DPEMP Supplement the Gums Quarry Flinders

DPEMP SUPPLEMENT

‘THE GUMS’ QUARRY, PALANA ROAD WHITEMARK, FLINDERS ISLAND

Van Diemen CONSULTING PO BOX 1 NEW TOWN TAS 7008 The Gums Quarry, Palana Road – DPEMP Supplement

CONTENTS PART A ‐ BACKGROUND ...... 4 PART B ‐ SUPPLEMENT RESPONSES ...... 23

B.1 TABLE 1 ITEMS ...... 23 B.1.1 Item 1 – Access and associated matters ...... 23 B.1.2 Item 2 – Dust management and associated matters ...... 25 B.1.3 Item 3 – Water management and receiving environment ...... 26 B.1.4 Item 4 – Blast management and fly rock ...... 29 B.1.5 Item 5 – Charge mass delay (blasting) ...... 31 B.1.6 Item 6 – MRT matters ...... 31 B.2 TABLE 2 ITEMS ...... 34 B.2.1 Potential transport routes ...... 34 B.2.2 Economic matters ...... 37 B.2.3 Access road ...... 40 B.2.4 Visibility ...... 41 B.2.5 Threatened species ‐ correction ...... 42 B.2.6 Corrections ...... 42 B.2.7 Fire risk ...... 43 PART C – ATTACHMENTS ...... 44

REPLACEMENT FIGURES

Figure F‐3 Observed threatened flora in and around The Gums Quarry survey area

SUPPLEMENT FIGURES

Figure S‐1a Proposed access route and stockpiles for Major Projects at The Gums Quarry Figure S‐1b Proposed access route for Normal Production at The Gums Quarry Figure S‐2a Assumed catchment prior to quarry development (approx 30 years ago) Figure S‐2b Approximate catchments of the active quarry (in place now and to be maintained) Figure S‐3 Additional distances from nearby residences to roads and stockpiles Figure S‐4 Flinders Island Mining Leases – as at April 2017 Figure S‐5 Flinders Island Residential planning zones

ATTACHMENTS

The Gums Quarry, Palana Road – DPEMP Supplement

Attachment S5 Blast Management Plan (Revised) Attachment S6 Current MRT approved Mine Plan for ML 1229 P/M Attachment S7 Flinders Island Airport Master Plan 2012 Attachment S8 Images of the quarry when opened in 1986 Attachment S9 Community Bushfire Protection Plan – Whitemark including Blue Rocks and Long Point Attachment S10 Landowner letter – authorising use of access and stockpile locations

The Gums Quarry, Palana Road – DPEMP Supplement

PART A ‐ BACKGROUND A Development Proposal and Environmental Management Plan (DPEMP) was prepared to support a Development Application by Markarna Grazing Company Pty Ltd for a Planning Permit to intensify the use of a quarry on the property known as The Gums, north of Whitemark on Flinders island. The application sort approval for production levels of up to 120,000 cubic metres per annum, with specific qualifications as to when production levels would exceed 20,000 cubic metres per annum. Given the strategic location of the quarry and its unique product, the development described two modes of operation. When combined, the two types of production represented the 120,000 cubic metres annual limit sought by the applicant. The two operational modes for the activity described are ‐ 1. Normal Production – normal (extraction volume limited on a per annum basis to 20,000 cubic metres) extraction associated with minor works including those conducted by the proponent and for sale to customers. 2. Major Projects – those projects which require a large volume of material (maximum of 100,000 cubic metres of extraction per annum) over a short to medium term (weeks or several months) which have social and economic benefits to the island economy and infrastructure. The intensified quarry operation includes two activities defined within Schedule 2 of the Environmental Management and Pollution Control Act 1994 (Tas) (EMPCA) –  ‘5. Extractive Industries. (a) Quarries: the extraction of any rock or gravel and producing 5 000 cubic metres or more of rock or gravel per year’ [ie. Maximum 120,000 cubic metres per annum]; and  ‘6. Materials Handling. (a) Crushing, Grinding or Milling: processing (by crushing, grinding, milling or separating into different sizes by sieving, air elutriation or in any other manner) of … (ii) rock, ores or minerals at a rate in excess of 1 000 cubic metres per year’ [ie. Maximum 120,000 cubic metres per annum]. Level 2 Activities must be referred by the Planning Authority (in this case, Flinders Council) and to the Environment Protection Authority (the EPA), for assessment under EMPCA. Council advertised the application for a 28‐day period within which anyone could make a representation about the project. When the representation period closed, the Council forwarded all representations to the EPA. The Environment Protection Authority (EPA) received additional comments from referral agencies in relation to planning application DA 012/216 and supporting documentation including the document entitled Development Proposal and Environmental Management Plan, ‘The Gums’ Quarry, Palana Road, Whitemark, Flinders Island dated 9 October 2016 (DPEMP). Eleven public representations were received. These are identified by number only in Tables 1 and 2. Comments were also received from Flinders Council and several State Government agencies. A supplementary report to the DPEMP was requested by the EPA. Information required by the EPA is listed in Table 1. In addition, the EPA has encouraged the proponent to provide comment on the public and agency comments listed in Table 2.

The Gums Quarry, Palana Road – DPEMP Supplement

TABLE 1: ADDITIONAL INFORMATION REQUIRED BY THE EPA BOARD

Supplement Representation Comments and issues Additional information required No. No./ Agency Contends that the purpose of the Right of Way (ROW) on Confirm the access routes from Palana Road to the quarry site the neighbouring property was to access an internal block and provide the map grid coordinates of each access point to the 1 6 and that because this block now has independent access land to which the planning application relates, noting that these the ROW “has lost its intended use”. Asserts it is not legal access points may be relevant to the EPA Board’s to use the ROW to access the quarry. determinations. If the existing access road on the land is to be used then provide details of distances of the road from residences and any other No information is provided of potential noise impacts sensitive receptors, noting whether these residences are in EPA Tasmania ‐ 1 ownership other than by the owner of the land to which the Noise associated with use of the existing access road on the land to which the planning application relates. application relates. Discuss potential noise impacts associated with the use of this route as opposed to the route detailed in the DPEMP. It is noted that in the proposed access route there are 2 Discuss the potential speeds vehicles will be moving along the 1 right angle bends nearest the neighbouring residence that access route on the land and how will this translate into are likely to result in truck breaking noise. breaking and associated noise. If a change in traffic movements is proposed, confirm all Proposal raised during site meeting with Council to use the potential routes for inbound and outbound traffic, volumes of 1 Flinders Council existing access road to the mining lease for outgoing traffic traffic on each and circumstances under which they are to be is not discussed in the DPEMP. used.

The Gums Quarry, Palana Road – DPEMP Supplement

It is noted that there is an existing alternative access route to the proposed quarry on the application land. It is also noted that Council have advised that the use of the existing access road, at least for some vehicle movements, is being considered. As discussed above confirmation of vehicle route usage is required. Submit a dust management plan which takes into account road routes on the land to which the planning application for the proposal relates. The plan should include: an assessment of the potential dust generated from the road It is noted that according to the DPEMP, at the proposed surfaces and from the quarry location to cause an environmental quarry operation peak intensity the number of loads nuisance at the nearest residence in other ownership. This transported would be 1 every 6 minutes. This equates to assessment should be based on available meteorological data and EPA Tasmania ‐ take into account worst case weather conditions. Mitigating 1 one vehicle movement every 3 minutes 6 days a week over Dust a period of 3 months. It is considered that should it be factors such as distance of the routes from potential residences in necessary to mitigate dust generation from the road other ownership and vegetation screening for each route should surface during these periods via surface wetting that doing be taken into account. so would be difficult. Procedures for dust monitoring and complaints response Practical mitigation procedures eg circumstances under which work will be ceased to allow for surface wetting or for unfavourable condition to dissipate. It is noted that although the EPA Board is not requiring that the dust management procedures be applied to that part of the proposed access route located off the land to which the planning application relates. It will consider such impacts directly attributable to the proposal in its decision making regarding the proposed activity. Particularly where a viable alternative route which may pose less of a potential risk is available. Believes water spray requirements for wetting surfaces will be significant and require frequent water truck Discuss in terms of the dust management plan required later in 2 6 movements. This number of water trucks has not been this information request. taken into account.

The Gums Quarry, Palana Road – DPEMP Supplement

Asserts no water source exists at the quarry and thus Indicate where possible sources of water for use in surface 2 6 water would have to be imported resulting in depletion of wetting are located taking into account periods were significant water bores in the area volumes of water for road wetting may be envisaged.

Provide a description of the current condition of the receiving environment for runoff from the site, including any degradation All run off will eventually enter the neighbours property 3 6 apparent as a result of historical operations on the quarry site. and it is asserted this would create swamps in low spots. Discuss any changes to runoff volume and quality likely as a result of the proposal and the potential impacts.

Concerns raised that a 10m vegetation buffer is not 3 Flinders Council sufficient to ensure discharge from the proposed sediment As above dam will not impact on the neighbouring land.

Asserts sand enters the neighbouring property during 3 6 As above heavy rains Asserts fly rock was deposited on the neighbouring land during a previous blast at the site and that this caused The blast management plan in the DPEMP must be amended to damage to mowing machinery. Concerned that the ensure neighbouring agricultural land is identified as a receiving potential for fly rock to deposit on the land would prevent environment and mitigation measure should be provided to 4 6 cropping. Refers to the reported potential for flyrock to specifically manage potential deposition of flyrock on that land. land on the airport runway located 2,175m distant as The potential location and facing of initial blasts is necessary evidence that fly rock could affect a potential cropping information to enable assessment of potential flyrock deposition area of 300Ha as well as be a risk to residences, cars and on the neighbouring agricultural land without mitigation. people.

The Gums Quarry, Palana Road – DPEMP Supplement

It is asserted the VIPAC noise assessment is considered deficient for the following reasons: Recommends a noise limit of 50dBA which is 15‐20 dBA above the assessed ambient noise level. Says that daytime ambient noise levels at the neighbouring residence are 40‐60dB(A) however no access for measuring background noise levels was provided. In addition, there is no discussion of differences between Leq and L90 noise levels. Discuss why a maximum charge mass/delay of 100kg was No Lmax levels at the neighbouring residence chosen for the purpose of assessment? What would be the provided. It is noted there is no explanation of why an actual maximum charge mas/delay be? adjustment for impulsivity is not necessary. 5 6 Does not measure noise levels of all activities occurring NB: the above information is necessary to assess likelihood of at the same time. air blast overpressure exceedances. No additional information Considers a maximum of only 3 trucks every 10 is needed to address the other comments made in relation to minutes travelling along the access route. The distance between the location of the blast and the the VIPAC report. curtilage of the neighbouring dwelling is estimated at 770m rather than the reported 800m distance. Given the closeness of the estimated Air blast overpressure to the assessment criteria the difference is considered critical. Blast assessment does not account for topography. As no blast plan has been prepared the ability to meet the overpressure levels cannot be assessed. No working of air blast overpressure is provided. “The mine plan fails to identify any areas that will be Provide a revised mine layout showing indicative locations for 6 MRT needed for overburden/topsoil/vegetation stockpiling stockpiling of overburden, topsoil and vegetation. purposes.”

The Gums Quarry, Palana Road – DPEMP Supplement

Provide a revised mine plan containing sufficient information to demonstrate that at peak production all truck movements to from and on the site can be accommodated within the proposed footprint, as well as ongoing operations and stockpiling. “The mine plan does not appear to represent the true Stockpiles include overburden, topsoil and vegetation space required for stockpiling, truck movements etc. and stockpiles. 6 appears to represent a conceptual schematic of the sites layout only. The mine plan appears to be somewhat The initial proposed disturbance footprint must be defined and optimistic in its expectations for it to remain inside the areas to be progressively rehabilitated as the quarry extends current footprint.” should be identified. The layout should be based on typical dimensions of equipment, turning requirements for trucks and other vehicles and practical working volumes of stockpiles. It must be demonstrated that uncontrolled emission of materials from the proposed footprint or expansion of the footprint beyond the proposed area will not occur.

The Gums Quarry, Palana Road – DPEMP Supplement

TABLE 2: OTHER MATTERS RAISED DURING THE PUBLIC CONSULTATION PERIOD

Further Info Representation Further Info provided by Comments and issues Requested by EPA Comments No./ Agency applicant the EPA? Assertion that the public roads are not suitable for Refer to the Traffic Impact heavy trucks or prolonged use by smaller trucks. 1,3 No This matter is outside the EPA Assessment (Attachment Suggestion that the size of truck and the number of Board’s responsibility. S2) which considered trucks per day be limited. pavement impacts. Concerns that large number of trucks using public roads will create a traffic hazard. Two representors identified the “tourist season” as a particular Refer to the Traffic Impact concern. One repesentor considered such high 1,2,4,5,7 No This matter is outside the EPA Assessment (Attachment levels of traffic were inconsistent with the Planning Board’s responsibility. S2) which considered Scheme. pavement impacts. Suggestion that speed limit for trucks would be appropriate It is noted that environmental nuisance directly attributable to traffic movements associated with the proposal can be taken into account by the EPA Board in its determinations. Concerns that traffic along public roads associated Road condition and use will affect with the quarrying operation will create a noise See Section B.2.1 Potential 1,2,4,5 Yes the potential for the proposal to nuisance (or that noise is not discussed) and Transport Routes. cause environmental nuisance. This general loss of amenity for adjacent residences. is a matter which Council may consider during the planning assessment. Provide a description of potential transport routes along public roads, residential setbacks along these

The Gums Quarry, Palana Road – DPEMP Supplement

routes and vehicle movements along these routes during peak production compared with during other periods to assist the EPA Board. Such information would be particularly relevant for hours of operation proposed outside of those specified in the Quarry Code of Practice.

1,2,4, 5,7 The visual impact of the existing quarry is noted eg as a “scar on the landscape”. This matter is outside the EPA Concerns raised that the proposal will increase No See section B.2.4 Visibility. Board’s responsibility. the extent of the visual impact. One representor

considers Visual impact should be assessed from the perspective of aircraft arriving and departing. The economic uses of quarried material and benefits of the proposal Belief that the proposal will benefit one individual have not been described in any for little benefit to the community as a whole, in detail in the DPEMP, nor weighed up See Section B.2.2 Economic 3,5 particular potential damage to roads, increased Yes against potential environmental matters. traffic and noise are noted against some short impacts. Such information would term work as a benefit. provide useful context for the EPA Board as well as representors. The economic uses of quarried material and benefits of the proposal have not been described in any 4 Considers restriction should be placed on the Yes detail in the DPEMP, nor weighed up See Section B.2.2 Economic potential for quarried materials to be exported. against potential environmental matters. impacts. Such information would provide useful context for the EPA Board as well as representors. 1,5,7 A maximum production limit of 20,000 tonnes [or No The environmental impacts of the

The Gums Quarry, Palana Road – DPEMP Supplement

less] is considered adequate for the islands needs proposal will be assessed for a and that a permit for the higher production limit production limit of 120,000 is unnecessary. tonnes per annum. The annual production capacity of the activity is The maximum possible considered excessive. Long term theoretical Sufficient information has been extent of the quarry is 7 extraction volumes would result in significant No provided in the DPEMP. shown in Figure B‐1 of the landscape impacts. No consideration beyond the DPEMP. 20 year timeframe is made. The following errors are identified in the DPEMP:  Extraction to start July/August 2016.  Boyer Rd does not exist on Flinders Island.  This quarry is not a coal mine. Although these errors are not  Repairs will be floated to the Lilydale considered to affect the assessment Workshop. made of the environmental aspects See Section B.2.6  2,6 Material for the Markana Park runway seems Yes of the operation, it is considered Corrections. to apply to Sunbury and the rock mentioned is quartz. that correction would remove any  There is no Gundagi Rd on Flinders Island. inferred ambiguity. One representor believes the report to be a cut and paste of a report for a coal mine in Bangor and therefore infers it is not valid documentation. Either dispute or consider there is insufficient evidence provided to support assumptions that the The economic aspects of the rock from the quarry can be used for Flinders Island proposal have not been described Airport runways and Council and State Government in any detail in the DPEMP, nor 2,4,5,6 roads. Yes weighed up against potential See Section B.2.2 Economic environmental impacts. Such matters. One representor was concerned regarding the lack information would provide useful of detail of all potential projects for the gravel context for the EPA Board as well as resource believing it makes it difficult to determine representors. if the DPEMP if sufficient. Assertion bitumen roads were repaired in 2016 Any damage to roads 2,4,5 following damage caused by “pine plantation No This matter is outside the EPA caused by a previous trucks”. Inference truck movements to and from Board’s responsibility. activity have nothing to do the activity would cause similar issues. On with this application.

The Gums Quarry, Palana Road – DPEMP Supplement

representation concern general regarding road damage and costs.

The planning system is underpinned by legislation (Land Use Planning and Approvals Act 1993, Environmental Management and Pollution Control Act 1994 and Environmental aspects of the Mineral Resources Concerns commitments won’t be carried out or proposal will be assessed on its 2,4,5 No Development Act 1999) conditions won’t be enforced merits and conditions or which addresses matters of restrictions imposed accordingly. non‐compliance with permit conditions, commitments and lease terms. These matters are outside the scope of the assessment process. The existing quarry has not been in operation continuously since 1986 and therefore the quarry The existing quarry has being termed a “working quarry” is disputed. The planning application is for a existing use rights. 2,6 No One representor states that because operations new activity. The current application is a have largely ceased thus the proposal should be new application. treated as “an application for a new level 2 quarry”. Land and real estate values Consider the proposal will reduce market value of This matter is outside the EPA are not a matter for 2,5 adjoining properties. No recompense for this loss is No Board’s responsibility. contemplation in the mentioned in the documentation. planning system. See section B.1.4 Item 4 – Assertion that if fly rock lands on an existing crop it The blast management plan must Blast management and fly 2 would be impossible to clean up and the crop No be amended as already discussed. rock and Attachment S5 for would be lost. a revised Blast

The Gums Quarry, Palana Road – DPEMP Supplement

Management Plan.

Details of discussion with the adjacent landowner regarding access to the proposal site should As the access road (in part) is located on an be provided. Without an See section B.2.3 Access adjoining property considers an agreement with agreement, although access may be 3 Yes Road. the adjoining landowner should be in place. legal, it is more likely that environmental nuisance complaints will be made and require resolution.

The economic aspects of the States proponent does not provide data to support proposal have not been described assertion that the transport of quarry material to in any detail in the DPEMP, nor 3 the island by barge is more expensive. Therefore it Yes weighed up against potential See Section B.2.2 Economic cannot be assessed whether the proposal is more environmental impacts. Such matters. favourable [economically] that the existing information would provide useful situation. context for the EPA Board as well as representors. The economic aspects of the proposal have not been described in any detail in the DPEMP, nor Consider the proposal will provide jobs and weighed up against potential See Section B.2.2 Economic 10,11 material which one representor notes would Yes environmental impacts. Such matters. otherwise be imported. information would provide useful context for the EPA Board as well as representors. The economic aspects of the proposal have not been described in Considers that it is vital the proposal proceed for any detail in the DPEMP, nor See Section B.2.2 Economic 9 the “economic and social prosperity of the island” Yes weighed up against potential matters. environmental impacts. Such information would provide useful

The Gums Quarry, Palana Road – DPEMP Supplement

context for the EPA Board as well as representors. Operations outside of the See discussion within Considers the proposed hours of operation to be 4,5 Yes ‘acceptable standard” hours section B.2.1 Potential excessive specified within the Quarry Code of Transport Routes. Practice should be justified. The economic aspects of the proposal have not been described in any detail in the DPEMP, nor 5 Believes that the proposal will impact on tourism Yes weighed up against potential See Section B.2.2 Economic environmental impacts. Such matters. information would provide useful context for the EPA Board as well as representors. The Scheme inclusive of zone and overlays are those Environmental aspects of the to be used for the Notes that when the original level 1 quarry was proposal will be assessed in relation assessment of the approved all exclusion zones were on the owners 6 No to the potential impact on nearby application. land and that is no longer the case as some of the residences and other relevant land has been purchased by the neighbour. Ownership of the land upon sensitive receptors. which these zones and overlays occur are irrelevant. Does not believe the proposal meets the quarry code of practice in “most aspects” Refers to the following distances recommended by the quarry code of practice: Sufficient information is provided in 6 1000m for blasting. Separation distance is to the No the DPEMP to enable assessment nearest residence is 300m less the considers against the quarry code of practice. blasting should be prohibited. “the containment area should be within the boundaries of the quarry lease” Crushing distance should be 750m however in this

The Gums Quarry, Palana Road – DPEMP Supplement

case the distance is 600m. All dust should be contained within the quarry lease. As discussed, if this access road is to be used then some additional information is required in relation to See discussion in section Notes there is an existing access road on the land potential noise and dust impacts. 6 Yes B.1.1 Item 1 – Access and to which the application relates. In addition it would be of benefit to associated matters state why this road was, at least initially, not considered for use as the primary access to the quarry. Considerable attention has been given to modelling 6 Asserts truck noise for the access road at the No Truck noise is not ignored. (and re‐modelling) truck nearest residence is ignored. noise from the access ways into and out of the Land. The measured ambient noise level is Believes ambient noise readings were carried out considered consistent with levels 6 they were selectively taken during ploughing No measured at other locations where resulting in elevated recorded level. farming activity occurs from time to time. For daytime noise levels 50dBA is considered a reasonable assessment Asserts ambient noise is 20dBA at most and thus criterion. It should however be 6 the assessment criteria of 50dBA is 30dBA above No noted that lower limits may be criteria and therefore “not allowed”. considered for early morning evening or night time activity. Considers that echo effect of the terrain has not A 3 dimensional terrain model was 6 been taken into account and that this would No used and reflecting surfaces are significantly increase noise pollution. taken into account by SoundPLAN. Infers noise report is in error as it refers to noise 6 made by cows and there are no cows on the No Does not impact on report findings. property.

