in the Noise Impact
Assessment at Appendix C.
4.2
An air quality assessment of the proposed site has been undertaken by Aurecon and includes the
following:
An overview of the Description of the size and nature of the proposed plant, and the nearest
sensitive receivers;
Identification of the most significant sources of odour and air pollutant emissions from the
proposed plant operation;
Derivation of an air emissions inventory consisting of the emission rate and emission conditions of
each identified source;
AUSPLUME dispersion modelling; and
Air quality and odour impact assessment of modelling results against stipulated criteria.
The combustor stack and the hot oil heater were identified to the chief contributors of odour and
pollutants. An emissions inventory was developed based on pollutant sampling and process
calculations at the headspace of a tank and a manufacturing process vent. Emission rates were
calculated based on the discharge characteristics of the sources. Ground level concentrations for
selected pollutants and odour were assessed at the nearest receptors against established criteria. No
criteria exceedances were observed and the proposed plant is not considered likely to generate an air
quality or odour impact to its nearest sensitive receptors.
Further details relating to the Air Quality Impacts of the proposal are discussed in the Air Quality
Assessment at Appendix D.
4.3
Traffic and Access/Transport
This section details the traffic volumes generated by the proposed development and the associated
access arrangements.
4.3.1
Adjacent External Road Network
4.3.1.1
Victoria Road
Victoria Road is an arterial road consisting of two lanes in each direction divided by a central median,
connecting Outer Harbour to the Port River Expressway. Victoria Road is under the care and control of
the Department for Planning, Transport and Infrastructure (DPTI).
A right turn storage lane is provided for right turns into Veitch Road.
Victoria Road is a designated Road Train Freight Route (double road trains up to 36.5 m in length) for
higher mass limits and a designated B-Double Freight Route (up to 25 m in length). The posted speed
limit is 60 km/h near the Veitch Road intersection.
4.3.1.2
Veitch Road
Veitch Road can be split into two distinct components; the first section between Victoria Road and
Mersey Road North, the second extending east from Mersey Road North to Port River.
Between Victoria Road and Mersey Road North, Veitch Road is two lanes in each direction with no
central median, the exception being at the un-signalised junction with Victoria Road where eastbound
traffic enters Veitch Road via a single traffic lane. This junction features a left turn slip lane and
acceleration lane for the left turn from Veitch Road, into Victoria Road.
An at grade active controlled rail crossing with boom gates for the existing freight railway is located on
Veitch Road, approximately 220 m east of the junction with Victoria Road. This rail track is under the
jurisdiction of the Australian Rail Track Corporation runs and runs from Outer Harbor to Dry Creek /
Islington via the Port River Bridge which is part of the Defined Interstate Railway Network.
Veitch Road connects to Mersey Road North via a four arm roundabout. Chevron marking is used to
restrict traffic movements to one circulation lane through the roundabout, except between Veitch Road
western approach and Mersey Road North northern exit where a dedicated left turn lane from Veitch
Road exists.
East of Mersey Road North, Veitch Road consists of a single traffic lane in each direction (unmarked
between opposing traffic lanes). The proposed development is accessed directly from this section,
with the site located north of the eastern end of Veitch Road. At Port River, Veitch Road bends to the
south as a no-through road and access to another terminals facility. To the north, Veitch Road
connects to Mersey Road North via another low volume local service road, which namely provides
access to other industrial facilities.
Veitch Road is currently under the care and control of the City of Port Adelaide Enfield. No speed limit
signposting has been observed on the road and it is therefore assumed the default speed limit of 50
km/h applies.
Veitch Road is a designated B-Double Freight Route for Higher Mass Limits (up to 25 m in length). It
should be noted that Veitch Road has not been gazetted for use by Double Road Trains.
4.3.1.3
Mersey Road North
Mersey Road North is located west of the subject site which connects Veitch Road to the north of the
Lefevre Peninsula and later becomes Pelican Point Road. Mersey Road North consists of one lane in
each direction, with a line marked central median and right turn storage lanes at various access
points.
Mersey Road North is also under the care and control of the City of Port Adelaide Enfield. No speed
limit signposting has been observed on the road and it is therefore assumed the default speed limit of
50 km/h applies.
Marked bicycle lanes are provided along both the northbound and southbound Mersey Road North
carriageways.
4.3.2
Traffic Volumes
2012 traffic volumes for Victoria Road and Veitch Road have been sourced from DPTI and are shown
in the table below;
Table 2 | External Road Network Traffic Volumes
2012 Traffic Volumes
Road Segment
Estimated Annual
Average Daily
Traffic Volumes
AM Peak Hour
Two-Way Traffic
Volumes
(commencing
approx. 07:15)
PM Peak Hour
Two-Way Traffic
Volumes
(commencing
approx. 15:30)
Commercial
Vehicle
Percentage (11
hour total only)
Victoria Road (North

of Veitch Road)
5,800
500
500
35%
Veitch Road
(between Victoria
Road and Mersey
Road North)
7,200
930
1,260
6.8%
Victoria Road
(South of Veitch
Road)
12,600
1,380
1,700
19.4%
As can be seen in the table above, the proportion of PM peak flows are relatively high on Victoria
Road south which is consistent with employees leaving work, travelling south via Veitch Road and
Victoria Road.
Additionally, DPTI provided 2005 turning counts which indicate growth on Veitch Road and Victoria
Road south, from 2,800 to 7,800 estimated annual average daily traffic volumes and from 8,100 to
12,600 respectively. Victoria Road north shows minimal change to the estimated annual average daily
traffic and two-way peak hour traffic volumes over the last seven years, expect that the percentage of
heavy vehicles increased by seven per cent, and the PM peak hour commencement time is earlier (in
2005, commenced at 16:45). Victoria Road south and Veitch Road also experienced a shift in PM
peak hour commencement from 16:00 in 2005 to 15:30 in 2012, likely due to increased industry in the
area and as a result increased employee movements.
4.3.3
Crash History
The Road Crash Information Unit of DPTI has advised of the following crash history in the vicinity of
the facility for the five year period between 2008 and 2012:
Two crashes were recorded on Victoria Road between Veitch Road and Osborne Road (located
south of Veitch Road) rear and hit fixed object crash types. The hit fixed object crash resulted in
3 serious injuries while the rear end resulted in property damage only.
Four crashes were recorded at the Victoria Road and Veitch Road junction with one resulting in
injury to one person (out of control vehicle crash type).
13 crashes were recorded at the Victoria Road / Osborne Road intersection with five right angle
crashes resulting in an injury.
For the traffic volumes using these roads, the above crash history is not considered significant to the
proposed development. However, given the amount of right angle crashes resulting in an injury at the
Victoria Road / Osborne Road intersection, a separate investigation should be considered to assess
the incidents further.
4.3.4
Existing Traffic Generated by the Facility
Aurecon has held discussions with Terminals Pty Ltd (in May 2013 via email correspondence) to
confirm existing traffic generation of the bulk liquid and gas storage facility, over a 24 hour period:
24 trucks
12 petrol trucks topping up with ethanol.

12 trucks for other purposes.
Of this, six (6) trucks are B-Doubles with the remaining 18 heavy vehicles semi-trailers.
4.3.5
Traffic Generated by the Proposed Extension
Aurecon also held discussions with Terminals Pty Ltd (in May 2013 via email correspondence) to
confirm the additional traffic generated by the proposed development intended to expand their existing
facility to include new bitumen storage tanks. It was confirmed that the proposed extension would
generate an additional:
Five (5) trucks / day on average with a peak of 15 when busy (within a 24 hour period).
A maximum of two (2) service vehicles per day (5 days a week).
Up to four (4) heavy vehicles of the additional traffic generated by the proposed site extension would
be B-Doubles with the remaining heavy vehicles semi-trailers.
Therefore, the total post-development traffic generation for the site within a 24 hour period is
anticipated as:
Peak of 39 trucks per day, split:
Maximum of 10 B-Doubles per day

Remaining heavy vehicles are semi-trailers.
Maximum of two service vehicles per day (five days per week).
Given that the site is accessed directly from the low traffic volume local service road, Veitch Road
east, the increase in heavy vehicles is considered to impact little on other road users.
4.3.5.1
Operational Peak
Terminals Pty Ltd has indicated the current operational peak is between 7:30 am and 11:30 am. It is
anticipated new deliveries associated with bitumen will peak early morning (starting from midnight) to
facilitate deliveries to regional areas. As the two operational peaks are not anticipated to coincide, the
traffic impact would be minimised on the surrounding road network.
4.3.5.2
Vehicle Size and Site Access
The largest vehicle to access the subject site is a B-Double (25 m). B-Doubles currently access the
facility and turn path modelling in the following section indicates access is not comprised by the
proposed development. Access to the facility from Veitch Road is controlled by a security gate and BDoubles can stand on the bituminised area preceding the entrance gate if required.
4.3.5.3
Turn Path Modelling
Turn path modelling indicates a B-Double can enter and exit the site in a forward manner. B-Double
and Semi-trailer turn paths within the secured site through the existing and new truckfill bays, and turn
around manoeuvres outside the facility for waiting trucks, are depicted in Appendix E. From the turn
path modelling conducted, it is recommended that B-Double truck drivers be directed to use the
northern truck parking bays and the southern truck filling bays to assist ease of manoeuvres.
An existing fire access track is located north of the facility. However, modifications are now proposed
due to the facility expansion. The new turn path modelling (refer Appendix E) indicates there is
sufficient room for a fire vehicle along the proposed fire access track, providing the north western
corner is not developed further.
Figure 15 | Vehicle Turn Paths
4.3.6
Parking Requirements
4.3.6.1
Car Parking Requirements
Terminals Pty Ltd currently employs five (5) staff at the subject facility and has indicated this may grow
to eight full time staff with the proposed expansion. As there is currently provision for up to 13 light
vehicle car parks on site (adjacent Veitch Road, outside the secured facility), car parking requirements
for the proposed development is considered sufficient. It is assumed 100% of staff travels by car
given the limited provision of public transport in the area. However, it is unlikely all staff will be located
on site at any given time as the facility will operate 24 hours per day.
Any additional future formal car parking areas should conform to AS/NZ Standard 2890.1:2004 Offstreet car parking and AS/NZ Standard 2890.6:2009 Off-street parking for people with disabilities.
4.3.6.2
Heavy Vehicle Parking Requirements
The site also provides marked drive-through parking bays for up to four heavy vehicles outside the
secured facility, designed so that heavy vehicles may stand and wait for other vehicles to leave the
secured facility before entering themselves. With the increased number of heavy vehicles proposed to
access the secured facility, it is assumed that staff would advise truck drivers if they are required to
wait in the bays currently provided. It is recommended that the northern bay(s) is reserved for BDouble movements to assist turning manoeuvres.
Any additional future formal heavy vehicle parking areas should conform to AS/NZ Standard
2890.2:2002 Off-street commercial vehicle parking.
4.3.7
Pedestrian Assessment
The proposed development, being located in an industrial hub, has few pedestrians about the area.
People who access the surrounding area are assumed to travel by car, predominately for work
purposes. There are limited public transport facilities, and given many of the working environs operate
24/7 and the frequency of public transport timetables, it is assumed that limited people working in the
area use them.
Veitch Road east has few road users given the nature of the location servicing few industrial sites
and providing limited access to Port River. Road users who do traverse this road would have
premeditated intent to travel along it due to its isolation and no-through road like nature.
As the site is located within an industrial area, along the low traffic volume Veitch Road east with
limited accessibility, limited facilities surrounding the site and therefore limited pedestrians about the
area, there is little need to provide formalised pedestrian paths about the proposed site.
4.3.8
Impact on the Adjacent Road Network
From the above assessment, it is concluded that the proposed development would impact little on the
adjacent road network. The operating times associated with the new bitumen facility will peak early
morning (starting from midnight), at a different time to the current bulk liquid facility (between 7:30 am
and 11:30 am). As the two operational peaks are not anticipated to coincide, the traffic impact would
be minimised on the surrounding road network within the industrial area.
4.4
Hazard & Risk Management
A Hazard analysis was undertaken by Worley Parsons for the Bitumen Storage Facility proposal for
Terminals Pty Ltd site at their existing Osborne, South Australia facility. This analysis identified and
assessed the hazards, consequences and safeguards for the Bitumen Storage Facility.
Hazardous materials that are proposed for the site are bitumen (which may also contain hydrogen
sulphide), natural gas and hot oil. The hazards that were identified included:
Bitumen Tank spill and fire / explosion

Bitumen Pump failure and spill
Bitumen Pipeline or hose leak
Natural gas leak
Hot oil leak and fire
Worley Parsons made the following comments in their Hazard Analysis.

The risk of a bitumen fire is largely limited to confined spaces of tanks. Flammable
concentrations can build up in storage tanks either due to overheating of bitumen over
time or due to light materials (from the manufacturing process) slowly coming out of the
bitumen. It is likely that any fire will be a flash and self-extinguish due to lack of oxygen.
Controls are in place to prevent ignition and expected to be effective these exceed the
bitumen industry standard.
A bitumen fire from loss of containment from piping and tanks is highly unlikely as there is
no opportunity for accumulation of flammable components. As the bitumen flash point is
greater than 250C and the operating temperature is significantly lower at 140C 190C,
the risk of ignition is therefore very low.
In the event of fire, the bitumen will burn with a dense black smoke which limits the
radiant heat exposure to adjacent tanks. The level of radiant heat will be insufficient to
escalate beyond the bitumen facilities.
Bitumen will solidify at ambient temperature and consequently represents a low
environmental risk in the event of a spill. Odour is still a potential problem however a
vapour combustion system is to be installed.
The hot oil and vapour combustion system are designed according to gas appliance
codes and hence do not represent a significant risk.
Worley Parsons made the following conclusions to their Hazard Analysis.

The risks associated with the bitumen tanks and associated facilities at the Terminals site
in Osborne have been assessed and the following conclusions are drawn:
Fires
The potential for bitumen fires is very low.

In the event of fire, escalation to adjacent facilities is not expected given the dense
smoke generated from a bitumen fire.
Vapour Explosions
It is possible to have an explosion in the bitumen vapour combustion piping or even

in the bitumen tank.
The potential for an explosion originating within a bitumen tank vapour space is
extremely small based on extensive industry history. However, controls are in place
to prevent ignition of the vapour space of tank.
Multiple layers of protection are in place to prevent flash back from the vapour
combustion system.
Overall, the risk of explosion is expected to be extremely small and consequences
are expected to be of site (local) nature.
Health Hazards
There is no health risk to adjacent facilities.

Hydrogen sulphide is present but is only a risk to Terminals personnel when
conducting inspection and maintenance activities on the storage tank. These risks
are well known and controlled using the Terminals Safety Management System.
Environment
Any spill is highly likely to be collected within spill containment and will solidify with
little impact to the environment.
A copy of the complete Hazard Analysis is contained in Appendix F of this report.
Development Plan
Assessment
5.1
Overview
The subject land is located within the Osborne Maritime Policy Area of the Industry Zone of the City of
Port Adelaide Enfield Development Plan (consolidated 13 June 2013). This proposal is a development
which must be considered on its merits within this zone and the respective Policy Area.
5.2
Relevant Development Plan Provisions

Transportation and Access
General Section
Objectives 2
Bulk Handling and Storage Facilities
Principles of Development Control 1, 2,

12, 13, 30, 31, 32, 37, 38, 44, 50,
Objectives 1
3, 4.
Waste
Objectives 1, 2
Coastal Areas
Objectives 1, 5,
20, 21, 32.
Design and Appearance

3, 4, 6, 11, 12,
Industry Zone
Objectives 1, 2, 3
Objectives 1, 2, 3, 4.

3, 7, 8, 15
Principles of Development Control 1, 3.
Hazards
Osborne Maritime Policy Area 11

Objectives
Objectives 4, 7,
23, 25, 26, 27, 28, 29

4, 5, 9, 10
Industrial Development
Objectives 1, 3, 4, 5, 6.
18, 19, 21, 22
Interface Between Uses

Objectives 1, 2
6, 7
Orderly and Sustainable Development

Objectives 1, 3, 4, 6.
Principles of Development Control 1, 3
5.3
5.3.1
Overview
The following Development Plan Assessment has been prepared for the proposed development.
Given the range of Development Plan provisions being considered, the planning assessment has
been summarised within the following headings.
Form of Development
Appearance of Land and Buildings
Interface Between Land Uses
Movement of People and Goods
Stormwater
Maritime and Coastal Protection
Hazard and Risk Management
5.3.2
Form of Development
The proposed development will involve a number of key elements that will increase the range of
products stored and distributed form the existing bulk liquid storage facility. The key components of
the project that will form part of this assessment include:
4 x New Bitumen Storage Tanks 2 x 6,500 kL and 2 x 500 kL

New MCC/Control Room (approx.. 32m2)
The principal physical structures proposed as part of this development will be the new storage tanks
along with the various new buildings as identified in the above list. The existing structures currently
present on the site will ensure that the new tanks and other new buildings will be consistent with what
would be expected with this type of land use, and will be comparable in total height to the existing
storage tanks.
The impacts of the new tanks and other works are largely offset by the presence of existing structures
on the site. The other new structures proposed, including the office/control buildings, the vapour
recovery unit and the gantry are modest in scale commensurate with their purpose and the overall
uses and activities of the site.
The types of the activities proposed by this development application are consistent with those
activities currently occurring on the site and with the spirit and intent of the Industry Zone and Osborne
Maritime Policy Area 11 in which the development is located.
The additional activities are ideally suited to be located within the facility as they require a location
within an industry zone and within close proximity to port related facilities. The location of the
proposed development is separated from adjoining sensitive land uses and the management of noise
and odours will be undertaken so that the development will not detract from the amenity of the locality.
The new development will not jeopardise the continuance of adjoining authorised land uses.
We are of the opinion that the proposed development is consistent with the following provisions of the
Port Adelaide Enfield Development Plan.
Orderly and Sustainable Development
OBJECTIVES
1 Orderly and economical development that creates a safe, convenient and pleasant environment in which to
live.
3 Development that does not jeopardise the continuance of adjoining authorised land uses.
4 Development that does not prejudice the achievement of the provisions of the Development Plan.
6 Urban development located only in zones designated for such development.
PRINCIPLES OF DEVELOPMENT CONTROL
1 Development should not prejudice the development of a zone for its intended purpose.
3 Urban development should form a compact extension to an existing built-up area.
Industry Zone
OBJECTIVES
1 A zone primarily accommodating a wide range of industrial, warehouse, storage and transport land uses.
2 To protect existing and future development in low-lying areas from the following during the 1-in-100 year
average return interval extreme sea level event:
(a) inundation by stormwater
(b) inundation by seawater.
3 Development designed to take into account:
(a) anticipated sea level rise
(b) land subsidence.
4 Development that contributes to the desired character of the zone.
Land Use
1 The following forms of development are envisaged in the zone:
industry
transport distribution
warehouse.
Form and Character
3 Development should not be undertaken unless it is consistent with the desired character for the zone.
OBJECTIVES
2 Development that achieves a high standard of environmental and operational performance to support a long
term presence in the area.
3 Land with direct water frontage being developed to accommodate activities which rely upon that water
frontage.
Land Use
1 The following forms of development are envisaged in the policy area:

berthing structure
development in association with ship building
educational establishment in association with ship building
technology and support industries related to ship building and defence industries
ship building/lifting/launching facility
structure in association with a wharf
wharf.
2 Development on land with direct water frontage should be limited to one or more of the following:
(a) those functions of ship building and repair involving the movement of waterborne vessels from the water to
the land and vice versa
(b) berthing operation
(c) gantry and loading structure
(d) harbour installation
(e) navigational aid
(f) ship lifting/launching facility
(g) wharf structure.
Form and Character
4 Provision should be made for the shared use of facilities and structures
10 Development should control noise emissions through the use of attenuation devices and sound proofing,
particularly adjoining the western boundary of the policy area and those activities requiring extended hours of
operation.
Bulk Handling and Storage Facilities
OBJECTIVES
1 Facilities for the bulk handling and storage of commodities sited and designed to minimise adverse impacts on
the landscape and surrounding land uses.
1 Facilities for the handling, storage and dispatch of commodities in bulk should be:
(a) located in bulk handling or industry type zones
(b) sited, designed and operated to minimise risks of contamination to the environment and adverse impacts on
nearby sensitive land uses and from surrounding land uses.
2 Development of facilities for the handling, transportation and storage of bulk commodities should have:
(a) areas set aside on the site of the development for the marshalling and manoeuvring of vehicles attending the
site
(b) roadways and parking areas surfaced in a manner sufficient to control dust emissions from the site
(c) vehicle circulation between activity areas contained within the site and without the need to use public roads
(d) landscaping, using locally indigenous plant species wherever practical, established within the site for the
purpose of providing shade and shelter, and to assist with screening and dust filtration
(e) a buffer area for the establishment of dense landscaping adjacent road frontages
(f) security fencing around the perimeter of the site.
3 Temporary bunkers for storage should not compromise the efficient circulation and parking of vehicles within
the site.
4 Access to and from the site should be designed to allow simultaneous movement of vehicles entering and
exiting in a forward direction to minimise interference to other traffic using adjacent public roads.
OBJECTIVES
1 Industrial, warehouse, storage, commercial and transport distribution development on appropriately located
land, integrated with transport networks and designed to minimise potential impact on these networks.
3 Industrial, warehouse, storage, commercial and transport distribution development occurring without adverse
effects on the health and amenity of occupiers of land in adjoining zones.
4 Compatibility between industrial, warehouse, storage, commercial and transport distribution uses within
industrial zones.
5 The improved amenity of industrial areas.
4 Industrial, warehouse, storage, commercial and transport distribution development should enable all vehicles
to enter and exit the site in a forward direction, where practical.
7 Industrial, warehouse, storage, commercial and transport distribution development should minimise significant
adverse impact on adjoining uses due to hours of operation, traffic, noise, fumes, smell, dust, paint or other
chemical over-spray, vibration, glare or light spill, electronic interference, ash or other harmful or nuisancecreating impacts.
5.3.3
Appearance of Land and Buildings
The new buildings, gantry, tanks structures and other works will maintain the overall built form of the
existing development on the site.
Given the nature and scale of the tank elements of the proposed development they will be visible from
beyond the site. In an attempt to reduce the impacts of the proposed development beyond the site
boundaries, the structures on site will not incorporate highly reflective materials. In the context of the
existing bulk, scale and height of the existing tank structures on site, the addition of the 12 new tanks
will be consistent with the existing structures and not detrimental to the amenity of the locality and in
this regard is consistent with the following objective.