The Gums Quarry, Palana Road – DPEMP Supplement

Asserts no mention made of truck passing the 6 No This is detailed and modelled. house every 6 minutes. Not relevant to the current 6 Asserts that during operation at the site 13 years No ago noise emissions were significant assessment. Not relevant to the current 6 Considers the suggestion to install noise proof No windows or similar implies noise will be a problem. assessment. Additional information is required regarding likely speeds of vehicles and associated breaking noise on the land to which the application relates. Speeds and associated Believes that with truck breaking and acceleration See discussion in section noise outside that land are not a 6 noise from truck movements along the access road Yes B.1.1 Item 1 – Access and matter considered by the Board will be significantly higher than predicted. associated matters directly, however environment impacts attributable to the proposed activity on the land can be considered in the EPA Board’s determination. Asserts a noise of 40 dBA at the house would be The assertion is not supported by equivalent to a lawn mower running 15 metres 6 No the literature in relation to this from the house for the duration major projects issue. periods Considers there will be a loss of privacy for the This matter is outside the EPA 6 No neighbouring residence. Board’s responsibility. Oil leaks would result in contamination of Sufficient information has been 6 No groundwater on neighbouring land. provided in the DPEMP. “All diesel powered vehicles and machinery will This matter is outside the EPA 6 need to have particulate filters and Add Blue No Board’s responsibility. systems.” Asserts that the combined diesel exhaust and The use of diesel powered 6 particulate matter pollution pose an elevated No machinery is ubiquitous in health risk for nearby residents agricultural areas 6 Concerned about the potential for deposition of No A dust management plan has been See section B.1.2 Item 2 –

The Gums Quarry, Palana Road – DPEMP Supplement

dust and diesel exhaust fumes on crops required. Dust management and associated matters. A Dust Management Plan has been prepared and is in Attachment S3. In relation to other quarries, advice from Department of Health and Concerned silica dust will be emitted if vehicle Human Services has been received 6 loads not properly wetted and that this has the No to the effect that silicosis is primarily potential to cause silicosis an occupational health and safety issue and is not a population health issue. See section B.1.2 Item 2 – Concern regarding dust contamination of rainwater Dust management and tanks on the neighbouring property making it A dust management plan has been associated matters. 6 unsuitable for drinking. This would mean the No neighbour would have to import water at great required. A Dust Management Plan cost. has been prepared and is in Attachment S3. See section B.1.2 Item 2 – Refers to a quarry code of practice acceptable Dust management and standard that “all dust must be contained within A dust management plan has been associated matters. 6 No the quarry lease” [Acceptable standard 6.5.2 reads required. A Dust Management Plan “Dust should not normally be visible crossing the has been prepared and is in boundary of the premises”] Attachment S3. Emission of a significant fine Discusses health hazards associated with small 6 No particulate fraction is not associated sized particulate matter (PM10 and PM2.5) with normal quarrying operations. The planning system is Concerns raised about enforcement, bond underpinned by legislation payment to Council for damage caused by the (Land Use Planning and This matter is outside the EPA 6 proposal (including to roads) and the responsible No Approvals Act 1993, Board’s responsibility. person for quarry operations being The Adams Environmental Group rather than Markarna Grazing. Management and Pollution Control Act 1994 and

The Gums Quarry, Palana Road – DPEMP Supplement

Mineral Resources Development Act 1999) which addresses matters of non‐compliance with permit conditions, commitments and lease terms. These matters are outside the scope of the assessment process. A traffic impact assessment Concerned a traffic impact assessment has not This matter is outside the EPA 6 No has been conducted (see been carried out. Board’s responsibility. Attachment S2). Concerned the quarry will impact on the growing of The use of diesel powered barley on the neighbouring land for a whisky machinery is ubiquitous in 6 distillery due to dust and diesel fume No agricultural areas. Brand issues are contamination and the damage to the “Clean outside the EPA Board’s Green” brand. responsibility. Future potential land use Argues that if the quarry were approved it would and development is not a mean the proposed interim land zoning of Rural This matter is outside the EPA 6 No consideration when Living could not be made permanent as it would be Board’s responsibility. determining a planning inconsistent with the quarry presence. application. An assessment of the potential for Asserts wedge tailed eagles visit the quarry Wedge Tailed Eagle nesting habitat regularly. Without a survey for nests in the vicinity is provided. The Policy and 6 No of the quarry it is asserted that the potential Conservation Advice Branch, impact on the species is unknown. DPIPWE, did not raise concerns regarding this assessment. An assessment of the potential for Asserts swift parrots feed on the neighbouring swift parrot breeding and foraging 6 property contrary to reported sightings being at No habitat is provided. The Policy and some distance. Conservation Advice Branch,

The Gums Quarry, Palana Road – DPEMP Supplement

DPIPWE, did not raise concerns regarding this assessment. All run off will report to the neighbour’s paddocks. Sufficient information is provided in 6 If runoff is acidic it would mean frequent liming No the DPEMP to assess this issue. would be required. It is asserted the proposal does not comply with This matter is outside the EPA The Scheme is a matter for 6 the Flinders Island Planning Scheme 2000 and No Board’s responsibility. the planning authority. therefore should be rejected. Concerned regarding the importation of weeds Sufficient information provided in 6 from roadsides, particularly Parramatta Grass. No Considers washdown of all vehicles entering the the DPEMP property is necessary. The proposal relates to a rock extraction activity. Opportunities DPEMP does not discuss the potential for recycling for incorporation of other materials 7 of materials currently going to landfill as a No into road construction works are component of roadbuilding materials outside the scope of the Boards assessment. Site distance along Palana road will require Council is responsible for removal of vegetation. How is site distance to be This matter is outside the EPA maintaining roadside Council guaranteed given that the proponent does not own No Board’s responsibility. vegetation to the benefit of the land on either side of the access point from all road users. Palana Road. “The current site can be seen as a scar on the land. This matter is outside the EPA Council Further extension of the existing site may mean a No See section B.2.4 Visibility. Board’s responsibility. large visual scar on the hillside.” The nature of the activity proposed “A recent farm fire highlighted the need for on the land is described however no Bushfire Protection, to the Community, from high comment is made regarding the risk activities.” Council also states that Council Yes relative sensitivity of the activity to See section B.2.7 Fire risk. “environmental impacts may also arise from a site bushfire and potential associated fire due to the nature of materials (fuel etc) used emissions, or the potential for on site.” generation of escaped fire,

The Gums Quarry, Palana Road – DPEMP Supplement

compared to other activities consistent with the land zoning. “The DPEMP indicates that Lasiopetalum discolor is present at the site. If present, this would represent a significant increase in range for the species, as there are no records of this taxon from Flinders Island (the only extant population in Tasmania is on Prime Seal Island). Internal experts have advised that the population is more likely to be the non‐ listed Lasiopetalum macrophyllum. It is therefore recommended that specimens of the plant be lodged at the Tasmanian Herbarium, for This information is necessary in confirmation (or otherwise) of species See section B.2.5 relation to securing a “permit to identification. Threatened species ‐ PCAB No take” under the Threatened Species correction. Should the population be confirmed to be Protection Act 1995”. Lasiopetalum discolor, a permit to take would be required and it is recommended that prior to lodgement of an application further advice should be sought from PCAB. As a minimum the applicant would be required to develop a mitigation plan in accordance with the “mitigation hierarchy” set out in Appendix 4 of the Department of Primary Industries, Parks, Water and Environment Guidelines for Natural Values Surveys ‐ Terrestrial Development Proposals.” Does not impact upon the EPA MRT The mine cross section is not to scale. No Board’s assessment “The Particle size distribution report sent to Golder Associates P/L Melbourne Laboratory states in the Material was taken from Sample history & comments that the sampled This information may be useful in The Gums Quarry to Victoria MRT material is from stockpiled material at Mt Aitken Yes describing the economic benefits where it was stored at the Road, Sunbury, Victoria. This may well be material associated with the proposal. Mt Aitken Quarry prior to that was transported from the Flinders quarry being tested. 1229P/M for the purposes of assessment,

The Gums Quarry, Palana Road – DPEMP Supplement

however, it would be appreciated to know with certainty if this is in fact the case.”

The Gums Quarry, Palana Road – DPEMP Supplement

PART B ‐ SUPPLEMENT RESPONSES

B.1 TABLE 1 ITEMS B.1.1 Item 1 – Access and associated matters Information requested –

Confirm the access routes from Palana Road to the quarry site and provide the map grid coordinates of each access point to the land to which the planning application relates, noting that these access points may be relevant to the EPA Board’s determinations. If the existing access road on the land is to be used then provide details of distances of the road from residences and any other sensitive receptors, noting whether these residences are in ownership other than by the owner of the land to which the application relates. Discuss potential noise impacts associated with the use of this route as opposed to the route detailed in the DPEMP. Discuss the potential speeds vehicles will be moving along the access route on the land and how will this translate into breaking and associated noise. If a change in traffic movements is proposed, confirm all potential routes for inbound and outbound traffic, volumes of traffic on each and circumstances under which they are to be used. It is noted that there is an existing alternative access route to the proposed quarry on the application land. It is also noted that Council have advised that the use of the existing access road, at least for some vehicle movements, is being considered. As discussed above confirmation of vehicle route usage is required. Submit a dust management plan which takes into account road routes on the land to which the planning application for the proposal relates. The plan should include:  an assessment of the potential dust generated from the road surfaces and from the quarry location to cause an environmental nuisance at the nearest residence in other ownership. This assessment should be based on available meteorological data and take into account worst case weather conditions. Mitigating factors such as distance of the routes from potential residences in other ownership and vegetation screening for each route should be taken into account.  Procedures for dust monitoring and complaints response  Practical mitigation procedures eg circumstances under which work will be ceased to allow for surface wetting or for unfavourable condition to dissipate. It is noted that although the EPA Board is not requiring that the dust management procedures be applied to that part of the proposed access route located off the land to which the planning application relates. It will consider such impacts directly attributable to the proposal in its decision making regarding the proposed activity. Particularly where a viable alternative route which may pose less of a potential risk is available.

The grid coordinates (GDA94 datum) for the access ways into the Land are shown in Figure S‐1a. This includes the Right of Way and the main access into the land. There is a proposed modification to the access arrangements as a direct response to the representations received by the planning authority. The alteration is not a fundamental change to the activity, rather it is reflective of the applicant’s willingness to respond positively to the representations received during the advertising process. The representation phase is a statutory process to facilitate public participation in the planning process, an objective of the Resource Management and Planning System.

The Gums Quarry, Palana Road – DPEMP Supplement

Consequently, the following will be applied – 1. Major Projects – A loop will be established as shown in Figure S1a for trucks to enter the ROW to access stockpiled material on 634 Palana Road which will then exit via the existing access to 634 Palana Road. The SISD distances required by the Scheme for both the ROW and existing access are met. Trucks will cart material from the quarry to the stockpile location, but these will be separate to the trucks collecting and delivering the material. The process of trucks entering the ROW and exiting via the existing access is depicted in Figure S1a; and 2. Normal Production – the existing access will be used as depicted in Figure S1b. The speed of trucks will be approximately 20‐30km/hr. There has been additional noise modelling and analyses conducted by Dr Alex McLeod (see Attachment S1) of the proposed traffic movement locations and pattern of truck numbers. Of note is that the trucks entering the ROW will be empty and hence they will not be under load. A Dust Management Plan is contained within Attachment S3.

Stockpile location A letter of support from the landowner for the location of the stockpiles associated with Major Projects is in Attachment 10. The vegetation of the area within which the stockpiles will be created (and then removed at the completion of the Major Project) is Allocasuarina verticillata forest (TASVEG – NAV). This vegetation type is a non‐ threatened community which is common in the Palana Road area and on the island generally. It supports no threatened species in this location.

Right‐of‐way Figure S3 shows the distances from the ROW and access road (both to be used for Major projects) to nearest residences, including the residence that occurs on the property (634 Palana Road) where the stockpiles are to be created and accessed for Major Projects. The use of the ROW [we have legal advice that identifies the proposal outlined by this Development is a lawful use of the ROW which contrasts with the purported unlawful stated use of the ROW by a representor], combined with the existing access presents a viable carting option for the operator for major projects whilst being reasonable in minimising the extent of potential impact to adjoining landowners. An EPA imposed prohibition on the use of the ROW, which could only be done by it on environmental impact grounds, would be both unjustified on the environmental impact assessment evidence in the DPEMP and this Supplement and make the operation of major projects impracticable. Traffic volumes will remain unchanged as to those presented in Tables 3 and 4 of the DPEMP, however for major projects the trucks will enter the ROW and exit via the main access. For ease of understanding, and to avoid any possibility for confusion or ambiguity, Tables S1 and S2 provide truck volumes for each access where applicable.

Table S1. Examples of gravel supplies and associated truck generation for Normal Production

Type of Supply Size of Supply Period of Supply and Truck Movements

2,000 tonnes using 30 t trucks 5 days = 14 trucks/day = 28 truck Campaign (67 truckloads) movements/day

The Gums Quarry, Palana Road – DPEMP Supplement

2,000 tonnes using 20 t trucks 6 days = 17 trucks/day = 34 truck Campaign (100 truckloads) movements/day

200 tonnes using 12 t truck 2 days = 9 trucks/day = 18 truck Low volume (17 truckloads) movements/day

As noted in the DPEMP, it is likely that 120 truck movements per day will be the maximum number given the physical constraints of access into the quarry and the time needed to load trucks with the gravel as they arrive. Over a 12‐hour day (0700 to 1900 hrs) this equates to 10 trucks per hour, on average, which means that there would be about 1 truck every 6 minutes.

Table S2. Examples of gravel supplies and associated truck generation for Major Projects

Type of Supply Size of Supply Period of Supply and Truck movements along Truck Movements the ROW

60,000 tonnes using 30 t trucks 60 days = 34 trucks/day 32 truck movements per Campaign = 68 truck movements day (about 3 per hour over a (2,000 truckloads) per day 10‐hour day)

40,0000 tonnes using 30 t 45 days = 30 trucks/day 30 truck movements per day Campaign trucks = 60 truck movements (3 per hour over a 10‐hour (1,334 truckloads) per day day)

100,0000 tonnes using 30 t 60 days = 56 trucks/day 56 truck movements per day Campaign trucks = 112 truck movements (6 per hour over a 10‐hour (3,333 truckloads) per day day)

B.1.2 Item 2 – Dust management and associated matters Information requested –

Discuss in terms of the dust management plan required later in this information request.

Indicate where possible sources of water for use in surface wetting are located taking into account periods were significant volumes of water for road wetting may be envisaged.

A Dust Management Plan is contained within Attachment S3. There are periods when water is likely to be limited, or absent from the sediment pond. The Dust Management Plan contemplates such occurrences by having alternative options that do not rely on water. Note that the quarry may not operate during all or part of the period when water is not readily available on site. The operator may choose to install a water tank in the quarry to hold water specifically for the crusher sprinkler system or for use when water is absent from the sediment pond. It is likely to be more cost‐effective to utilise a surface stabilisation agent (chemical dust suppressant) than import water from further afield. Note that the use of commercially available chemical dust suppressants is lawful in Tasmania. The manufacturer’s recommendation on use will be adopted by the quarry operator.

The Gums Quarry, Palana Road – DPEMP Supplement

B.1.3 Item 3 – Water management and receiving environment Information requested –

Provide a description of the current condition of the receiving environment for runoff from the site, including any degradation apparent as a result of historical operations on the quarry site. Discuss any changes to runoff volume and quality likely as a result of the proposal and the potential impacts.

Environment Sensitivity The receiving environment is of low sensitivity as it is pasture ‐ cropland. The Protected Environmental Values for the Flinders Municipal Area are described in the document ENVIRONMENTAL MANAGEMENT GOALS for TASMANIAN SURFACE WATERS ‐ FLINDERS MUNICIPAL AREA CATCHMENTS November 2002. The document is available from http://epa.tas.gov.au/Documents/Flinders_Municipal_Area_Catchments_Final_Paper.pdf For waters flowing through private land the identified PEV’s for Agricultural uses are – ‘Surface Waters flowing through Private Land (including forest on private land) … That is, as a minimum, water quality management strategies should seek to provide water of a physical and chemical nature to support a healthy, but modified aquatic ecosystem from which edible fish may be harvested; that is acceptable for irrigation and stock watering purposes;’ There are no specific targets for water quality in the document. Given the measures outlined in the DPEMP for the management of water quality (eg. Sediment pond construction that is appropriately sized and located) it is likely that the quality of the surface waters flowing from the Land will be suitable for Agricultural uses. Of note is the sandy environment into which the creeklines/drainage lines flow from the Land into the adjacent agricultural lands. There are no perennial creeklines or drainage lines, surface flows would be ephemeral as evident by the Google Earth images provided in section B.1.4 Item 4 – Blast management and fly rock of this Supplement. If there are surface flows onto the adjacent pasture from the Land the evidence suggests that ‐ 1. they would likely be short‐term events as there are no scars, erosion channels, defined water course locations etc in the agricultural lands; and 2. the water would quickly dissipate into the sandy soils of the plains to the west of the quarry. Concerns raised about water quality and quantity Council expressed concern about surface water discharge. The current sediment control measures operating at the quarry are those installed by the Council as they were the previous operator of the quarry. It was noted by a representor that run off will eventually enter their property and it is thus asserted that this would create swamps in low spots. There does not appear to be any detrimental effects to the receiving environment of from the discharge of water from the quarry onto those lands. Note that the current water/sediment control measures are virtually dysfunctional and water has therefore been flowing freely into the receiving environment with little sediment control. Logically, the installation of such a system that is appropriately sized and located would serve to improve this situation. Images below show the sediment pond arrangements as they currently occur and the receiving environment.

The Gums Quarry, Palana Road – DPEMP Supplement

Existing sediment pond from previous operations of the quarry. The ‘pond’ is sediment‐laden and being colonised by sheoak (Allocasuarina verticillata). The quantity and age of the seedlings of this species is suggestive that the pond has not been cleaned (to maintain water holding/sediment removal efficacy) for many years.

Existing sediment pond from previous operations of the quarry. Note the agricultural land to the north of the vegetative screen.

The Gums Quarry, Palana Road – DPEMP Supplement

The receiving environment is pasture/cropping land which is sandy with coarse rocks/cobbles intermittent (probably exposed and brought to the surface by ploughing). The geological mapping (MRT) for the area is Undifferentiated Cenozoic deposits.

Further assessment of water quantity In terms of the volume of runoff etc it is necessary to recap the current runoff location and area of the catchment. The ridgeline and slope system upon which the quarry is located has several drainage lines that flow westward from the catchment boundary formed by the top pf the ridgeline. The low relief topography surrounded by the hills from Blue Rocks to Parrys Bay is comprised of well‐drained sands with drainage lines that report to wet areas on the edge of Parrys Bay (eg near Long Point Road). The overflow from the sediment pond is into some woody debris and remnant native vegetation in the Mining Lease and then into agricultural land. There is no clearly defined channel nor any substantial evidence that the sediment pond overflows often or that when it does the volumes are large or fast flowing. The well‐ drained nature of the sandy loams on the flats to the west of the quarry are such that water may not be able to accumulate to create surface flows. Historically, the catchments would have been approximately those shown in Figure S2‐a. The catchments are 11.34 and 0.64 hectares (11.98 hectares total) – with the smaller catchment area generating surface flows that would have been discharged into the current location of the sediment pond. The drainage of the catchment was in effect directed to the smaller catchment. The current catchment arrangement is the opposite – there are three sub‐catchments present which are 0.12 hectares, 1.25 hectares and 10.57 hectares (11.94 hectares total). There is practically no net increase in the volume of water being discharged from the Mining Lease to the adjoining land – the land areas of the catchments are virtually the same (11.98 and 11.94 hectares respectively). When the quarry is using water from the sediment pond it is more likely that there would be marginally less surface runoff onto the adjoining land, not more.

The Gums Quarry, Palana Road – DPEMP Supplement

B.1.4 Item 4 – Blast management and fly rock Information requested – The blast management plan in the DPEMP must be amended to ensure neighbouring agricultural land is identified as a receiving environment and mitigation measure should be provided to specifically manage potential deposition of flyrock on that land. The potential location and facing of initial blasts is necessary information to enable assessment of potential flyrock deposition on the neighbouring agricultural land without mitigation.

A revised (April 2017) Blast Management Plan is provided in Attachment S5. We have taken advice from a blast contractor and consequently, we have removed from the Blast Management Plan the reference to fly rock potential impacting upon the Flinders Island Airport. The airport is too far from the quarry for there to be a risk of fly rock. We have however retained the acknowledgment that fly‐rock may, under very poor blast conditions, pose a risk to aircraft flying near the quarry – the management measures that relate to this risk are retained within the plan. The neighbouring land is agricultural land used for grazing and cropping, as noted by the neighbour in their representation. Modern blast techniques and the use of a suitably qualified and insured engineer/blast contractor minimise the risk of generating fly‐rock. There are many examples of quarries being located adjacent to and within highly agricultural landscapes – the fly rock risk can be suitably managed and mitigated. As noted in the DPEMP, the blast contractor is responsible for conducting a risk assessment and safety audit of the quarry as part of each blast. This includes the drilling of the holes for explosives, handling explosives, operation of detonation devices and the safe detonation of the charges. The Adams Group or their delegated agent will receive a copy of this risk assessment and safety audit and associated documentation that supports the placement of drill holes, levels of explosives used and the detonation devices. The following has been retained in the Blast Management Plan (Attachment S5) ‐ ‘Rock Debris (‘fly rock’) – monitoring and management The quarry is located well away from the nearest house and there is an embankment in place between the blast zone and the nearest residence (Figure 2). Notwithstanding this, a video system will be used to record the blast with it focused specifically on the creation or otherwise of fly rock into the adjoining land or other land.’ The use of video footage, which is relatively inexpensive given modern technology, can be used to determine if fly‐rock occurred and the trajectory at which it left the quarry. The blast design (pattern, aspect, charge mass delay etc) can also be used by an engineer to calculate distance and trajectory of fly‐rock that may have been caused by a poor blast. It is worth noting that the risk of fly‐rock is very low given the modern explosives, use of planning/calculations to accurately determine blast characteristics and other measures (eg blast mats) if required/stipulated by the blast contractor. Only suitably experienced persons can be accredited with the use of explosives. We therefore do not see the relevance of the potential location and facing of the initial blasts – the initial blast has no greater or lesser risk of generating fly‐rock than any subsequent blast. The below images accessed from Google Earth suggest that the landscape west of the quarry is used for agriculture – pasture and cropping. Indeed, the image in June 2013 indicates that the land is cropped by the ploughed paddock at the top of the image. Harvest/ploughed lines can be seen in the paddock immediately adjacent to the Mining Lease (December 2015 image) – suggestive of the use of machinery that can plough or harvest crops. The images below show the location of the quarry as a yellow arrow relative to the adjacent agricultural land.

The Gums Quarry, Palana Road – DPEMP Supplement

If these paddocks became ‘full of fly rock’ by previous operator’s poor use of the quarry 13 years ago then it was at that time the landowner of the adjacent agricultural land should have acted to correct the mistake – their failure to act about an alleged fly‐rock incident cannot be used now as a justification to prevent an activity from occurring.

11 June 2013 – Google Earth Image

The Gums Quarry, Palana Road – DPEMP Supplement

25 December 2015 – Google Earth Image

B.1.5 Item 5 – Charge mass delay (blasting) Information requested – Discuss why a maximum charge mass/delay of 100kg was chosen for the purpose of assessment? What would be the actual maximum charge mas/delay be? NB: the above information is necessary to assess likelihood of air blast overpressure exceedances. No additional information is needed to address the other comments made in relation to the VIPAC report.

A charge mass delay of 100 kg was chosen as that is the likely charge mass delay used for the activity. The material to be blasted is known to respond well to this charge mass delay as suggested to us by a blast contractor. It is very unlikely that a charge mass delay exceeding 100 kg would be used, rather it is likely to be less than the mass used for assessment purposes.

B.1.6 Item 6 – MRT matters Information requested –

Provide a revised mine layout showing indicative locations for stockpiling of overburden, topsoil and vegetation.

The Gums Quarry, Palana Road – DPEMP Supplement

Provide a revised mine plan containing sufficient information to demonstrate that at peak production all truck movements to from and on the site can be accommodated within the proposed footprint, as well as ongoing operations and stockpiling. Stockpiles include overburden, topsoil and vegetation stockpiles. The initial proposed disturbance footprint must be defined and areas to be progressively rehabilitated as the quarry extends should be identified. The layout should be based on typical dimensions of equipment, turning requirements for trucks and other vehicles and practical working volumes of stockpiles. It must be demonstrated that uncontrolled emission of materials from the proposed footprint or expansion of the footprint beyond the proposed area will not occur.

Some of the matters raised by MRT may be more appropriately addressed via the enactment of their own legislation – the Mineral Resources Development Act 1995. The current approved MRT Mine Plan is contained within Attachment S5. There is scant overburden and topsoil – it is skeletal bedrock, typical of this geology on Flinders island and in north‐eastern Tasmania where there is low rainfall (<600 mm per annum). There is also scant vegetative cover on the quarriable area – it is short, regrowth (from a hot wildfire) sclerophyll vegetation that when removed and chipped would yield very litter volume of material. Section B.1.6 Vegetation Removal and Management of the DPEMP suggests that logs may be kept on site for re‐use in rehabilitation but other material will be removed. As is the right of the operator, vegetative material can be removed from the quarry area and used elsewhere. There is no need to store it on the site, especially if its removal is necessary to operate the site in an efficient manner; consequently, we have not shown, nor do we need to show, stockpiles of vegetation/mulched organic material on the mine plan in Figure B‐1 of the DPEMP. It is perplexing that the EPA has requested, presumably at the request of MRT, the following – ‘It must be demonstrated that uncontrolled emission of materials from the proposed footprint or expansion of the footprint beyond the proposed area will not occur.’ The risk of uncontrolled emission of materials has nothing to do with the size of the footprint. There cannot be 100% certainty for any quarry/mine that uncontrolled emissions will not occur – this is a nonsensical request. How can this be demonstrated? Of note is the EPA’s insertion of the following condition – ‘Dust emissions from The Land must be controlled to the extent necessary to prevent environmental nuisance beyond the boundary of The Land.’ into many project conditions it has recently (all in 2016‐2017) assessed and approved – for example, the below listed projects which have documentation readily available on the EPA webpage for public consumption –  Bryden Elliot Building and Excavations Pty Ltd, Mt Calder Quarry, 4 and 188 Montgomery's Rd, Runnymede 7190 (Glamorgan Spring Bay Council DA 2016/121);  Cleveland Pastoral Estates Ouse (Central Highlands Council DA 2016/61);  Dromedary Quarry (Brighton Council DA2016/00156);  Hazell Bros Group Pty Ltd, Long Hill Quarry, Dan Rd, Elizabeth Town (Meander Valley Council, PA\16\0133);  Kassem Holdings Pty Ltd, Saltwood Road Sand Recovery, Saltwood Road, Bridport (Dorset Council DA 2016/70);

The Gums Quarry, Palana Road – DPEMP Supplement

 Shane Groves, Quarry Expansion, Oonah Road, Highclere (Burnie Council DA 2016/051); and  Sunnyside Pastoral Pty Ltd, Westwood Quarry Upgrade, 2355 Bridgenorth Road, Westwood (Meander Valley Council PA 16/0174). The condition does not prohibit the emission of dust from The Land, rather it simply must be ‘…controlled to the extent necessary to prevent environmental nuisance beyond the boundary of The Land’. For some approvals (eg Hazell Bros Group Pty Ltd, Long Hill Quarry, Dan Rd, Elizabeth Town), the following condition has been used by the EPA to specifically address crusher‐generated dust emissions – A3 Control of dust emissions from plant 1 Dust produced by the operation of all crushing and screening plant must be controlled by the use of one or more of the following methods to the extent necessary to prevent environmental nuisance: 1.1 the installation of fixed water sprays at all fixed crushers and at all points where crushed material changes direction due to belt transfer; 1.2 the installation of dust extraction equipment at all fixed crushers and at all points where crushed material changes direction due to belt transfer, and the incorporation of such equipment with all vibrating screens; 1.3 the enclosure of the crushing and screening plant and the treatment of atmospheric emissions by dust extraction equipment; and 1.4 any other method that has been approved in writing by the Director. For some activities (eg Kassem Holdings Pty Ltd, Saltwood Road Sand Recovery, Saltwood Road, Bridport, and Hazell Bros Group Pty Ltd, Long Hill Quarry, Dan Rd, Elizabeth Town, and Shane Groves, Quarry Expansion, Oonah Road, Highclere) specific traffic area dust generation risks are conditioned – ‘Dust emissions from traffic areas Dust emissions from areas of The Land used by vehicles must be limited or controlled by dampening or by other effective measures.’ Based on recent approvals and conditions used by the EPA, we see no reason to demonstrate with 100% certainty that there will be no emission of materials from the quarry activity – other quarry operators have not had to, nor should they. Instead, we contend that the risk of emitting materials (eg dust) can be mitigated to practicable and reasonable levels where the risk of causing an environmental nuisance is reduced to an unlikely level. The quarry layout has been designed by a suitably qualified engineer whom has many decades of experience with quarry operations on mainland Australia. We have no reason to question his expertise and suggested design. No such expertise exists within MRT, or at the least it has not been demonstrated that such expertise exists within MRT, and we have not been provided with any plausible reasons for the comments made by MRT. It is pure speculation. Consequently, there have been no adjustments or changes to Figure B‐1 of the DPEMP for the site layout. Please note that the use of stockpile locations for Major Projects, as shown in Figure S1a, may satisfy MRT in its assertion that there is not enough room in the quarry pit floor to accommodate the equipment, stockpiles etc as proposed by the Development. The use of the stockpiles as shown in Figure S1a will enable material to be stockpiled and collected by trucks independently of the operations within the quarry.

The Gums Quarry, Palana Road – DPEMP Supplement

B.2 TABLE 2 ITEMS B.2.1 Potential transport routes Concerns raised and the EPA information requested –

It is noted that environmental nuisance directly attributable to traffic movements associated with the proposal can be taken into account by the EPA Board in its determinations. Concerns that traffic along Road condition and use will affect the potential for the proposal to public roads associated with cause environmental nuisance. This is a matter which Council may the quarrying operation will consider during the planning assessment. create a noise nuisance (or that noise is not discussed) Provide a description of potential transport routes along public roads, and general loss of amenity residential setbacks along these routes and vehicle movements along for adjacent residences. these routes during peak production compared with during other periods to assist the EPA Board. Such information would be particularly relevant for hours of operation proposed outside of those specified in the Quarry Code of Practice.

Residential setbacks Most of the island is zoned rural (see Figure S5) with areas of ‘residential’ and ‘village’ zoning in and around the main population centres (eg Whitemark, Lady Barron, Killiecrankie, Palana and Emita). The quarry occurs in a Rural zone, not a residential one (see Figure C‐1 in the DPEMP). Furthermore, the likelihood is that trucks hauling material would be limited to, or substantially limited to, the main roads of the island outside the Village and residential (Low density residential, Rural residential etc) zones. The main roads are largely zoned Rural as shown in Figure S5. The Scheme notes for the Rural zone under Clause 5.8.4 Development Standards (highlight added for emphasis) – ‘(c) Buildings shall be setback a minimum distance of 20 metres from all boundaries. (d) Regardless of the foregoing minimum setbacks, buildings shall be set back not less than a horizontal distance of 100m from high water mark and 40 m from a perennial watercourse. (e) Council may relax the setback requirement of the above clause pursuant to the provisions of Clause 3.5 of this Scheme and after giving consideration to: i. The particular size, shape, contours or slope of the land and the adjoining land; ii. The adjoining land and uses and zones iii. The position of existing buildings and setbacks in the immediate area; iv. Consideration of any representations received as a result of the notification under Section 57 of the Act. (f) … (g) A house on any lot which contains only class 4, 5, 6 or 7 land is discretionary and may only be approved if any existing or potential development and use of agricultural land in the vicinity is likely to receive no impact, or only minor impact from the establishment of the residence taking into account: (a) The topography of the land; (b) The location of water catchments; (c) The location of neighbouring agricultural pursuits;

The Gums Quarry, Palana Road – DPEMP Supplement

(d) Buffers created by natural features; (e) Resource sustainability given the objective of the State Protection of Agricultural Land Policy.’ The effect of the Clause is that the frontage setback (ie the frontage is measured from the road access) must be 20 m from the roadway unless Council exercises discretion under Clause 8.3.4 (e). If we hypothetically consider lots in the Rural zone near public roads to potentially contain a residence (as can occur if Council approves one subject to the Scheme) they would be at least 20 m from the frontage with the road, unless Council exercised discretion to reduce this distance. Given the large size of most land titles in the Rural zone it is likely that the 20m frontage setback would be applied in nearly all cases. The EPA notes on its webpage (http://epa.tas.gov.au/epa/noise/residential‐noise‐and‐hours‐of‐use) the below in relation to noise in residential areas – ‘Residential Noise and Hours of Use Residential Noise Noise pollution is sound at a level that is annoying, distracting or physically harmful. This can mean different things to different people. In residential areas, an acceptable level of noise for one person may be unacceptable to another. A person’s reaction to noise may also depend on the time of the day and the nature of the noise. Typical problems include the use of noisy items such as power tools, gardening equipment, poorly located air conditioners, music system subwoofers, or people talking loudly outdoors at a late‐night party. The general approach to residential noise management in Tasmania is that a person’s use of noise‐ making equipment, as well as their recreational activities, must not unreasonably interfere with their neighbour’s wellbeing. This includes the neighbour’s ability to use both indoor and outdoor spaces on their property. To assist in protecting the community from unwanted noise, ‘Permissible Hours of Use’ have been established for machinery commonly used in garden and home maintenance, building and recreational activities. Permissible Hours of Use The Noise Regulations include the following Permissible Hours of Use* for various types of machinery used on residential premises, including residential construction sites. Machinery cannot be used outside the Permissible Hours of Use if it can be heard, or is likely to be heard, within a habitable room in another home (e.g. in a living room or a bedroom).

Machinery/Equipment Permissible Hours of Use

Monday to Friday: 7am to 8pm Lawnmowers and other power garden Saturday: 9am to 8pm maintenance equipment Sunday and Public Holidays: 10am to 8pm Chainsaws Monday to Friday: 7am to 6pm (Note: May be used for domestic garden Saturday: 9am to 6pm maintenance on only one day in any 7 Sunday and Public Holidays: 10am to 6pm consecutive days)

The Gums Quarry, Palana Road – DPEMP Supplement

Monday to Thursday: 7am to 10pm Musical instruments and sound amplifying Friday: 7am to midnight equipment Saturday: 9am to midnight Sunday and Public Holidays: 10am to 10pm Motor vehicles, motor vessels & outboard Monday to Friday: 7am to 6pm motors Saturday: 9am to 6pm (unless moving in and out of premises) Sunday and Public Holidays: 10am to 6pm Portable apparatus Monday to Friday: 7am to 6pm (e.g. power and percussion tools, Saturday: 9am to 6pm compressors, pumps, generators and cement Sunday and Public Holidays: 10am to 6pm mixers) Mobile machinery, forklift trucks and Monday to Friday: 7am to 6pm industrial motor vehicles Saturday: 8am to 6pm (e.g. tractors, graders, rollers & cranes) Sunday and Public Holidays: 10am to 6pm * refer to regulation 14 for conditions applying to use of machinery outside these hours’ The operating hours stipulated for the Development in the DPEMP (pg 21) are provided in Table S3 (an exact copy of Table 2 from the DPEMP). Of note is the general correlation between the operating hours of the quarry and the Noise Regulation permissible times for the operation of ‘mobile machinery, forklift trucks and industrial motor vehicles’ – they are the same except for additional hours for haulage between 6 and 7 am and 6 and 7 pm Monday to Friday, and haulage on Saturday with extended hours. Livestock trucks, freight trucks and other trucks on the island have no prohibition on them for the use of roads near houses either in or outside of residential areas. Roads are to facilitate the transport of goods, services and people – that is their sole function.

Table S3. Operating hours and times for blasting and crushing within the quarry

Operational Activity Operating Hours Blasting Crushing Haulage 0700 to 1900 hrs 0700 to 1900 hrs Monday to Friday; 1000 and 1600 hrs Monday to Friday; Monday to Friday 0800 to 1700 hrs 0800 to 1600 hrs on 0800 to 1600 hrs on but closed on Monday to Friday but Saturday; and Saturday; and Normal Production Sunday and public closed on Sunday and closed on Sunday and holidays (those public holidays (those closed on Sunday and public holidays gazetted gazetted Statewide). public holidays (those (those gazetted Statewide). gazetted Statewide). Statewide).

0700 to 1900 hrs 0800 to 1700 hrs 0600 to 1900 hrs 1000 and 1600 hrs Monday to Friday; Monday to Friday; Monday to Friday; Monday to Friday and 0800 to 1600 hrs on but closed on 0700 to 1900 hrs on Major projects Saturday; and Sunday and public 0800 to 1600 hrs on Saturday; and Saturday but closed holidays (those closed on Sunday and closed on Sunday and on Sunday and public gazetted public holidays (those public holidays (those holidays (those Statewide). gazetted Statewide). gazetted Statewide). gazetted Statewide).

The Gums Quarry, Palana Road – DPEMP Supplement

Like any quarry, it is impossible to predict future sales in the absence of a long‐term contract for regular supplies. The market (demand) dictates sales volumes, location of supply and the terms/conditions upon which the supply is needed. The Traffic Impact Assessment in Attachment S2 provides expert opinion and evidence on the impact (eg road pavement impacts, safety considerations) of traffic generated by the activity.

B.2.2 Economic matters Concerns raised and the EPA information requested – Either dispute or consider there is insufficient evidence provided to support assumptions that the rock from the quarry can be used for Flinders Island The economic aspects of the proposal have not Airport runways and Council and State Government been described in any detail in the DPEMP, nor roads. weighed up against potential environmental One representor was concerned regarding the lack impacts. Such information would provide useful of detail of all potential projects for the gravel context for the EPA Board as well as representors. resource believing it makes it difficult to determine if the DPEMP if sufficient. The economic uses of quarried material and Belief that the proposal will benefit one individual benefits of the proposal have not been described in for little benefit to the community as a whole, in any detail in the DPEMP, nor weighed up against particular potential damage to roads, increased potential environmental impacts. Such information traffic and noise are noted against some short‐ would provide useful context for the EPA Board as term work as a benefit. well as representors. The economic uses of quarried material and benefits of the proposal have not been described in Considers restriction should be placed on the any detail in the DPEMP, nor weighed up against potential for quarried materials to be exported. potential environmental impacts. Such information would provide useful context for the EPA Board as well as representors.

The DPEMP contained information about the resource, its uses and rationale for the Development. To avoid any uncertainty, ambiguity or confusion it is provided below (Figures refer to those in the DPEMP and are not provided here) – ‘A.5 Rationale and Alternatives A.5.1 The Resource The geology of the quarry is a deeply folded Siluro‐Devonian Turbiditic mudstone (Mathinna series – Figure E‐1A) with a thin clay‐loam soil. The material is a coarse fractured rock/gravel derived from in situ weathering of the bedrock. This geological unit is quite uncommon on Flinders Island (see Figure E‐1B). Indeed, this is the only current Mining Lease that has access to this geological formation on the island. The rock when crushed is highly suitable for use in pavement surfaces for roads (see Attachment 2) when crushed to a suitable size. The products from the quarry can supply a major component of, if not all, of the island’s needs for non‐granite and sand based construction works including, but not limited to, road base for private property road works, driveway gravel, fill for concrete slab construction and public road works. A.5.2 Extraction Options

The Gums Quarry, Palana Road – DPEMP Supplement

Given the strategic location of the quarry and its unique product that it generates, the development includes two modes of operation – 1. Normal Production – normal (extraction volume limited on a per annum basis) extraction associated with minor works including those conducted by the proponent and for sale to customers. 2. Major Projects – those projects which require a large volume of material over a short to medium term (weeks or several months) which have social and economic benefits to the island economy and infrastructure. The ability to extract material each year, and the flexibility to provide material in larger volumes to major projects when the needs arises, enables a local product to be readily available for local projects. In the past, material has often been brought onto the island from mainland Tasmania at considerable cost to the public. A local source should provide a financial incentive to implementing local works on the island as well as providing an opportunity to conduct additional works using those funds that would otherwise be spent on transport if the same material was sourced off‐island. Ordinarily, a permit for a quarry will nominate a maximum volume which can be extracted per annum. Any increase to this value would require a new application to the planning authority and a new assessment process initiated – this could be a lengthy and costly process which does not necessarily meet the timelines within which the additional material is needed, as is the case in short‐ notice projects which often require high volumes of material (eg short notice funding made available for road building projects). If a permit is issued by the planning authority, it will apply to the activity on the Land Title to which the permit was issued and authorise the extraction of up to 120,000 cubic metres per annum. The full volume of material is unlikely to be extracted each and every year, with extracted volumes likely to be in the range of 10,000 to 20,000 per annum ‐ consistent with Normal Production levels. If a permit is issued by the planning authority, subsequent application can be made to the EPA to reduce annual production levels per annum.’ To further reiterate the uniqueness of the quarry product on the island Figure S4 shows all Mining Leases registered on the island. All but the Mining Lease on The Gums produce a granite or sand based product. It is of interest that a representor notes (paraphrased by the EPA Assessment Officer) – ‘States proponent does not provide data to support assertion that the transport of quarry material to the island by barge is more expensive. Therefore it cannot be assessed whether the proposal is more favourable [economically] that the existing situation.’ Irrespective of the economic benefit of The Gums activity to the operator and/or island generally, the environmental matters associated with the activity are either negligible or can be readily managed. A triple‐ bottom‐line assessment is therefore not warranted nor justified given the lack of substantial environmental impacts that need to be weighed against economic or social benefits. Despite this, we have provided a clear example of the potential economic effect of an on‐island hard‐rock quarry below for the EPA Board to contemplate in its deliberations of the application. Quarried material imported to Flinders Island – Flinders Council airport repairs The economic benefit to the island having its own non‐granite quarry where the material is of suitable quality for various uses are clear when we consider an example of the freight costs for imported [from mainland Tasmania] material. The Flinders Council, who owns and operates the Flinders Island Airport, received Commonwealth funds (approx. $786,000) to contribute to the repair of some section of the runway. The need for further repairs are described in the Flinders Island Airport Master Plan 2012 (Attachment S7).

The Gums Quarry, Palana Road – DPEMP Supplement

Emails in Attachment S4 indicates that for a supply of approximately 1,200 tonnes for this purpose there was a freight charge of approximately $80,000 (ex GST). This equates to about $66.67 (ex GST) per tonne of material – this excludes the actual cost of the product itself, it is just the freight component. If a comparable freight charge was to be applied to import 100,000 cubic metres of material (about 160,000 tonnes) onto the island the freight fee would be $10,667,200 ($10.67 million). Whilst this is an example, and there may be savings made due to the size of the shipment, it provides a sound guide to the quantum of funding needed by the Flinders municipal ratepayers and/or cost to tax payers. This is without the cost of the product itself and of the remainder of the project. The Annual Budget for the Flinders Council is available on the Flinders Council webpage ‐ https://www.flinders.tas.gov.au/client‐ assets/images/Learn/downloads/Council%20Reports/adopted%20201617%20Budget%20V6.pdf The Executive Summary states ‐ ‘The 2016‐2017 Budget Estimates forecast an operating deficit of $325,467 after generating rate and charges revenue of $1,654,648 and Operating Grants contributions of $2,026,703. Council's financial position continues to be challenged by a static rate base that constraints the ability to generate own source revenue and low interest rate returns. The ongoing growth in the regulatory compliance costs will have further negative impacts on the financial sustainability of Council in the year ahead.’. The Annual Budget 2016‐17 provides the following summary of revenue and expenditure for the previous 8 years –

With ongoing budget deficits and the comments in the Executive Summary of the Council’s own Annual Report, it is reasonable to suggest that Council would not have the independent financial capacity to fund the freight fee of imported grave/rock materials for a Major Project‐scale development let alone the remainder of a project. Subsidisation of freight costs to import material would be excessive and arguably unjustifiably high to the tax payer. The cost of relocating a blast crew, machinery and other associated staff/equipment to the quarry for a Major Project would be a fraction of the freight charge for importing materials to the island.

The Gums Quarry, Palana Road – DPEMP Supplement

In addition to the above there is also the likely benefit of reduced freight/product cost to would‐be developers of projects requiring moderate to large volumes of gravel and/or rock. There is no way to measure the effect that an on‐island gravel resource would have to attracting developments on the island. Equally there is no way of telling how many projects (and their economic benefits) may have been lost due to excessive freight costs for raw construction materials.

B.2.3 Access road Concerns raised and the EPA information requested –

Details of discussion with the adjacent landowner regarding access to the As the access road (in part) is located on an adjoining proposal site should be provided. property considers an agreement with the adjoining Without an agreement, although access landowner should be in place. may be legal, it is more likely that environmental nuisance complaints will be made and require resolution.

Right of Way (ROW) The legal use of a ROW is not an environmental matter. The use of the ROW forms part of the development application albeit modified from the original development application as a direct response to the representations received by the planning authority. The alteration is not a fundamental change to the activity, rather it is reflective of the applicant’s willingness to respond positively to the representations received during the advertising process. The representation phase is a statutory process to facilitate public participation in the planning process, an objective of the Resource Management and Planning System. There has been no discussion with the neighbour about the ROW. The use of the ROW is not conditional on further approval by the neighbour. The quarry operator has conducted assessments within the ambit of s74 of the Environmental Management and Pollution Control Act 1994 and the applicable standards of the Scheme. The environmental effects/impacts caused using the ROW may be within the jurisdiction of the EPA to assess. However, any assessment by the EPA should be limited to environmental matters; in this case, the evidence compiled by the applicant demonstrates that the environmental effects of the use of the ROW, which is to be self‐limited to Major projects, are reasonable and manageable. These potential impacts include those of dust, noise etc. Complaints If a neighbour or other person(s) chooses to make a complaint then that complaint would presumably be treated within the principles of procedural fairness (ie natural justice). The assessment of an application is to be conducted on its environmental impact/mitigation merits, not the likelihood of future complaints that may or may not need resolution. Given the environmental impacts of the entire activity are negligible or manageable there should be no merit‐based complaints. Notwithstanding this, to enable the public to express any concerns they may have about the operation

The Gums Quarry, Palana Road – DPEMP Supplement

of the quarry, a Complaints Register will be prepared and maintained for the activity. All complaints of relevance to the management of the quarry operation will be recorded in the Complaints Register. Details of investigation and actions undertaken in relation to each complaint will also be recorded in the register. The new Commitment is below ‐

Number Commitment Timeframe To enable the public to raise any concerns they may have Ongoing from project 28 about the operation of the quarry, the existing Complaints commencement Register will be maintained for the activity.

Complaints may be received by the quarry operator or by Council and/or the EPA. The quarry operator has no control over whom a person or persons choose to make their complaints to about an activity. The important matter is the timely resolution of any complaints received which have merit. If a complaint is found to have merit it would be addressed by the quarry operator within a reasonable period in consultation with the complainant and/or the EPA. The Council has no regulatory role in environmental management matters if the quarry was to be granted a planning permit (either by Council acting as the planning authority or as an outcome of an appeal before the Resource Management and Planning Appeals Tribunal). Vexatious complaints would be dismissed – they would still be recorded within the Complaints Register.

B.2.4 Visibility Concerns raised –

The visual impact of the existing quarry is noted eg as a “scar on the landscape”.

Concerns raised that the proposal will increase the extent of the visual impact. One representor considers Visual impact should be assessed from the perspective of aircraft arriving and departing. “The current site can be seen as a scar on the land. Further extension of the existing site may mean a large visual scar on the hillside.”

Visual aesthetics are subjective. Theoretically, the existing quarry can persist until its resource is exhausted as it is approved to do so. Therefore, whether this application is approved or not the quarry will continue to exist in its current or an expanded state. The quarry has been in existence for over 30 years. Images in Attachment 2 of the DPEMP (provided here as Attachment S8 of the Supplement) show that the near full extent of the Mining Lease was stripped of its vegetation and operated as a large quarry for several years. Its existence has been long‐term, and would pre‐date the current ownership of some of the lands from which it can be seen. As the quarry is expanding into high wall material there is comparatively little geographic extent (horizontal distance) to be opened in the foreseeable future beyond what is already disturbed. Extractive industry, such as this quarry, is only permitted in the Rural zone of the Scheme and limited geographically to the geological formations that drive their establishment and ongoing use. This is the case for The Gums quarry, as noted by the lack of any other Mining Leases on the island that quarry the material present (see Figure S4).