OBJECTIVES
3 The amenity of localities not impaired by the appearance of land, buildings and objects.
5.3.4
The proposed development is centrally located within the Industrial Zone and broader industrial
precinct at Osborne. The subject land and the industrial precinct have been established over many
years to provide a consolidated area for industrial land uses. The subject land and the location of the
proposed new storage facilities and associated works are ideally situated to ensure that it will not
adversely affect or create conflict between adjoining land uses.
The continued management and operation of the facility will be such that noise odour, traffic, light spill
and other effects of the development will not impact upon the amenity of the locality and surrounding
activities. The nature of the material received and stored, and the management of the stored material
at the facility is such that it is not anticipated to generate significant off site impacts.
The acoustic and air quality reports outline how both these particular subjects will be managed and in
conjunction with the conclusions and recommendations that have been reached in these reports, we
are of the opinion that the proposed development is consistent with the provisions identified below.

7 The external walls and roofs of buildings should not incorporate highly reflective materials which will result in
glare.
15 Outdoor lighting should not result in light spillage on adjacent land.
OBJECTIVES
1 Development located and designed to prevent adverse impact and conflict between land uses.
2 Protect community health and amenity and support the operation of all desired land uses.
1 Development should not detrimentally affect the amenity of the locality or cause unreasonable interference
through any of the following:
(a) the emission of effluent, odour, smoke, fumes, dust or other airborne pollutants
(b) noise
(c) vibration
(d) electrical interference
(e) light spill
(f) glare
(g) hours of operation
(h) traffic impacts.
2 Development should be sited and designed to minimise negative impact on existing and potential future land
uses considered appropriate in the locality.
Noise
6 Development should be sited, designed and constructed to minimise negative impacts of noise and to avoid
unreasonable interference.
7 Development should be consistent with the relevant provisions in the current Environment Protection (Noise)
Policy.
5.3.5
Movement of People and Goods
The subject land will continue to be served by the two designated vehicle entrance and exit points.
Vehicles will continue to enter the site via a single entrance at the western end of the site, and a
subsequent exit only access point onto Veitch Road at the eastern end of the site.
The subject land and the vehicle entrance points will continue to be secured to ensure that only those
vehicles and people that need to enter the site will be allowed to enter. Once in the site, areas and
roadways will continue to be designated and set aside for limited access for certain types of vehicles.
This will include areas set aside specifically for the tanker trucks and other associated vehicles which
will be using the facility to load up at the gantry areas, and transport petroleum products and bitumen
products off site to customers.
The separate vehicle parking adjacent Veitch Road will be maintained and set aside specifically for
staff vehicles, operational vehicles and visitors. These areas will continue to be well signed to make
this very clear to anyone visiting the site. The separation of these key areas will ensure that no
vehicles are in areas on the site which are not appropriate. This arrangement will also aim to lower
the chances of any on site incidents occurring.
A detailed review and summary of the traffic issues both on and off site has been provided (See
Section 4.3) and the design is consistent with the following provision of the City of Port Adelaide
Development Plan.
Transportation and Access

OBJECTIVES
2 Development that:
(a) provides safe and efficient movement for all motorised and non-motorised transport modes
(b) ensures access for vehicles including emergency services, public infrastructure maintenance and
commercial vehicles
(c) provides off street parking
(d) is appropriately located so that it supports and makes best use of existing transport facilities and networks.
Land Use
1 Land uses arranged to support the efficient provision of sustainable transport networks and encourage their
use.
Movement Systems
2 Development should be integrated with existing transport networks, particularly major rail and road corridors
as shown on Location Maps and Overlay Maps - Transport, and designed to minimise its potential impact on the
functional performance of the transport networks.
12 Industrial/commercial vehicle movements should be separated from passenger vehicle car-parking areas.
13 Development should make sufficient provision on site for the loading, unloading and turning of all traffic likely
to be generated.
Access
30 Development should have direct access from an all-weather public road.
31 Development should be provided with safe and convenient access which:
(a) avoids unreasonable interference with the flow of traffic on adjoining roads
(b) accommodates the type and volume of traffic likely to be generated by the development or land use and
minimises induced traffic through over-provision
(c) is sited and designed to minimise any adverse impacts on the occupants of and visitors to neighbouring
properties.
32 Development should not restrict access to publicly owned land.
37 Driveways, access tracks and parking areas should be designed and constructed to:
(a) follow the natural contours of the land
(b) minimise excavation and/or fill
(c) minimise the potential for erosion from run-off
(d) avoid the removal of existing vegetation
(e) be consistent with Australian Standard/New Zealand Standard AS/NZS 2890 Parking Facilities.
38 Access and egress points to development should be located and designed so as to:
(a) minimise traffic hazards and the free flow of traffic on adjoining roads
(b) avoid vehicle queuing on public roads
(c) avoid the generation of traffic into adjacent residential areas
(d) minimise right turn movements onto arterial roads
(e) minimise interference with the function of intersections, junctions and traffic control devices.
Vehicle Parking
44 Development should provide off-street vehicle parking and specifically marked disabled car parking places to
meet anticipated demand in accordance with Table PAdE/5 - Off Street Vehicle Parking Requirements.
50 Parking areas should be sealed or paved in order to minimise dust and mud nuisance.
Principles of Development Control
21 Transport terminals or land used for activities that are serviced by large or articulated vehicles, should satisfy
the following requirements:
(a) a turning circle at least 30 metres in diameter is provided to permit the safe and convenient manoeuvring of
vehicles on site
(b) the subject land is of sufficient size to ensure that all vehicles associated with the activity are located on site
at all times
(c) sites are located where access roads have a minimum constructed width between kerb lines of 13 metres
(d) all vehicles can enter and leave the site in a forward direction
(e) the subject land is not located within 100 metres of a residential zone
(f) vehicular access to the subject land is not achieved via a residential road or area.
5.3.6
Stormwater
The management of stormwater is a key part of the design of this new works proposed by this project.
Notwithstanding the bitumen product solidifies very quickly if there is any product spill and hence does
not contaminate any stormwater; the capture and management of stormwater is also very important in
those areas where product transfers will occur. The new gantry areas set aside for truck loading will
be designed to link up with existing site remote spill containment system. Any stormwater collected in
these areas will be inspected and if clean, discharged through an oil/water separator otherwise sent
off site to EPA approved treatment facility.
The bunded areas will have a sump for the collection of rainwater and possible spills. Water collected
in these sumps will be sampled and inspected prior to release. Should the water be contaminated, it
will be collected and transported to an approved waste treatment facility. If the water is not
contaminated it will be released to the existing stormwater system via an oil/water separator by
opening a manual valve.
Rainwater within the bund areas will be collected and inspected every time before discharge to
determine if contaminants are present. Clean water would be discharged into the stormwater system
via an oil water separator. Contaminated water will be collected and treated at an off-site system.
In this regard we are of the opinion that the proposed development is consistent with the relevant
provisions relating to a development of this type, an existing facility and in particular the management
of the materials being stored and the management of stormwater collected and managed on site prior
to suitable disposal.
In summary we are of the opinion that the proposed development is consistent with the spirit and
intent of the following provisions within the Port Adelaide Enfield Development Plan.
Waste
OBJECTIVES
1 Development that, in order of priority, avoids the production of waste, minimises the production of waste,
reuses waste, recycles waste for reuse, treats waste and disposes of waste in an environmentally sound
manner.
2 Development that includes the treatment and management of solid and liquid waste to prevent undesired
impacts on the environment including, soil, plant and animal biodiversity, human health and the amenity of the
locality.
1 Development should be sited and designed to prevent or minimise the generation of waste (including
wastewater) by applying the following waste management hierarchy in the order of priority as shown below:
(a) avoiding the production of waste
(b) minimising waste production
(c) reusing waste
(d) recycling waste
(e) recovering part of the waste for re-use
(f) treating waste to reduce the potentially degrading impacts
(g) disposing of waste in an environmentally sound manner.
2 The storage, treatment and disposal of waste materials from any development should be achieved without risk
to health or impairment of the environment.
3 Development should avoid as far as practical, the discharge or deposit of waste (including wastewater) onto
land or into any waters (including processes such as seepage, infiltration or carriage by wind, rain, sea spray,
stormwater or by the rising of the water table).
4 Untreated waste should not be discharged to the environment, and in particular to any water body.
6 Development that involves the production and/or collection of waste and/or recyclable material should include
designated collection and storage area(s) that are:
(a) screened and separated from adjoining areas
(b) located to avoid impacting on adjoining sensitive environments or land uses
(c) designed to ensure that wastes do not contaminate stormwater or enter the stormwater collection system
(d) located on an impervious sealed area graded to a collection point in order to minimise the movement of any
solids or contamination of water
Wastewater
7 The disposal of wastewater to land should only occur where methods of wastewater reduction and reuse are
unable to remove the need for its disposal, and where its application to the land is environmentally sustainable.
11 Wastewater should be drained to one of the following:
(a) a treatment device (such as sediment traps and/or a coalescing plate oil separator) with subsequent disposal
to sewer
(b) a holding tank, which can be emptied as required by an authorised liquid waste contractor.12 Wastewater
from air-conditioning units, cooling towers and compressors is disposed of to a sewer or collected by an
authorised carrier and disposed of at an approved waste depot.
5.3.7
Maritime and Coastal Projection
5.3.7.1
Site & Development
Throughout the preliminary design and development of the new works the proponents have been in
discussion with the Coast Protection Board with respect the finished site and building levels that would
be required for the proposed development.
The design of the bund height around the storage tank component of the project has been made to the
minimum of 3.3m AHD for 2100 sea level rise, with an additional 0.7m to account for future sea level
rise.
This consideration will ensure that the new developments will be protected from flood, sea level rise,
and storm tides.
The careful on-site management of stormwater (as outlined above in the previous section) will also
ensure that the nearby coastal environment will be protected to the great extent possible form water
pollution.
5.3.7.2
Berth Area
It is proposed that the existing Osborne Berth 1 will be utilised for the transfer of bitumen between
docking ships and the storage facility. This application includes the product supply pipeline for the
transfer of bitumen from the berth to the storage facility and the associated berth works and upgrades
that facilitate this transfer.
The location of the product supply pipeline is not anticipated to impact upon coastal processes. The
above ground elements of the supply pipeline within the corridor which already contains a range of
product transfer pipelines is not anticipated to impact upon any coastal process.
The proposed Terminals Pty Ltd development will involve an additional 6 ships per year berthing at
Osborne Berth 1 to transfer bitumen to the storage facility. It is anticipated that the movements of
ships associated with this project will not detrimentally impact upon the coastal environment in the
vicinity of the subject land and the surrounding coastline.
In summary we are of the opinion that the proposed development is consistent with the spirit and
intent of the following provisions within the Port Adelaide Enfield Development Plan.
Coastal Areas
OBJECTIVES
1 The protection and enhancement of the natural coastal environment, including environmentally important
features of coastal areas such as mangroves, wetlands, sand dunes, cliff-tops, native vegetation, wildlife habitat
shore and estuarine areas.
5 Development only undertaken on land which is not subject to or that can be protected from coastal hazards
including inundation by storm tides or combined storm tides and stormwater, coastal erosion or sand drift, and
probable sea level rise.
1 Development should be compatible with the coastal environment in terms of built-form, appearance and
landscaping including the use of walls and low pitched roofs of non-reflective texture and natural earth colours.
Environmental Protection
2 The coast should be protected from development, including measures for flood, erosion and wave protection
that would adversely affect the marine and onshore coastal environment, whether by pollution, erosion, damage
or depletion of physical or biological resources, interference with natural coastal processes or any other means.
Hazard Risk Minimisation
20 Development and its site should be protected against the standard sea-flood risk level which is defined as
the 1-in-100 year average return interval flood extreme sea level (tide, stormwater and associated wave effects
combined), plus an allowance to accommodate land subsidence until the year 2100.
21 Development including associated roads and parking areas, other than minor structures unlikely to be
adversely affected by flooding, should be protected from sea level rise by ensuring all of the following apply:
(a) site levels are at least 0.3 metres above the standard sea-flood risk level
(b) building floor levels are at least 0.55 metres above the standard sea-flood risk level
(c) there are practical measures available to protect the development against an additional sea Ievel rise of 0.7
metres, plus an allowance to accommodate land subsidence until the year 2100 at the site.
Development in Appropriate Locations
32 Development along the coast should be in the form of infill in existing developed areas or concentrated into
appropriately chosen nodes and not be in a scattered or linear form.
Form and Character
9 All development should provide:
(a) minimum site and floor levels of 3.3 metres AHD and 3.55 metres AHD respectively to provide protection
from coastal flooding to the year 2050, unless it can be demonstrated that lower levels will provide adequate
protection
(b) provide for the practical establishment of protection measures against a further sea level rise of 0.7 metres
and land subsidence to the year 2100.
5.3.8
Hazard and Risk Management
Hazard and Risk Management is the single most important consideration that has been in the site
planning and configuration associated with this addition of the new storage tanks and associated
infrastructure.
The investigations and assessments that have been undertaken have involved detailed consideration
of the potential risks and hazards that this proposed development may give rise to, and is also
exposed to from surrounding land users and activities, and how best to manage potential risks.
Terminals Pty Ltd is a well-established operator in South Australia and is experienced in managing
petroleum related projects in accordance with the requirements of the various legislation and
regulatory requirements. The processes established to manage the risks associated with this
development are based on current best practice and Terminals extensive experience in South
Australia.
In summary we are of the opinion that the design and the proposed new works are consistent with the
spirit and intent of the following provisions.
Due regard will also be made during the minimal excavation works limited to one metre; construction
works on an existing site and as part of the ongoing management of the development for
contamination and the unlikely incidence of acid sulphate soils. This will be managed through the
Construction Safety & Environment Management Plan.
In summary we are of the opinion that the development is consistent with the spirit and intent of the
following provisions in the Development Plan.
Hazards
OBJECTIVES
4 Development located and designed to minimise the risks to safety and property from flooding.
7 The environmental values and ecological health of receiving waterways and marine environments protected
from the release of acid water resulting from the disturbance of acid sulfate soils.
5 Development should not be undertaken in areas liable to inundation by tidal, drainage or flood waters unless
the development can achieve all of the following:
(a) it is developed with a public stormwater system capable of catering for a 1-in-100 year average return
interval flood event
(b) buildings are designed and constructed to prevent the entry of floodwaters in a 1-in-100 year average return
interval flood event.
Site Contamination
23 Development, including land division, should not occur where site contamination has occurred unless the site
has been assessed and remediated as necessary to ensure that it is suitable and safe for the proposed use.
Containment of Chemical and Hazardous Materials
25 Hazardous materials should be stored and contained in a manner that minimises the risk to public health and
safety and the potential for water, land or air contamination.
26 Development that involves the storage and handling of hazardous materials should ensure that these are
contained in designated areas that are secure, readily accessible to emergency vehicles, impervious, protected
from rain and stormwater intrusion and other measures necessary to prevent:
(a) discharge of polluted water from the site
(b) contamination of land
(c) airborne migration of pollutants
(d) potential interface impacts with sensitive land uses.
27 Water contaminated due to chemicals and materials storage should be contained within a bund, and
disposed of to the sewer subject to the approval of SA Water or transported by an authorised carrier and
disposed of at an approved waste depot.
28 Material likely to contaminate water or soils should be stored within a bunded compound/storage area which:
(a) is designed and constructed to enable sufficient cleaning
(b) incorporates appropriate signage to indicate the chemical types held within the storage area
(c) is designed and located to be secured from public access
(d) has sufficient capacity
(e) incorporates walls and floors which are of impervious construction to retain the materials being stored
(f) incorporates a waste retaining sump, holding tank or pumping sump either within or draining the bunded
compound/area and of sufficient size to contain any spills and wash down material.
29 Bunding or containment facilities should:
(a) have adequate capacity to contain spills of stored materials
(b) have walls and floors of impervious construction to retain the materials being stored
(c) include a waste retaining sump, holding tank or pumping sump that is capable of containing any spills or
materials
(d) provide adequate access for the removal of waste or spilt materials
(e) be protected and secured from public access and identified through appropriate signage.
Acid Sulfate Soils
20 Development and activities, including excavation and filling of land, that may lead to the disturbance of
potential or actual acid sulfate should be avoided unless such disturbances are managed in a way that
effectively avoids the potential for harm or damage to any of the following:
(a) the marine and estuarine environment
(b) natural water bodies and wetlands
(c) agricultural or aquaculture activities
(d) buildings, structures and infrastructure
(e) public health.
Principles of Development Control
18 The hours of operation of industrial, warehouse, storage, commercial and transport distribution activities
should not detract from the amenity of any residential zone. The hours of operation should be determined
having consideration for:
(a) the nature of the activity
(b) the impact on local amenity
(c) the use of measures such as acoustic walls, landscape and building design and layout to avoid impacts on
residential areas or other sensitive areas.
19 Chemicals and materials used in industrial operations and related activities should be stored and managed
to minimise hazard and risk of spills, fire and exposure to air by:
(a) incorporating secure access and weather protection for dangerous and/or hazardous materials
(b) providing a buffer zone separating residential areas and potentially hazardous industrial combinations,
appropriate to the nature, scale and intensity of development
(c) providing emergency site access and protection measures
(d) incorporating undercover storage areas located within bunds constructed from impervious materials (or
airtight containers in accordance with the relevant and current Australian Standards such as Australian
Standard AS 1940 The Storage and Handling of flammable and combustible liquids) to prevent spilled materials
from migrating offsite
(e) incorporating undercover loading/unloading areas designed to exclude external surface runoff, and to
contain any spills and/or wash down material.
22 Storage areas containing outdoor waste and refuse bins for industrial, warehouse, storage, commercial and
transport distribution developments, should be paved and drained to a collection system to prevent polluted
wastewater from bin wash down areas entering the stormwater system.
Conclusion
Terminals Pty Ltd proposes to establish additional bitumen product storage tanks and facilities at their
existing Veitch Road facility at Osborne. It is the intention of this project that it will offer an additional
supply of bitumen products into the Adelaide market.
The proposal comes as a result of shifting trends in the production and availability of bitumen in the
Adelaide and South Australian markets. The proposed development will be an efficient and viable
expansion of the existing operation and achieves a good standard of appearance and design within
the context of the locality and the existing on site operations.
The development has been designed to be sympathetic to adjacent development and significantly
satisfies a number of key Objectives and Principles of Development Control in the Port Adelaide
Enfield Development Plan. (Consolidated 13 June 2013) for the following reasons:
The proposal will increase the supply of high quality bitumen products into the South Australian
market.
The proposed development is considered to be of an orderly design and will be constructed in an
economic manner with minimal environmental and safety risk to both users and activities in the
facility and to surrounding land users.
The establishment of bitumen and import and storage to the existing bulk liquid storage facility is
appropriate, and along with adequate mitigation measures where required will not affect the
ongoing uses of surrounding uses an activities. Terminals is experienced in bitumen storage and
handling as this proposal follows three successful similar operating bitumen storage and handling
projects at Sydney and Geelong within last five years.
The increase in storage capacity and the additional bitumen storage tanks are consistent with the
current operation and management of the existing Terminals facility and complement the existing
activities occurring at the facility.
For these reasons, it is considered that the proposal will not result in any unreasonable off-site
impacts to the surrounding area, and as such, does not contravene the public interest. We are of the
opinion that the proposed development is not seriously at variance with the Port Adelaide Enfield
(City) Development Plan and satisfies the general intent of the relevant Development Plan and should
be granted Development Plan Consent.
Appendices
Appendix A
Certificate of Title
REGISTER SEARCH OF CERTIFICATE OF TITLE