The Gums Quarry, Palana Road – DPEMP Supplement

A visual assessment from an airplane is both unrealistic and unjustified. Many quarries and other landscape disturbances on the island can be seen from an airplane.

B.2.5 Threatened species ‐ correction Lasiopetalum discolor (coastal velvet bush) was incorrectly reported in the Mining Lease, the species is indeed the unlisted Lasiopetalum macrophyllum (shrubby velvet bush). A replacement map is provided in Figure F‐3 of the threatened flora recorded within the Mining Lease.

B.2.6 Corrections Concerns raised –

The following errors are identified in the DPEMP: Although these errors are not considered to  Extraction to start July/August 2016. affect the assessment made of the  Boyer Rd does not exist on Flinders Island. environmental aspects of the operation, it is  This quarry is not a coal mine. considered that correction would remove  Repairs will be floated to the Lilydale Workshop. any inferred ambiguity.  Material for the Markarna Park runway seems to apply to Sunbury and the rock mentioned is quartz.  There is no Gundagi Rd on Flinders Island. One representor believes the report to be a cut and paste of a report for a coal mine in Bangor and therefore infers it is not valid documentation.

Extraction should start in August 2017. The quarry is a hard‐rock quarry, not a coal mine, nor is Lilydale on Flinders Island – it was referred to as such in error. The correct statement in the DPEMP should have been the below ‐ ‘G.10.2 HEAVY MACHINERY WASHDOWN Transport trucks and light vehicles pose less risk to the transportation of weed propagules if they remain on the hard surface of the roads and the loading area and that these areas are well managed to exclude weeds. The highest risk of transporting propagules into the quarry is from heavy machinery, such as excavators, as these have the ability to carry large clods of dirt and mud in which seed propagules can be lodged. Heavy machinery is rarely brought to the site as the machinery to operate the quarry is retained at the quarry. Machinery is floated to the workshop at Markarna Park for regular servicing and major repairs however when it is returned to the quarry it is cleaned to remove dirt and vegetative matter. Wherever possible heavy machinery will be brought into the quarry and surrounds in a clean condition; free of weed propagules, clods of dirt and vegetative matter.’ Whether the material is or is not to be used on the Markarna Park for runway maintenance is of no relevance to the application – the material could theoretically be used anywhere on the island. There was an incorrect reference to Gundagi Road in the Blast Management Plan – this has been corrected in the revised Blast Management Plan (Attachment S5).

The Gums Quarry, Palana Road – DPEMP Supplement

B.2.7 Fire risk Concerns raised –

“A recent farm fire highlighted the need for The nature of the activity proposed on the land is Bushfire Protection, to the Community, from high described however no comment is made regarding risk activities.” Council also states that the relative sensitivity of the activity to bushfire “environmental impacts may also arise from a site and potential associated emissions, or the fire due to the nature of materials (fuel etc) used potential for generation of escaped fire, compared on site.” to other activities consistent with the land zoning.

A recent farm fire has nothing to do with this quarry, whether it is expanded or otherwise. Poor farm practices are of no relevance to an extractive industry. A recent completed assessment by the EPA (DA2016/00156 – Brighton Council) indicated that for the fire risk issue associated with an extractive industry the below was stated in Table 2 of that assessment (emphasis added) –

Representati Further Info EPA Comments on No./ Comments and issues requested

Agency [yes/no] Matter outside the Board’s Proposal increases the bush Rep 3 No responsibilities for assessment of the fire risk. application.

We agree with the EPA that this matter outside the Board’s responsibilities for assessment of the application. Fire risk is also outside the matters which the Council acting as the planning authority can contemplate when determining the application. Of note is the existence of a Community Bushfire Protection Plan (Whitemark area including Blue Rocks and Long Point) prepared by the Tasmanian Fire Service in consultation with Flinders Council. The plan is in Attachment S9. Council would be aware of this plan.

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an Diemen V

The Gums Quarry, Palana Road – DPEMP Supplement

PART C – ATTACHMENTS

Attachment S1 Noise Modelling – stockpiling and alternate access loop for Major Projects Attachment S2 Traffic Impact Assessment (Midson Traffic) Attachment S3 Dust Management Plan Attachment S4 Council costs for importing gravel – airport runway repair project Attachment S5 Blast Management Plan (Revised) Attachment S6 Current MRT approved Mine Plan for ML 1229 P/M Attachment S7 Flinders Island Airport Master Plan 2012 Attachment S8 Images of the quarry when opened in 1986 Attachment S9 Community Bushfire Protection Plan – Whitemark including Blue Rocks and Long Point

The Gums Quarry, Palana Road – DPEMP Supplement

Attachment S1 Noise Modelling – stockpiling and alternate access loop for Major Projects

Technical Memo

19 June 2017

Van Diemen Consulting Pty Ltd PO Box 1 New Town, TAS 7008

5033_AC_R AJM

Attn: Dr Richard Barnes

Dear Sir,

RE: The Gums quarry environmental noise from changed major project hauling route.

Please find below our report on potential environmental noise emissions from alternative hauling route proposed for major projects operations at The Gums quarry.

1. INTRODUCTION Tarkarri Engineering was commissioned by Van Diemen Consulting on behalf of Markarna Grazing Company Pty Ltd to consider an alternative hauling practice during major projects to that originally proposed in a Development Proposal and Environmental Management Plan (DPEMP) for The Gums quarry (see Vipac report 421460-01) and the one assessed in Tarkarri Engineering technical memo report 5016_AC_R. The purpose of this changed hauling activity during major projects is to reduce the potential noise impact on environmental noise receiver 3 (see receiver 3 in Vipac report 421460-01) when considered against the results from Tarkarri Engineering technical memo report 5016_AC_R. It is proposed that truck movements would be conducted as follows:- Road transport trucks would utilise a loop entering the quarry via the proposed new road and departing via the existing road. In addition to a looped entry and exit a stockpile area near would be established on the western side of the new road close to the exit onto Palana Rd. Trucks would be used to move stockpiled material from the quarry pit area to the stockpiles allowing loading of road transport trucks at proximity to Palana Rd. This would also allow for crushing and carting to the stockpiles prior to the material being required at the site of major projects. Under this hauling scenario a front end loader (FEL) and dozer would operate at the stockpile. NB: The only change from major hauling activity considered in Tarkarri Engineering technical memo report 5016_AC_R is the movement of the stockpile area from near receiver 3 to the western side of the new haul road close to the exit onto Palana Rd. To assess this alternative hauling strategy Takrarri Engineering has modelled potential noise emissions using SoundPLAN environmental noise software. Model input and set up details are the same as presented in Vipac report 421460-01. Figures 1 shows an aerial view of the quarry with the proposed haulage route and stockpile area marked.

e [email protected] Tarkarri Engineering Pty Ltd w tarkarri.com ABN 98 009 561 488 p +61 (0) 3 6343 2077 PO Box 506 Kings Meadows Tasmania 7249 Australia

Van Diemen Consulting – The Gums quarry environmental noise from changed major projects hauling route.

Figure 1 – Proposed major projects hauling route and stockpile area (provided by Van Diemen Consulting).

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Van Diemen Consulting – The Gums quarry environmental noise from changed major projects hauling route.

2. NOISE ASSESSMENT CRITERIA Noise emission criteria for the project as provided in Vipac report 421460-01 are as follows:-

 LAeq,10min 50 dBA: Crushing and haulage activity (0700 to 1700 hrs).  LAeq,10min 40 dBA: Haulage outside of crushing times (1700 to 1900 hrs).

3. ENVIRONMENTAL NOISE MODELLING

Model scenarios Two model scenarios where considered as follows:-  Crushing and Hauling: All quarry pit sources operating, with the exception of the drill rig. 6 trucks operating on the haul loop road and 2 trucks shuttling materials continuously form the pit to the stockpile area in a 10-minute period. An FEL and dozer operating at the stockpile area near Palana Rd.  Hauling only: 6 trucks operating on the haul loop road and 2 trucks shuttling materials continuously form the pit to the stockpile area in a 10-minute period. An FEL and dozer operating at the stockpile area Palana Rd. NB: A grader has not been modelled here. Figures 2 presents a model plan view with the location of noise sources marked.

Quarry pit sources (See Vipac report 421460-01 for details) Material shuttle Road trucks transport trucks

FEL and dozer

Figure 2 – Noise source locations, major projects.

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Van Diemen Consulting – The Gums quarry environmental noise from changed major projects hauling route.

Modelling results and discussion

3.2.1. Predicted sound pressure level contours To assist with the visualisation of predicted noise propagation from the alternative hauling strategy noise emission contours are provided for the four model scenarios as follows:-  Major projects, Crushing and Hauling.  Major projects, Hauling only.

NB: Predicted LAeq level contours only are presented.

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Van Diemen Consulting – The Gums quarry environmental noise from changed major projects hauling route.

Figure 3 – Predicted noise emission contours, major projects, Crushing and Hauling.

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Van Diemen Consulting – The Gums quarry environmental noise from changed major projects hauling route.

Figure 4 – Predicted noise emission contours, major projects, Hauling only.

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Van Diemen Consulting – The Gums quarry environmental noise from changed major projects hauling route.

3.2.2. Predicted sound pressure levels

Tables 1 and 2 present the predicted LAeq and LAmax noise levels respectively at the three sensitive locations under the two modelling scenarios.

Predicted sound pressure levels (dBA) LAeq Major projects Locations Crushing and Hauling Hauling only 1 45 42 2 31 22 3 53 53

Table 1 – Predicted received sound pressure levels, LAeq.

Predicted sound pressure levels (dBA) LAmax Major projects Locations Crushing and Hauling Hauling only 1 48 48 2 31 22 3 63 63

Table 2 – Predicted received sound pressure levels, LAmax.

From the above:-  All predicted noise levels are below the assessment criteria for the project at positions 1 and 2 and exceed at position 3.  Maximum noise levels are generated by the following sources under each scenario:-  Crushing and Hauling: Positions 1 and 3, transport truck. Position 2, rockbreaker.  Hauling only: transport truck at all three positions.  Maximum noise levels are at or below 48 dBA at positions 1 and 2 and are unlikely to cause significant annoyance at this level. At position 3 the level is 63 dBA and at this level there is some potential that serious annoyance could occur, particularly in outdoor living areas, if sustained for long periods. NB: Tarkarri Engineering has previously been informed that the residence at receiver 3 is in the ownership of the landowner who holds the mining lease and with whom The Gums quarry proponent has a contract to utilise the land on which the quarry is located.

4. CONCLUSTIONS Predicted noise emission results for major projects hauling practice assessed here show no change at receivers 1 and 2 from results presented in Tarkarri Engineering technical memo report 5016_AC_R. At receiver 3 a significant decrease in noise immission levels are predicted as a result of the new stockpile area location, in particular the relocation of the dozer and front end loader that would operate near the stockpiles (9 dB reduction in LAeq level and 6 dB reduction in LAmax level). However, LAeq levels remain above the criteria established for the project and maximum noise levels still have the potential to cause serious annoyance at the receiver 3 location.

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Van Diemen Consulting – The Gums quarry environmental noise from changed major projects hauling route.

I hope this information meets your immediate requirements.

Please contact me directly if you have any questions concerning this work.

Yours faithfully, Tarkarri Engineering Pty Ltd

Dr. Alex McLeod Principal Consultant p. +61 3 6343 2077 m. +61(0)439 357 297 email: [email protected]

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Attachment S2 Traffic Impact Assessment (Midson Traffic)

Markana Grazing Company Pty Ltd

The Gums Quarry, Flinders Island Traffic Impact Assessment

December 2016

Contents

1. Introduction 4 1.1 Background 4 1.2 Traffic Impact Assessment (TIA) 4 1.3 Statement of Qualification and Experience 4 1.4 Project Scope 5 1.5 Subject Site 5 1.6 Reference Resources 6 2. Existing Conditions 7 2.1 Transport Network 7 2.2 Road Safety Performance 7 3. Proposed Development 11 3.1 Development Proposal 11 4. Traffic Impacts 14 4.1 Traffic Generation 14 4.2 Access Impacts 15 4.3 Sight Distance Assessment 16 4.4 Road Safety Impacts 17 4.5 Pavement Impacts 17 4.6 Planning Scheme Requirements 19 5. Conclusions 21

Figure Index Figure 1 Subject Site & Surrounding Road Network 6 Figure 2 Palana Road 7 Figure 3 Flinders Island Vehicle Crashes 9 Figure 4 Flinders Island Crash Type Frequencies 10 Figure 5 Proposed Development 12 Figure 6 Site Access 13

Figure 7 Austroads Turn Lane Warrants 15 Figure 8 Sight Distance at Access 17

Table Index Table 1 Truck Generation Rates – Normal Production 14 Table 2 Truck Generation Rates – Major Projects 14

1. Introduction

1.1 Background Midson Traffic were engaged by Markana Grazing Company to prepare a traffic impact assessment for the expansion of the Gums Quarry in Whitemark, Flinders Island.

1.2 Traffic Impact Assessment (TIA) A traffic impact assessment (TIA) is a process of compiling and analysing information on the impacts that a specific development proposal is likely to have on the operation of roads and transport networks. A TIA should not only include general impacts relating to traffic management, but should also consider specific impacts on all road users, including on-road public transport, pedestrians, cyclists and heavy vehicles.

This TIA has been prepared in accordance with the Department of State Growth (DSG) publication, A Framework for Undertaking Traffic Impact Assessments, September 2007. This TIA has also been prepared with reference to the Austroads publication, Guide to Traffic Management, Part 12: Traffic Impacts of Developments, 2009. Land use developments generate traffic movements as people move to, from and within a development. Without a clear understanding of the type of traffic movements (including cars, pedestrians, trucks, etc), the scale of their movements, timing, duration and location, there is a risk that this traffic movement may contribute to safety issues, unforeseen congestion or other problems where the development connects to the road system or elsewhere on the road network. A TIA attempts to forecast these movements and their impact on the surrounding transport network. A TIA is not a promotional exercise undertaken on behalf of a developer; a TIA must provide an impartial and objective description of the impacts and traffic effects of a proposed development. A full and detailed assessment of how vehicle and person movements to and from a development site might affect existing road and pedestrian networks is required. An objective consideration of the traffic impact of a proposal is vital to enable planning decisions to be based upon the principles of sustainable development. This TIA also addresses the relevant clauses of the Flinders Island Planning Scheme 2000.

1.3 Statement of Qualification and Experience This TIA has been prepared by an experienced and qualified traffic engineer in accordance with the requirements of Council’s Planning Scheme and The Department of State Growth’s, A Framework for Undertaking Traffic Impact Assessments, September 2007, as well as Council’s requirements. The TIA was prepared by Keith Midson. Keith’s experience and qualifications are briefly outlined as follows:

. 20 years professional experience in traffic engineering and transport planning.

The Gums Quarry, Flinders Island - Traffic Impact Assessment 4

. Master of Transport, Monash University, 2006 . Master of Traffic, Monash University, 2004 . Bachelor of Civil Engineering, University of Tasmania, 1995 . Engineers Australia: Fellow (FIEAust); Chartered Professional Engineer (CPEng); Engineering Executive (EngExec); National Engineers Register (NER)

Keith is a Director of the traffic engineering, transport planning and road safety company, Midson Traffic Pty Ltd. He is also a Teaching Fellow at Monash University, where he teaches and coordinates the subject ‘Road Safety Engineering’ as part of Monash’s postgraduate program in traffic and transport. Keith is also an Honorary Research Associate with the University of Tasmania, where he lectures the subject ‘Transportation Engineering’ in the undergraduate civil engineering program as well as supervising several honours projects each year.

1.4 Project Scope The project scope of this TIA is outlined as follows:

. Review of the existing road environment in the vicinity of the site and the traffic conditions on the road network.

. Provision of information on the proposed development with regards to traffic movements and activity.

. Identification of the traffic generation potential of the proposal with respect to the surrounding road network in terms of road network capacity.

. Traffic implications of the proposal with respect to the external road network in terms of traffic efficiency and road safety.

1.5 Subject Site The subject site is located at 634 Palana Road, Whitemark, Flinders Island. The subject site and surrounding road network is shown in Figure 1.

The Gums Quarry, Flinders Island - Traffic Impact Assessment 5

Figure 1 Subject Site & Surrounding Road Network

Location of The Gums Quarry Mining Lease

Source: LIST Map, DPIPWE

1.6 Reference Resources The following references were used in the preparation of this TIA:

. Flinders Planning Scheme, 2000 (Planning Scheme) . Austroads, Guide to Traffic Management, Part 12: Traffic Impacts of Developments, 2009 . Austroads, Guide to Road Design, Part 4A: Unsignalised and Signalised Intersections, 2009 . DSG, A Framework for Undertaking Traffic Impact Assessments, 2007 . Roads and Maritime Services NSW, Guide to Traffic Generating Developments, 2002 (RMS Guide)

. Roads and Maritime Services NSW, Updated Traffic Surveys, 2013 (Updated RMS Guide) . Australian Standards, AS2890.1, Off-Street Parking, 2004 (AS2890.1:2004)

The Gums Quarry, Flinders Island - Traffic Impact Assessment 6

2. Existing Conditions

2.1 Transport Network For the purpose of this report, the transport network consists predominantly of Palana Road, and the quarry access road. The impact on other roads in Flinders Island would depend on the destination of quarry material at a campaign level.

Palana Road is a major arterial road owned and maintained by Council. It connects between Palana and Whitemark and services the western region of Flinders Island. Based on available State Growth traffic data, Palana Road is estimated to carry in the order of 500 vehicles per day near the subject site.

Palana Road at the access road junction to the Quarry is shown in Figure 2.

Figure 2 Palana Road

The access road to the quarry is currently unconstructed and is located on private lane as a right-of-way access. The access road will have an unsealed surface with a width of 6 metres. It will be constructed to the IPWEA unsealed road standard.

2.2 Road Safety Performance Crash data can provide valuable information on the road safety performance of a road network. Existing road safety deficiencies can be highlighted through the examination of crash data, which can assist in determining whether traffic generation from the proposed development may exacerbate any identified issues.

Crash data was obtained from the Department of State Growth for a 5+ year period between 1st January 2011 and 30 October 2016 for all roads on Flinders Island. The findings of the crash data is summarised as follows:

. A total of 34 crashes were reported during this time. The spatial locations of these crashes are shown in Figure 3.

The Gums Quarry, Flinders Island - Traffic Impact Assessment 7

. Of these crashes, 2 involved serious injury, 11 involved minor injury and 21 involved property damage only.

. 8 crashes were reported in the full length of Palana Road. None of these crashes involved heavy vehicles.

. 9 crashes were reported in Whitemark. Of these crashes, 1 occurred in Palana Road, 1 in Lagoon Road, 3 in Patrick Street, 1 in Lady Barron Road, and 3 in non-defined roads.

. The most frequent crash type was ‘other-manoeuvring’ (10 crashes), followed by ‘other curve’ (3 crashes), ‘off carriageway left bend’ (3 crashes), ‘other straight’ (3 crashes), ‘animal not ridden’ (3 crashes). The crash type frequencies for Flinders Island are shown in Figure 4.

The crash data does not indicate that there are any existing road safety issues on Flinders Island that might be exacerbated by the proposed quarry expansion. The relatively low traffic volumes on Flinders Island result in a low crash exposure risk overall. The locations of relatively crash rates generally correspond to higher traffic volume locations.

The Gums Quarry, Flinders Island - Traffic Impact Assessment 8

Figure 3 Flinders Island Vehicle Crashes

The Gums Quarry, Flinders Island - Traffic Impact Assessment 9

Figure 4 Flinders Island Crash Type Frequencies

The Gums Quarry, Flinders Island - Traffic Impact Assessment 10

3. Proposed Development

3.1 Development Proposal The proposed development involves the expansion of The Gums Quarry at Whitemark, Finders Island. The quarry produces granite and sand used for construction works for private property and public road works, gravel driveways, fill for concrete slab design, etc.

The quarry’s operational activities are categorised into the following:

. Normal production – extraction associated with minor works including those conducted by the proponent and for the sale to customers. Normal production activity results in the extraction of up to 20,000 cubic metres per annum.

. Major projects – extraction of large volumes of material over a short to medium term (weeks or several months). This may include larger public road projects. Major projects would result in the extraction of up to 100,000 cubic metres per annum.

The operating hours for the quarry are typically as follows:

. Weekdays 7:00am to 7:00pm . Saturdays 8:00am to 4:00pm . Sundays & public holidays closed

The quarry operations includes the following:

. Car parking area sufficient for all staff and trucks associated with loading activity. . Stockpiles – all material (crushed and uncrushed) will be stockpiled and stored on a hardstand located within the bunded area. A secondary stockpile location is provided on the exit route from the site (as shown in Figure 6).

. Office building (new building), containing toilet connected to a septic system.

The proposed development layout is shown in Figure 5.

The site is accessed by two unsealed roads connecting to Palana Road. Entry is proposed at the western access and exit via the eastern access, as shown in Figure 6.

The Gums Quarry, Flinders Island - Traffic Impact Assessment 11

Figure 5 Proposed Development

The Gums Quarry, Flinders Island - Traffic Impact Assessment 12

Figure 6 Site Access

The Gums Quarry, Flinders Island - Traffic Impact Assessment 13

4. Traffic Impacts

4.1 Traffic Generation Daily traffic generation associated with the quarry will vary depending on the demands at any point in time. During normal quarry production activities, gravel trucks will be up to 30 tonnes capacity. For smaller projects (such as road maintenance activities), trucks of 12 tonnes may be utilised.

Examples of typical traffic generation rates associated with the proposed production rates are provided in Table 1 and Table 2 for normal production and major projects respectively.

Table 1 Truck Generation Rates – Normal Production

Type of Supply Size of Supply Period of supply and Truck Movements

Campaign 2,000 tonnes using 30t trucks 5 days = 14 laden trucks per day (67 trucks loads) = 28 truck movements per day

Campaign 2,000 tonnes using 20t trucks 6 days = 17 laden trucks per day (100 truck loads) = 34 trucks per day

Low volume 200 tonnes using 12t trucks 2 days = 9 laden trucks per day (17 trucks loads) = 18 trucks per day

Reproduced from DA Supporting Information, Van Diemen Consulting

Table 2 Truck Generation Rates – Major Projects

Type of Supply Size of Supply Period of supply and Truck Movements

Campaign 100,000 tonnes using 30t trucks 60 days = 56 laden trucks per (3,333 truck loads) day = 112 trucks per day

Campaign 60,000 tonnes using 30t trucks 60 days = 34 laden trucks per (2,000 trucks loads) day = 68 trucks per day

Campaign 40,000 tonnes using 30t trucks 45 days = 30 laden trucks per (1,334 truck loads) day = 60 trucks per day

Reproduced from DA Supporting Information, Van Diemen Consulting

The Gums Quarry, Flinders Island - Traffic Impact Assessment 14

Staff traffic generation would consist of up to 6 car movements per day (2 staff with average of three movements per day per staff car).

Based on the traffic generation tables above, the peak hour generation of the quarry would vary up to a maximum of 20 vehicle movements per hour (equating to an average of 1 vehicle every 3 minutes, two way traffic flow). Note that during normal quarry activities, peak trip generation would be low, in order of 5 to 10 vehicles per hour.

4.2 Access Impacts Austroads Part 4A, provides the guiding technical requirements for junction treatments. In an rural context (speed limit 100-km/h), the requirements for junction treatments are reproduced in Figure 7.

Assuming the peak flow of Palana Road is 15% of AADT, then the major road volume in Figure 7 (QM) would be 75 vehicles per hour. The turning volume for any movement (particularly right turn entry manoeuvres) would peak at 12 vehicles per hour (major project truck generation). On this basis, the access falls well short of requiring a dedicated right turn facility in accordance with Austroads requirements.

Figure 7 Austroads Turn Lane Warrants

Design speed ≥ 100-km/h

The Gums Quarry, Flinders Island - Traffic Impact Assessment 15

4.3 Sight Distance Assessment Austroads Part 4A defines Safe Intersection Sight Distance as follows: “SISD is the minimum standard which should be provided on the major road at any intersection.

SISD:

- provides sufficient distance for a driver of a vehicle on the major road to observe a vehicle on the minor road approach moving into a collision situation (eg. In the worst case, stalling across the traffic lanes), and to decelerate to a stop before reaching the collision point.

- is viewed between two points to provide inter-visibility between drivers and vehicles on the major road and minor road approaches. It is measured from a driver eye height of 1.1 m above the road to points 1.25 m above the road which represents drivers seeing the upper part of the cars.

- assumes that the driver on the minor road is situated at a distance of 5.0 m (minimum of 3.0 m) from the lip of the channel or edge line projection of the major road. SISD allows for a 3 second observation time for a driver on the priority legs of the intersection to detect the problem ahead (e.g. car from minor road stalling through lane) plus SSD.

- provides sufficient distance for a vehicle to cross the non-terminating movement on two-lane two-way roads, or undertake two-stage crossings of dual carriageways, including those with design speeds of 80 km/h or more.

- should also be provided for drivers of vehicles stored in the centre of the road when undertaking a crossing or right-turn movement.

- Is measured along the carriageway from the approaching vehicle to the conflict point, the line of sigh having to be clear to a point 5.0 m (3.0 m minimum) back from the holding line or stop line on the side road.”

The sight distance of both quarry junctions with the Palana Road junction were assessed against the requirements of the Austroads Part 4A. For a design speed of 100-km/h, Austroads requires a minimum SISD of 262 metres in a rural environment (with a driver reaction time of 2.5 seconds).

Available sight distance exceeds 265 metres in both directions along the Palana Road from the access. Therefore the Austroads SISD requirements are met at the site’s access junction. The available sight distance from this location is shown in Figure 8.

The Gums Quarry, Flinders Island - Traffic Impact Assessment 16

Figure 8 Sight Distance at Access

4.4 Road Safety Impacts No significant detrimental road safety impacts are foreseen for the proposed development based on the following:

. There is sufficient capacity in the surrounding network to safely absorb the annual increase in heavy vehicle traffic in the surrounding road network. The maximum daily truck generation of the quarry will be 118 trucks per day (56 inward truck movements, 56 outward truck movements and 6 staff movements per day). The peak hour generation of the quarry will be in the order of 20 vehicles per hour. During normal operations, the traffic generation will be much lower than this volume, therefore the peak hourly capacity of any of the junctions in the surrounding network will not be impacted.

. There is sufficient sight distance available at the Palana Road intersection for the prevailing vehicle speeds in accordance with the Planning Scheme and Austroads requirements.

. There is no crash history to suggest that there are any existing road safety deficiencies in the vicinity of the subject site.

. The proposed development is not a new development but an expansion of existing long-term activity and as such, heavy vehicle movements into and out of the site will not be seen as an unusual event by other motorists.

4.5 Pavement Impacts The proposed increase in quarry production will generate an increased amount of truck activity on the surrounding road network when the quarry is operating at its capacity. Generally, the effect of light vehicles on road pavement is negligible and pavement fatigue results from heavy vehicle traffic.

The Gums Quarry, Flinders Island - Traffic Impact Assessment 17

The general method for determining the impact of heavy vehicles on road pavements is by using the Equivalent Standard Axle (ESA) to standardise truck loads. The majority of traffic generated by the quarry is Austroads Class 4, Three Axle Truck, with or without attached trailer.

According to the Austroads Vehicle Classification System (2004), Class 4 vehicles have 3 axles in 2 axle groups, resulting in the following axle configurations:

. Class 4 vehicle → 1x SADT 0.6 ESA → 1x TADT 1.0 ESA . Class 4 vehicle with trailer → 1x SADT 0.6 ESA → 2x TADT 2.0 ESA

Assuming that approximately one quarter of the trucks have trailers attached, the additional average pavement load due to the proposed increase in operations is 1.0 ESA per vehicle. This results in a total pavement loading of approximately 6,400 ESA per year (based on the maximum yearly production of 120,000 cubic metres).

Assuming the traffic distribution provided in Section 4.1 applies on an annual basis, then the greatest increase in ESA loading on a single road in the surrounding road network is on Palana Road. The increased ESA loading on Palana Road would be in the order of 6,400 ESA per year. This increase is relatively minor in terms of the design life of the road overall (which would be expected to be in the order of millions or tens of millions ESA total), which already carries a moderate proportion of heavy vehicle traffic being a major arterial road along the western side of Flinders Island.

The impact on other roads on Flinders Island would be relatively insignificant based on short duration trips on an infrequent basis over the course of a typical design life of the roads in the Flinders Island network.

Normal quarry operations are likely to accelerate pavement damage near the two access locations over time. This is due to the turning, acceleration and deceleration of trucks at the access locations. Periodic maintenance of the road pavement at the two access locations will be required throughout the quarry’s lifespan.

The Gums Quarry, Flinders Island - Traffic Impact Assessment 18

4.6 Planning Scheme Requirements Schedule 6.6 of the Planning Scheme outlines the traffic and parking requirements associated with new development. The requirements are reproduced as follows:

(a) All new lots must be provided with satisfactory pedestrian and vehicular access to a public street.

(b) All Use or Development shall provide satisfactory pedestrian and vehicular access which is suited to the volume and needs of future users.

(c) Buildings and spaces intended for public access shall provide for satisfactory use and access by the disabled; the requirements of the Building Regulations in relation to AS1428.1-1988 shall be met.

(d) Road widths shall be appropriate to the road function, expected traffic type and volume, and future subdivision potential of the subject and surrounding land.

(e) Footpaths shall normally be required in areas of new subdivision except where low vehicle traffic volumes are anticipated, in which case a footpath one side only or no footpath may be appropriate.

(f) Road intersections shall be kept to a minimum with the use of existing roads, service roads and/or shared driveways being encouraged where appropriate. (g) Intersections of roads, footpaths and foot crossings and driveways shall provide adequate safety for all users and shall satisfy the relevant requirements of Schedule 4.

(h) New Use or Development shall provide a suitably constructed driveway of a width to provide for the safe ingress and egress of the anticipated volume of traffic associated with the Use or Development

(i) New Use or Development shall provide adequate car parking to provide for the demand it generates and shall be capable of being safely accessed.

(j) On site turning shall be provided for development involving significant traffic volumes, heavy vehicle types and/or on roads which carry significant amounts of traffic. (k) New Use or Development in Bushfire Prone Areas will require access that complies with the provisions of Schedule 7, Development in Bushfire Prone Areas

In this case, the development is not a new lot or new development, but an expansion of an existing activity for the site. The site has an existing access that will require upgrading to cater for the increased traffic generation. The following points are relevant:

b. The junction of the site access has sufficient sight distance in accordance with Planning Scheme and Austroads requirements (Section 4.3). The junction does not require any turning lane facility in accordance with Austroads requirements (Section 4.2).

The Gums Quarry, Flinders Island - Traffic Impact Assessment 19

d. The access road will be widened in accordance with IPWEA municipal standards. g. The junction of the site access has sufficient sight distance in accordance with Planning Scheme and Austroads requirements (Section 4.3).

h. The junction shall be constructed to IPWEA municipal standards design for a rural access. The junction does not require any turning lane facility in accordance with Austroads requirements (Section 4.2).

i. There is sufficient available land to store all vehicles associated with quarry activities on site. j. All vehicles will be able to enter and leave the site in a forwards motion.

The proposed quarry expansion therefore complies with the relevant requirements of the Planning Scheme.

The Gums Quarry, Flinders Island - Traffic Impact Assessment 20

5. Conclusions

This traffic impact assessment (TIA) investigated the traffic and parking impacts of a proposed expansion of ‘The Gums’ quarry at 634 Palana Road, Whitemark, Flinders Island.

The key findings of the TIA are summarised as follows:

. The quarry will generate up to 118 truck movements per day during supply for a major project. During normal operations, the quarry will generate up to 34 trucks per day.

. The maximum peak trip generation of the quarry is likely to be up to 20 vehicles per hour. During normal operations, the peak trip generation will be lower than this volume.

. The junction of the site access has sufficient sight distance in accordance with Planning Scheme and Austroads requirements.

. The junction does not require any turning lane facility in accordance with Austroads requirements.

. The pavement impacts associated with the quarry operations are likely to be relatively insignificant. Normal operations are likely to accelerate pavement damage near the two access locations over time.

. The two junctions connecting to Palana Road shall be constructed to IPWEA municipal standards design for a rural access.

Based on the findings of this report and subject to the recommendations above, the proposed development is supported on traffic grounds.

The Gums Quarry, Flinders Island - Traffic Impact Assessment 21

Midson Traffic Pty Ltd ABN: 26 133 583 025 18 Earl Street Sandy Bay TAS 7005 T: 0437 366 040 E: [email protected] W: www.midsontraffic.com.au

This document is and shall remain the property of Midson Traffic Pty Ltd. The document may only be used for the purposes for which it was commissioned and in accordance with the Terms of Engagement for the commission. Unauthorised use of this document in any form whatsoever is prohibited.

Document Status

Revision Author Review Date

0 Keith Midson Zara Kacic-Midson 6 December 2016

The Gums Quarry, Flinders Island - Traffic Impact Assessment 22

The Gums Quarry, Palana Road – DPEMP Supplement

Attachment S3 Dust Management Plan

DUST MANAGEMENT PLAN

‘THE GUMS’ QUARRY, PALANA ROAD WHITEMARK, FLINDERS ISLAND

The Gums Quarry, Whitemark Flinders Island – Dust Management Plan ______

TABLE OF CONTENTS

1. INTRODUCTION ...... 3 1.1 OPERATION DESCRIPTION AND BACKGROUND ...... 3 1.1.1 OPERATOR ...... 3 1.1.2 QUARRY DETAILS ...... 3 1.2 PURPOSE AND SCOPE ...... 3 2. ENVIRONEMTAL OBJECTIVES ...... 4 3. MANAGEMENT ACTIONS ...... 4 3.1.1 Crusher Use and Dust Suppression ...... 4 3.1.2 General Dust Suppression ...... 4 4. MONITORING ...... 8 5. PERFORMANCE INDICATORS ...... 8 6. REVIEW AND REVISION ...... 8

2 The Gums Quarry, Whitemark Flinders Island – Dust Management Plan ______

1. INTRODUCTION 1.1 OPERATION DESCRIPTION AND BACKGROUND The Gums Quarry is located on private freehold land at 634 Palana Road Whitemark in the Flinders Island Municipality. The two operational modes for the activity are ‐ 1. Normal Production – normal (extraction volume limited on a per annum basis to 20,000 cubic metres) extraction associated with minor works including those conducted by the proponent and for sale to customers. 2. Major Projects – those projects which require a large volume of material (maximum of 100,000 cubic metres of extraction per annum) over a short to medium term (weeks or several months) which have social and economic benefits to the island economy and infrastructure. 1.1.1 OPERATOR The operator, Markarna Grazing Company Pty Ltd, owns and operates a large pastoral enterprise in the northern section of Flinders island – Markarna Park. The contact details for the company are – Markarna Grazing Company Pty Ltd ABN ‐ 11 082 820 760 Address: 100 Section Road, Greenvale Victoria 3059 Australia Phone: +61 3 9333 2400 Fax: +61 3 9 333 1258 The details for the contact person are – Mr George Adams Address: 100 Section Road, Greenvale Victoria 3059 Australia Phone: +61 3 9333 2400 Fax: +61 3 9 333 1258 1.1.2 QUARRY DETAILS Physical address – 634 Palana Road Whitemark TAS 7255 PID ‐ 2829461 Land Titles – 245509/1, 154854/3 Mining Lease Number – 1229P/M

1.2 PURPOSE AND SCOPE The Dust Management Plan has been prepared to identify, assess and manage dust‐relevant impacts associated with the activity. The plan applies during the construction, operation and shut down phases of the quarry. The plan will be subject to ongoing review and change to ensure that it remains relevant and effective. Dust for the purposes of this plan is – ‘…any particle suspended within the atmosphere. Particles can range in size from as small as a few nanometres to 100 microns (µm) and can become airborne through the action of wind turbulence,

3 The Gums Quarry, Whitemark Flinders Island – Dust Management Plan ______

by mechanical disturbance of fine materials or through the release of particulate rich gaseous emissions.’ 2. ENVIRONEMTAL OBJECTIVES The primary objective of this Dust Management Plan is to comply with the dust‐relevant conditions of the permits associated with the activity. This objective will be achieved through establishing:  Relevant dust control management actions and responsibilities; and  A monitoring system that can report performance. Environmental objectives and performance indicators are described in Table 1. 3. MANAGEMENT ACTIONS The primary air emission associated with quarry operations is dust. Dust can be a nuisance to neighbours and may be a safety hazard to quarry employees. Generally, the emission of visible dust should be confined within the boundary of the premises, except in remote areas where the effects beyond the site may not cause an environmental nuisance or harm. Potential sources of dust within the quarry operation are from:  The ripping of rock during dry windy conditions (especially in the summer months);  The removal of grass cover and the stripping of topsoil (very limited as the amount of topsoil is negligible);  The movement of rock and gravel within the quarry by machinery;  Crushing of rock material;  Road (gravel) use in and next to the quarry; and  Stockpiled gravel and fines. 3.1.1 Crusher Use and Dust Suppression The QCP suggests that – ‘Fixed plant and other working areas should be located on the premises with due regard to dust and noise emissions which may affect neighbours outside the premise's boundary. Plant location should also take into account the visibility of the plant.’ Standard industry practice for dust control, which will be applied at the activity, is to dampen material prior to crushing and/or to also have installed sprayers on the output chute to minimise dust emissions from an otherwise dry product. Modern mobile crushers have such features installed and there is a water source available to operate these dust suppression measures whilst crushing. 3.1.2 General Dust Suppression General measures that will be used to suppress dust if it does occur (eg during periods of strong northerly, north‐westerly and/or westerly winds in summer) include the following industry environmental practices for quarries:  Watering of internal roads as required during dry and windy conditions;  Retention of vegetation along the access road corridor where possible;  Retention of native vegetation around the quarry working area to reduce the likelihood of strong winds liberating fine particles into the air;  All site traffic is required to adhere to the site speed limit to minimise dust generated

4 The Gums Quarry, Whitemark Flinders Island – Dust Management Plan ______

by vehicle movement; and  Minimising the geographic extent of areas of exposed soil. These following specific management actions are some options available to limit or avoid dust emissions from the activity – 1. Watering internal roads and dust generating areas with dust suppressant additive as required. 2. Dust suppressant applied to stockpiles with dye to form an erosion resistant crust. 3. Using sprinkler/fogging systems around high activity infrastructure areas, especially the crusher unit. 4. Establish shade‐cloth barrier fencing in an operational condition surrounding the dust prone areas of the quarry floor/stockpiles. The deployment of these additional measures would only be contemplated if dust could not be managed with the general measures described above. For example, the use of a suppressant (chemical, usually a polymer compound) may be required when and if water becomes limiting at the site to be able to dampen roads. Key management actions and responses that have been identified to assist in achieving the dust management objectives are detailed in Table 1. All actions undertaken for mitigation of dust during dusty conditions will be recorded by the site supervisor. This information will be used to determine compliance when auditing and reporting.

5 The Gums Quarry, Whitemark Flinders Island – Dust Management Plan ______

Table 1. Management Actions for the Control and Mitigation of Dust emissions

Parameter Action Responsibility

 Induction for all employees will include information on:  Potential sources of dust  Dust Management Plan and permit conditions Induction Quarry Manager  Speed limits onsite and staying on designated roads  Who to report dust issues too

 Monitor wind and weather forecasts (Bureau of Meteorology) and cease section (or all) of the operation where dust cannot be controlled to reasonable levels where it will not cause Quarry Manager (Site Windy conditions environmental harm.  Do not assume wind direction according to the weather station as large structures will affect supervisor in lieu) wind direction (eddies). Check all boundaries when monitoring dust conditions.

 Adhere to site speed limits and designated roads Traffic  Tarping or dampening of loads exiting site Drivers

 Minimise open areas exposed to wind erosion as much as practical by completing an annual Quarry Manager (Site Open Areas assessment of areas suitable for stabilisation, and carry out stabilisation works. supervisor in lieu)  Operate water carts during dry, windy conditions and during the summer months  All unsealed roads being used for heavy vehicle traffic within the quarry area will be treated with dust suppressant additives where necessary. Quarry Manager and Site Dust suppression  Apply suppressant and dyes to all non‐active stockpiles prone to wind erosion when necessary. supervisor  Add dust suppressant additives to sprays on crushing plants when necessary.

 Conduct topsoil stripping only during suitable wind and weather conditions to minimise Clearing the generation of dust. Production Manager

6 The Gums Quarry, Whitemark Flinders Island – Dust Management Plan ______

 Daily inspections of sprinklers and dust suppressant systems to ensure operational, clean as Crushing & required. screening  Monitor dust suppressant systems during crushing & screening operations of the plant when Plant Operator including mobile they are being used, top‐up as required. crushers  On days where dust cannot be adequately controlled shut down operations until dust can be satisfactorily managed.

 Loader operators to monitor loading conditions and call on water truck to dampen areas in dusty conditions  Haul truck operators to monitor road conditions and call on water trucks to dampen roads Load & haul when dust starts to come off roads Machine operators  Haul truck operators to reduce speed on days to minimise dust  On days where dust cannot be adequately controlled shut down operations until dust can be satisfactorily managed.

 Maintain dust encapsulation systems on drill rigs  Monitor wind and weather forecasts (Bureau of Meteorology) to determine days when Drill & Blast Blast Coordinator blasting cannot occur due to adverse weather conditions.

7 The Gums Quarry, Whitemark Flinders Island – Dust Management Plan ______

4. MONITORING Monitoring is required to enable an assessment of the effectiveness of the dust management controls and improvements to be made where required. A complaints register will be maintained as part of the overall activity. Complaints received will be investigated, and the dust suppression methods reviewed. Suitable remedial actions will be undertaken as necessary and practicable. 5. PERFORMANCE INDICATORS The effectiveness of the Dust Management Program will be reviewed against the following indicators:  Compliance with licence criteria and guideline values for ambient air quality.  The level of substantiated complaints received and registered.  The level of complaints satisfaction achieved.  The absence of fugitive dust originating from cleared areas, product stockpiles and sources of mining activities Using these performance indicators Penrice will undergo continuous review of its dust management procedures and will adjust target levels as improved resources, capabilities or technical understanding is achieved. 6. REVIEW AND REVISION This management plan will be reviewed and revised –  If there are major changes to its operations;  In response to issues raised by the EPA;  In response to issues raised through community feedback; and  In response to any incident which results in a failure to meet any of the commitments of this plan. Revised plans will be provided to the EPA for approval prior to implementation. 7. COMPLAINT HANDLING All complaints received will be handled per the below listed complaint procedure. The complainant shall supply substantiated evidence that the dust has left the boundary of the site before investigative actions are taken towards the complaint.  All complaints received have recorded time, location and concern with as much detail as possible  Confirm acceptable follow up time/day with complainant  Complete incident report form The complainant will be contacted and an investigation of the complaint initiated within 24 hours of the receipt of the complaint. If requested the findings of the investigation will be explained and discussed with the complainant.

The Gums Quarry, Whitemark Flinders Island – Dust Management Plan ______

Van Diemen Consulting Pty Ltd PO Box 1 New Town, Tasmania T: 0438 588 695 E: [email protected]

This document has been prepared in accordance with the scope of services agreed upon between Van Diemen Consulting (VDC) and the Client. To the best of VDC’s knowledge, the report presented herein represents the Client’s intentions at the time of completing the document. However, the passage of time, manifestation of latent conditions or impacts of future events may result in changes to matters that are otherwise described in this document. In preparing this document VDC has relied upon data, surveys, analysis, designs, plans and other information provided by the client, and other individuals and organisations referenced herein. Except as otherwise stated in this document, VDC has not verified the accuracy or completeness of such data, surveys, analysis, designs, plans and other information. No responsibility is accepted for use of any part of this document in any other context or for any other purpose by third parties. This document does not purport to provide legal advice. Readers should engage professional legal advisers for this purpose.

Document Status Revision Author Reviewer and Organisation Date

1 R Barnes C McCoull RW Barnes, VDC Pty Ltd 01‐02‐2017

1 R Barnes C McCoull G Adams, Adams Group 01‐02‐2017

The Gums Quarry, Palana Road – DPEMP Supplement

Attachment S4 Council costs for importing gravel – airport runway repair project

M Gmail Richard Barnes

Cost of gravel/rock freight for Flinders Island runway repairs 2015/16

Richard Barnes Thu, Dec 8, 2016 at 7:58 AM To: [email protected] Cc: [email protected]

Dear General Manager

I write to request information about the cost of freight paid by Council for the delivery of gravel and rock product to the island for the airport runway repairs conducted in 2015-16.

I note the project received Commonwealth funding (http://minister.infrastructure.gov.au/wt/ releases/2015/December/wt421_2015.aspx ).

The reason for the request, which may otherwise seem a bit unusual, is outlined below.

As you may be aware, a development application for the intensification of use for an existing quarry known as The Gums Quarry, north of Whitemark was advertised and has now closed for public comment. Several comments were made during the representation phase of the application. Some were made in relation to the economic benefit of having a gravel resource available on island as opposed to gravel needing to be imported onto the island from elsewhere - there seem to be mixed views on this matter.

The EPA have requested a Supplement based on the representations received and the agency comments. In providing details to the EPA for the supplement process, and to also respond to comments made during the statutory consultation phase, we want to be as open and comprehensive in providing information as possible.

In order to provide evidence and information in relation to the matters raised about the economic benefits of an island resource, I request of Council information (receipts, invoices etc) about the cost it paid for the freight of gravel/rock used for the airport runway repairs.

My preference is to ask for the information first rather than lodge a Right to Information request, which takes time and costs funds for both the applicant and respondent.

I suspect that the information I have requested would qualify for active disclosure by Council, the funds were from the public and the project itself is for the public benefit. Alternatively, Council may deem it to need assessment (assessed disclosure) prior to being released, which would require the lodging of a RTI request.