COST
: $25.00 (GST exempt )
REGION : EMAIL
AGENT : PUSH
BOX NO : 000
SEARCHED ON : 08/05/2013 AT : 10:23:48
CLIENT REF 235132 - GENESIS
* VOLUME 6010 FOLIO 607
PARENT TITLE
AUTHORITY
DATE OF ISSUE
EDITION
:
:
:
:
CT 6005/136
RTC 10931942
02/06/2008
2
REGISTERED PROPRIETOR IN FEE SIMPLE

----------------------------------URBAN RENEWAL AUTHORITY OF LEVEL 9 (WEST) RIVERSIDE CENTRE NORTH TERRACE
ADELAIDE SA 5000
DESCRIPTION OF LAND
------------------ALLOTMENT 702 DEPOSITED PLAN 74460
IN THE AREA NAMED OSBORNE
HUNDRED OF PORT ADELAIDE
EASEMENTS
--------SUBJECT TO THE EASEMENT OVER THE LAND MARKED M ON DP 74460 TO THE MINISTER
FOR TRANSPORT (TG 10485799)
SUBJECT TO THE EASEMENT OVER THE LAND MARKED U ON DP 74460 FOR THE
TRANSMISSION OF ELECTRICITY BY UNDERGROUND CABLE TO THE MINISTER FOR
TRANSPORT (RTC 10714726)
TOGETHER WITH A FREE AND UNRESTRICTED RIGHT OF WAY OVER THE LAND MARKED D
ON DP 74460 (RTC 10931942)
SCHEDULE OF ENDORSEMENTS
-----------------------11063208
CAVEAT BY ASC ENGINEERING PTY. LTD. OVER PORTION
NOTATIONS
--------DOCUMENTS AFFECTING THIS TITLE
-----------------------------NIL
REGISTRAR-GENERAL'S NOTES
------------------------APPROVED PLAN FOR LEASE PURPOSES FX52017
END OF TEXT.
Page 1 of 1
Appendix B
Plans & Elevations
GENESIS PROJECT SOUTH AUSTRALIA

ADELAIDE
LOCALITY PLAN
Aurecon New Zealand Limited

Old Bank Chambers
102 Customhouse Quay (PO Box 1591)
Wellington New Zealand
Telephone:
+64 4 472 9589
Facsimile:
+64 4 472 9922
Email: wellington@ap.aurecongroup.com
7.5
SCALE 1:750
15
30m

Telephone: +64 4 472 9589
Old Bank Chambers
Facsimile:
+64 4 472 9922
CONTINUED
ON DRAWING
235132-L-003
ANCHOR
EXPANSION LOOP
ANCHOR
EXPANSION LOOP
ANCHOR
EXPANSION LOOP
ANCHOR
EXPANSION LOOP
EXPANSION LOOP
EXPANSION LOOP
CONTINUED ON DRAWING 235132-L-003
ANCHOR
SCALE 1:300
12m

Telephone: +64 4 472 9589
Old Bank Chambers
Facsimile:
+64 4 472 9922

ANCHOR
EXPANSION LOOP
ANCHOR
SCALE 1:200
8m

Telephone: +64 4 472 9589
Old Bank Chambers
Facsimile:
+64 4 472 9922
2
0
SCALE 1:200
4
8m
Telephone: +64 4 472 9589
Old Bank Chambers
Facsimile:
+64 4 472 9922
EXPANSION LOOP
EXPANSION LOOP
ANCHOR
EXPANSION LOOP
ANCHOR
EXPANSION LOOP
ANCHOR
EXPANSION LOOP
ANCHOR
CONTINUED ON
DRAWING 235132-L-005
CONTINUED ON
DRAWING 235132-L-003
EXPANSION LOOP
ANCHOR
EXPANSION LOOP
ANCHOR
EXPANSION LOOP
ANCHOR
EXPANSION LOOP
SCALE 1:200
8m

Telephone: +64 4 472 9589
Old Bank Chambers
Facsimile:
+64 4 472 9922
G
D
SCALE 1:300
12m

Telephone: +64 4 472 9589
Old Bank Chambers
Facsimile:
+64 4 472 9922
RL 9.072
RL 4.300
RL 3.350
BULK TANK / HOT OIL PLANT / COMBUSTOR

SECTION
WHARFLINE
SECTION
L-010
1:200
1:200
B
L-010
DAY TANKS
SECTION
1:200
C
L-010
RL 9.072
GANTRY
SECTION
1:100
MANUFACTURING BUILDING
D
SECTION
L-010
1:200
E
L-010
BULK TANKS / DAY TANK

SECTION
1:200
RL 3.600
RL 3.297
MANUFACTURING BUILDING / PMB TANKS

SECTION
1:200
G
L-010

Telephone: +64 4 472 9589
Old Bank Chambers
Facsimile:
+64 4 472 9922
F
L-010
EXISTING EAST ELEVATION
EXISTING SOUTH ELEVATION
1:400
1:400
PROPOSED EAST ELEVATION
PROPOSED SOUTH ELEVATION
1:400
1:400
EXISTING WEST ELEVATION
EXISTING NORTH ELEVATION
1:400
1:400
PROPOSED WEST ELEVATION
PROPOSED NORTH ELEVATION
1:400
1:400

Telephone: +64 4 472 9589
Old Bank Chambers
Facsimile:
+64 4 472 9922
Appendix C
Noise / Acoustic
Assessment
Project: Terminals Genesis Project
Reference: 235132
Environmental Noise Assessment
Prepared for: Terminals

Pty Ltd
Revision: 0
24 May 2013

ABN 54 005 139 873
55 Grenfell Street
Adelaide SA 5000
Australia
T
F
E
W
+61 8 8237 9777

+61 8 8237 9778
aurecongroup.com

a)
b)
copy version.
Document control
Report Title
Environmental Noise Assessment
Document ID
Acoustics
File Path
Staff\Disciplines\Noise
\\aurecon.info\shares \AUADL\Admin\Data\General Staff\
and Vibration\Projects \Terminals Noise AQ\Bitumen
Storage\Noise\Report \130523 Terminals Genesis Projects - Environmental
Noise - rev1.docx
Client
Terminals Pty Ltd
Client Contact
235132
Project Number
Rev
Date
Prepared by
Author
Verifier
14 May 2013
Initial draft
BD
BD
AL
4 May 2013
24
Construction noise assessment

and revised operational noise
sources
BD
BD
AL
Current Revision
Approver
Approval
Author Signature
Approver Signature
Name
Name
Title
Title
Project 235132 File 130523 Terminals Genesis Projects - Environmental

Environmental Noise
Noise - rev1.docx 24 May 2013 Revision 0
Contents
1.
Overview
2.
Site Description
3.
Existing Noise Environment
4.
Environmental Noise Criteria
4.1
Construction Noise
4.2
Operational Noise
5.
Noise Emissions Inventory
6.
Noise Modelling Methodology
7.
Predicted Noise Levels
10
8.
Assessment
11
8.1
Operational Noise
11
8.2
Construction Noise
11
9.
Conclusion
13
10. Report Limitations
13
11. References
13
Appendices
Appendix A
Glossary of Acoustic Terms
Appendix B
Noise Contour Maps
Appendix C
Sound Power Levels for Noise Sources
Appendix D
Summary of Noise Logging
Project 235132 File 130523 Terminals Genesis Projects - Environmental Noise - rev1.docx 24 May 2013 Revision 0
Page 1
Index of Figures
Figure 1: Noise-sensitive receptors in the vicinity of the Terminals site
Figure 2: Unattended continuous noise logging location
Figure 3: Land zoning in the vicinity of the Terminals site
Figure 4: New and existing noise sources at the Terminals site
3
4
6
9
Index of Tables
Table 1: Summary of continuous unattended noise logging conducted at 10 Steadman Street in 2010 5
Table 2: Indicative noise factors
6
Table 3: Indicative noise levels
7
Table 4: Noise criteria for planning purposes
7
Table 5: Maximum sound power levels for new and existing noise sources within the Terminals site 8
Table 6: Predicted continuous equivalent noise levels at noise-sensitive receptors
10
Table 7: Assessment of simultaneous operation of all new noise sources (Scenario A)
11
Table 8: Assessment of simultaneous operation of all new and existing noise sources (Scenario B) 11
Table 9: Predicted construction noise levels
12
Page 2
1.
Overview
This report documents the acoustic assessment undertaken for the proposed Terminals Genesis
Upgrade at Veitch Road, Osborne, South Australia.
This environmental noise impact study has been carried out for the proposed new noise sources
associated with the upgrade, including new pumps, hot oil plant, a combustor, and new truck loading
bay.
This report documents the acoustic design criteria (project specific environmental noise emission
limits) and results of our assessment.
2.
Site Description
The Terminals site is located on Veitch Road as shown in Figure 1, with the following site boundaries:
Australian Submarine Corporation (ASC) offices and facilities to the north

Raytheon office to the west
Vacant land to the south across Veitch Road
Port River to the east
The terminals site, and the nearby ASC and Raytheon offices are all located within an industrial land
use zone. A light industry land use zone approximately 450 metres west of the Terminals site acts as
a buffer zone to the nearest residential zone on the western side of Victoria Road. The nearest noise
sensitive receiver in each zone is as follows:
A Customs facility within the light industry zone on Veitch Road
Residential properties on Kestel Crescent and Tucker Crescent lie within the residential zone
(these properties face towards the west, with a 1.5 to 1.8m high rear fence separating each
property from Victoria Road)
ASC Facility
Victoria Road
Tucker Crescent
Customs facility
Kestel Crescent
Terminals site
Residential properties
Raytheon offices
Figure 1: Noise-sensitive receptors in the vicinity of the Terminals site
Page 3
3.
Existing Noise Environment
An environmental noise survey was undertaken by Aurecon in June 2010 to ascertain existing ambient
noise levels at residential properties located at North Haven (refer Figure 2 for the logger location).
While the noise logging location is approximately 650 metres north of Veitch Road, the measured
noise levels are considered a fair representation of Victoria Road traffic noise impacting on the
residential properties. It should also be noted that as the logging location is further from the existing
ASC / Terminals and other industrial sites, the measured noise levels are likely to be lower than those
experienced by residences in the vicinity of the Victoria Road / Veitch Road intersection.
Residential properties
nearest to the
Terminals site
Victoria Road
Unattended noise logging conducted

at 10 Steadman Street
Terminals site
Figure 2: Unattended continuous noise logging location
Page 4
The noise levels measured at the logging locations are predominantly due to traffic noise from Victoria
Road (based on short-term spot measurements and site observations). Table 1 presents a summary
of the noise logging results, with graphs provided in Appendix D.
Table 1: Summary of continuous unattended noise logging conducted at 10 Steadman Street in 2010
Day
Date
Measured LAeq, dBA

Day-time (7am 10pm)
Night-time (10pm 7am)
Thursday 17 June 2010
52
50
Friday 18 June 2010
57
45
Saturday 19 June 2010
51
44
Sunday 20 June 2010
51
50
Monday 21 June 2010
57
51
Tuesday 22 June 2010
57
51
Average
54
49
4.
Environmental Noise Criteria
4.1
Construction Noise
The EPA (SA) Information Sheet Construction Noise EPA 425/11 Updated February 2011 and the
Environment Protection (Noise) Policy 2007 provides the recommended hours of operation and
guidance on construction noise impacts. The conditions including working hours and applicable criteria
are reproduced below:
Construction noise resulting in noise with an adverse impact on amenity is subject to the following
restrictions:
must not occur on a Sunday or other public holiday, and

must not occur on any other day except between 7 am and 7 pm.
However, a particular operation may occur on a Sunday or Public Holiday between 9 am and 7 pm or
may commence before 7 am on any other day to:
avoid an unreasonable interruption of vehicle or pedestrian traffic movement, or

if other grounds exist that the Environment Protection Authority (EPA) or administering agency
determines to be sufficient.
The Environment Protection Act 1993 (EP Act) requires that all reasonable and practicable measures
are taken by building companies and contractors to minimise noise if the noise will create an adverse
impact on the amenity.
Construction activity results in noise with an adverse impact on amenity if the measurements taken in
relation to the noise source and the noise affected premises show:
that the source noise level (continuous) exceeds 45dBA; or

that the source noise level (maximum) exceeds 60dBA.
Page 5
4.2
Operational Noise
The South Australian Environment Protection (Noise) Policy 2007 provides a framework for
environmental planning and a clear set of publicly agreed environmental objectives. Determination of
project specific noise limits is based on the methodology in the Policy, and the land uses principally
promoted in the Port Adelaide Enfield Council Development Plan. Figure 3 shows the land use zones
principally promoted by the Development Plan around the project site.
ASC facility
Terminals site
Raytheon office
Customs facility
Residences separated by
100mm wide buffer zone
Figure 3: Land zoning in the vicinity of the Terminals site
Based on the Environment Protection (Noise) Policy 2007, the relevant indicative noise factors are
shown in Table 2 below.
Table 2: Indicative noise factors
Land use category
Indicative noise factor (dBA)

Day (7am 10pm)
Night (10pm 7am)
General Industry
65
55 *
Light Industry
57
50
Residential
52
45
* Note: Where both the source and receiver are located within a General Industry zone, an indicative
noise factor of 65 dBA during the night-time applies.
The indicative noise levels at each receiver are then based on:
The indicative noise factors within which the source and receiver are located; or
The average of the indicative noise factors (where the source and receiver are located within
different zones); or
The indicative noise factor within which the receiver is located, if the noise source if separated
from the receiver by another locality at least 100 metres wide
Page 6
In accordance with the Policy, the indicative noise levels depending on the zone in which the receiver
is located are summarised in Table 3.
Table 3: Indicative noise levels
Receiver land use zone
Indicative noise level (dBA)

Day (7am 10pm)
Night (10pm 7am)
General Industry
65
65
Light Industry
61
53
Residential
52
45
In addition, for development authorisation applications (ie planning purposes for future noise sources),
a predicted source noise level (continuous) should not exceed the relevant indicative noise level less 5
dBA. The applicable noise criteria are therefore summarised in Table 4.
Table 4: Noise criteria for planning purposes
Receiver land use zone
Noise criteria for planning purposes (dBA)

Day (7am 10pm)
Night (10pm 7am)
Receivers in the General

Industry zone
60
60
Receivers in the Light Industry

zone
56
48
Receivers in the Residential

zone
47
40
In addition to the noise criteria outlined above, a 5 dBA penalty applies to predicted noise levels (up to
a maximum penalty of 10 dBA) if the noise from the development contains any noise characteristics
(ie a tonal, impulsive, low frequency or modulating characteristic).
Page 7
5.
Noise Emissions Inventory
The noise sources (and assumptions where applicable) used in the assessment are provided in Table
5, and their locations are shown in Figure 4 (new noise sources are shown in orange, with existing
noise sources shown in blue). Sound power level spectra (at octave band centre frequencies) for the
noise sources is provided in Appendix C.
Existing noise sources
New noise sources
Table 5: Maximum sound power levels for new and existing noise sources within the Terminals site
Noise Source
Sound
Power
Level, dBA
re 1pW
Notes
Pumps
95
3 pumps located near the new tanks, each pump

30 kW operating at 2900 rpm
Combustor fan
96
37 kW fan, fitted with proprietary intake silencer
Stack discharge
107
17m above local ground level. Directivity based

on a 1.2m diameter stack is included.
Hot oil heater fan
92
15 kW fan with intake located on the southern

side of the hot oil plant building, and discharge to
the roof
Hot oil burner boiler
98
1.5 MW boiler located inside hot oil plant building
Gas boilers
95
Two 200 kW gas boilers located inside the new

manufacturing building
Transformer
68
1500 kVA transformer
Gantry and truck filling
90
Continuous equivalent sound power level over a

15-minute period, based on GHD Terminals (Port
Botany) report (November 2010)
Bitumen road tanker
103

Gantry pumps
95
2 pumps, each pump 30 kW operating at 2900

rpm
Pump (near exit)
95
30 kW pump operating at 2900 rpm
Oil pump
95
30 kW pump operating at 2900 rpm
Boiler house boilers
95
Two 200 kW gas boilers located inside the

existing Boiler House & Mixing Building
Boiler house compressors
78
Two air compressors located inside the existing

Boiler House & Mixing Building, each with an
acoustic enclosure to achieve 67 dBA @ 1m
Gantry and truck filling
90

Road tanker
103

* Indicated sound power levels used in our assessment are based on the provided equipment capacities and calculation
methodology provided in Bies and Hansen 2009, Engineering Noise Control Fourth Edition, Chapter 11 Sound Power Level
and Sound Pressure Level Estimation Procedures
Page 8
Figure 4: New and existing noise sources at the Terminals site
For the purposes of this assessment, the Hot Oil Plant building, the Manufacturing Building, and the
Boiler House & Mixing Building have been assumed to have sheet metal walls and roof, with no
internally absorptive lining installed, and all hinged doors and roller doors maintained closed.
It is understood that the Terminals facility will operate 24-hours per day, 7-days per week (ie including
all hours of the night).
6.
Noise Modelling Methodology
Noise modelling was undertaken using International Standard ISO 9613-2: 1996 Acoustics
Attenuation of sound propagation outdoors Part 2: General method of calculation, using the
proprietary SoundPLAN 7.2 acoustics software package.
The SoundPLAN 7.2 model has been verified in numerous instances by Aurecon during previous
environmental noise projects and the predicted levels have been found to be conservative and
representative of the noise levels to be expected during plant operations. The method assumes worstcase noise emission conditions, such as downwind noise propagation and a moderate temperature
inversion in accordance with the Policy, and takes into account the following physical effects:
Page 9
Geometrical divergence
Atmospheric absorption
Ground effect
Reflection from surfaces
Screening by barriers
Worst-case meteorological effects
The noise emissions inventory outlined in Table 5 and Appendix C has been used to define source
sound power levels in the software. It has been assumed that all plant operates concurrently, and that
the ground is fully reflective, and the heights of the various plant items have been estimated based on
the 3D AutoCAD drawings.
Noise levels have been predicted at the following receptors (as shown in Figure 1):
7.
ASC Building
Raytheon Building
Customs Facility
Nearest residential property on the western side of Victoria Road
Predicted Noise Levels
Noise levels have been predicted at the noise sensitive receptors identified in Section 2, for the
following scenarios:
Scenario A: New noise sources operating (all new noise sources operating simultaneously, no
existing noise sources operating)
Scenario B: New and existing noise sources operating simultaneously
Table 6 presents a summary of the predicted noise levels for each scenario. Grid noise maps of each
scenario are provided in Appendix B.
Table 6: Predicted continuous equivalent noise levels at noise-sensitive receptors
Receiver
Receiver land
use zone
ASC Facilities
Predicted continuous equivalent noise level,

LAeq
Scenario A: New
noise sources
Scenario B: New and

existing noise
sources
Industry
59
59
Raytheon Office
Industry
55
57
Customs Facility
Light industry
39
41
Nearest residential properties

adjacent Victoria Road
Residential
39
41
Note that the predicted noise levels outlined above are considered conservative worst-case noise
levels for each scenario, and that under normal operating conditions noise levels would be lower than
those predicted (eg 3 trucks would rarely be on-site simultaneously).
Page 10
8.
Assessment
8.1
Operational Noise
The predicted noise levels for each scenario have been assessed and are summarised as follows:
Table 7 presents assessment of the predicted noise levels for Scenario A with only the new noise
sources operating. Assessment has been undertaken against the Environment Protection (Noise)
Policy 2007 requirements for development authorisation application.
Table 8 presents assessment of the predicted noise levels for Scenario B with all new and existing
noise sources operating simultaneously. Assessment has been undertaken against the indicative
noise levels established in accordance with the Environment Protection (Noise) Policy 2007.
For each scenario, assessment has been undertaken against the most-stringent night-time noise
criterion due to the expected 24-hour operation of the Terminals facility.
Table 7: Assessment of simultaneous operation of all new noise sources (Scenario A)
Receiver
Scenario A predicted
noise level, dBA
Development
authorisation
application
criterion, dBA
Assessment
ASC Facilities
59
60
Criterion achieved
Raytheon Office
55
60
Criterion achieved
Customs Facility
39
48
Criterion achieved

39
40
Criterion achieved
Table 8: Assessment of simultaneous operation of all new and existing noise sources (Scenario B)
Receiver
Scenario B predicted
noise level, dBA
Indicative noise
level, dBA
Assessment
ASC Facilities
59
65
Criterion achieved
Raytheon Office
57
65
Criterion achieved
Customs Facility
41
53
Criterion achieved

41
45
Criterion achieved
8.2
Construction Noise
The noisiest activities during the construction stage of the project are likely to be excavation for
trenches and tank footings, the use of bulldozers for earth works and the use of a large crane. The onsite noise levels and their duration for the earthworks will be proportional to the strength of any rock
encountered, and will vary depending on the meteorological conditions. The construction activities and
plant outlined in Table 20 are predicted to operate on-site during construction of the upgrade (based
on sound power levels outlined in AS 2436-2010). The sound power levels for each item are shown
together with the indicative predicted noise levels at various distances from the site (ie at the nearby
industry and residential receivers).
Page 11
Table 9: Predicted construction noise levels
Construction plant description
A-weighted
sound power
level, dBA re
1pW)
Bulldozer
Predicted noise level (dBA re 20Pa) at

noise-sensitive receivers
ASC Facilities
(approx. 75 m)
Nearest residential
properties adjacent
Victoria Road
(approx. 750 m)
114
69
49
Compressor (silenced)
110
65
45
Concrete agitator truck
111
66
46
Mobile crane
113
68
48
Excavator
117
72
52
Grader
115
70
50
Heavy Truck
107
62
42
Hydraulic rock breaker
121
76
56
Vibratory roller / Concrete vibrator
112
67
47
Water truck
108
63
43
Wheeled Loader
111
66
46
80
60
Total construction noise level
The predicted worst-case noise levels at both the nearby industrial facilities and the nearest residential
properties are expected to exceed 45 dBA, and may therefore create an adverse impact on the
amenity at these locations. We therefore note that the following measures should be undertaken:
Construction activities should not occur on a Sunday or public holiday, and not on any other day
except between 7 am and 7 pm (unless an exemption is granted by the Environment Protection
Authority (EPA) or administrating agency, eg to avoid an unreasonable interruption of vehicle or
pedestrian traffic movement)
The proponent should apply all feasible and reasonable work practises to minimise construction
noise from the site in accordance with the EPA (SA) Environment Protection (Noise) Policy and
Construction noise information sheet (including but not limited to: commencing noisy activities
after 9 am, locating noisy equipment away from sensitive receptors or where shielded by
structures, shutting or throttling down equipment when not in use, and ensuring that proper noise
reduction devices such as mufflers are fitted)
We note that it is unlikely that all of the equipment outlined above would be operating simultaneously
for extended periods of time, and that certain types of construction machinery will be present within
the site for only brief periods. We therefore consider the predicted noise levels are conservative
estimates.
Page 12
9.
Conclusion
Based on the acoustic assessment outlined above, we consider that the proposed Terminals Genesis
Upgrade project will meet the environmental noise requirements of the Environment Protection (Noise)
Policy 2007, and the Port Adelaide Enfield Council Development Plan provided that:
Maximum sound power levels (dB re 1pW) at octave band centre frequencies for all noise sources
are limited to those summarised in Appendix C (through selection of suitable fans, installation of
appropriate attenuators and silencers, etc)
All hinged and roller doors to the Hot Oil Plant Building, Manufacturing Building, and the Boiler
House & Mixing Building are maintained closed during operation of the internal noise sources
such as boilers, compressors, etc
No noise sources within the site have noise characteristics which are detectable or audible at the
noise-sensitive receivers (ie tonal, modulating, low-frequency, etc). Any noise sources with a noise
characteristic present will require acoustic treatment (ie fitting silencers, acoustic barriers).
Construction activities do not occur on a Sunday or public holiday, and not on any other day
except between 7 am and 7 pm (unless an exemption is granted by the Environment Protection
Authority (EPA) or administrating agency)
We consider the noise predictions outlined in this report are conservative and that under the majority
of operating scenarios, noise levels at the noise-sensitive receivers will be lower than those predicted
in this report.
10. Report Limitations

Aurecons acoustic assessment is based on the sound data documented in Appendix C of this report.
The sound power levels of all noise sources should be checked by the equipment contractor/supplier
and confirmed to be not more than the sound data documented, otherwise additional acoustic
treatment may be required to comply with the design criteria. We have assumed that all new noise
sources will not have annoying noise characteristics audible at the receivers, and therefore no penalty
for tonality, modulation or impulsiveness has been applied to the predicted noise levels for
assessment against the environmental noise criteria. The contractor must ensure the new units to be
installed are free of tonality, modulation, and impulsiveness.
11. References
The following legislation, guidelines, standards and documents were referenced for the acoustic
assessment of the Terminals Genesis Project Upgrade:
Australian Standard AS 2436-2010 Guide to noise and vibration control on construction,

demolition and maintenance sites
Bies and Hansen 2009, Engineering Noise Control Fourth Edition, Chapter 11 Sound Power
Level and Sound Pressure Level Estimation Procedures
Drawings for the Terminals Genesis Project. 235132-XRP-2D-Site Plan-Existing-Model.pdf dated
9 May 2013, 235132-XRP-2D-Site Plan-New-Model.pdf dated 9 May 2013.
GHD Report: Terminals Pty Ltd, Report for Bitumen Import and Dispatch Facility (Port Botany),
Noise Assessment, November 2010
Port Adelaide Enfield Council Development Plan, consolidated 15 November 2012
South Australian Environment Protection (Noise) Policy 2007, Environment Protection Act 1993
Page 13
Appendix A
Glossary of Acoustic Terms
Sound Pressure
Sound or sound pressure is a fluctuation in air pressure over the static

ambient pressure.
Sound Pressure Level
The sound pressure relative to a standard reference pressure of 20Pa

(20x10-6 Pascals) on a decibel (dB) scale.
Sound Power Level
dB
The sound power of a source is the amount of acoustic energy being

generated per unit time by the source and does not change with distance.
The sound power level is defined as 10 times the logarithm to the base 10
of the ratio of the sound power of the source to the reference sound power
of 1 Pico Watt. Sound power level cannot be directly measured using a
microphone. The sound power level of a machine may vary depending on
the actual operating load.
The decibel (dB) is the unit used for sound level measurement.
dB(A)
Unit of sound level, in A-weighted decibels. The human ear is not equally
sensitive to all frequencies of sound. The A-weighting approximates the
sensitivity of the human ear by filtering these frequencies. A dB(A)
measurement is considered representative of average human hearing.
LAeq, T
The A-weighted equivalent continuous sound pressure level over T

measurement period, used to quantify the average noise level over a time
period. If T is not defined, T is assumed to be an hour.
Octave Band Sound

Pressure Level
The octave-band pressure level of a sound is the band pressure level for a
frequency band corresponding to a specified octave. (The location of the
octave-band pressure level on a frequency scale is usually denoted by the
geometric mean of the upper and lower frequencies of the octave.) The
ISO standard octave centre frequencies are 31.5, 63, 125, 250, 500, 1k,
2k, 4k, 8k, 16k Hz (etc.). For design purposes, the octave bands between
63 Hz to 8 kHz are generally used.
The subjective response to changes in noise levels can be described as follows:

A 3 dB(A) change in sound pressure level is just noticeable or perceptible to the average human ear; a
5 dB(A) increase is quite noticeable and a 10 dB(A) increase is typically perceived as a doubling in
loudness.
Appendix B
Noise Contour Maps
Appendix C
Sound Power Levels for
Noise Sources
Appendix D
Summary of Noise Logging

ABN 54 005 139 873
55 Grenfell Street
Adelaide SA 5000
Australia
T +61 8 8237 9777

F +61 8 8237 9778
E adelaide@aurecongroup.com
W aurecongroup.com
Aurecon offices are located in:

Angola, Australia, Botswana, China,
Ethiopia, Hong Kong, Indonesia,
Lesotho, Libya, Malawi, Mozambique,
Namibia, New Zealand, Nigeria,
Philippines, Singapore, South Africa,
Swaziland, Tanzania, Thailand, Uganda,
United Arab Emirates, Vietnam.
Appendix D
Air Quality (Odour)
Assessment
Project: Genesis Project

Air Quality Assessment
Reference: 235132
Prepared for: Terminals
Pty Ltd
Revision: V2
10 July 2013

ABN 54 005 139 873 54 005 139 873
55 Grenfell Street
Adelaide SA 5000
Australia
T
F
E
W
+61 8 8237 9777

+61 8 8237 9778
aurecongroup.com

a)
b)
copy version.
Document control
Air Quality Assessment
Report Title
Document ID
235132
Project Number
File Path
\\aurecon.info\shares\AUADL\Admin\Data\General Staff\Disciplines\Noise
and Vibration\Projects\Terminals Noise AQ\Bitumen
Storage\AQ\Report\235132 - AQ Report Genesis Project 10072013
FINAL.docx
Client
Terminals Pty Ltd
Client Contact
Geoff Millard
Rev
Date
Prepared by
Author
Verifier
Approver
V1
4 July 2013
Draft for Client Review
M Naidu
M Naidu
N Mackenzie
N Mackenzie
V2
10 July 2013
Final
M Naidu
M Naidu
N Mackenzie
N Mackenzie
Current Revision
V2
Approval
Author Signature
Name
Title
Approver Signature
Magaesh Naidu
Name
Senior Engineer, Air

Quality
Title
Neil Mackenzie
Technical Director,
Buildings
Project 235132 File 235132 - AQ Report Genesis Project 10072013 FINAL.docx 10 July 2013 Revision V2
Contents
1.
Introduction
2.
Site and sensitive receptors
3.
Regulatory overview
3.1
Air Quality
3.2
Odour
4.
5.
Emissions Inventory
4.1
Identification of Emission Sources
4.2
Combustor Emissions
10
4.3
Hot Oil Heater Emissions
14
AUSPLUME Modelling
15
5.1
Terrain Profile and Receptor Grid
15
5.2
Building Wake Effects
15
5.3
Meteorology
15
5.4
Discharge Characteristics
16
6.
Impact Assessment
17
7.
Conclusion
18
8.
Bibliography
18
Appendices
Appendix A
Meteorological Data
Appendix B
Sampling Data
Appendix C
Pollutant and Odour Isopleth Charts
Index of Figures
Figure 2.1 Site and nearest sensitive receptors
Figure 4.1 Emission Sources
6
9
Project 235132 File 235132 - AQ Report Genesis Project 10072013 FINAL.docx 10 July 2013 Revision V2 Page 3
Index of Tables
Table 2.1 Sensitive Receptors
Table 3.1 Pollutant Criteria
Table 3.2 Odour criteria
Table 4.1 Combustor Calculation Methodology
Table 4.2 Combustor Emission Rates
Table 4.3 Impact Factors
Table 4.4 Odour and Hydrogen Sulphide
Table 4.5 Hot oil heater emission rates
Table 5.1 Source Discharge Characteristics
Table 6.1 Predicted Ground Level Concentrations at Sensitive receptors
7
7
8
11
12
13
13
14
16
17
1.
Introduction
Aurecon was commissioned by Terminals Pty Ltd to carry out an air quality and odour assessment in
support of the proposed development of new bitumen storage tanks, a new product supply pipeline
and associated works at 49 Veitch Road, Osborne.
The project involved the development of the following:
4 x New Bitumen Storage Tanks 2 x 6,500kL and 2 x 500kL

Associated on-site works/infrastructure
The air quality and odour assessment from the proposed facility includes the following:
-
An overview of the Description of the size and nature of the proposed plant, and the nearest
sensitive receivers;
Identification of the most significant sources of odour and air pollutant emissions from the
proposed plant operation;
Derivation of an air emissions inventory consisting of the emission rate and emission conditions of
each identified source
AUSPLUME dispersion modelling
Air quality and odour impact assessment of modelling results against stipulated criteria
2.
Site and sensitive receptors
The subject land is located within a long established marine related industrial precinct in the Osborne
area. Immediately to the north of the subject land is the Australia Submarine Corporation (ASC)
facility, to the west is Raytheon Australias office complex, to the south is vacant land and the east is
an access road to the ASC site and beyond this road is the Port River.
The closest residential development to the subject land is approximately 680 metres to the west within
the suburb of North Haven. These locations in the context of the subject land and the proposed
development have been highlighted on Figure 2.1.
R1
R2
R3
Figure 2.1 Site and nearest sensitive receptors
Three sensitive receptors have also been selected as assessment locations and they are detailed in
Table 2.1 and are shown in Figure 2.1.
Table 2.1 Sensitive Receptors
Receptor
Description
Distance from Site Boundary
R1
Residential Area, Victoria Road, North Haven
710
R2
Residential Area, Estella Street, Osborne
500
R3
Residential Area, Mersey Road North, Osborne
760
3.
Regulatory overview
3.1
Air Quality
The SA EPA outlines air quality limits (EPA South Australia, 2006) in SA EPA Guideline 386/06
(2006) Air quality impact assessment using Design Ground Level Concentrations (DGLCs) that must
be met at all locations at all times. In order to demonstrate that no adverse effects will occur at ground
level due to emissions from a proposed or existing facility, computerised pollutant dispersion modelling
must be undertaken to predict the maximum ground level pollutant concentrations which will result
from the proposed development.
These DGLCs are stipulated by the EPA to protect public health and amenity and to provide protection
for sensitive members of the community, such as children and the elderly.
Table 3.1 Pollutant Criteria
Pollutant
Design Criteria, mg/m3

Odour
Toxicity
Reason for classification
Averaging time
Sulphur Dioxide (SO2)
Toxicity
1-hour
0.45
Nitrogen Dioxide(NO2)
Toxicity
1-hour
0.158
Carbon Monoxide (CO)
Toxicity
1-hour
29
Hydrogen Sulphide (H2S)

Acetone
Odour
3-minute
0.00014
0.47
Toxicity
3-minute
Ethyl acetate
Odour
3-minute
22.1
23.6
Ethanol
Odour
3-minute
3.8
62.7
Propanol
Odour
3-minute
0.075
16.4
Pentane
Toxicity
3-minute
60
Hexane
Toxicity
3-minute
5.9
Benzene
IARC Group 1 carcinogen
3-minute
0.053
Toluene
Odour
3-minute
0.65
12.3
Methyl chloride
Toxicity
3-minute
3.4
Ethyl chloride
Toxicity
3-minute
86.6
Acetaldehyde
Odour
3-minute
0.076
5.9
3.2
40
Odour
The principal legislation dealing with odour in South Australia is the Environment Protection Act 1993.
In particular, Section 25 imposes the general environmental duty on all persons undertaking an activity
that may emit odour to take all reasonable and practicable measures to prevent or minimise any
resulting environmental harm. In addition, causing an odour may constitute environmental nuisance
which is an offence under Section 82 of the Act
SA EPA document 373/07 Odour assessment using odour source modelling (EPA South Australia,
2007) provides the criteria applicable to the nearest sensitive receptors. Odour criteria are population
dependentas the population density increases, the increased possibility of sensitive individuals
raises the potential for odour complaints. The predicted odour levels (three-minute means) must not
exceed the following odour levels 99.9% of the time at sensitive receptors.
Table 3.2 Odour criteria
Number of people
Odour units (3-minute average, 99.9%)
2000 or more
350 or more
60 or more
12 or more
Single residence (less than 12)
10
Based on Figure 2.1, each residence surrounding the site will be subjected to the odour criterion of 2
OU (Odour Units) as the number of people in the area is expected to be higher than 2000.
Odour criteria in South Australia are based in principle on compliance with the general environmental
duty to avoid environmental nuisance using the best available technology economically achievable
(BATEA). Regardless of the criteria being achieved, BATEA should be implemented.
4.
Emissions Inventory
4.1
Identification of Emission Sources
Two main pollutant and odour sources have been identified as the chief contributors to total site
emissions from the proposed plant:
1 X 9MW Combustor
1 X 1.5MW Hot Oil Heater
The sources are located at the north of the site and are identified in Figure 4.1.
10m Hot Oil

Heater
Stack
17.3 m
Combustor
Stack
Figure 4.1 Emission Sources
While fugitive emissions generally exist from the site from leakage losses, the above-mentioned
sources are expected to dominate emissions from the site. Emissions from the following different
sources will be channelled to the combustor
large tank vapours during ship unloading operations,

process vapours from the Polymer Modified Bitumen (PMB) plant,
other tank venting and
truck venting when during filling operations
Hence, it is considered sufficient to assess the emissions from the combustor and the hot oil heater to
assess total site emissions.
The SA EPA document entitled Submission to the Select Committee on Land Uses on Le Fevre
Peninsula dated February 2012 discusses fuel and bitumen storage with respect to odour (EPA South
Australia, 2012) as follows:.
Shell Bitumen and fuel storage facilities (e.g. Mobil Oil) located on the Le Fevre Peninsula north of
Adelaide Brighton Cement are identified as potential odour sources on the Le Fevre Peninsula and
each of the facilities has developed an Environment Improvement Plan (EIP) to improve odour
management from their site. The facilities are required to implement their EIPs as part of their EPA
licence conditions. The EPA expects that odour on the Le Fevre Peninsula will be considerably
reduced following finalisation of the work detailed in the fuel and bitumen facility EIPs.
Improvements made as a result of having the EPA licence and EIPs include:
Installation of floating roof tanks on all potentially odorous fuel storage tanks at all fuel storage
facilities with work due to be finalised June 2012. Floating roof tanks greatly reduces the
evaporative loss of the stored liquid, including odorous Volatile Organic Compounds (VOCs)
Installation of vapour recovery units (VRUs) at all fuel storage facilities. VRUs target those
vapours displaced when trucks or tankers are filled.
Installation of a thermal oxidiser at Shell Bitumen to manage VOCs generated during filling the
main storage tanks.
As a result of these measures, the background ground level odour and pollutant concentrations
associated with VOCs such as benzene at the nearest sensitive receptors are expected to be
negligible. Hence, it is considered sufficient to assess the emissions solely from the combustor and
the hot oil heater to assess total site emissions.
4.2
Combustor Emissions
4.2.1
Concentration calculations
There are three cases associated with the operation of the combustor:
Maximum Emissions during a tank import (This occurs infrequently and approximately 10
times per year for 24 hrs)
Typical with PMB Typical emissions with the Polymer Modified Bitumen (PMB) plant running
Typical with no PMB Only the import facility running
The combustor is expected to run with a destruction efficiency of 99%.