I look forward to your reply.

regards Richard

Dr Richard Barnes BSc(Hons) PhD GDURP MPIA MESA Principal Environmental, Regional and Urban Planner Environmental Specialist and Ecologist

Director, Van Diemen Consulting Pty Ltd, Mobile: 0438 588 695

The Gums Quarry, Palana Road – DPEMP Supplement

Attachment S5 Blast Management Plan (Revised)

THE GUMS QUARRY, FLINDERS ISLAND BLAST MANAGEMENT PLAN – REVISED APRIL 2017

Van Diemen CONSULTING PO BOX 1 NEW TOWN TAS 7008 Page | 1 The Gums Quarry, Flinders Island – Blast Management Plan

CONTENTS

OBJECTIVES OF PLAN ...... 4 BACKGROUND INFORMATION ...... 4

QUARRY OPERATOR ...... 4 QUARRY DETAILS ...... 4 ROLES AND RESPONSIBILITIES ...... 6 OPERATIONAL PROCEDURES ...... 7

LOCATION AND BLAST SCHEDULING...... 7 BLAST CONTRACTOR ...... 7 BLASTING TIMES ...... 7 BLASTING PROCEDURE, TYPES OF EXPLOSIVES, INITIATION SYSTEMS ...... 7 STORAGE AND HANDLING OF EXPLOSIVES ...... 7 BLASTING ‐ NOISE AND VIBRATION LIMITS ...... 8 NOTIFICATION OF BLASTING AND FLY‐ROCK MANAGEMENT ...... 8 Residential neighbours ...... 8 Flinders island Airport operator ...... 8 Environment Protection Authority ...... 9 POTENTIAL BLAST IMPACTS ...... 9 Noise and Vibration ...... 9 Rock Debris (‘fly rock’) – monitoring and management ...... 9 MONITORING AND REVIEW...... 12

RISK ASSESSMENT AND AUDITING ...... 12 NOISE/VIBRATION MONITORING PROGRAM ...... 12 INCIDENT REPORTING ...... 12 REVIEW OF PLAN ...... 12

FIGURES Figure 1 – Location of The Gums Quarry Figure 2 – Residences within 1 km of the Mining Lease Figure 3 – Airport land and Flight Paths (approximate)

Page 2 The Gums Quarry, Flinders Island – Blast Management Plan

ABBREVIATIONS / GLOSSARY

DPIPWE Department of Primary Industries, Parks, Water and Environment EMPCA Environmental Management and Pollution Control Act 1994 (Tas) EPA Environment Protection Authority ML Mining Lease MRT Mineral Resources Tasmania QCP Tasmanian Quarry Code of Practice 1999 (the) Plan Blast Management Plan

Page 3 The Gums Quarry, Flinders Island – Blast Management Plan

OBJECTIVES OF PLAN The objectives of this Blast Management Plan (the Plan) are to:  Achieve best practice management for blasts conducted at The Gums Quarry;  Notify neighbours and the Flinders Airport operator of impending blasts  Establish measures to minimise conflict between adjoining and nearby land uses;  Establish safe systems of work with explosives and blast preparation/implementation;  Identify emergency procedures for the clean‐up of ‘fly rock’ that may affect other land users; and  Monitor and record each blast for environmental attributes for compliance requirements.

BACKGROUND INFORMATION QUARRY OPERATOR The proponent, Markarna Grazing Company Pty Ltd, owns and operates a large pastoral enterprise in the northern section of Flinders island – Markarna Park. The contact details for the company are – Markarna Grazing Company Pty Ltd ABN ‐ 11 082 820 760 Address: 100 Section Road, Greenvale Victoria 3059 Australia Phone: +61 3 9333 2400 Fax: +61 3 9 333 1258 QUARRY DETAILS Physical address – 634 Palana Road Whitemark TAS 7255 PID ‐ 2829461 Land Titles – 245509/1, 154854/3 Planning Zones (Flinders Planning Scheme 2000) – Rural Planning Overlays (Flinders Planning Scheme 2000) – Buffer Attenuation Area Mining Lease Number – 1229P/M

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an Diemen V The Gums Quarry, Flinders Island – Blast Management Plan

ROLES AND RESPONSIBILITIES For the plan to be successfully and accurately implemented there needs to be clearly defined roles and responsibilities for each and every blast that occurs at the quarry. These roles and responsibilities will apply across various contractors, staff and the owner to ensure that each blast is well planned, managed and executed such that the blasts are safe, effective and within best practice limits. The Quarry Operator is to ensure that:  the Blast Contractor (BC) is briefed on the requirements of the Plan and its importance to the worker/landowner safety and production success of the blast; and  this Plan is complied with through assessments of the quarry and liaison with the BC;  monitor operational performance of the BC to ensure compliance with license conditions;  implement and update the Blast Management Plan as required;  variations to this Plan are developed and provided to the Environment Protection Authority for approval;  ensure that all notifications are made as required under this Plan;  ensure all notifications are given in the event of a misfire or incident that would cause the Plan to be enacted for its emergency procedures or notifications to the EPA Director and/or neighbours and the Flinders Island Airport operator  respond in a timely manner to any complaints received from the blasting activities at the quarry; and  that noise/vibration test results are collected by the Contractor and securely held for 5 years from the date of the blast. The Blast Contractor (BC) is to ensure:  this Plan is complied with and appropriately implemented;  coordination of the work of staff and contractors, including site inductions of sub‐contractors and others required to implement the blast;  advise the Quarry Operator or their delegated representative of any misfires or incidents that would cause the Plan to be enacted for its emergency procedures or notifications to the EPA Director and/or neighbours and the Flinders Island Airport operator;  conducting appropriate risk assessments for the blast and mitigating those risks, and the safe and lawful handling and storage of dangerous goods;  establishment of appropriate noise/vibration monitoring sites to collect data consistent with the requirements of the EPA for blast monitoring;  conducting noise measurements for each blast consistent with this Plan; and  timely and effective delivery of noise/vibration test results to the Quarry Operator. Quarry Operator staff are to ensure that they:  apply safety measures consistent with this Plan; and  take reasonable direction from the Blast Contractor during site preparation works for the blast and immediately during and after the blast.

Page 6 The Gums Quarry, Flinders Island – Blast Management Plan

OPERATIONAL PROCEDURES

LOCATION AND BLAST SCHEDULING Blasts will occur on a needs basis. A schedule will be drafted for each calendar year and provided to the EPA Director such that he/she is aware of the number of scheduled blasts and their timing for that year. Given the nature of this quarry and its ability to exceed its base annual extraction level of 20,000 cubic metres for major projects (ie up to 100,000 cubic metres per annum for major projects), a blast schedule will be given to the EPA Director for each major project that is planned for the quarry. The schedule will be provided to the EPA Director at least 30 days prior to the blasting of rock for a major project.

BLAST CONTRACTOR Only Blast Contractors with a valid Category 2 shot‐firing permit (surface shot‐firing ‐ above‐ground quarrying, road construction and open cut mining) issued under the Explosives Regulations 2012 will be used. BLASTING TIMES Blasting will only take place between the hours of 1000 hours and 1600 hours Monday to Friday. Blasting will not take place on Saturdays, Sundays or public holidays unless prior written approval of the EPA Director has been obtained.

BLASTING PROCEDURE, TYPES OF EXPLOSIVES, INITIATION SYSTEMS The explosives to be used are likely to be ANFO (dry) and Rioflex 80‐20 wet emulsion. ANFO (or AN/FO, for ammonium nitrate/fuel oil) is a widely used bulk industrial explosive mixture. It consists of 94 percent porous prilled ammonium nitrate (NH4NO3), (AN) that acts as the oxidizing agent and absorbent for the fuel – six percent number 2 fuel oil (FO). ANFO has found wide use in coal mining, quarrying, metal mining, and civil construction in undemanding applications where the advantages of ANFO's low cost and ease of use matter more than the benefits offered by conventional industrial explosives, such as water resistance, oxygen balance, high detonation velocity, and performance in small diameters. Detonation is likely to be by a Nonel system ‐  trunkline delays at surface 17 ms, 25 ms, 32 ms and 65 ms; and  trunkline delays down hole of 450 and 500 ms. Hole depth is likely to be 6‐15 m of holes, with an average depth of 10 m. Explosives will be loaded into the drilled hole with stemming to nominally 2.5 depth with 20 mm clean crushed rock. The depth of stemming is dependent on rock type, 80‐120% of burden subject to rock type. A typical blast pattern for hard‐rock is 2.2 m burden and 2.7m spacing.

STORAGE AND HANDLING OF EXPLOSIVES The transportation, storage and handling of explosives is conducted by the Blast Contractor in accordance with the Australian Explosives Code (1999), the Australian Code for the transport of explosives by road and rail (Third edition ‐ 2009) and Australian Standard 2187 Explosives – Transport, Storage and Use (parts 1 and 2).

Page 7 The Gums Quarry, Flinders Island – Blast Management Plan

BLASTING ‐ NOISE AND VIBRATION LIMITS Blasting will be carried out in accordance with blasting best practice environmental management (BPEM) principles, and must be carried out such that, when measured at the curtilage of any residence (or other noise sensitive premises) in other occupation or ownership, air blast and ground vibration comply with the following:  for 95% of blasts, air blast over pressure must not exceed 115dB (Lin Peak);  air blast over pressure must not exceed 120dB (Lin Peak);  for 95% of blasts ground vibration must not exceed 5mm/sec peak particle velocity; and  ground vibration must not exceed 1Omm/sec peak particle velocity. All measurements of air blast overpressure and peak particle velocity must be carried out in accordance with the methods set down in Technical basis for guidelines to minimise annoyance due to blasting overpressure and ground vibration, Australian and New Zealand Environment Council, September 1990. NOTIFICATION OF BLASTING AND FLY‐ROCK MANAGEMENT A video/camera system will be used to record each blast with it focused specifically on the creation or otherwise of fly‐rock into the adjoining land or other land (eg the Flinders Island Airport). This is a means to capture real‐time footage of the blast to determine if fly‐rock has been created and to which direction it may have been directed.

Residential neighbours All residents within a 1 km radius of a blast must be notified in writing prior to that blast. This notification must be given at least 48 hours before such blasting is due to occur. In the event that the blast(s) cannot take place at the time specified, or as a result of blasting misfires, Markarna Grazing Company Pty Ltd or their delegated agent will advise all those residents within 1 km of the Quarry of the revised time at which blasting will take place. In the event of a major failure of the blast that leads to fly‐rock towards the neighbour to the west of the quarry, the Markarna Grazing Company Pty Ltd or their delegated agent will immediately advise the neighbour of the event. Markarna Grazing Company Pty Ltd will fund the inspection of the paddocks and will remove the fly‐ rock at its cost and repair any damage caused by the fly‐rock. The identification of fly‐rock will be by a suitably qualified person with expertise in the shape, form and other characteristics of fly‐rock to ensure that this is identified from the rocks that were already present in the agricultural fields.

Flinders island Airport operator The Flinders Island Airport is to the south of the quarry, but is outside the potential distance that may be affected by fly‐rock if the blast has significant failures (Figure 3). There is the potential for fly‐rock to affect planes as they approach and depart the airport as the flight path is near the quarry (Figure 3). The Flinders Island Airport must be notified in writing prior to that blast. This notification must be given at least 48 hours before such blasting is due to occur. In the event that the blast(s) cannot take place at the time specified, or as a result of blasting misfires, Markarna Grazing Company Pty Ltd or their delegated agent will advise Flinders Island Airport of the revised time at which blasting will take place. The timing may need to be negotiated with the operator of the Flinders Island Airport as planes may be approaching or departing at the time nominated for the blast.

Page 8 The Gums Quarry, Flinders Island – Blast Management Plan

The Quarry Operator respects the use of the Flinders Island Airport and the airspace the planes use. Accordingly, the Quarry Operator will give priority to the use of the airport and planes.

Environment Protection Authority The Director will be notified on each occasion prior to blasting at the Quarry. Notification will be given as early as possible, but at least 24 hours before blasting is due to occur. In the event that the blasting noise limits and vibration specified above are exceeded, the EPA Director must be notified by Markarna Grazing Company Pty Ltd within 48 hours of the blasting event.

POTENTIAL BLAST IMPACTS There are several potential impacts from blasting, all of which have been mitigated through on‐ground planning and careful use of explosives:

Noise and Vibration  Drill rig noise – limited in operation to a few days prior to each blast.  Blast noise – the blast noise is expected to be less than the permitted threshold, notification process in place to advise residents of impending blasts, monitoring stations will be used for each blast to record information for future improvements in blast management when required.  Blast vibration – minimised by the use of appropriate explosives, expected to be within permit threshold, monitoring stations will be used for each blast to record information for future improvements in blast management when required.

Rock Debris (‘fly rock’) – monitoring and management  The quarry is located well away from the nearest house and there is an embankment in place between the blast zone and the nearest residence (Figure 2). Notwithstanding this, a video system will be used to record the blast with it focused specifically on the creation or otherwise of fly rock into the adjoining land or other land.

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an Diemen V

The Gums Quarry, Flinders Island – Blast Management Plan

MONITORING AND REVIEW

RISK ASSESSMENT AND AUDITING The Blast Contractor is responsible for conducting a risk assessment and safety audit of the Quarry as part of the blast activity. This includes the drilling of the holes for explosives, handling explosives, operation of detonation devices and the safe detonation of the charges. The following safety precautions will be applied ‐ • Ensure all persons have exited the quarry prior to any blast being conducted with the exception of blast contractor personnel involved in the detonation of charges. • Ensure all roads surrounding the quarry are free of vehicles and persons. • Wherever possible avoid blasting when an atmospheric temperature inversion is present and when the prevailing wind direction is from the west. Markarna Grazing Company Pty Ltd receives a copy of the risk assessment and associated documentation that supports the placement of drill holes, levels of explosives used and the detonation devices.

NOISE/VIBRATION MONITORING PROGRAM All measurements of air blast overpressure and peak particle velocity must be carried out in accordance with the methods set down in Technical basis for guidelines to minimise annoyance due to blasting overpressure and ground vibration, Australian and New Zealand Environment Council, September 1990. The noise/vibration test results collected by the Blast Contractor will be securely held by Markarna Grazing Company Pty Ltd for 5 years from the date of the blast. In the event that the blasting noise limits and/or vibrations as specified in the permit are exceeded, the Director will be notified within 48 hours of the blasting event.

INCIDENT REPORTING The Blast Contractor is responsible for reporting to Police/Fire any incidents that require their involvement and/or attendance to the Quarry. Markarna Grazing Company Pty Ltd is responsible for reporting any misfires or delayed firings to the EPA Director and surrounding relevant landowners and the Flinders Island Airport operator: in the event that the blast(s) cannot take place at the time specified, or as a result of blasting misfires, the Markarna Grazing Company Pty Ltd or their delegated agent will advise all those residents within 1 km of the activities on the land of the revised time at which blasting will take place.

REVIEW OF PLAN This Plan will be reviewed in the event of an incident, change to the timing/location of the blast within the Quarry or other significant event. Any variations to this Plan will be made available to the Director EPA for approval before the alteration is made to the Plan. In the event that the Director, by notice in writing to Markarna Grazing Company Pty Ltd, either approves a minor variation to the approved plan or approves a new plan in substitution for the plan originally approved, Markarna Grazing Company Pty Ltd and its agents will implement and act in accordance with the varied plan or the new plan, as the case may be.

Page 12 The Gums Quarry, Flinders Island – Blast Management Plan

Van Diemen Consulting Pty Ltd

PO Box 1 New Town, Tasmania

T: 0438 588 695 E: [email protected]

Document Status Revision Author Review Date 1 R Barnes, C McCoull R Barnes, VDC Pty Ltd 01‐05‐16

1 R Barnes, C McCoull Markarna Grazing Company Pty Ltd 02‐05‐16

1 R Barnes, C McCoull R Barnes, VDC Pty Ltd 10‐04‐17

1 R Barnes, C McCoull Markarna Grazing Company Pty Ltd 14‐05‐17

Page 13 The Gums Quarry, Palana Road – DPEMP Supplement

Attachment S6 Current MRT approved Mine Plan for ML 1229 P/M

The Gums Quarry, Palana Road – DPEMP Supplement

Attachment S7 Flinders Island Airport Master Plan 2012

Final Report Flinders Island Airport Master Plan 2012

Prepared for Flinders Island Council

By Kneebush Planning Pty Ltd in association with Airports Plus Pty Ltd

2 May 2012 (Version 4.0)

Flinders Island Airport Master Plan 2012

Table of Contents Executive Summary ...... 1 PART A: BACKGROUND INFORMATION ...... 2 1 Introduction ...... 2 1.1 Overview of the Airport ...... 2 1.2 Purpose and Objectives of the Master Plan ...... 2 1.3 Methodology and Consultation ...... 3 1.4 Report Structure ...... 3 2 Master Plan Context ...... 4 2.1 Socio-Economic Context ...... 4 2.2 Policy Context ...... 4 2.3 Strategic Vision and Objectives ...... 7 3 Current Situation ...... 8 3.1 Existing Activities ...... 8 3.2 Aviation Facilities ...... 8 3.3 Pavement Strength...... 10 3.4 Buildings ...... 11 3.5 Ground Access ...... 11 3.6 Utility Services ...... 12 4 SWOT Analysis ...... 13 4.1 Strengths and Advantages ...... 13 4.2 Weaknesses and Constraints ...... 13 4.3 Opportunities and Prospects ...... 13 4.4 Threats and Risks ...... 14 5 Critical Planning Parameters ...... 14 5.1 Aerodrome Reference Code ...... 14 5.2 Determining Runway Length, Width and Strength ...... 15 5.3 Aircraft Activity Forecast ...... 17 5.4 Passenger Activity Forecast ...... 18 5.5 Selected Design Aircraft ...... 20 5.6 Possible New Runway ...... 21 PART B: AIRPORT MASTER PLAN ...... 23 6 Land Use Plan ...... 23 6.1 Land Use Precincts Plan ...... 23 6.2 Runways Precinct ...... 23 6.3 Airport Support Services Precinct ...... 23 6.4 General Aviation Hangar Development Precinct ...... 23 6.5 Industrial Development Precinct ...... 24 6.6 Surplus Land ...... 24

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Flinders Island Airport Master Plan 2012

6.7 General Land Use Guidelines ...... 24 6.8 Flinders Planning Scheme ...... 25 7 Facilities Plan ...... 26 7.1 Runways ...... 26 7.2 Pavement Strength...... 26 7.3 Airport Support Facilities ...... 27 7.4 Hangar Facilities ...... 28 7.5 Industrial Development ...... 29 7.6 Utility Services ...... 29 8 Implementation Plan ...... 29

Appendices

Appendix 1 – Existing Conditions Plan Appendix 2 – Sharp Airlines Schedules Appendix 3 – Possible New Runway Plan Appendix 4 – Land Use Precincts Plan Appendix 5 – Airport Support Services Precinct Plan Appendix 6 – Terminal Area Sub-Precinct Plan Appendix 7 – 2005/6 ANEF

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Flinders Island Airport Master Plan 2012

Executive Summary

Flinders Island Airport is a Certified Aerodrome owned and operated by the Flinders Council. The airport is an important asset for the Flinders Island community which must be carefully managed to ensure that the island’s residents and businesses continue to benefit from its existence well into the future.

The primary use of Flinders Island Airport is for Regular Public Transport (RPT) services operated by Sharp Airlines which offers services to and from Melbourne (Essendon) and Launceston. The airport is also used for charter and freight services, emergency services and private/recreational flying.

Flinders Island Airport faces competition from at least four other aerodromes on the island which are capable of supporting operations using twin engine aircraft. However, Flinders Island Airport is the only certified airport on the island and the only airport with a published approach procedure allowing it to be used in marginal weather conditions.

This Master Plan provides Council with a long term (20 year) planning framework for the safe, secure, efficient, and sustainable use and development of the airport site. It provides clear direction as to how growth is to be accommodated, particularly continued growth and expansion of Regular Passenger Transport services and General Aviation activities. The Master Plan provides an optimal spatial outcome for the airport in keeping with commercial business objectives and environmental, planning, security and operational obligations.

The emphasis of the Master Plan is on aviation growth and development, and protecting the site for the future expansion of aviation facilities. However, parts of the site have been identified for possible future non-aviation uses on land that is not likely to be required for aviation purposes.

This report has been structured to provide a clear description of the issues that have been considered in the preparation of the Master Plan in Part A and the elements that comprise the Airport Master Plan itself in Part B. Part B includes a Land Use Plan for the airport based around a number of land use precincts, a Facilities Plan relating to the airport’s physical infrastructure, and an Implementation Plan which outlines key actions to be undertaken.

Perhaps the most important issue arising from this Master Plan is the need to upgrade the existing runway pavements, particularly the Runway 14/32 pavement. The Master Plan recommends that Council undertake a full technical scoping study in relation to the runway pavements, with a full cost analysis, in order to confirm the works required to upgrade the runway pavements to an appropriate standard.

The Master Plan also recommends that an Airport Business Plan be prepared to support potential investment in infrastructure upgrades and non-aviation development on the airport site.

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Flinders Island Airport Master Plan 2012

PART A: BACKGROUND INFORMATION

1 Introduction

1.1 Overview of the Airport

Flinders Island Airport is located on the west coast of Flinders Island approximately 3km north of the Whitemark town centre. The airport site has a total area of approximately 134 hectares. Access to the airport is off Palana Road. The Existing Conditions Plan at Appendix 1 shows the airport site and surrounds.

The primary aviation facilities at Flinders Island Airport consist of two sealed runways, a sealed taxiway, a sealed apron, a grassed apron and a fuel storage facility. Adjacent to the sealed apron is a passenger terminal building with an associated car parking area. There is only one small hangar on the site at present.

The airport site is currently zoned Public Purpose Zone under the Flinders Planning Scheme. The site is proposed to be zoned part Utilities Zone and part General Industrial Zone pursuant to the draft Planning Scheme which was on public exhibition at the time of writing.

Surrounding the airport site there is Parry’s Bay to the west, rural land to the north, east and south, and a low density residential area to the south-east.

1.2 Purpose and Objectives of the Master Plan

The central goal of this Master Plan is to provide Council with a strategic planning document for the airport’s future growth and development. This is the first Master Plan for Flinders Island Airport.

The Master Plan provides Council with a long term (20 year) planning framework for the safe, secure, efficient, and sustainable use and development of the airport site. It provides clear direction as to how growth is to be accommodated, particularly continued growth and expansion of Regular Passenger Transport services and General Aviation activities. The Master Plan provides an optimal spatial outcome for the airport in keeping with commercial business objectives and environmental, planning, security and operational obligations.

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Flinders Island Airport Master Plan 2012

The key objectives of the Master Plan are therefore to:

 Identify long term land use and facility development requirements for the airport.  Identify strategies and facilities required to ensure the long term sustainability of the airport.  Ensure that the airport is not inhibited by a lack of facilities or other constraints.  Provide a clear direction as to how the airport should be developed.  Support the growth of tourist passenger traffic.  Facilitate General Aviation (GA) development.

1.3 Methodology and Consultation

The methodology used to prepare this Master Plan comprised the following stages and tasks:

Stage 1: Project Inception

 Inspection of the airport site and surrounds.  Confirmation of scope of work, methodology and key issues.  Initial consultation with Council officers, Councillors and key stakeholders.

Stage 2: Strategic Context

 Review of background information.  Assessment of existing infrastructure.  Identification of limiting factors / constraints.  Identification of opportunities for growth / development.  Identification of future land use requirements.  Identification of future facility needs and improvements.  Identification of Planning Scheme issues.

Stage 3: Draft Master Plan

 Preparation of draft Land Use Plan.  Preparation of draft Facilities Plan.  Preparation of draft Planning Scheme recommendations.  Preparation of draft Implementation Plan.  Preparation of draft Master Plan report.  Stakeholder consultation on draft Master Plan.  Consideration of stakeholder feedback.

Stage 4: Final Master Plan

 Finalisation of Master Plan  Submission of final Master Plan to Council.

1.4 Report Structure

This report has been structured to provide a clear description of the issues that have been considered in the preparation of the Master Plan (Part A) and the elements that comprise the Master Plan (Part B).

1.4.1 Part A: Background Information

Section 2 of this report describes the Master Plan context, including the socio-economic context and underlying policy context. This section also sets out the strategic vision and objectives for the airport which provide broad guidance and direction for the future use and development of the airport.

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Flinders Island Airport Master Plan 2012

Section 3 of this report outlines the airport’s current situation. This includes a description of the airport’s existing use, the airfield facilities, buildings and utility services.