CRL Energy Pty Ltd was commissioned by Aurecon to perform gas emission testing and analysis on
the air emitted from the exhaust vent of a bitumen mixing plant at the Downers Road Science polymer
bitumen plant manufacturing site based in Mount Maunganui, New Zealand on 22 May 2013. The
plant is considered similar to the subject plant. The test results are provided in Appendix B.
A summary of the methodology for deriving the concentrations is provided in Table 4.1.
Table 4.1 Combustor Calculation Methodology
Combustor Pollutant Contributor
Calculation Methodology
Typical sampled species concentrations for tank
vapours, as sampled for the Port Botany project
(GHD Pty Ltd, 2011) were used and the ratio of
these species was applied to the reported Lower
Explosive Limit (LEL) readings from the Port
Botany site at different plant areas, to give
approximated compositions for various process
streams with a range of LELs.
Tank Vapours
The maximum and typical cases were then

assembled based on an assessment of the tank
vapour streams which were operational for each
case.
The combined tank vapour stream was then
diluted with air at ratios as required (i.e. from 0.8
up to 5.3 air: 1 vapours (v/v)) to achieve the
design feed to the combustor of vapour at 20% of
LEL.
Sampling from a PMB plant at Tauranga (CRL
Energy Ltd, 2013) was used to obtain information
on the PMB plant vapour species concentrations
while producing worst case PMB products, i.e.
high sulphur content PMB. The vapour
composition was sampled from a tank vent during
production.
PMB Plant Emissions
The maximum and typical cases were then

assembled based on an assessment of PMB
plant process streams which were operational for
each case.
This stream was then diluted with air at a ratio of
approximately 9 air: 1 vapours (v/v) to achieve the
design feed to the combustor of vapour at 20% of
LEL.
Combined Stream of pollutants entering the

combustor
The combined stream is the combined tank

vapour and PMB plant streams for each case,
diluted to 20% LEL with use of dilution air, and
therefore suitable for feed to the combustor.
Note: PMB Polymer Modified Bitumen and LEL Lower Explosive Limit
It should be noted that pollutant contributions from truck filling operations leakages and internal tank
transfers are considered unquantifiable in the combined stream of pollutants entering the combustor.
4.2.2
Pollutants
Based on Section 4.2.1, the emission rates of the various combustor pollutants were computed.
Table 4.2 Combustor Emission Rates
Pollutant
Emission rate, g/s
Sulphur Dioxide (SO2)
0.0978
Nitrogen Dioxide2(NO2)
0.0486
Carbon Monoxide (CO)
0.0287
Hydrogen Sulphide (H2S)
0.5544
Acetone
0.0797
Ethyl acetate
0.0251
Ethanol
0.0418
Propanol
0.0311
Pentane
0.0171
Hexane
0.0128
Benzene
0.0289
Toluene
0.0099
Methyl chloride
0.0515
Ethyl chloride
0.0337
Acetaldehyde
0.0406
Notes:
1.
2.
3.
4.
A destruction efficiency of 99.6% has been applied to all the pollutants.

It is assumed that 20% of NOx is converted to NO2.
88% of the H2S stream is from the PMB plant and the concentrations are computed from the Typical
with PMB case stated in Section 4.2.1.
SO2, NO2 and H2S are computed from the maximum measured concentrations (provided in Appendix B).
All other pollutants are computed from the Typical with no PMB case concentrations.
Table 4.3 below examines selected pollutants from Table 4.2 in greater detail to streamline the
assessment and to identify the pollutant which has the highest potential to generate an air quality
impact. The impact factor is computed by dividing the Emission rate with the relevant criteria for each
pollutant.
Table 4.3 Impact Factors
Pollutant
Emission rate, g/s
Acetone
19.9
Criteria, mg/m3, 3
minute average 99.9
percentile
40.0
Ethyl acetate
6.3
23.6
0.3
Ethanol
10.5
62.7
0.2
Propanol
7.8
16.4
0.5
Pentane
4.3
60.0
0.1
Hexane
3.2
5.9
0.5
Benzene
7.2
0.1
136.5
Toluene
2.5
12.3
0.2
Methyl chloride
12.9
3.4
3.8
Ethyl chloride
8.4
86.6
0.1
Acetaldehyde
10.2
5.9
1.7
Impact factor, (g/s)/(

mg/m3)
0.5
Note: The destruction efficiency of 99% has not been applied to the emission rates.
Based on Table 4.3, Benzene is identified to be the pollutant to generate the most impact. Hence,
compliance with the criteria for Benzene will enable the criteria for the other pollutants in Table 4.3 to
be met. Therefore, only Benzene is considered in this assessment.
4.2.3
Odour
Odour emission data is not available for the proposed plant. However, sampled Hydrogen Sulphide
data from a similar Terminals plant was used to determine the relationship between odour and
Hydrogen Sulphide. The data collected is presented in Table 4.4.
Table 4.4 Odour and Hydrogen Sulphide
Plant
Odour concentration,
OU
Hydrogen Sulphide
concentration,
mg/m3
Reference
Terminals Pty Ltd, Port

Botany, New South
Wales, Bitumen Import
and Dispatch Facility
130000
91
(GHD Pty Ltd, 2011)
Based on the above, the Hydrogen Sulphide/ Odour concentration ratio is 0.0005 mg/m3/OU. Based
on Table 4.2, the emission rate of Hydrogen Sulphide was determined to be 0.5544 g/s. Therefore, the
odour emission rate for the combustor is determined to be 2772 OUm3/s after the destruction
efficiency of 99% is applied.
4.3
Hot Oil Heater Emissions
The project has one 1.5 MW hot oil heater, with allowance for a future additional 1.5MW hot oil
heater. The hot oil heater is expected to be similar to the 3MW hot oil heater used in the Terminals
Bitumen Import and Dispatch Facility, Port Botany (GHD Pty Ltd, 2011). However, its emissions are
expected to be halved due to its capacity which is reduced by a factor of 2.
The emission rates of the various pollutants for the hot oil heater are provided in Table 4.5.
Table 4.5 Hot oil heater emission rates
Pollutant
Emission Rate, g/s
Carbon Monoxide
0.077
Nitrogen Dioxide
0.0505
Sulphur Dioxide
0.001
5.
AUSPLUME Modelling
AUSPLUME is a standard Gaussian-plume based air quality dispersion model. It was developed by
the Victorian EPA and is widely accepted and used for regulatory purposes within Australia. Its input
requirements are hourly wind speed, wind direction, temperature, mixing height, and stability class
data. Version 6 of AUSPLUME was used for this assessment. Its use has been endorsed by EPA
South Australia.
5.1
Terrain Profile and Receptor Grid
Due to the relatively flat topography around the proposed pump station, terrain influences have not
been accounted for. A roughness factor of 0.4m has been used within AUSPLUME, which is indicative
of residential terrain. This roughness factor is considered appropriate for the land conditions between
the pump station and the residential properties surrounding it.
The receptor grid has been based on a Cartesian grid with 20 m grid spacing. This provides a suitably
high resolution for the contour plots.
5.2
Building Wake Effects
A building generates assessable downwind wake effects up to 5 times the lesser of the building height
or projected building width and if there are stacks less than 2 1/2 times the building height within this
zone. There are 20m and 15m tanks in proximity to the combustor stack and the hot oil boiler stack.
Hence, it is crucial in this assessment to include building wake effects in the assessment.
The US Building Profile Input Program (BPIP) was used to estimate the projected building heights and
widths required to calculate the effects of building downwash. BPIP also estimates additional
parameters required by the PRIME building downwash algorithms. The dimensions of the nearby
tanks were input into this program to account for plumes trapped in building wakes. These plumes can
either be recirculated in the cavity region immediately downwind of the pump station building facing
the aged care facility building. They can also be subjected to plume downwash and enhanced
horizontal or vertical spreading due to the turbulent zone that exists further downwind. Hence, the
potential for increased odour concentrations in proximity to the stacks is considered.
5.3
Meteorology
Meteorology is fundamental to the dispersion of pollutants and therefore, it is important to carefully

consider the development of predicted meteorological data (particularly wind and atmospheric stability
conditions) when assessing pollutant dispersion.
The dispersion of emissions is primary influenced by the following meteorological factors:
wind speed, wind direction

wind profile and turbulence intensity (which are affected by terrain);
temperature gradient which is determined from atmospheric stability (which in itself is
determined from wind speed, cloud cover and solar radiation) and
mixing height, which is the depth of the atmospheric boundary layer.
Meteorological data was obtained from SA EPA which has prepared data for Edinburgh Airfield in a
format that is suitable for input into the AUSPLUME model (EPA South Australia, 2004). The data
collected there is deemed to be representative of site conditions for dispersion modelling purposes.
The meteorological data is provided in Appendix A.
5.4
Discharge Characteristics
The discharge characteristics of the combustor stack and the hot oil heater stack are provided in Table
5.1.
Table 5.1 Source Discharge Characteristics
Parameter
Combustor Stack
Hot Oil Heater Stack
Stack height, m
17.3
10
Stack Diameter, m
0.95
0.7
Exit Temperature, C
800
200
Exit Velocity, m/s
20
15
The discharge characteristics are based on similar plant at the Terminals Port Botany plant (GHD Pty
Ltd, 2011).
6.
Impact Assessment
The Design Ground Level Concentrations (DGLCs) at the nearest receptors are provided in Table 6.1.
Table 6.1 Predicted Ground Level Concentrations at Sensitive receptors
Receptor1
Description
CO,
mg/m3
NO2,
mg/m3
SO2,
mg/m3
H2S,
mg/m3
Benzene,
mg/m3
Odour,
OU
R1
Residential
Area, Victoria
Road, North
Haven
0.0041
0.0031
0.0015
0.0017
0.0006325
0.0204
R2
Residential
Area, Estella
Street,
Osborne
0.0029
0.0022
0.0013
0.0016
0.0005974
0.0223
R3
Residential
Area, Mersey
Road North,
Osborne
0.0025
0.0019
0.0011
0.0015
0.0005524
0.0196
29
0.158
0.45
0.47
0.053
Criteria1
Notes:
1.
2.
The receptors have been identified in Figure 2.1 and Table 2.1.
The more stringent of the odour and toxicity criteria given in Table 3.1 for each pollutant has been
selected.
No criteria exceedances are observed for all the pollutants at all the identified sensitive receptors.
Benzene and Odour have the highest concentrations with regard to their propensity to approach the
criteria.
Concentration isopleths charts for Odour and Benzene are provided in Appendix C to graphically
display their dispersion to the area surrounding the site. It can be observed that the criteria is easily
complied with for both Benzene and Odour in these charts.
7.
Conclusion
Aurecon has completed an air quality assessment of the proposed site. Appropriate criteria were
derived from South Australian air quality and odour guidelines. The combustor stack and the hot oil
heater were identified to the chief contributors of odour and pollutants. An emissions inventory was
developed based on pollutant sampling and process calculations at the headspace of a tank and a
manufacturing process vent. Emission rates were calculated based on the discharge characteristics of
the sources. Ground level concentrations for selected pollutants and odour were assessed at the
nearest receptors against established criteria. No criteria exceedances were observed and the
proposed plant is not considered likely to generate an air quality or odour impact to its nearest
sensitive receptors.
8.
Bibliography
AWN Pty Ltd. (2006). Proposed Bitumen Storage Facility.

CRL Energy Ltd. (2013). Bitumen Mixing Plant Gas Analytes Report.
CRL Energy Ltd. (2013). Bitumen Mixing Process Testo Gas Emissions Report.
Department of Environment and Conservation (NSW). (2005). Approved Methods for the Modelling
and Assessment of Air Pollutants in New South Wales.
Department of Environmental Protection Western Australia. (2002). Odour Methodology Guideline.
EPA South Australia. (2004). Meteorological Data Files for the AUSPLUME Air Dispersion Model.
EPA South Australia. (2006). EPA Guidelines Air Quality Assessment Using Design Ground Level
Pollutant Concentrations (DGLCs).
EPA South Australia. (2007). Odour Assessment Using Odour Source Modelling.
EPA South Australia. (2012). Submission to the Select Comitee on Land Uses on Le Fevre Peninsula.
GHD Pty Ltd. (2011). Report for Bitumen Import and Dispatch Facility, Port Botany Air Quality
Assessment.
Appendix A
Meteorological Data
Edinburgh Airfield 2000
5. Edinburgh Airfield 2000
Station Name:
BoM Station Number:
Location:
Elevation:
Surface Data Source:
Upper Air Data Source:
Remarks:
No of Data Points:
No of Data Days:
Data Period:
Table 5.1
Edinburgh RAAF
023083
34.7042S, 138.6194E
16.5 mAHD
Edinburgh RAAF AWS
Adelaide Airport Radiosonde data
No sigmatheta
8328
347 (95% complete)
Jan 2000 to Dec 2000
Distribution of Meteorological Parameters with Stability for

Stability
No. of
Hours
Percent
%
Wind Spd
m/s
Temp
Deg C
Mix Hgt
m
0.07
1.5
28.0
783
511
6.1
2.2
20.9
774
1346
16.2
4.4
19.7
759
3548
42.6
6.7
17.2
519
1700
20.4
3.1
14.5
201
1217
14.6
1.8
14.7
147
Environment Protection Authority of SA

Meteorological Data Files for the Ausplume Air Dispersion Model
MetDataReportMay2004.doc
Revision: B
Date: 31/05/04
Page: 10
Table 5.2
Wind Speed (m/s) versus Wind Direction for Edinburgh Airfield 2000
Edinburgh
Wnd Spd
Dirn
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240 250 260 270 280 290 300 310 320 330 340 350 360 Grand Total
0
3 16 13 18 14
9 11
7 11 19 13
6 11
6 15 15 12 12
7 13
2
233
0.5
2
4
5
2 10
6
7 11
3
1
2
4
6
4
4
4
3
1
4
3
1
2
1
2
2
1
4
4
3
3
1
3
7
120
1
4
5
5
3
6
5
8
4
7
5
5
4
1
3
3
7
5
1
2
2
2
3
4
2
3
2
1
3
5
1
4
1
2
5
7
130
1.5
20 15 13 23 18 18 20 12 13
8
9 11 11
9 14 12 13 11 12 21 11
7
9
5
7
6
6
8
7
5
7
5 12 10 12
8
408
2.1
26 27 39 58 43 51 29 22 14
6 19 10 13 19 28 24 28 27 24 12 10 14 14
9 12 10 13
7
7
7 11
7
4 12
9 26
691
2.6
17 17 48 67 91 59 50 21 19 15 18 17 16 14 15 15 23 31 16 25 18
8 19
6
8 13
7
7
5
9
3
4
7
9 13 20
750
3.1
15 28 35 89 81 66 35 16
9 14 11 14 27 11 30 27 27 24 26 16 25 25 14 14 10 12
9 10
8
7 10
7
6
5 13 14
790
3.6
20 19 27 52 72 34 21 14 14
8 21 19 24 15 22 21 22 13 11 17 18 34 16 25 18 21 11
6 11 14
7
5
7 13 12 24
708
4.1
13 24 34 25 39 30 22 12
8 14 20 26 18 22 15 15 14 11 15 18 13 19 22 12 19 15 19
7
2
6
7
4
7 16
8 15
586
4.6
7 12 20 48 39 33 17 12
3 14 15 18 30 25 21 13 19
5
8 19 19 19 23 16 14 10
9
7
8
6
4
1
9
7
5 13
548
5.1
6 12 17 25 39 21 13 14
7
8 18 20 27 12 15 12
7
8 18 21 21 25 37 29 24 15 11
7
4
4
7
5 10 11
9 11
550
5.7
5
4 19 44 28 15 10
8
6 11 18 18 12 10 13 13 12 11 12 11 19 28 22 31 15 22 11
8
8
7 10
5
5 14
4 11
500
6.2
5
5 17 43 32 15 16
3
6
8 12
9
8
9 10
6
9
6
8 12 20 26 37 28 23 16 10 10
9
7
6 11
9
9
4 13
477
6.7
7
4 15 31 29
9
8
2
3
4
9 11
6
2
3
6
7
5
7 13 14 27 25 24 19
8
7
8
7
4
8
5
5 10
7
4
363
7.2
3
8 22 18
3
4
2
2
1
5
1
1
6
4
8
7
8 22 24 28 17 22 16
9 10
8
1
9
3
4
8
8
3
295
7.7
6
2
4
6 15 10
2
1
2
4
1
2
3
2
5
8 31 21 19 14 20 16
6
3
4
8
3
4
6
9
3
240
8.2
3
4
9 12
4
3
1
2
2
2
1
5
8
6 23 22 15 12 20 11
6
8
4
1
5
5 13
5
9
221
8.7
1
2
2
8 10 10
1
2
1
3 11 10 24 10
8
8 15
6
4
5
1
4
4
5
7
5
167
9.3
1
4
6
4
1
1
5
2
5 13 16 12
9 11
8
7
4
6
3
3
5
4
9
1
140
9.8
1
1
1
3
9
1
1
3
6
8 16 12
6
6 10
1
1
3
3
3
4
6
1
106
10.3
3
5
3
1
1
2
3 11
8
5
7
6
4
3
3
1
2
5
1
3
7
3
87
10.8
2
2
3
1
2
3 12
9
4
7
4
2
2
1
1
2
1
1
1
2
62
11.3
2
3
2
7
6
4
4
4
3
4
2
1
2
3
2
2
51
11.8
1
1
2
3
5
3
3
4
1
1
1
1
1
5
3
1
36
12.3
1
3
1
1
1
2
1
1
3
1
1
16
12.9
1
4
1
1
3
1
1
3
2
17
13.4
2
1
4
3
10
13.9
1
1
3
1
1
1
8
14.4
2
1
1
4
14.9
1
1
1
3
15.4
1
1
1
3
15.9
1
1
2
16.5
1
1
2
17
1
1
1
3
18
1
1
Grand Total
3 177 197 334 586 616 407 272 165 134 135 195 196 205 170 209 194 207 175 198 226 263 387 405 308 268 252 200 140 129 112 114 93 112 173 166 205
8328
%
0.04 2.1 2.4 4.0 7.0 7.4 4.9 3.3 2.0 1.6 1.6 2.3 2.4 2.5 2.0 2.5 2.3 2.5 2.1 2.4 2.7 3.2 4.6 4.9 3.7 3.2 3.0 2.4 1.7 1.5 1.3 1.4 1.1 1.3 2.1 2.0 2.5
100.0

Revision: B
Date: 31/05/04
%
2.8
1.4
1.6
4.9
8.3
9.0
9.5
8.5
7.0
6.6
6.6
6.0
5.7
4.4
3.5
2.9
2.7
2.0
1.7
1.3
1.0
0.74
0.61
0.43
0.19
0.20
0.12
0.10
0.05
0.04
0.04
0.02
0.02
0.04
0.01
100.0
Page: 11
Figure 5.1 Wind Rose for Edinburgh Airfield 2000
4.8 %
2.0 %
CALM
0.6 %
CALM
CALM
No. of Records :- 2082
0:01 - 6:00
6:01 - 12:00
12:01 - 18:00
.1
2.1
4.1
6.1
8.1
to
to
to
to
to
10
>10
WIND SPEED m/s
0
3.7 %
CALM
2.8 %
10
20
30
40
% FREQUENCY
CALM
WIND ROSES
Edinburgh Airfield
EdinAfld2000.met
Period: 1/ 0 to 12/ 0
01/2000 - 12/20000
347 days (95% complete)
EPA SA

18:01 - 24:00

ALL HOURS

Revision: B
Date: 31/05/04
Page: 12
Appendix B
Sampling Data
Author(s):
Maurice Arnott
CRL Ref:
13-31261
Title:
Bitumen Mixing Plant Gas Analytes Report
Client Name:
Philip Harwood
Aurecon
Client Address:
P.O.Box 1591,
Wellington
6140
Distribution:
None
(Other than client)
Date of Issue:
18th June 2013
Reviewed by:
____________________________________
Name & Designation:
Maurice Arnott Environmental Officer
Approved by:
____________________________________
Name & Designation:
William Paddock (BSc, PGDipSci) Environmental Officer
This report must be quoted in full except with the permission of CRL Energy
CRL Energy Limited Report No 13-31261
Page 1 of 6
Contents
1
Introduction .................................................................................. 3
Methodology................................................................................. 4
Analysis Results ........................................................................... 5
3.1
3.2
Onsite Testing Results........................................................................................................... 5

Laboratory Analysis Result ................................................................................................... 5
Page 2 of 6
Introduction
CRL Energy Ltd was commissioned by Aurecon to undertake gas sampling and testing at the Downers
Road Science polymer bitumen plant manufacturing site based in Mount Maunganui.
The testing was required to quantify what elements of NMOC, methane, and hydrogen sulphide would
be released during the mixing process.
Sample collection and on site analysis was completed on the 22nd May 2013 by Maurice Arnott, and
Steven Gale Technical Environmental Officers. The collected samples were sent to a third party
laboratory for detailed analysis.
Page 3 of 6
Methodology
Samples were collected from the tank vent discharge that exits via a blue polyethylene drum sited at the
Downers polymer bitumen manufacturing plant based in Mount Maunganui:
1)
Three Foil gas bag samples were drawn from this location via a water trap and analysed for
NMOC, methane, and hydrogen sulphide.
2)
One field sample was also analysed with a landfill gas analyser; a Data Gas GEM 5000 gas
analyser using an infra red and electrochemical sensors.
Page 4 of 6
Analysis Results
3.1 Onsite Testing Results

The onsite testing and sampling of the bitumen vapours from mixing PMB at Downers Road Science
polymer bitumen plant was undertaken on the 22nd May by Steven Gale and Maurice Arnott from
CRLs Hamilton office.
The results from the onsite testing are shown in Table 3-1 below.
Table 3-1 Onsite Testing Results Summary for Field sampling
Parameters
Units
Water Vapour
Field Test 1
12.4
Methane
7.1
Carbon Dioxide
0.5
Oxygen
15
Hydrogen sulphide
Exceeded Threshold
Temperature
40
Carbon monoxide
0.036
Balance
78.2
3.2 Laboratory Analysis Result

The results from the laboratory analysis are present in Tables 3-2 below. The results are in % v/v; the
(LOQ) limit of quantitation is 0.1 % v/v (1000ppm).
Table 3-2 Laboratory Analysis Results Summary
Parameters
Unit
Gas Sample 2
Gas Sample 1
Gas Sample 3
Hydrogen
% v/v
<0.1
<0.1
<0.1
Methane
% v/v
<0.1
<0.1
<0.1
Ethane
% v/v
<0.1
<0.1
<0.1
Ethylene
% v/v
<0.1
<0.1
<0.1
Acetylene
% v/v
<0.1
<0.1
<0.1
Propane
% v/v
<0.1
<0.1
<0.1
Propadiene
% v/v
<0.1
<0.1
<0.1
Propylene
% v/v
<0.1
<0.1
<0.1
iso-Butane
% v/v
<0.1
<0.1
<0.1
n-Butane
% v/v
<0.1
<0.1
<0.1
1,3-Butadiene
% v/v
<0.1
<0.1
<0.1
Butene-1
% v/v
<0.1
<0.1
<0.1
c-Butene-2
% v/v
<0.1
<0.1
<0.1
Page 5 of 6
Table 3-3 Laboratory Analysis Results Summary

Parameters
Unit
Gas Sample 1
Gas Sample 2
Gas Sample 3
t-Butene-2
% v/v
<0.1
<0.1
<0.1
iso-Butylene
% v/v
<0.1
<0.1
<0.1
iso-Pentane
% v/v
<0.1
<0.1
<0.1
n-Pentane
% v/v
<0.1
<0.1
<0.1
Hexane+
% v/v
<0.1
<0.1
<0.1
Carbon Monoxide
% v/v
<0.1
<0.1
<0.1
Carbon Dioxide
% v/v
0.47
0.37
0.38
Hydrogen sulphide
% v/v
6.66
7.65
9.10
Oxygen + Argon
% v/v
14.93
14.68
14.15
Nitrogen
% v/v
77.67
77.09
76.13
LOQ for Gases by GC is 0.1 % v/v (1000ppm)
Page 6 of 6
Author(s):
M. Arnott
CRL Ref:
13-31344
Title:
Bitumen mixing process

Testo Gas Emissions Report
Client Name:
Aurecon
Client Address:
P.O. Box 1591

Wellington
6140
Date of Issue:
16th June 2013
Prepared by:
Name & Designation
Maurice Arnott (NZCE)

Environmental Officer
Approved by:
Name & Designation
William Paddock (BSc, PGDipSci)

Environmental Officer
Distribution:
(other than client)
n/a
Contents:
Introduction
Test Method
Factors That May Influence The Test
Discussion and Conclusion
Summary Charts
5-7
Appendix
Gas Emission Raw Data
This report must be quoted in full except with permission from CRL Energy
Page 2 of 7
Introduction:
CRL Energy Ltd Hamilton branch was commissioned by Aurecon to perform Gas emission testing
on the exhaust vent of the bitumen mixing plant. The purpose of the monitoring was to understand
the composition of the emissions being produced during this process of manufacturing PMB.
The bitumen mixing plant exhaust free vents into a plastic 44 gallon blue drum then to
atmosphere.
Maurice Arnott and Steven Gale of the CRL Hamilton branch carried out the tests on the 22nd May
2013.
Test Method:
The instrument used for gas emission testing was the Testo 350 gas analyser. This instrument
uses electrochemical sensors to accurately measure flue gas constituents including: Oxygen,
Carbon monoxide (CO), Sulphur dioxide(SO2) and Oxides of nitrogen (NOx). The instrument
provides accuracy of within 5% for SO 2, 5% for NO, 5% for NO 2 and 5% for CO. The values were
recorded every 30 seconds and trended over the sample period.
Calibration - Testo 350 calibration is performed by external supplier or Inhouse utilising current
certified Calibration gases.
Factors That May Influence The Test:

It is recognized that the presence of sulphur dioxide may affect the quality of data associated with
nitrogen oxides when using electrochemical cell technology. Moreover high moisture and the
particle content of gases may absorb some of the active gases if there is a large drop in the
temperature of the flue gas relative to the reading temperature. The errors associated with this are
situated between 3-10% of the real gas concentration values and can be largely mitigated by
utilizing a heated line. In addition exceptionally high amounts of electromagnetic interference can
lead to deviations in reading accuracy.
Page 3 of 7
Discussion and Conclusion:

Sulphur dioxide emissions from the bitumen manufacturing process vent exhaust slowly build
then plateau and then gradually descend throughout the test time period (22-May-2013, 11:28 pm 1:11 pm). The average sulphur dioxide concentration emitted from the manufacturing process vent
3
exhaust stack over the test time period was 1472 mg/m .
Total oxides of nitrogen emissions from the bitumen manufacturing process vent exhaust slowly
continue to build throughout the test time period (22-May-2013, 11:28 pm - 1:11 pm). The average
oxides of nitrogen concentration emitted from the manufacturing process vent exhaust stack over
3
the test time period was 2833 mg/m .
Carbon monoxide emissions from the bitumen manufacturing process vent exhaust remained
fairly stable with a slight drop off throughout the test time period (22-May-2013, 11:28 pm - 1:11
pm). The average carbon monoxide concentration emitted from the manufacturing process vent
exhaust stack over the test time period was 474 mg/m3.
Emission Rates
Min mg/m 3 at STP 0 deg C

Max mg/m 3 at STP 0 deg C
Avg mg/m 3 at STP 0 deg C
Emitted compound
SO2
NOx
CO
655
206
436
1725
4283
506
1472
2833
474
Page 4 of 7
SO2 Concentration mg/m3

2000
1800
1600
1400
1200
1000
800
600
400
200
0
11:28:28 AM
11:31:28 AM
11:34:28 AM
11:37:28 AM
11:40:34 AM
11:43:52 AM
11:47:10 AM
11:50:28 AM
11:53:46 AM
11:57:04 AM
12:00:22 PM
12:03:40 PM
12:06:58 PM
12:13:34 PM
Time
SO2 mg/m3 at STP 0 deg C
12:16:52 PM
12:20:10 PM
12:23:28 PM
12:26:46 PM
12:30:04 PM
12:33:22 PM
12:36:40 PM
12:39:58 PM
12:43:16 PM
12:46:34 PM
12:49:52 PM
12:53:10 PM
12:56:28 PM
12:59:46 PM
1:03:04 PM
1:06:22 PM
1:09:40 PM
SO2 mg/m3 at STP 0 deg C
12:10:16 PM
Page 5 of 7
NOx Concentration mg/m3

4500
4000
3500
3000
2500
2000
1500
1000
500
0
11:28:28 AM
11:31:28 AM
11:34:28 AM
11:37:28 AM
11:40:34 AM
11:43:52 AM
11:47:10 AM
11:50:28 AM
11:53:46 AM
11:57:04 AM
12:00:22 PM
12:03:40 PM
12:06:58 PM
12:13:34 PM
Time
NOx mg/m3 at STP 0 deg C
12:16:52 PM
12:20:10 PM
12:23:28 PM
12:26:46 PM
12:30:04 PM
12:33:22 PM
12:36:40 PM
12:39:58 PM
12:43:16 PM
12:46:34 PM
12:49:52 PM
12:53:10 PM
12:56:28 PM
12:59:46 PM
1:03:04 PM
1:06:22 PM
1:09:40 PM
NOx mg/m3 at STP 0 deg C
12:10:16 PM
Page 6 of 7
CO Concentration mg/m3
600
500
400
300
200
100
0
11:28:28 AM
11:31:28 AM
11:34:28 AM
11:37:28 AM
11:40:34 AM
11:43:52 AM
11:47:10 AM
11:50:28 AM
11:53:46 AM
11:57:04 AM
12:00:22 PM
12:03:40 PM
12:06:58 PM
12:10:16 PM
CO mg/m3 at STP 0 deg C
Time
12:16:52 PM
12:20:10 PM
12:23:28 PM
12:26:46 PM
12:30:04 PM
12:33:22 PM
12:36:40 PM
12:39:58 PM
12:43:16 PM
12:46:34 PM
12:49:52 PM
12:53:10 PM
12:56:28 PM
12:59:46 PM
1:03:04 PM
1:06:22 PM
1:09:40 PM
CO mg/m3 at STP 0 Deg 0C
12:13:34 PM
Page 7 of 7
Gas Emission Raw Data

CRL Ref:
Date of test:
BDL = Below Detection Limit
13-31344
22/05/2013
Date
Time
Stack
Temperature
C
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
11:28:28 AM
11:28:58 AM
11:29:28 AM
11:29:58 AM
11:30:28 AM
11:30:58 AM
11:31:28 AM
11:31:58 AM
11:32:28 AM
11:32:58 AM
11:33:28 AM
11:33:58 AM
11:34:28 AM
11:34:58 AM
11:35:28 AM
11:35:58 AM
11:36:28 AM
11:36:58 AM
11:37:28 AM
11:37:58 AM
11:38:28 AM
11:38:58 AM
11:39:28 AM
11:40:01 AM
11:40:34 AM
11:41:07 AM
11:41:40 AM
11:42:13 AM
11:42:46 AM
11:43:19 AM
11:43:52 AM
11:44:25 AM
11:44:58 AM
11:45:31 AM
41.3
41.6
42.3
42.3
42.1
41.9
41.9
41.0
40.2
42.7
42.2
42.0
41.4
42.0
41.2
41.2
42.0
41.5
41.8
42.2
42.6
43.2
43.4
43.4
42.8
43.1
44.3
43.4
44.2
43.6
44.3
42.8
43.1
42.6
Environmental
ppm CO
ppm NO2
ppm NO
ppm SO2
% CO2
393
402
404
405
405
404
404
403
403
403
402
402
402
401
400
400
400
400
400
400
400
400
400
399
399
399
399
398
398
397
398
395
397
396
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
154
253
298
345
398
445
486
525
561
602
642
679
702
731
755
779
801
826
847
873
899
924
943
971
993
1019
1053
1076
1105
1130
1156
1173
1209
1236
229
259
270
279
286
292
298
305
310
315
322
330
335
339
341
349
352
355
361
367
370
376
382
387
392
397
406
410
417
423
429
431
440
447
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
5
5
5
5
5
5
5
5
% O2
16.51
16.40
16.35
16.32
16.28
16.26
16.24
16.22
16.19
16.16
16.14
16.10
16.10
16.06
16.05
16.03
16.02
16.00
16.00
15.98
15.96
15.94
15.93
15.90
15.89
15.88
15.85
15.83
15.82
15.79
15.74
15.77
15.74
15.71
NO2
SO2
CO
NOx
NO
3
3
3
mg/m3 at mg/m at mg/m at mg/m at mg/m3 at
STP 0 STP 0 deg STP 0
STP 0 deg STP 0
deg C
deg C
C
C
deg C
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
206
339
399
462
533
596
651
704
752
807
860
910
941
980
1012
1044
1073
1107
1135
1170
1205
1238
1264
1301
1331
1365
1411
1442
1481
1514
1549
1572
1620
1656
491
503
505
506
506
505
505
504
504
504
503
503
503
501
500
500
500
500
500
500
500
500
500
499
499
499
499
498
498
496
498
494
496
495
206
339
399
462
533
596
651
704
752
807
860
910
941
980
1012
1044
1073
1107
1135
1170
1205
1238
1264
1301
1331
1365
1411
1442
1481
1514
1549
1572
1620
1656
655
741
772
798
818
835
852
872
887
901
921
944
958
970
975
998
1007
1015
1032
1050
1058
1075
1093
1107
1121
1135
1161
1173
1193
1210
1227
1233
1258
1278
Appendix 1
Date
Time
Stack
Temperature
C
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
11:46:04 AM
11:46:37 AM
11:47:10 AM
11:47:43 AM
11:48:16 AM
11:48:49 AM
11:49:22 AM
11:49:55 AM
11:50:28 AM
11:51:01 AM
11:51:34 AM
11:52:07 AM
11:52:40 AM
11:53:13 AM
11:53:46 AM
11:54:19 AM
11:54:52 AM
11:55:25 AM
11:55:58 AM
11:56:31 AM
11:57:04 AM
11:57:37 AM
11:58:10 AM
11:58:43 AM
11:59:16 AM
11:59:49 AM
12:00:22 PM
12:00:55 PM
12:01:28 PM
12:02:01 PM
12:02:34 PM
12:03:07 PM
12:03:40 PM
12:04:13 PM
12:04:46 PM
12:05:19 PM
12:05:52 PM
12:06:25 PM
12:06:58 PM
12:07:31 PM
12:08:04 PM
43.7
43.7
43.5
44.4
43.8
44.2
44.2
46.5
47.3
48.0
48.9
49.2
49.3
49.7
48.9
49.0
46.0
44.3
44.8
44.6
44.8
44.5
44.6
44.5
45.2
45.8
47.5
48.7
48.7
49.2
49.3
48.9
48.6
48.8
47.9
47.1
47.2
47.7
47.9
47.4
47.2
ppm CO
ppm NO2
ppm NO
ppm SO2
% CO2
397
396
397
396
397
395
396
395
395
395
395
395
395
394
394
394
393
387
387
389
392
391
392
392
392
392
392
391
391
391
391
390
390
390
390
390
389
389
389
389
389
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
1268
1306
1333
1367
1385
1410
1433
1464
1495
1514
1530
1542
1560
1577
1582
1606
1612
1602
1631
1662
1690
1708
1732
1752
1775
1798
1826
1852
1866
1893
1905
1916
1931
1947
1955
1969
1983
2002
2006
2014
2028
454
463
470
479
482
489
496
502
511
518
521
525
530
536
534
539
541
530
534
542
547
550
555
560
564
567
572
575
571
583
585
589
591
592
594
593
594
597
595
594
598
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
% O2
15.69
15.67
15.64
15.61
15.59
15.58
15.56
15.54
15.50
15.48
15.48
15.46
15.45
15.43
15.41
15.39
15.41
15.44
15.40
15.35
15.30
15.29
15.25
15.21
15.18
15.15
15.13
15.10
15.09
15.07
15.05
15.03
15.01
15.00
14.97
14.96
14.95
14.93
14.91
14.89
14.87
NO2
SO2
NO
CO
NOx
3
3
3
STP 0 deg STP 0
C
deg C
deg C
C
deg C
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
1699
1750
1786
1832
1856
1889
1920
1962
2003
2029
2050
2066
2090
2113
2120
2152
2160
2147
2186
2227
2265
2289
2321
2348
2379
2409
2447
2482
2500
2537
2553
2567
2588
2609
2620
2638
2657
2683
2688
2699
2718
496
495
496
495
496
494
495
494
494
494
494
494
494
493
493
493
491
484
484
486
490
489
490
490
490
490
490
489
489
489
489
488
488
488
488
488
486
486
486
486
486
1699
1750
1786
1832
1856
1889
1920
1962
2003
2029
2050
2066
2090
2113
2120
2152
2160
2147
2186
2227
2265
2289
2321
2348
2379
2409
2447
2482
2500
2537
2553
2567
2588
2609
2620
2638
2657
2683
2688
2699
2718
1298
1324
1344
1370
1379
1399
1419
1436
1461
1481
1490
1502
1516
1533
1527
1542
1547
1516
1527
1550
1564
1573
1587
1602
1613
1622
1636
1645
1633
1667
1673
1685
1690
1693
1699
1696
1699
1707
1702
1699
1710
Appendix 1
Date
Time
Stack
Temperature
C
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
12:08:37 PM
12:09:10 PM
12:09:43 PM
12:10:16 PM
12:10:49 PM
12:11:22 PM
12:11:55 PM
12:12:28 PM
12:13:01 PM
12:13:34 PM
12:14:07 PM
12:14:40 PM
12:15:13 PM
12:15:46 PM
12:16:19 PM
12:16:52 PM
12:17:25 PM
12:17:58 PM
12:18:31 PM
12:19:04 PM
12:19:37 PM
12:20:10 PM
12:20:43 PM
12:21:16 PM
12:21:49 PM
12:22:22 PM
12:22:55 PM
12:23:28 PM
12:24:01 PM
12:24:34 PM
12:25:07 PM
12:25:40 PM
12:26:13 PM
12:26:46 PM
12:27:19 PM
12:27:52 PM
12:28:25 PM
12:28:58 PM
12:29:31 PM
12:30:04 PM
12:30:37 PM
47.2
47.0
47.5
48.3
47.8
48.0
47.3
47.6
48.0
48.2
48.4
48.4
47.5
48.0
48.5
48.1
47.7
48.1
47.9
48.2
48.5
48.4
48.9
48.7
48.6
48.7
48.9
48.9
49.1
49.3
49.2
49.5
50.0
49.8
50.3
49.9
49.6
49.6
49.8
49.7
50.0
ppm CO
ppm NO2
ppm NO
ppm SO2
% CO2
388
387
388
388
388
387
387
386
386
386
386
385
385
385
384
384
384
384
383
383
383
382
382
381
382
381
381
381
381
380
379
379
379
378
377
377
376
377
376
375
374
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
2040
2058
2070
2083
2086
2094
2114
2126
2144
2147
2153
2157
2173
2190
2206
2212
2218
2225
2230
2232
2236
2239
2246
2259
2265
2284
2294
2301
2312
2319
2339
2352
2370
2389
2405
2414
2435
2452
2462
2468
2474
596
599
599
600
598
599
603
600
602
599
599
598
597
599
600
600
597
595
593
589
585
583
579
581
578
579
577
575
574
572
573
572
573
573
572
571
572
571
570
568
565
5
5
5
5
5
5
5
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
% O2
14.86
14.83
14.81
14.79
14.78
14.76
14.74
14.72
14.67
14.67
14.66
14.63
14.61
14.59
14.57
14.55
14.53
14.50
14.49
14.47
14.45
14.46
14.43
14.40
14.39
14.37
14.35
14.33
14.32
14.29
14.27
14.25
14.22
14.21
14.18
14.17
14.15
14.12
14.09
14.08
14.07
NO2
SO2
NO
CO
NOx
3
3
3
STP 0 deg STP 0
C
deg C
deg C
C
deg C
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
2734
2758
2774
2791
2795
2806
2833
2849
2873
2877
2885
2890
2912
2935
2956
2964
2972
2982
2988
2991
2996
3000
3010
3027
3035
3061
3074
3083
3098
3107
3134
3152
3176
3201
3223
3235
3263
3286
3299
3307
3315
485
484
485
485
485
484
484
483
483
483
483
481
481
481
480
480
480
480
479
479
479
478
478
476
478
476
476
476
476
475
474
474
474
473
471
471
470
471
470
469
468
2734
2758
2774
2791
2795
2806
2833
2849
2873
2877
2885
2890
2912
2935
2956
2964
2972
2982
2988
2991
2996
3000
3010
3027
3035
3061
3074
3083
3098
3107
3134
3152
3176
3201
3223
3235
3263
3286
3299
3307
3315
1705
1713
1713
1716
1710
1713
1725
1716
1722
1713
1713
1710
1707
1713
1716
1716
1707
1702
1696
1685
1673
1667
1656
1662
1653
1656
1650
1645
1642
1636
1639
1636
1639
1639
1636
1633
1636
1633
1630
1624
1616
Appendix 1
Date
Time
Stack
Temperature
C
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
12:31:10 PM
12:31:43 PM
12:32:16 PM
12:32:49 PM
12:33:22 PM
12:33:55 PM
12:34:28 PM
12:35:01 PM
12:35:34 PM
12:36:07 PM
12:36:40 PM
12:37:13 PM
12:37:46 PM
12:38:19 PM
12:38:52 PM
12:39:25 PM
12:39:58 PM
12:40:31 PM
12:41:04 PM
12:41:37 PM
12:42:10 PM
12:42:43 PM
12:43:16 PM
12:43:49 PM
12:44:22 PM
12:44:55 PM
12:45:28 PM
12:46:01 PM
12:46:34 PM
12:47:07 PM
12:47:40 PM
12:48:13 PM
12:48:46 PM
12:49:19 PM
12:49:52 PM
12:50:25 PM
12:50:58 PM
12:51:31 PM
12:52:04 PM
12:52:37 PM
12:53:10 PM
49.9
50.3
49.8
50.1
50.6
50.8
50.6
51.5
51.3
51.5
51.6
51.4
51.8
51.6
51.6
52.2
51.7
52.0
51.6
52.0
52.3
52.2
52.0
52.1
52.0
52.5
52.4
52.5
52.7
52.7
52.8
53.0
52.7
52.6
53.1
52.9
53.0
53.2
53.0
52.9
52.9
ppm CO
ppm NO2
ppm NO
ppm SO2
% CO2
374
374
374
373
373
372
372
371
371
370
370
369
369
369
369
367
367
366
366
366
365
365
364
364
364
363
363
363
363
362
362
361
360
360
360
359
359
358
359
358
357
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
2481
2491
2499
2517
2543
2569
2571
2574
2600
2619
2629
2641
2650
2651
2660
2667
2682
2684
2693
2715
2733
2743
2743
2770
2773
2783
2792
2792
2794
2810
2834
2841
2848
2869
2890
2883
2891
2919
2928
2934
2932
563
562
559
557
559
559
556
554
555
554
553
551
549
546
545
544
544
542
541
541
543
542
539
541
540
539
538
537
536
535
537
537
536
537
537
536
535
536
536
535
533
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
% O2
14.04
14.04
14.01
13.98
13.96
13.93
13.91
13.89
13.87
13.84
13.83
13.81
13.80
13.78
13.77
13.75
13.72
13.70
13.69
13.66
13.64
13.61
13.59
13.56
13.55
13.53
13.51
13.50
13.49
13.46
13.44
13.42
13.40
13.39
13.36
13.36
13.34
13.31
13.29
13.27
13.26
NO2
SO2
NO
CO
NOx
3
3
3
STP 0 deg STP 0
C
deg C
deg C
C
deg C
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
3325
3338
3349
3373
3408
3442
3445
3449
3484
3509
3523
3539
3551
3552
3564
3574
3594
3597
3609
3638
3662
3676
3676
3712
3716
3729
3741
3741
3744
3765
3798
3807
3816
3844
3873
3863
3874
3911
3924
3932
3929
468
468
468
466
466
465
465
464
464
463
463
461
461
461
461
459
459
458
458
458
456
456
455
455
455
454
454
454
454
453
453
451
450
450
450
449
449
448
449
448
446
3325
3338
3349
3373
3408
3442
3445
3449
3484
3509
3523
3539
3551
3552
3564
3574
3594
3597
3609
3638
3662
3676
3676
3712
3716
3729
3741
3741
3744
3765
3798
3807
3816
3844
3873
3863
3874
3911
3924
3932
3929
1610
1607
1599
1593
1599
1599
1590
1584
1587
1584
1582
1576
1570
1562
1559
1556
1556
1550
1547
1547
1553
1550
1542
1547
1544
1542
1539
1536
1533
1530
1536
1536
1533
1536
1536
1533
1530
1533
1533
1530
1524
Appendix 1
Date
Time
Stack
Temperature
C
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
22/05/13
12:53:43 PM
12:54:16 PM
12:54:49 PM
12:55:22 PM
12:55:55 PM
12:56:28 PM
12:57:01 PM
12:57:34 PM
12:58:07 PM
12:58:40 PM
12:59:13 PM
12:59:46 PM
1:00:19 PM
1:00:52 PM
1:01:25 PM
1:01:58 PM
1:02:31 PM
1:03:04 PM
1:03:37 PM
1:04:10 PM
1:04:43 PM
1:05:16 PM
1:05:49 PM
1:06:22 PM
1:06:55 PM
1:07:28 PM
1:08:01 PM
1:08:34 PM
1:09:07 PM
1:09:40 PM
1:10:13 PM
1:10:46 PM
1:11:19 PM
53.0
52.7
53.5
53.5
53.9
54.2
54.1
54.4
54.3
54.2
53.7
54.0
54.7
55.5
56.7
56.6
57.4
57.1
58.1
58.2
58.5
58.3
58.6
59.2
59.5
59.7
60.0
60.1
60.2
60.3
60.2
60.1
60.3
ppm CO
ppm NO2
ppm NO
ppm SO2
% CO2
357
357
356
356
356
355
355
354
355
353
354
353
353
353
353
352
351
352
352
351
350
350
350
350
350
349
349
349
349
349
349
349
349
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
2927
2936
2960
2974
2977
2995
3029
3047
3035
3031
3044
3059
3054
3058
3069
3060
3070
3077
3086
3099
3118
3132
3141
3157
3165
3173
3181
3189
3193
3196
3191
3184
3181
532
532
532
531
531
530
530
529
528
526
525
525
523
522
521
520
519
518
517
516
515
514
513
512
510
509
508
507
505
505
503
502
501
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
% O2
13.24
13.22
13.21
13.18
13.17
13.14
13.11
13.08
13.07
13.06
13.04
13.01
12.99
12.98
12.95
12.94
12.91
12.89
12.87
12.85
12.81
12.80
12.77
12.74
12.72
12.69
12.67
12.66
12.64
12.63
12.61
12.59
12.57
NO2
SO2
NO
CO
NOx
3
3
3
STP 0 deg STP 0
C
deg C
deg C
C
deg C
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
BDL
3922
3934
3966
3985
3989
4013
4059
4083
4067
4062
4079
4099
4092
4098
4112
4100
4114
4123
4135
4153
4178
4197
4209
4230
4241
4252
4263
4273
4279
4283
4276
4267
4263
446
446
445
445
445
444
444
443
444
441
443
441
441
441
441
440
439
440
440
439
438
438
438
438
438
436
436
436
436
436
436
436
436
3922
3934
3966
3985
3989
4013
4059
4083
4067
4062
4079
4099
4092
4098
4112
4100
4114
4123
4135
4153
4178
4197
4209
4230
4241
4252
4263
4273
4279
4283
4276
4267
4263
1522
1522
1522
1519
1519
1516
1516
1513
1510
1504
1502
1502
1496
1493
1490
1487
1484
1481
1479
1476
1473
1470
1467
1464
1459
1456
1453
1450
1444
1444
1439
1436
1433
Appendix 1
Appendix C
Pollutant and Odour Isopleth
Charts
Criterion: 0.053 mg/m3
1600
1400
1200
1000
800
600
400
200
0
0
200
400
600
800
1000
1200
1400
Benzene Ground Level Concentration, 3 minute average, mg/m3
Criterion: 2 OU
1600
1400
1200
1000
800
600
400
200
0
0
200
400
600
800
1000
1200
1400
Odour Ground Level Concentration, 3 minute average, 99.9 percentile, OU