Section 4 sets out the findings of the SWOT analysis that was undertaken to help set the scene for this Master Plan.

Section 5 of this report provides an analysis of the airport against relevant airport planning criteria. This includes a discussion of runway length, width and strength issues, the design aircraft and a forecast of future aircraft activity.

1.4.2 Part B: Airport Master Plan

Section 6 sets out the Land Use Plan for the airport, including a description of the Master Plan’s land use precincts and general land use guidelines.

Section 7 sets out the Facilities Plan for the airport, which describes the major physical facility and infrastructure requirements.

Finally, section 8 of this report provides recommendations on how to best implement the Master Plan, including trigger points and estimated timing for key actions.

2 Master Plan Context

2.1 Socio-Economic Context

Flinders Island Airport is recognised as an important socio-economic asset for the Flinders Island community. As an airport serving an island, its importance for the transport of people and goods cannot be understated.

The airport is a vitally important transport hub on the island for residents, tourists, businesses, government and emergency services. Whilst there are other aerodromes/airfields on the island, the Flinders Island Airport is the main airport and the only one on the island with an RPT service. It is also the main airport used by the emergency services such as the air ambulance for patient transfers.

There are currently several businesses that either operate at airport or use the airport on a regular basis. These include Sharp Airlines, Flinders Island Car Rentals, Bass Strait Aviation and Flinders Island Hire & Drive. The airport is also used by a number of air charter businesses. Due to the RPT service, the airport is also vitally important for the island’s tourism sector as a whole.

In addition to its commercial and community uses, the airport is also used by private individuals for private or recreational flying activities.

Flinders Island Airport is also unique in that it faces competition from at least four other aerodromes on the island which are capable of supporting operations using twin engine aircraft. The Flinders Island Airport is the only airport on the island with a published approach procedure allowing it to be used in marginal weather conditions.

2.2 Policy Context

2.2.1 Flinders Council Strategic Plan 2011

The Flinders Council Strategic Plan sets out the following vision for the Furneaux Community:

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Flinders Island Airport Master Plan 2012

A thriving, inclusive and self reliant community that offers opportunities for current and following generations while maintaining the diversity, uniqueness and attractiveness of the natural environment.

The Strategic Plan recognises the importance of the Flinders Airport. In Section 1.2 – Infrastructure the plan states:

Given the “island nature” of Flinders municipal area, physical and communications access is critical, as is reliable, cost effective energy supply. While not areas of direct council DOMAIN, Flinders council will, as necessary, play a role in lobbying for services that are fit for purpose and do not disadvantage the Flinders community. Council’s view of the importance of having appropriate access to Flinders is demonstrated in ownership of the airport, a registered facility that Council is advancing to a certified facility.

The Strategic Plan also states:

The Whitemark Airport provides good all-weather air access and in combination with a new regional air service provider provides additional scheduled services. The challenge with the airport is continuing to meet the recurrent expenditure and investment to comply with the standards required to support this service capability and certified airport classification. The airport upgrades currently underway provides the opportunity to consider an adjacent light industrial park adjacent to this facility, providing a useful consolidation of services in this area and freeing up residential land in Whitemark; such a development would ensure that both infrastructure and light industrial services could be effectively delivered.

The “Strategic Conclusion” of Section 1.2 is:

Access to and within the islands, affordable energy, effective communications and sound environmental and physical infrastructure are critical to the viability of the Furneaux Group, Flinders Council must optimally invest capital and recurrent funds for the airport, local roads, community facilities, solid waste management and stormwater mitigation to meet needs and standards while urging other funders and providers to meet their community service obligations and so that the community are provided high quality, safe and affordable infrastructure and utilities.

The infrastructure strategies set out in the plan are:

Identify infrastructure objectives and standards for assets and develop a viable, asset lifecycle management and operational model;

Optimise infrastructure to support existing settlements and enhance sustainable development opportunities and remove impediments to growth;

Lobby utility and access providers to meet obligations so that infrastructure policy and service provision provides for relative equity; and

Pursue “best practice” delivery models that balance cost and outcomes.

The above matters were taken into account during the preparation of this Master Plan. It is considered that this Master Plan will assist Council in implementing the above strategies insofar as they relate to Flinders Airport.

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Flinders Island Airport Master Plan 2012

2.2.2 Flinders Tourism 2020

Tourism is acknowledged as a key industry for the Flinders Island region and offers potential for substantial growth, positive economic return and contribution to liveability and lifestyle.

The document “Flinders Island Tourism 2020” sets out a long term plan for tourism development in the region. It provides a direction and commitment to the development of tourism in the region for the next 10 years and outlines the roles, responsibilities and actions of the industry.

Flinders Island Tourism 2020 contains the following vision:

To become Tasmania’s leading nature based tourism destination and regarded as a highly desirable place to visit that protects and respects its environment.

Air access is identified as a key factor in the potential growth of the island’s tourism industry. The document states that “aviation access must improve, particularly with increased flights to Victoria”. It also states that the “use of larger aircraft over time will also be acceptable to more potential visitors”.

2.2.3 Flinders Structure Plan

The Flinders Structure Plan (Pitt & Sherry, April 2011) was prepared to guide future land use and development on Flinders Island.

Section 4.1.3 of the Structure Plan discusses the island’s port and airport facilities. It states:

As Flinders Municipality is remote from road access, port and airport facilities on the Island are critical pieces of infrastructure.

This section of the Structure Plan highlights the importance of Flinders Island Airport in providing access to and from the island. It notes the results of the Flinders Island Visitor Survey Report (Tourism Tasmania, 2009) which found that 77% of trips completed by residents and VFR (visiting friends and relatives) visitors were by scheduled airline services.

Specifically in relation to the airport, the Structure Plan states:

As discussed above, the air services provide the key means of access to Flinders Island for visitors. As it provides the primary airfield on Flinders Island, there is a critical need to protect the functionality and efficiency of this transport infrastructure.

Protect the functionality and efficiency of the Airport by:

 limiting the development of sensitive uses around the airport to those that will not conflict with its operation;

 limiting development around the airport to that which will not impact upon the efficiency or safety of its operation (i.e. height limits, emissions).

Section 5.1 of the Structure Plan discusses the potential development of an industrial park at the airport. In this regard it states:

There has been some discussion of expanding light industrial activities at the Airport through the development of an ‘industrial park’ at this site.

Such a proposal have strong merit, particularly as it offers a chance to improve the amenity of Whitemark by relocating industrial type uses out of the Town. The long term

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Flinders Island Airport Master Plan 2012

relocation of industrial uses to an industrial park may also allow greater consolidation of residential and commercial development within the Town proper.

However, there is a real risk that unfettered development at the Airport could draw commercial activity away from Whitemark – further diminishing the activity base in the Town. Therefore, the type of uses promoted within Whitemark and within any new ‘industrial park’ need to be carefully considered; and such implications need to be considered in any subsequent feasibility study underpinning such a project.

Once again, the above matters were taken into account during the preparation of this Master Plan. It is considered that this Master Plan will assist Council in implementing the above strategies.

2.3 Strategic Vision and Objectives

The following vision statement and objectives provide broad guidance and direction for the development of Flinders Island Airport. The development of the vision and objectives was guided by the Council’s Strategic Plan, the Flinders Tourism 2020 strategy, the Flinders Structure Plan and discussions with key stakeholders.

2.3.1 Vision for Flinders Island Airport

Building on the vision statements contained in the Strategic Plan and tourism strategy, the vision for Flinders Island Airport is:

Flinders Island Airport is a critical transport hub servicing Flinders Island which will continue to be maintained, enhanced and protected to support the sustainable growth and development of the community and economy of the island.

2.3.2 Objectives for Flinders Island Airport

The key objectives for Flinders Island Airport are:

 Protect the airport’s primary function for aviation.

 Recognise the airport as a valuable community and economic asset.

 Create positive gains for the community and economy.

 Support the growth of RPT and charter activities.

 Support aviation-related development on the site.

 Support the growth of tourist passenger traffic.

 Support the ongoing use by emergency services.

 Ensure that appropriate infrastructure is provided.

 Allow appropriate development of surplus land.

 Ensure compliance with CASA standards and requirements.

 Ensure that future development occurs in a planned and orderly manner in accordance with the long term vision for the airport.

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Flinders Island Airport Master Plan 2012

3 Current Situation

The following section provides information regarding the existing site conditions and the surrounding land. The plan at Appendix 1 shows the existing airport site and surrounds.

3.1 Existing Activities

The primary activities at Flinders Island Airport revolve around the Regular Passenger Transport (RPT) service operated by Sharp Airlines which offers flights to and from Melbourne (Essendon) and Launceston. Copies of Sharp’s flight schedules are attached at Appendix 2.

The RPT service currently uses Metro III/23 aircraft with 19 passenger seats.

Sharp Airlines and Flinders Island Car Rentals operate offices within the passenger terminal building on the airport.

The airport is also used for General Aviation (GA) purposes including:

 Charter and freight services (Bass Strait Aviation / Alliance)

 Emergency services (including patient transport)

 Private / recreational flying

3.2 Aviation Facilities

The primary aviation facilities at Flinders Island Airport consist of two sealed runways, a sealed taxiway, a sealed apron, a grassed apron and a fuel storage facility. These facilities are discussed further below.

3.2.1 Runway 14/32

Runway 14/32 is oriented north-west/south-east and is 1720m long and 30m wide. The runway strip associated with Runway 14/32 is 1840m long and 90m wide.

The surface of the runway is sealed and it has a published Pavement Classification Number (PCN) of 7 and a tyre pressure restriction of 610 kPa (88 PSI) which is in the low range of pavement ratings. Pavement strength is discussed further in Section 3.3 below.

Runway 14/32 is a Code 3 non-instrument approach runway. Aircraft operating on Runway 32 undertake normal left hand circuits. Right hand circuits are required when operating on Runway 14 due to high terrain to the north and east. As this is a non-instrument runway there are no published approach procedures that can be used by pilots to operate approaches to this runway in other than visual conditions.

Runway 14/32 is equipped with low intensity runway edge lights, threshold lights and runway end lights. There is no approach lighting or visual approach slope indicator system, nor are they required. The lights are operated by a pilot through the aerodrome’s radio frequency.

This runway is considered suitable for current aircraft operations; however the runway pavement will continue to be damaged due to its low strength.

3.2.2 Runway 05/23

Runway 05/23 is oriented in the south-west/north-east direction and is 1070m long and 30m wide. The runway strip associated with this runway is 1190m long and 90m wide.

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The surface of the runway is sealed and it has a published PCN of 7 and a tyre pressure restriction of 610 kPa (88 PSI) which is in the low range of pavement ratings. Pavement strength is discussed further in Section 3.3 below.

Runway 05 is a Code 2 instrument non-precision approach runway. Right hand circuits are required when operating on this Runway 05 due to high terrain to the north and east. Runway 05 has NDB and GPS non-precision approach procedures designed by Airservices Australia to allow aircraft to make a straight in approach with a minima for pilots to continue their intrument approach and not have the aerodrome in sight until only about 600 ft above the aerodrome elevation.

Runway 23 is a Code 2 non-instrument approach runway. Aircraft operating on Runway 23 undertake normal left hand circuits and as this is a non-instrument runway there are no published approach procedures that can be used by pilots to operate approaches to the runway.

Night landings are not permitted on Runway 23 and night take-offs are not permitted on Runway 05 due to terrain to the east.

Runway 05/23 is equipped with low intensity runway edge lights, threshold lights (Runway 05 only) and runway end lights. There is no approach lighting or visual approach slope indicator system, nor are they required The lights are operated by a pilot through the aerodrome’s radio frequency.

This runway is considered suitable for current aircraft operations; however the runway pavement will continue to be damaged due to its low strength.

3.2.3 Taxiway

There is one short sealed taxiway connecting Runway 05/23 with the main apron parking area. It has a similar pavement strength as the runways as it was constructed at about the same time using the same materials.

The taxiway has blue edge lights and yellow holding point edge lights.

The taxiway is only suitable for aircraft with a wing span of up to 24m or an outer main gear wheel span of up to 6m.

This taxiway is considered suitable for current aircraft operations, with similar pavement reservations as the runways.

There is also a private unpaved taxiway leading to the private hangar area to the north of runway 05/23. This taxiway crosses a culvert (a bridge) and, due to the prepared taxiway width and the width of the culvert, is only suitable for aircraft with a maximum wingspan of up to 15m or an outer main gear wheel span of up to 4.5m.

3.2.4 Aprons

The airport has a sealed apron and two grassed aprons.

The sealed apron is located at the end of the taxiway and is provided mainly for short term parking of passenger or air ambulance aircraft, or aircraft using the fuel facility. A proposed extension is planned on the east side of the sealed apron, north of the fuel facility, to provide additional space for parking larger aircraft, such as the Fokker F50 used by the tourism charters. This apron has security floodlighting available.

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The grassed apron is located immediately to the west of the sealed apron and is available for itinerant light aircraft parking.

There is also a small unpaved apron area in front of the private hangars located to the north of runway 05/23.

It is considered that the aprons, including the proposed extension, are suitable for current aircraft operations.

3.2.5 Fuel Storage Facility

The aviation fuel storage facility is operated by Sharp Airlines and is located adjacent to / on the west side of the main apron. The fuel is stored in a secure, bunded enclosure. The facility is a twin chambered tank storing Avgas and Jet A1 fuel. The total storage capacity is 55,000 lt.

The fuel storage facility is considered suitable for current aircraft operations.

3.2.6 Navigational Aids

A Non-Directional Beacon (NDB) is located off-airport approximately 1km to the south-east on Palana Road.

There is also an automatic weather station with the meteorological data being transmitted on the aerodrome’s radio frequency (134.4 MHz).

3.3 Pavement Strength

Australia has adopted an international pavement strength classification system that matches an aircraft’s classification, based on its actual weight, with a pavement classification. The system provides a pavement management tool that requires aircraft that cannot match the pavement classification to seek the approval of the airport owner before using any pavement.

The pavement classification basically has two components which provide an indication of the effect of an aircraft on the sub-grade, or underlying natural surface, and on the pavement itself (or the pavement’s surface). The first part of the classification consists of a number combined with the type of pavement (flexible or rigid) and an indication of the strength of the sub-grade. The second component is a tyre pressure rating. Both the Pavement Classification Number and the tyre pressure can be determined empirically, based on the thickness of the pavement and the construction materials used, or they can simply be based on experience/usage if the pavement details are not known.

The Flinders Island Airport pavements are rated 7/F/B/610 which indicates that:

 The pavement is relatively low strength (7), but is about average for regional Australia;

 The pavement is a flexible pavement (F);

 The sub-grade is of a mid to low strength (B), consistent with the clay loams found on the airport; and

 The maximum tyre pressure is 610 Kpa.

The condition of the pavements indicates:

 That the pavement thickness and sub-grade strength are appropriate for the types of aircraft using the airport as there is no pavement deformations associated with sub-grade failures due to overloading; and

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 The pavement material used in the most recent resurfacing is inadequate for the current aircraft operations and it does not have the structural strength to support the loads imposed through higher tyre pressures; the pavement surface has numerous localised wheel ruts. It is suspected that the most recent gravels added have a high clay content and round particles so that there is little interlocking between particles and, hence, little structural strength.

The pavement strength issue is discussed further in Part B of this report (section 7.2), particularly in relation to future requirements.

3.4 Buildings

The main building on the airport is the terminal building which is located on the south side of the main apron, in the south-east corner of the site. The terminal building is approximately 300m2 in area and consists of a passenger waiting area, male/female toilets, an office and check-in counter for Sharp Airlines, and a counter for Flinders Island Car Rentals. On the east side of the building there is an external undercover baggage reclaim area.

The existing terminal building is space constrained. Whilst the current passenger check-in and lounge area in the terminal building is just adequate for handling a single RPT aircraft flight (19 seats) at a time, it is not adequate if there is a need to handle more than one passenger aircraft at a time.

The public space in the terminal is about 70m2 and currently becomes unworkable if two aircraft arrive at about the same time with a total of about 76 combined passengers (i.e. 38 arrivals and 38 departures). With two full flights people have to wait outside as there is insufficient space inside. There appears to be about one meeter and greeter for every two passengers which adds to the building load.

The external baggage reclaim area is also less than ideal. In addition, Flinders Island Car Rentals have indicated a desire for their own separate office and check-in counter and it is understood that another rental car company may be interested in leasing some space in the terminal in the future.

The terminal would not be large enough if passenger screening and checked bag screening were introduced by the Commonwealth Government for aircraft down to the size of the current RPT aircraft operating into Flinders Island Airport.

Given the above, future expansion of the terminal has been identified in this Master Plan. This is discussed further in Part B (section 7.3) of this report.

To the south/west of the terminal building there are five buildings comprising a vacant dwelling, a workshop, the Airport Manager’s office, a power station and a shed.

There is only one small hangar on the airport which is located on the opposite (north) side of Runway 05/23. This hangar is used for the storage of a private aircraft. Adjacent to this hangar is a small shed.

3.5 Ground Access

The main ground access to the airport is via an entry off Palana Road in the south-east corner of the site. The location of this entry is not ideal due to its proximity to the bridge over Pats River (less than 50m to the south) and because it is situated on a bend in Palana Road which restricts visibility. A new entry road has been identified in this Master Plan. This is discussed further in Section 7 of this report.

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3.5.1 A car parking area is located to the south of the terminal building.

A secondary access road off Palana Road into the airport is located to the north of Runway 05/23. This primarily provides access to the private hangar.

3.6 Utility Services

The provision of utility services to the site is currently limited.

Reticulated water is currently sourced from the town water supply system. However the quality is not suitable for drinking. Tank water from the terminal building roof is used for drinking and hand washing.

There is no reticulated sewerage system. Wastewater from the terminal building is treated via an on-site septic tank system. The existing septic tank system is located immediately to the west of the terminal building and could be affected by future building works.

While the bio mass inflows are low, it has excessive peak flows, coinciding with aircraft arrivals and departures that a normal septic tank type system does not effectively handle. The peak flows have a “flushing” effect on a septic tank and interrupt the normal retention cycle resulting in poorly treated effluent. This can be partially accommodated through the use of a tank that is larger than normally required, so that the peak flow is considered as the “normal” flow, however these tanks have a maximum capacity after which a small package treatment plant would be required.

The capacity of a septic system can be increased by the addition of secondary treatment of the effluent (such as a Trickle Filter or Aeration Ponds) to achieve an effluent of a suitable quality, however it is generally not cost effective as the capacity gains can be met and exceeded through more efficient treatment plants.

Therefore, to cater for increases in the Terminal Building and other on airport developments a new efficient treatment plant should be installed to produce an effluent that meets community standards.

Reticulated electricity is currently supplied to the airport. The electricity supply is adequate for current needs and is likely to be adequate for the foreseeable future.

It is noted that Council is currently in the process of seeking funding to construct a 16.6kW solar power system on the airport. This project, called the Flinders Island Airport Carbon Neutral Project, aims to offset 100% of the airport’s electricity usage and associated carbon footprint. The proposed system comprises six freestanding solar tracking arrays each comprising fifteen 185w photovoltaic panels. This Master Plan identifies a suitable site for the proposed solar panel arrays (refer to Section 7 of this report).

Telecommunication services at the airport comprise only Telstra landlines and mobile phones. The stakeholder consultation did not identify this as an issue or problem for the airport.

There are no dedicated fire fighting services facilities on the airport. The stakeholder consultation did not identify this as an issue or problem for the airport.

Part B (section 7.6) of this report makes a number of recommendations for upgrading of the existing utility services.

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4 SWOT Analysis

To help clarify the future direction of the airport and key issues to be addressed in the Master Plan, a SWOT analysis of the airport was undertaken. The following points summarise the airport’s strengths/advantages, weaknesses/constraints, opportunities/prospects and threats/risks. The SWOT analysis was based on an assessment of the existing facilities, a review of background information, relevant policies and consultation with stakeholders.

4.1 Strengths and Advantages

The key strengths of the airport are considered to be:

 Council owned asset  Certified aerodrome  Non-Directional Beacon  Published Non-Precision Instrument Approach (Runway 05 only)  Runway lighting  RPT passenger service  Surrounding land use (mostly rural)  Fuel facilities  Proximity to Whitemark

4.2 Weaknesses and Constraints

The key weaknesses of the airport are considered to be:

 Runway orientation not ideal (prevailing wind direction from the west / south-west)  Runway obstacles (hills/mountains to the north, east and south)  Length of Runway 05/23 (only 1070m)  Non-precision instrument approach procedures only on Runway 05 due to terrain  Runway pavement strength (only PCN 7)  Terminal building too small  Wildlife hazards (minimised by existing fencing and management procedures)  Nearby low density residential area (Bluff Road area)  Planning controls not ideal (see section 6.8)  Ageing infrastructure  Water supply  No reticulated sewerage  Limited income streams

4.3 Opportunities and Prospects

The key opportunities for the airport are considered to be:

 Growth from tourism traffic  New air services  New runway to address current runway weaknesses  General Aviation development (hangars)  Land available for development  Expansion of terminal building  Improved planning scheme controls  Other possible income streams from unused land (eg. industrial park)  Solar energy facility  Undercover car parking

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 Environmentally friendly wastewater treatment plant

4.4 Threats and Risks

The threats to the airport are considered to be:

 Cost of air travel  Nearby residential development  Noise complaints  Maintenance and upgrade costs  Competition from other airports  Lack of growth on the island  Limited community involvement  Wildlife strikes (minimised by existing fencing and management procedures)  Changes in airport security requirements  Construction of dwellings around the airport site  Construction of structures around the airport which infringe the Obstacle Limitation Surfaces

Where possible, the Master Plan (Part B of this report) responds to the above strengths, weaknesses, opportunities and threats. It is noted, however, that many of the above matters are not directly relevant to the Master Plan and are therefore not specifically addressed.

5 Critical Planning Parameters

This section provides an analysis of the airport against relevant airport planning parameters to help guide the Master Plan.

5.1 Aerodrome Reference Code

Australia has adopted the International Civil Aviation Organisation (ICAO) methodology of using a code system, known as the Aerodrome Reference Code, to specify the standards for individual aerodrome facilities which are suitable for use by aircraft within a range of performances and sizes.

The Aerodrome Reference Code is based on the characteristics of an aircraft not the airport. Once the critical aircraft (or design aircraft) is determined then the aerodrome facilities are designed and built to meet those characteristics. Currently the aviation facilities at Flinders Island Airport are capable of handling a Code 3C aircraft. The one limiting factor, as discussed in Section 3.3 of this report, is pavement strength.

The table below indicates the aircraft characteristics that determine the Aerodrome Reference Code.

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Table 1 - Aerodrome Reference Code extracted from MOS Part 139 - Aerodromes

Aerodrome Reference Code

Code Element 1 Code Element 2

Code Aeroplane reference field Code Outer main gear number length letter Wing span wheel span

1 Less than 800 m A Up to but not Up to but not including including 15 m 4.5 m 2 800 m up to but not B 15 m up to but 4.5 m up to but not including 1200 m not including 24 including 6 m m 3 1200 m up to but not C 24 m up to but 6 m up to but not including 1800 m not including 36 including 9 m m 4 1800 m and over D 36 m up to but 9 m up to but not not including 52 including 14 m m E 52 m up to but 9 m up to but not not including 65 including 14 m m F 65 m up to but 14 m up to but not not including 80 including 16 m m

5.2 Determining Runway Length, Width and Strength

Determining runway length, width and strength for an airport needs to be based on the critical aircraft that are likely to use the airport in the future. Usually this is based on RPT or charter aircraft.