ABN 54 005 139 873
55 Grenfell Street
Adelaide SA 5000
Australia
T +61 8 8237 9777
F +61 8 8237 9778
W aurecongroup.com

Appendix E
Turn Path Modelling
2.2
6.2
1.3
1.6
12.500m
2.500m
4.006m
0.490m
2.500m
6.00 sec
12.500m
10
TURN PATH
SINGLE ARTICULATED TRUCK (19m)
13.7
8.11
6.7
4.65
1.3
8.2
Single Unit Truck/Bus (12.5 m)

Overall Length
Overall Width
Overall Body Height
Min Body Ground Clearance
Track Width
Lock to Lock Time
Curb to Curb Turning Radius
Office: AUADL
Filename: \\AURECON.INFO\SHARES\AUADL\PROJECTS\235132\ENG CALCS AND ANALYSIS\TRAFFIC\TURN PATH CHECK\235132-SK-C-001.DWG
TURN PATH
FIRE VEHICLE (12.5m)
12.5
Single Artic (19 m) - Mandatory Stop

Overall Length
Overall Width
Overall Body Height
Track Width
Lock to Lock Time
20m
1.3
1.3
1.5
19.000m
2.500m
4.300m
0.540m
2.500m
6.00 sec
9.000m
SCALE 1:500
10
20m
Plot Date: 19/6/2013 12:29:23 PM
SCALE 1:500
CLIENT
REV DATE REVISION DETAILS

A 14.06.13 FOR REVIEW
APPROVED
MH
SCALE
SIZE
AS SHOWN
A1
DRAWN
MJH
DESIGNED
VERIFIED
PRELIMINARY
NOT FOR CONSTRUCTION
GENESIS PROJECT
49 VEITCH ROAD, OSBORNE
TURN PATHS
PROJECT
APPROVED
PROJECT LEADER
DATE
TITLE
DRAWING No.
PROJECT No.
WBS
TYPE
DISC
NUMBER
REV
235132
0000
SK
001
1.6
6.7
4.65
1.3
8.2

Overall Length
Overall Width
Overall Body Height
Track Width
Lock to Lock Time
1.3
1.3
19.000m
2.500m
4.300m
0.540m
2.500m
6.00 sec
9.000m
10
TURN PATH
B-DOUBLE (25m)
10.86
6.21
4.6
3.35
12.5
1.3
8.1
6.8
B-Double (25.0m) - Mandatory Stop

Overall Length
Overall Width
Overall Body Height
Track Width
Lock to Lock Time
1.5
Office: AUADL
TURN PATH
13.7
8.11
1.3
1.3
1.3
1.6
1.3 0.56
25.000m
2.500m
4.300m
0.540m
2.500m
6.00 sec
12.500m
20m
SCALE 1:500
10
20m
Plot Date: 19/6/2013 12:31:36 PM
SCALE 1:500
CLIENT

APPROVED
MH
SCALE
SIZE
AS SHOWN
A1
DRAWN
MJH
DESIGNED
VERIFIED
PRELIMINARY
GENESIS PROJECT
TURN PATHS
PROJECT
APPROVED
PROJECT LEADER
DATE
TITLE
DRAWING No.
PROJECT No.
WBS
TYPE
DISC
NUMBER
REV
235132
0000
SK
002
1.6
6.7
4.65
1.3
8.2

Overall Length
Overall Width
Overall Body Height
Track Width
Lock to Lock Time
1.3
1.3
1.5
TURN PATH
4.6
3.35
12.5
1.3
8.1
6.8
10
TURN PATH
B-DOUBLE (25m)
10.86
6.21
19.000m
2.500m
4.300m
0.540m
2.500m
6.00 sec
9.000m
Office: AUADL
13.7
8.11

Overall Length
Overall Width
Overall Body Height
Track Width
Lock to Lock Time
20m
1.3
1.3
1.3
1.6
1.3 0.56
25.000m
2.500m
4.300m
0.540m
2.500m
6.00 sec
12.500m
SCALE 1:500
10
20m
Plot Date: 19/6/2013 12:35:32 PM
SCALE 1:500
CLIENT

APPROVED
MH
SCALE
SIZE
AS SHOWN
A1
DRAWN
MJH
DESIGNED
VERIFIED
PRELIMINARY
GENESIS PROJECT
TURN PATHS
PROJECT
APPROVED
PROJECT LEADER
DATE
TITLE
DRAWING No.
PROJECT No.
WBS
TYPE
DISC
NUMBER
REV
235132
0000
SK
003
4.6
3.35
12.5
1.3
8.1
6.8

Overall Length
Overall Width
Overall Body Height
Track Width
Lock to Lock Time
1.3
1.3
1.3
1.6
1.3 0.56
10
TURN PATH
13.7
8.11
1.6
6.7
4.65
1.3
8.2

Overall Length
Overall Width
Overall Body Height
Track Width
Lock to Lock Time
25.000m
2.500m
4.300m
0.540m
2.500m
6.00 sec
12.500m
Office: AUADL
TURN PATH
B-DOUBLE (25m)
10.86
6.21
1.3
1.3
1.5
19.000m
2.500m
4.300m
0.540m
2.500m
6.00 sec
9.000m
20m
10
20m
SCALE 1:500
Plot Date: 19/6/2013 12:40:52 PM
SCALE 1:500
CLIENT

APPROVED
MH
SCALE
SIZE
AS SHOWN
A1
DRAWN
MJH
DESIGNED
VERIFIED
PRELIMINARY
GENESIS PROJECT
TURN PATHS
PROJECT
APPROVED
PROJECT LEADER
DATE
TITLE
DRAWING No.
PROJECT No.
WBS
TYPE
DISC
NUMBER
REV
235132
0000
SK
004
Appendix F
Hazard Analysis
TER MIN ALS PTY LTD
Terminals Genesis Bitumen Storage

Facility
Hazard Analysis
401010-01030 00-SR-TEN-0001
12 July 2013
Hydrocarbons
Level 12, 333 Collins Street
Melbourne VIC 3000
Australia
Telephone: +61 3 8676 3500
Facsimile: +61 3 8676 3505
www.worleyparsons.com
ABN 61 001 279 812
Copyright 2013 WorleyParsons Services Pty Ltd
TERMINALS PTY LTD

TERMINALS GENESIS BITUMEN STORAGE FACILITY
HAZARD ANALYSIS
CONTENTS
1
EXECUTIVE SUMMARY .................................................................................................... 2
INTRODUCTION AND SUMMARY .................................................................................... 3

2.1
Project Overview ................................................................................................................. 3
2.2
Objectives ........................................................................................................................... 3
FACILITY DESCRIPTION .................................................................................................. 4

3.1
Overview ............................................................................................................................. 4
3.2
Plant Configuration ............................................................................................................. 4
Bitumen Storage .................................................................................................... 4
3.2.2
Wharf Lines and Ship Unloading ........................................................................... 5
3.2.3
Bitumen Day Tanks ................................................................................................ 5
3.2.4
Road Tanker Loading ............................................................................................ 5
3.2.5
Product Pumping and Piping ................................................................................. 6
3.2.6
Hot Oil and Vapor Recovery Systems ................................................................... 6
HAZARD IDENTIFICATION ............................................................................................... 7

4.1
4.2
5
3.2.1
Hazardous Materials ........................................................................................................... 7

4.1.1
Bitumen Properties ................................................................................................ 7
4.1.2
Hydrogen Sulphide ................................................................................................ 8
4.1.3
Natural Gas ............................................................................................................ 8
4.1.4
Hot Oil .................................................................................................................... 8
Hazard Identification Scenarios .......................................................................................... 9

RISK ANALYSIS ...............................................................................................................18
5.1
Bitumen Fires ....................................................................................................................18
5.2
Risk to Biophysical Environment ......................................................................................18

5.2.1
Bitumen on site ....................................................................................................18
5.2.2
Bitumen at the Wharf ...........................................................................................18
5.2.3
Emissions to atmosphere .....................................................................................19
CONCLUSIONS................................................................................................................20
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TERMINALS PTY LTD

HAZARD ANALYSIS
EXECUTIVE SUMMARY
This Hazard Analysis identifies and assesses the hazards, consequences and safeguards for the
Bitumen Storage Facility proposed for the Terminals Pty Ltd site at Osborne, South Australia.
Hazardous materials that are proposed for the site are bitumen (which may also contain hydrogen
sulphide), natural gas and hot oil. The hazards that were identified included:
Bitumen Tank spill and fire / explosion
Bitumen Pump failure and spill
Bitumen Pipeline or hose leak
Natural gas leak
Hot oil leak and fire
The risk of a bitumen fire is largely limited to confined spaces of tanks. Flammable concentrations can
build up in storage tanks either due to overheating of bitumen over time or due to light materials (from
the manufacturing process) slowly coming out of the bitumen. It is likely that any fire will be a flash
and self-extinguish due to lack of oxygen. Controls are in place to prevent ignition and expected to be
effective these exceed the bitumen industry standard.
A bitumen fire from loss of containment from piping and tanks is highly unlikely as there is no
opportunity for accumulation of flammable components. As the bitumen flash point is greater than
250C and the operating temperature is significantly lower at 140C 190C, the risk of ignition is
therefore very low.
In the event of fire, the bitumen will burn with a dense black smoke which limits the radiant heat
exposure to adjacent tanks. The level of radiant heat will be insufficient to escalate beyond the
bitumen facilities.
Bitumen will solidify at ambient temperature and consequently represents a low environmental risk in
the event of a spill. Odour is still a potential problem however a vapour combustion system is to be
installed.
The hot oil and vapour combustion system are designed according to gas appliance codes and hence
do not represent a significant risk.

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TERMINALS PTY LTD

HAZARD ANALYSIS
INTRODUCTION AND SUMM ARY
2.1
Project Overview
Terminals Pty Ltd is proposing to install a bitumen, import, storage and tanker loading facility at its
Osborne site in South Australia. The facility will be used to store Class 170 and Class 320 bitumen.
This Hazard Analysis provides a hazard assessment of the risks associated with storage and
handling of bitumen on the Terminals Pty Ltd site.
2.2
Objectives
The objectives of this Hazard Analysis are:
Identify the credible hazardous events associated with the addition of bitumen storage to the
facility
Review the adequacy of proposed safeguards to prevent and mitigate the hazardous events;
Assess the risk posed by these events
Provide recommendations as necessary.

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HAZARD ANALYSIS
FACILITY DESCRIPTION
3.1
Overview
The project involves the design and construction of a new Bitumen Storage facility at the Terminals
Pty Ltd site in Osborne which will be used to store Class 170 and Class 320 Bitumen in:
2 x 6,500m Storage Tanks
3
2 x 500 m3 Day Tanks

The storage facility will be able to:
Receive Bitumen from a new Bitumen dock line
Load Tankers with Class 170 or Class 320 Bitumen
3.2
Plant Configuration
3.2.1
Bitumen St orage
Two new 6,500m3 bitumen storage tanks T-27 and T-28 are to be provided that will receive product by
ship.
Key features of each product tank are:
Designed to API 650
200C design temperature
140-160C operating temperature
Tank heating provided by three zones of floor coils
Radar level gauge and independent level switches (high and low)
Temperature transmitter (x2) and temperature gauge
Cone down floors to center sump with stripping nozzle to facilitate emptying tanks
Fully insulated
Free vented
Connection to vapor combustion system

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HAZARD ANALYSIS
3.2.2
Wha rf Lines and Ship Unloa ding
The new Bitumen dock line will allow transfer from ship to the storage tanks.
The maximum transfer rate from dock line to storage is 500 m3/hr.
The dock line is electrically traced.
3.2.3
Bitumen D ay Tanks
Two (2) 500m3 Bitumen Day Tanks are to be provided, T-29 and T-30.
Key features are:
Designed to API 650
250C design temperature
170-190C operating temperature
Tanked heating provided by three layers of coils
Roof mounted radar
High and Low level switches
Temperature transmitters(x2) and temperature gauge
Fully insulated
Free vented
Connection to vapour combustion system
3.2.4
Roa d Tanke r Loadi ng
The road tanker loading operation will be 24 hours per day, utilising the existing security access
system. Key functionality is as follows:
Nominal road tanker fill rate - 60 tonnes / hr.
Road tankers will single tanker and b-doubles
The split between C170 and C320 grades will be vary seasonally
The basis of design includes depacking the line at the end of each load back to the flow meter
Single bay located next to the existing chemicals bay that already exists.
The gantry will include the following:
Covered loading bay

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HAZARD ANALYSIS
1 x loading arm with overfill protection
Connection to vapour combustion system
Custody transfer meter
Batch controller
Emergency shutdown facility
This will be a driver only loading facility and each load will have a loading docket printed from the site
dispatch office.
3.2.5
Product Pumpi ng a nd Piping
The product piping functionality includes:
The pumping of the product from storage tank to day tank and day tank to the road tanker
gantry.
Continuous slow transfer or daily batch transfer.
Key features are:
Piping shall be Schedule 40 carbon steel
All lines will be traced (electric) to a temperature of 140C
3.2.6
Hot Oil and Vapor Recovery Systems
A hot oil heat system will be used to heat and maintain the temperature of the bitumen in the storage
tanks and during loading into road tankers.
A combustor is to be located near the storage tanks and will be used to treat vapours from the tanks
or bitumen loading facilities.

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HAZARD ANALYSIS
HAZ ARD IDENTIFICATION
4.1
Hazardous M aterials
4.1.1
Bitumen Propertie s
Bitumen is a complex black solid consisting predominantly of high molecular weight organic
compounds with carbon numbers greater than C25 with high carbon to hydrogen ratios. It is a solid
material at 25C which begins to soften at around 50C. The properties of the bitumen to be imported
at the facility are detailed in Table 4-1.
There are two imported grades of bitumen: C170 and C320. The properties of C170 which are similar
to that of C320 are shown in Table 4-1.
Table 4-1 Properties of Bitumen
Property
Value
Product Name
Bitumen Class C170
Operating Temperature
140C 160C (Storage Tanks)

170C 190C (Day Tanks)
Phase
Liquid
Specific Gravity at 15C
1.04
Boiling Point
> 370C
Flash Point
> 250C
Dangerous Good Classification
Class 9 (Miscellaneous Dangerous Goods)
AS1940 Classification
C2 (Combustible Liquid)
As shown in Table 4-1, the bitumen class (C170) to be imported has a high flash point and high
boiling point and is classified as a C2 combustible liquid. Bitumen is a very stable compound and
unlikely to react in a hazardous manner under normal conditions of use. The physical properties of
bitumen limit any involvement in a fire to a small window of occurrence in extreme conditions.
Bitumen is classified as a Class 9 dangerous good due to the risks associated with heat and stored
thermal energy as the bitumen will be transported and stored at a temperature exceeding 100C.
Also, bitumen vapours (mostly propane) are heavier than air.

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HAZARD ANALYSIS
Whilst bitumen is not biodegradable, spills are unlikely to penetrate into the soil and cause significant
environmental impact. As it is relatively stable, spills are also unlikely to have a long term impact on
the aquatic environment.
4.1.2
Hydrogen Sulphide
Heating of bitumen in storage may cause partial vapourisation and decomposition of the product with
the formation of small quantities of hydrogen sulphide fumes which produce a distinct odour. At room
temperature, hydrogen sulphide is a colourless, toxic, flammable gas that emits an odour similar to
rotten eggs. It is slightly heavier than air so tends to concentrate at the bottom of poorly ventilated
spaces, for example, deep wells, sewers and underground tanks. Exposure to low concentrations can
result in eye irritation, a sore throat and cough, shortness of breath and fluid in the lungs.
4.1.3
Natural Gas
Natural gas is proposed to be used at the Bitumen Storage Facility to provide fuel to the Bitumen
Vapour Burner and the Hot Oil Heater.
Natural gas is predominantly methane and is a non-toxic, colourless, odourless gas at ambient
conditions. It is lighter than air and a highly flammable gas with a flammability range between 5% and
15% volume in air. If natural gas does not immediately ignite upon release, it can form an explosive
mixture with air.
4.1.4
Hot Oil
Hot oil will be used to provide heating to the bitumen within the Storage and Day Tanks. The hot oil
system consists of a heater fuelled by natural gas, a hot oil recirculation loop, pumps, and hot oil coils
within the bitumen Storage and Day Tanks.
Hot oil is typically a long chained hydrocarbon which is very effective in transferring heat to a cooler
fluid (i.e. bitumen). It has a flash point around 250C which is in excess of the maximum temperature
of hot oil within the system (i.e. 220-230C).
.

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HAZARD ANALYSIS
4.2
Hazard Identification Scenarios
The potential hazardous scenarios on the Terminals Pty Ltd Bitumen Storage Facility are detailed in Table 4-2.
Table 4-2 Potential Fire Hazard Scenarios
Case
1
Description
Bitumen tank fire or
explosion
Causes
Ignition of vapour space if light
hydrocarbons build up in vapour space
arising from:
Overheating of product
Propane released from bitumen
Consequences
Highly unlikely to occur but could result in a
tank top fire.
Prevention / Detection
Storage tank temperatures (160C)

are not high enough to thermally
crack hydrocarbons and turnover in
day tanks (190C) is too high to get
build-up of vapours (Note: propane
may still be present)
Bitumen tank temperature well below

flash point of bitumen which is
>250C
Ignition sources include:
Smouldering of deposits on the

underside of the roof can lead to high
enough temperatures (if sufficient
oxygen is present) for the flammable
vapours to auto-ignite
Lightning striking vent
High temperature alarm on tanks.
Static during filling
Hot oil not capable of heating

bitumen to above its flash point
Subsurface filling of tank provided to

prevent potential for static ignition
Fume extraction off tank vent to

vapour combustor ensures
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HAZARD ANALYSIS
Case
Description
Overfill of storage
tank
Causes
Consequences
Incorrect conversion factors for

changes in bitumen temperature.
Spill of bitumen - will readily cool and

solidify.
Failure of the level instruments
Insufficient ullage available prior to

transfer
Potential for a fire if exposed to source

of ignition (unlikely for open air spill)
Injury to people (i.e. burns)
flammable vapour cannot be present
at vent outlet
Lower Explosive Limit monitoring on

bitumen Tank vapour header
Bitumen tanks have emergency

vents.
Frangible roofs on tanks
Control of ignition sources

throughout the terminal.
Fire protection facilities are available
Safe fill levels defined
Independent high level alarms (off

transmitter and separate level switch)
Internal transfers to be done through

a computer driven checking and
monitoring system
Tanks are bunded.
Control of ignition sources in the

bunded areas
Note:
With releases in the open air, natural

ventilation by the wind means that
flammable atmospheres will not persist.
Ignition is highly unlikely.

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HAZARD ANALYSIS
Case
3
Description
Loss of containment
from bitumen tanks
(other than overfill)
Causes
Loss of containment
from bitumen piping
systems
(other than shipping
transfer line)
Corrosion
Overpressure due to blocked vent

during transfer

solidify.
Bitumen stored well below flash point

of bitumen which is >250C
Tanks designed to API 650
Human error (i.e. during

maintenance)

Potential for burns
Vents are large size and designed to

allow easy inspection and cleaning
Emergency pressure relief
Bitumen spill will cool and solidify
Consequences
Pump seal leak

solidify.
Bitumen stored well below flash point

of bitumen which is >250C

Piping designed to ASME B31.3 / AS

4041
Potential for burns
Heat tracing (monitored) to prevent

blockages
Operating procedures
Pumps, valves, flanges and most

piping are in bunded areas
Emergency isolation valves on

outlets of tanks
Fire fighting system
Over-pressure due to blocked

Valves left open
Corrosion

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TERMINALS PTY LTD

HAZARD ANALYSIS
Case
Description
Loss of containment
of bitumen at tanker
bay
Causes
Overfill to truck due to:

o
o
Water or solvents in
road tanker
Incorrect quantity entered

in batching meter

solidify.
Material left in truck
Tanker valve left open
Leaks from valves, fittings, loading

arm, tanker fittings
Consequences
Driver error (not on site)

Entered compartment number and

quantity need to match up with presupplied records
High level trip
Potential for burns
Dead man button limits maximum

release time (limit spill volume)
Emergency stop
Driver will be positioned such that a

spill will be seen but out of harms
way.
Driver not permitted on platform

while loading
Spill containment
Possible steam explosion
Dedicated bitumen trucks
Froth-over
Competency assessment
Loss of containment
Procedure
Low flow start
Driver positioned in place of safety

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TERMINALS PTY LTD

HAZARD ANALYSIS
Case
7
Description
Road tanker driveaway incident
Loss of containment
from hose on wharf
Causes
Pipeline Leak
(dockline)
Truck drives away with nozzle in

truck
Isolated at this time and hence leak

limited to hose volume
Dead man button
Hose damage / deterioration
Hose coupling failure (i.e. flexible

hose joints / flanges)

solidify.
Leak hose test before every ship

discharge

Pressure test wharf hoses
Potential for burns
Monitoring of hose pressure and

monitoring for leaks
Potential for bitumen to enter water and

have an environmental impact
Manual shutdown valves at each end
Operator PPE
Communication between ship / shore

and terminal
Wharf is sloped away from edge
Fully welded pipeline along transfer

route (flanges minimised only
where going under culverts)
Consequences
Pressure surge
Corrosion
Impact
Valve left open
Most likely outcome is spill onto ground with

subsequent cooling and solidification.
Piping design pressure.
Maintenance work
Potential for burns
Pressure surge
Potential for bitumen to enter water and
Regular maintenance & inspection

procedures
Spillage of flammable bitumen resulting in a

fire if ignited.

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HAZARD ANALYSIS
Case
12
Description
Mooring system
failure ship breaks
from moorings.
Causes
Mooring lines break due to high

winds / waves.
Sabotage
Consequences
have an environmental impact
Flexible hose breaks resulting in

bitumen spill and possible fire.

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Leak test with compressed air prior

to transfer
Routine inspection during transfers

(operator inspects for leaks)
Emergency isolation valves (at

storage tank end)
Fire fighting system
Wharf is sloped away from edge
Containment at pipe isolation valves

(onshore)
Safety showers on berth
Personnel trained for bitumen burns
Weather conditions monitored.
Sheltered river wharf (i.e. severe

weather scenario is remote)
Transfer may cease for high wind

speed (hose isolated)
Securing lines are designed to

secure against normal passing ships
TERMINALS PTY LTD

HAZARD ANALYSIS
Case
13
14
Description
Loss of containment
of hot oil
Failure of a hot oil

coil in Bitumen tank
Causes
Consequences
Leak from valves and flanges
Spill of hot oil
Piping design standard
Pump seal leak
Burn risk
Pipe failure
Possible insulation fire
Operating temperature of hot oil is

below its flash point
High temperature alarm on hot oil

system (prevents temperature
exceeding flash point)
Termination of insulation at flanges

and providing removable wraps at
flanges
Hot oil piping system is higher

pressure than bitumen storage so
leaks are into bitumen system.
Low level alarm on hot oil expansion

tank will warn of potential leak into
Bitumen system
Low level switch on hot oil tank will

trip hot oil system if loss of oil is
significant.
Burner management system (flame

safeguard)
Thermal cycling of the metal
Corrosion
Hot oil into bitumen (Hot oil at higher

pressure) - contamination risk only.
Potential for bitumen to enter the

heating circuit but only if hot oil pumps
are stopped and leak occurring.
Note:
16
Internal explosion
within the Hot Oil
Heater
Passing natural gas isolation

valves during a shutdown and the
heaters are not adequately purged
If bitumen leaks into hot oil piping it is

likely to go solid in piping external to
tank (no tracing)
Potential for an internal explosion which

can result in injuries to nearby
personnel and/or damage to

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HAZARD ANALYSIS
Case
Description
Causes
Consequences
equipment.
at start-up
17
18
18
19
Explosion in vapour
recovery piping
Internal explosion
within the Bitumen
Vapour Burner
Flammable atmosphere in vapour

line (i.e. residual propane in
bitumen)
Double isolation valves
Historically, the effects of these types of

incidents are generally local to the
heaters
Pre-purge before start up sequence
Explosion in piping
Equipment damage and possible injury

to personnel
Lower Explosive Limit (LEL)

monitoring, alarm and trip.
Redundant LEL meters, either trips
Continuous purge of vapour lines
Burner management system (flame

safeguard)
Double isolation valves
Pre-purge before start up sequence
Gas industry standard piping
Emergency response and spill

containment procedures.
Marine booms to be used to contain
Ignition due to static or from flash

back from the burner
Gas mixture is in the flammable

region, during a start-up
Internal explosion
Damage to equipment
High flammables in vapour to

combustor (See 17)
Potential injury to personnel.
Historically, the effects of these types of

incidents are generally local to the
combustors
Leak of natural gas

piping
Corrosion
Gas release
Fitting leak
Potential for flash fire if ignited
Contaminated fire
water
Fire water run-off when firewater

applied to bitumen.
Environmental hazard to seawater.

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HAZARD ANALYSIS
Case
Description
Causes
Consequences
spill.
20
Exposure to hot
bitumen or hydrogen
sulphide.
Loss of containment as identified

above
Burn injuries.
Potential for toxic impact from hydrogen

sulphide. This may result in fatality if
the dose is high enough.
See previous cases for prevention

measures in place for loss of
containment.
Personnel to be trained to deal with

bitumen burns.
Pipeline is in outdoor area reducing

the potential of impacts from
hydrogen sulphide.
Personal H2S monitor.

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HAZARD ANALYSIS
RISK AN ALYSIS
5.1
Bitumen Fires
The risk of fire is largely limited to confined spaces of tanks. Flammable concentrations can build up
in storage tanks either due to overheating of bitumen over time or due to light materials (contaminants
such as propane from the manufacturing process) slowly coming out of the bitumen.
A fire in a tank usually starts as an internal explosion and, if the roof remains intact, can often be
extinguished by injecting inert gas into the tank. It is likely that any fire will be a flash and selfextinguish due to lack of oxygen.
As the flash point is greater than 250C and the operating temperature is significantly lower at 140C
190C, a fire is unlikely in the open as ventilation is sufficient to prevent an accumulation of
flammable vapour that may ignite.
In the event of fire, the bitumen will burn with a dense black smoke which limits the radiant heat
exposure to adjacent tanks. The level of radiant heat will be insufficient to escalate beyond the
bitumen facilities.
5.2
Risk to Biophysical Environment
5.2.1
Bitumen on site
Spillages of bitumen from tanks and pumps are primarily contained within the bitumen bunds for
realistic worst case scenarios. Provision has been made to contain the vast majority of a large
imported tank by utilizing complete site bunds and the remainder contained on site in the unlikely
event of a full largest tank rupturing and considering the contents will quickly solidify. As bitumen
readily cools, most spills will solidify and be removed manually.
Spillages in the tanker loading bay are limited by continuous monitoring with an emergency stop
button and automatic loading stop via the dead man button and spillages are not expected to spread
beyond the tanker bay / general paved area. Any spill however would be collected by the waste water
pit. As bitumen readily cools, most spills will solidify and be removed manually.
5.2.2
Bitumen at the Wharf
For small spills, containment is provided by sloped wharf area away from its edge and use of portable
spill material in an emergency. Transfers are monitored continuously at the wharf and the facility. This
is consistent with other chemicals loaded and uploaded at the wharf. As bitumen readily cools, most
spills will solidify and be removed manually. Any liquid spill, not held by the catchment systems will
solidify on entering the water.

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HAZARD ANALYSIS
5.2.3
Emis sions to atmos phere
Normal emissions from bitumen transfers do not represent a health hazard.

It is noted that there is a vapour combustion system to manage odours.

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HAZARD ANALYSIS
CONCLUSIONS
The risks associated with the bitumen tanks and associated facilities at the Terminals site in Osborne
have been assessed and the following conclusions are drawn:
Fires
The potential for bitumen fires is very low.
In the event of fire, escalation to adjacent facilities is not expected given the dense smoke
generated from a bitumen fire.
Vapour Explosions
It is possible to have an explosion in the bitumen vapour combustion piping or even in the
bitumen tank.
The potential for an explosion originating within a bitumen tank vapour space is extremely
small based on extensive industry history. However, controls are in place to prevent ignition
of the vapour space of tank.
Multiple layers of protection are in place to prevent flash back from the vapour combustion
system.
Overall, the risk of explosion is expected to be extremely small and consequences are
expected to be of site (local) nature.
Health hazards
There is no health risk to adjacent facilities.
Hydrogen sulphide is present but is only a risk to Terminals personnel when conducting
inspection and maintenance activities on the storage tank. These risks are well known and
controlled using the Terminals Safety Management System.
Environment
Any spill is highly likely to be collected within spill containment and will solidify with little
impact to the environment.

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ABN 54 005 139 873
55 Grenfell Street
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APPLICATION ON NOTIFICATION CATEGORY 2

Zone / Policy Area:

Terminals Pty Ltd

During the notification period, hard copies of the application documentation

Terminals Pty Ltd

Zone / Policy Area:

Business Hours Contact No:

My postal address ____________________________________________________________________ Postcode ______________

owner of local property

The address of the property affected is ___________________________________________________ Postcode ______________

wish to be heard in support of my submission

Date _________________________________ Signature _________________________________________________

Aurecon Australia Pty Ltd

+61 8 8237 9777

A completed Development Application Form; and

Project: Bitumen Storage Facility

Document Control Record

+61 8 8237 9777

A person using Aurecon documents or data accepts the risk of:

Terminals Pty Ltd

Bitumen Storage Facility

Date | 2 August 2013

Aurecon Australia Pty Ltd

+61 8 8237 9777

Legislative Process & Procedure

Subject Land and Locality

Description of the Proposal

Description of the Proposal

Safety & Management Procedures

Air Quality (Odour) Assessment

Traffic and Access/Transport

Hazard & Risk Management

Development Plan Assessment

Relevant Development Plan Provisions

Development Plan Assessment

A description of the site and the surrounding locality

The project involved the development of the following:

4 x New Bitumen Storage Tanks 2 x 6,500 kL and 2 x 500 k L

Legislative Process & Procedure

Development Act (1993) and Development Regulations (2008)

Figure 1 | Existing Storage Tanks

Figure 2 | Existing Storage Tanks

Subject Land and

A copy of the Certificate of Title is included in Appendix A.

Ship loading / unloading

Maximum Length Overall (LOA)

Figure 3 | Locality Plan

4 x New Bitumen Storage Tanks 2 x 6,500 kL and 2 x 500 kL (day tanks)

Copies of relevant plans and elevations are contained in Appendix B.

Description of the Proposal

Proposed New Bitumen Storage Tanks

Table 1 | New Tanks, Product Stored, Volumes & Size

Figure 4 | Location of New Bitumen Storage Tanks

Figure 5 | Location of New Bitumen Storage Tanks

New Bitumen Loading Bay & Gantry

Figure 7 | Eastern vehicle access gate with Berth 1 in the distance

Associated On-Site Infrastructure

New Manufacturing Building (approx. 350m2)

New Manufacturing Building

New Hot Oil Plant Building & Combustor

New MCC/Control Room

New 1.5m High Bund Wall

My postal address ______________________________________________________ Postcode

The address of the property affected is _____________________________________ Postcode

Date _ Signature _________________