There are a number of aircraft commonly used in the Australian aviation industry for regional passenger operations and for business charter. The most commonly used RPT aircraft operating in regional centres on the eastern seaboard are turbo prop aircraft such as the Dash 8, SAAB 340 and Metro III/23.

Commonly used business charter aircraft include the Canadair Challenger 604 which is used by the RAAF to transport VIPs and the Cessna Citation/Learjet or similar which are used by many businesses to transport senior management within Australia.

Table 2 below shows the characteristics of a range of typical aircraft.

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Table 2 - Typical Aircraft Types1

Tyre Aircraft Seats ARFL (m) MTOW (kg) ACN2 Pressure CODE (kPa)

Dash 8-300 50 1122 18642 10 805 2C Dash 8 Q400 70 1354 29347 16.5 1020 3C Jetstream 31 18 1440 6950 4.4 450 3C ATR 72-600 50 1165 21566 12 748 3C SAAB-340 35 1220 12370 5.7 655 3C Metro III 19 991 6577 4 740 2B Metro 23 19 1341 7545 4 742 2B Challenger 604 12 1780 21617 13 1420 3B Hawker 900 8 1513 12700 7 1300 3B Learjet 55 8 1292 9298 6 793 3A Fokker F50 50 1760 20820 10 552 3C B737-800 180 2256 70535 46 1400 4C A320-200 180 2058 72000 40 1360 4C Note 1: For indicative purposes only. Specific values for particular aircraft should be obtained from the aircraft operator or the aircraft manufacturer. Note 2: The ACN is based on the aircraft’s maximum take-off weight on a flexible pavement with a sub-grade rating of “B”.

The aircraft that service an airport may be large aircraft providing limited services or smaller aircraft providing a higher frequency of services. The option of a large aircraft with limited services generally results in an overall deterioration in passenger numbers as the infrequent services do not provide a convenience with people making alternative travel arrangements, such as chartering an aircraft. The net result may be a loss of services as passengers abandon the scheduled service.

The Aeroplane Reference Field Length (ARFL) published by aircraft manufacturers for each aircraft type is a guide only when determining suitable runway length; many other factors can also influence usable runway length including air temperature, runway slope and elevation. In practice, a longer runway length is usually required.

Runway length can therefore be a limiting factor for aircraft operations. The longer runway at Flinders Island Airport (Runway 14/32) is of an adequate length (1720m) for the aircraft types currently operating (Metro III/23) and would be suitable for larger passenger aircraft such as the SAAB 340 or Dash 8. However, current pavement strength would prevent or restrict these aircraft types from operating (see Section 3.3 above).

The pavement strength can also be a major limiting factor for aircraft operations. The construction materials used and the constructed depth of the pavement determine pavement strength. For a pavement to be determined suitable for an aircraft operation the designated Pavement Classification Number (PCN) should match the Aircraft Classification Number (ACN) which is determined by the aircraft manufacturer. ERSA also indicates that both runways

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have a Pavement Classification Number (PCN) of 7. As the two runways are PCN 7 they are suitable for the current aircraft operations (Metro III/23 aircraft); however the tyre pressure rating is not suitable and the trigger for increasing the pavement strength may have arrived. In any event, a certain trigger would be the commencement of operations with larger aircraft, i.e. Fokker F50, Dash 8 etc.

The current pavement will not continuously support an aircraft that has a tyre pressure of greater than the published maximum tyre pressure of 610 kPA.

5.3 Aircraft Activity Forecast

A forecast of aircraft activity has been prepared to check that the current airport facilities are adequate for the potential growth in aircraft movements and also to indicate the timing for future airport infrastructure development. Historical records of annual aircraft activity (landings only) are provided in Table 3 below.

Table 3 – Historical Records of Annual Aircraft Activity (Landings Only)

Year Commercial Private Military RFDS Helicopters Total

1993/94 2046 559 11 30 19 2665 1994/95 2110 479 5 32 22 2648 1995/96 1815 395 3 30 70 2313 1996/97 1801 388 6 22 32 2249 1997/98 2384 358 4 21 24 2791 1998/99 2350 294 18 24 13 2699 1999/00 2410 280 28 23 12 2753 2000/01 2008 252 23 29 42 2354 2001/02 1837 336 1 41 46 2261 2002/03 1759 336 3 42 83 2223 2003/04 2030 318 23 7 2393 2004/05 1615 317 23 50 2005 2005/06 1641 251 24 24 1940 2006/07 1595 258 23 26 1902 2007/08 1423 194 17 24 1658 2008/09 1511 303 36 58 1908 2009/10 1339 228 33 21 1621 2010/11* 2066 *October 2010-October 2011

The above figures show that there has been an overall decline in aircraft activity at Flinders Island Airport over the last 17 years. This is consistent with recent trends within Australia.

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The Commonwealth Department of Infrastructure and Transport produces aviation activity data annually. According to this data, General Aviation (GA) activity in Australia, in terms of hours flown, decreased by approximately 2% between 1999 and 2009. Over the same period, Regional airline activity decreased by approximately 26%.

The most pronounced trend in domestic GA in the past decade has been the growth of the Sport Aviation sub-sector. In terms of hours flown this sub-sector grew by approximately 84% between 1999 and 2009. The Training and Aerial Work sub-sectors were the only other sub- sectors to show an increase in hours flown (10% and 18% respectively). It is noted however, that none of these sub-sectors are major activities at Flinders Island Airport.

Given the above, if recent trends continue, it is expected that aircraft activity at Flinders Island Airport will remain within the range of 3,000 to 5,000 movements (landings and take-offs) per year for the foreseeable future. Even if modest growth were to occur (say 2% per annum) the total number of movements is not likely to exceed 6,000 movements for at least 20 years.

The forecast expectation of less than 6,000 movements per year in the life of this Master Plan is based on:

 Currently there are only about 1620 landings or 3240 movements per year;  The segments of the aviation industry that service Flinders Island (RPT and Freight) are experiencing downturns in movements cross Australia, but specifically in the rural and regional airports, and there are no indications that these trends will not continue for some time, especially given the strength of the Australian dollar which makes external travel more attractive than internal travel;  Flinders Municipality has a relatively stable population; the residential population growing by just 20 people from 2004 to 2008 which is approximately 0.5% per annum over this period1; and  The Tasmanian Demographic Change Advisory Council’s ‘high growth’ scenario for Flinders Municipality would see only modest population growth to 1,012 people in 2032. This equates to approximately 0.6% growth per annum and is only marginally above the observed growth in the population from 2004 to 2008 (0.5% p.a.)2.

The capacity of the current runway and taxiway configuration is much greater than the number of aircraft movements forecast. The current runway configuration has the capacity for handling over 60,000 movements per annum and would be greater with the addition of parallel taxiways.

5.4 Passenger Activity Forecast

A forecast of passenger activity has also been prepared to check that the current airport support facilities are adequate for the potential growth in passenger movements and particularly to indicate the timing for future terminal expansion.

Historical records of annual passenger activity are provided in Table 4 below.

1 Draft Flinders Structure Plan, April 2011.

2 Draft Flinders Structure Plan, April 2011.

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Table 4 – Historical Records of Annual Passenger Activity

Year Passengers Change % Change

2003/04 15625 2004/05 15424 -201 -1.3% 2005/06 15651 227 1.5% 2006/07 16651 1000 6.4% 2007/08 16880 229 1.4% 2008/09 17365 485 2.9% 2009/10 17843 478 2.8% 2010/11 18460 617 3.5% 2011/12* 6968 *July-November 2011

The above figures show that passenger movements through the airport have increased every year for the last 6 years, with an average increase of 2.4%.

Table 5 below shows a forecast of passenger growth based on a compounding growth rate of 2.4% per annum.

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Table 5 – Passenger Activity Forecast

Year Passengers Change % Change

2010/11 18460 2011/12 18903 443 2.4% 2012/13 19357 454 2.4% 2013/14 19821 465 2.4% 2014/15 20297 476 2.4% 2015/16 20784 487 2.4% 2016/17 21283 499 2.4% 2017/18 21794 511 2.4% 2018/19 22317 523 2.4% 2019/20 22852 536 2.4% 2020/21 23401 548 2.4% 2021/22 23962 562 2.4% 2022/23 24538 575 2.4% 2023/24 25126 589 2.4% 2024/25 25729 603 2.4% 2025/26 26347 618 2.4% 2026/27 26979 632 2.4% 2027/28 27627 648 2.4% 2028/29 28290 663 2.4% 2029/30 28969 679 2.4% 2030/31 29664 695 2.4%

As stated in Section 3.4 of this report, the existing terminal building is space constrained. The above figures, combined with Council’s growth aspirations, indicate that expansion of the existing terminal building will be required in the short term (next 2-3 years).

Expansion of the terminal building has been identified in this Master Plan. This is discussed further in Section 7.3 of this report.

5.5 Selected Design Aircraft

The current passenger traffic is being comfortably catered for with the 19 seat Metroliner operated by Sharp aviation. If it is assumed that the passenger growth could be higher than the historical average (2.4%) due to developments in the tourism sector, it would not be unreasonable to forecast a growth rate of between 4% and 6%. Based on 19,000 annual passengers for the current year (cf 18,460 for 2010/2011) the growth rate indicates an annual passenger statistic of between 28,100 and 34,000 in 10 years and 41,600 and 61,000 in 20 years.

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Using the Dash 8 Q400, with a capacity of 70 passengers, as an example, 34,000 passengers per year equates to approximately 1 service per day, or, using a SAAB 340 with 32 passengers, it equates to approximately 3 services per day. Therefore, commercially it will be more appropriate to consider a SAAB 340 type aircraft as the design aircraft, with a capacity of 32 passengers, instead of a larger aircraft with only one viable service per day. However, it should be noted that even a SAAB 340 type service will probably not become sustainable until there is at least 25,000 passengers per annum on a city pair. The Launceston – Flinders Island city pair service currently has about 15,000 passengers per annum.

Therefore, for the purpose of this Master Plan the critical design aircraft selected is the SAAB 340.

This aircraft can operate at Code 3C aerodromes and Flinders Island Airport’s primary facilities are built to Code 3C standard. This aircraft is also in keeping with the existing pavement strength restrictions (the SAAB’s ACN is acceptable but its tyre pressure is slightly higher than the airport’s published tyre pressure restrictions but less than the Metro’s tyre pressure).

A heavier aircraft such as the Dash 8 Q400 could be used as the design aircraft if it were planned to significantly upgrade the pavements. In addition, aircraft used for RPT operations above 20,000 kg MTOW also trigger the requirements for the implementation of increased security requirements, including the screening of passengers, carry-on baggage and check-in baggage and upgrading of the physical security of the airport such as installation of security cameras.

In any event both the SAAB 340 and Dash 8 Q400 are Code 3C aircraft.

In summary, the design aircraft should have Code 3C characteristics to continue to protect the airport for this type of aircraft operation and the MTOW of the design aircraft may increase over time subject to pavement strength.

5.6 Possible New Runway

As indicated in the SWOT analysis, the construction of a new runway was identified as an opportunity to address the weaknesses with the existing runways. Those weaknesses are:

For this reason consideration was given to the potential for a new 1,800m runway to be constructed which could address, or minimise, the above issues. An optimal alignment was determined having regard to runway obstacles (hills/mountains to the north, east and south). This alignment is shown on the Possible New Runway Plan at Appendix 3. A new runway would replace both of the current runways as it would be better aligned to the prevailing winds and would not have the same operational restrictions caused by the high terrain to the north and to the east; there would be circuit restrictions so that all aircraft would operate away from the high terrain but the approaches would not be restricted.

The proposed new runway would have to comply with the CASA standards, as published in the Manual of Standards Part 139 – Aerodromes, which include the provision of a runway strip 60 m longer than each end of the runway and a 90 m long Runway End Safety Area beyond the ends of the runway strip. These require an area that is 150m wide and 2,100m long. The planning has also made provision for a 1000m long public safety zone from the end of the runway strip, as forecast by the Federal Government in the recently published White Paper on

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Aviation. This paper indicates that the Federal Government plans to introduce a requirement for Public Safety Zones at the ends of runways within about 5 years. Whilst there are no published standards or guidelines in the White Paper, this Master plan has applied the dimensions currently applied by the Queensland Government through Queensland State legislation.

The cost of a runway pavement has been estimated at between $5,000 and $10,000 per lineal metre for a runway suitable for the types of aircraft best suited for Flinders Island. This produces an indicative costing of between $9 and $18 million dollars for a new runway. The cost to reconstruct the existing runway 14/32 has been estimated at $5 million.

The new runway would result in all aircraft operations overflying the low density subdivision located to the south-east of the airport (Bluff Road area), potentially causing a deterioration of the quiet amenity currently enjoyed by the airport’s neighbours.

Taking the above into consideration, a new runway cannot be justified in the life of this Master Plan (20 years) for the following reasons:

 Construction cost (indicative costs are in the order of $9-$18 million);  Land acquisition costs to construct to the north-west;  Potential impact on low density residential area to the south-east of the airport; and  The existing runways are operationally suitable for the current and the 20 year forecast aircraft movements, with reconstruction requirements to improve the pavement strength.

Therefore the recommendations of this study in relation to a new runway are:

 Upgrade the existing runway and taxiway pavements; and  Review the requirement again as part of a Master Plan review in 5 years.

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PART B: AIRPORT MASTER PLAN

6 Land Use Plan

This section sets out the land use plan for the airport, including a description of the Master Plan’s land use precincts and general land use guidelines.

6.1 Land Use Precincts Plan

To assist Flinders Council in planning future use and development of the airport site, a Land Use Precincts Plan has been prepared. This plan forms the basis of the Master Plan for the future use and development of the site. The Land Use Precincts Plan for the airport is attached at Appendix 4

The Land Use Precincts Plan shows the following four (4) precincts:

 Airside Operations Precinct  Airport Support Services Precinct  General Aviation Hangar Development Precinct  Light Industrial Development Precinct

Each of the land use precincts shown on the plan has different characteristics and objectives. These details are discussed in the following sections of this report. The use of the precincts shown on the Land Use Precincts Plan should be consistent with the following broad guidelines. Facility (physical infrastructure) requirements are discussed in Section 7 of this report.

6.2 Runways Precinct

The Runways Precinct contains the two existing runways and associated runway strips. It has an area of approximately 49.5 hectares. This precinct must be retained and protected for runway operations in accordance with CASA requirements.

6.3 Airport Support Services Precinct

This precinct contains the existing taxiway, aprons, fuel facility, passenger terminal, car parking and other airport support facilities. This precinct has an area of approximately 8.5ha.

More detailed plans have been prepared for this precinct, comprising an Airport Support Services Precinct Plan (Appendix 5) and a Terminal Area Sub-Precinct Plan (Appendix 6) to show how the land in this precinct should be used and developed in the future. A number of changes and enhancements to this precinct are recommended. This is discussed further in Section 7.2 of this report.

6.4 General Aviation Hangar Development Precinct

This precinct contains the existing private hangar building. This precinct is designated for further General Aviation (non-commercial) hangar construction, and should be reserved for that purpose. This precinct has an area of approximately 6.0ha.

This precinct should be used only for hangar purposes or activities directly related to aircraft storage, loading or unloading.

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Flinders Island Airport Master Plan 2012

6.5 Industrial Development Precinct

This precinct comprises land not required for airport/aviation purposes and is set aside for possible future industrial development, in accordance with the strategic directions set out in Council’s Strategic Plan and Flinders Structure Plan (as outlined in Section 2.2 of this report).

This precinct is approximately 11.5ha in area.

Land uses in this precinct could take the form of aviation-related industrial activities not requiring airside access, or non-aviation industrial activities, provided such activities do not have the potential to interfere with aircraft operations (see section 6.7). However, the following quote from the Flinders Structure Plan is noted:

6.6 Surplus Land

There is a large amount of land within the boundaries of the airport that is not included in a designated precinct on the Land Use Precincts Plan. This land could be considered as “surplus land”.

Like the Light Industrial Development Precinct, the surplus land is not currently required for any particular or identified airport/aviation purpose. However, whilst this land may not be directly required for airport purposes, it should remain in Council ownership in order to provide a safeguarding buffer.

6.7 General Land Use Guidelines

Use and development of the airport land and surrounding land should comply with the following general guidelines:

 Future use and development must comply with this Master Plan and be compatible with ongoing airport operations.  The airport land should be reserved for its designated use in accordance with the Land Use Precincts Plan.  Development in any individual precinct should be undertaken in accordance with the detailed precinct development plan.  Ensure that appropriate utility services are provided for new development.  Ensure that industrial activities do not produce air emissions that are likely to impact on aviation activities.  Ensure that lighting does not impact on airport operations.  Ensure that buildings do not exceed the heights specified in the Obstacle Limitation Surfaces (OLS) chart that will impact on flight paths or airport operations.  Ensure that land uses are not sensitive to aircraft noise (residential uses should generally be discouraged).  Ensure that land uses and landscaping do not attract wildlife that could be a hazard to aircraft operations.  Ensure that convenient, safe and efficient vehicle access is provided within and to the site.

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Flinders Island Airport Master Plan 2012

6.8 Flinders Planning Scheme

6.8.1 Airport Site

The airport site is currently zoned Public Purpose Zone under the Flinders Planning Scheme. The intent of this zone is:

The zone is intended to accommodate existing and future public areas, facilities and services, including schools, hospitals, government offices, nursing homes, airports and the like.

Within this zone all use or development not indicated on the zoning plan (public purpose) is prohibited. The current zoning is therefore likely to be problematic for uses which are not for a “public purpose” such as private commercial uses in the Airport Support Services Precinct or private industrial uses in the Industrial Development Precinct.

The airport site is proposed to be zoned part Utilities Zone and part General Industrial Zone pursuant to the draft Planning Scheme which was on public exhibition at the time of writing. The General Industrial Zone is proposed to apply to the precinct nominated in this Master Plan for industrial development. This zoning arrangement is considered satisfactory provided the provisions of the Utilities Zone are tailored to provide for and require all land use and development to be in accordance with this Master Plan.

6.8.2 Airport Protection

The key issue in relation to airport protection is to ensure that the use and development of land surrounding the airport does not prejudice the ongoing operation of the airport. This primarily involves ensuring that:

 development proposals near the airport and under flight paths do conflict with the airport’s Obstacle Limitation Surfaces (OLS); and  changes of land use near the airport and under flight paths are not for land uses which may be sensitive to aircraft noise (e.g. residential land uses).

The Flinders Planning Scheme map currently shows an “Airport Buffer” overlay covering land outside the airport under the approach/departures paths of the two runways. The draft Planning Scheme retains this buffer.

The Airport Buffer overlay in the draft Planning Scheme should be reviewed to ensure that it provides adequate and appropriate protection for the airport particularly having regard to the airport’s OLS chart and Australian Noise Exposure Forecast (ANEF) contours. This includes the provisions of the associated Airport Impact Management Code.

It is noted that a 2005/6 ANEF was prepared for the airport in 2001 by AOS Airport Consulting. A copy of this ANEF is attached at Appendix 7. Given the fact that this ANEF was prepared over 10 years ago, Council should give consideration to getting an updated ANEF prepared for the airport.

6.8.3 National Airports Safeguarding Advisory Group

A key initiative of the Commonwealth Government's Aviation White Paper (released December 2009) is to safeguard airports and the communities in their vicinity and to develop, with state, territory and local governments, a national land use planning regime to apply near airports and under flight paths. The National Airports Safeguarding Advisory Group (NASAG), comprising high-level Commonwealth, State and Territory transport and planning officials, has been

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Flinders Island Airport Master Plan 2012

formed to develop a national land use planning regime to apply near airports and under flight paths.

Prior to implementing any new land use planning controls around Flinders Island Airport, Council should investigate and consider the work being undertaken by NASAG. It may be premature to implement new planning controls until the Commonwealth has provided its response to any NASAG recommendations.

7 Facilities Plan

This section outlines the future facility (physical infrastructure) requirements for Flinders Island Airport.

7.1 Runways

As stated in Sections 3.2 and 5.5 of this Master Plan, the existing runways have some weaknesses. However, the option of building a new runway in the short to medium term has been rejected at this stage. As such, this Master Plan recommends protection, maintenance and strengthening of the existing runways.

As the runways are suitable for the design aircraft that have been adopted for this Master Plan there is no operational or commercial reason to extend either of the runways within the life of this Master Plan.

Council could plan to acquire land to the north of Runway 14/32 to provide for a possible extension to this runway at some time in the future, but the acquisition should only occur if the subject land is put on the market as there is no justification for any compulsory acquisition at this stage. It is noted that any extension of the runway by more than 79m would change it from a Code 3 runway to a Code 4 runway. This would trigger a number of changes including widening of the runway to 45m and changing the Obstacle Limitation Surfaces (OLS).

Runway 05/23 should be maintained and strengthened only. This runway is confined between Parry’s Bay to the west and Palana Road to the east and there is no justification for any extension; it is only used by the larger aircraft during strong westerly winds when its current length is more than adequate.

7.2 Pavement Strength

The strength of a pavement is generally designed to both bear the effect of any load imposed on it and to spread that load onto the normally much weaker local sub-grade, or the naturally occurring materials on which the pavement is constructed. Each of these characteristics requires differing pavement properties and have different failure modes.

If a pavement does not distribute a load onto the sub-grade so that the sub-grade can support the load the pavement will fail over an area with a depression forming, followed by a collapse of the pavement and sub-grade structure.

If a pavement cannot itself support a load the pavement will fail immediately under the point where the load was applied. For example, it will form wheel ruts without any overall loss of the surface shape. In other words, over a large area the pavement will be level and uniform except for where a wheel has passed, where there will be a rut with associated heaving of the dislocated pavement material. This is generally caused through the addition of a low quality pavement material on top of a reasonable pavement so that the inability to support a load is

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Flinders Island Airport Master Plan 2012

generally confined to the top layer of the pavement. It can also occur when low strength clay lumps become mixed with the pavement material through inadequate quality control.

As stated above, in airports the measure of a pavement’s strength is expressed as a Pavement Classification Number (PCN), with the numerical component providing a measure of the pavement’s ability to spread a load onto the sub-grade and the tyre pressure component providing a measure of the pavement’s ability to support a load. The rating of Flinders Island Airport’s existing pavements was discussed in section 3.3 of this report.

The Flinders Island Airport pavements have numerous “rut” type failures that indicate the presence of a low quality pavement material/gravel as part of the pavement profile. There is no indication that the sub-grade is failing due to excessive loads caused by overloading or by the pavement not being able to spread the load onto the sub-grade. Some time ago anecdotal evidence is that the then gravel runways were resurfaced with locally sourced gravel and a bitumen seal applied. The local gravel has been tested and shown to be not suitable for pavement construction. It is not now used for any pavements at Flinders Island Airport; however the poor quality pavement material still exists in the current pavements.

It is recommended that Council undertake a full technical scoping study in relation to the runway pavements, with a full cost analysis, in order to confirm the works required to upgrade the runways to an appropriate standard. This study should be undertaken by a consultant with airport pavement experience.

One possible option is that the pavements could be upgraded by removing approximately 150mm of the pavement in and around the current and future failed sections and replacing it with a crushed rock that complies with the Tasmanian Department of Infrastructure and Resources specification for Road Base A pavement material. The 150mm depth is based on some limited analysis of the pavement through in-situ observations and testing, and is a thickness that can be efficiently excavated and replaced. Thinner excavations may be possible but generally the effected pavement is about 150mm thick.

7.3 Airport Support Facilities

Concept plans have been prepared for the Airport Support Services Precinct to show future facility requirements for this precinct and where these facilities should be developed. These plans are an Airport Support Services Precinct Plan (Appendix 5) and a Terminal Area Sub- Precinct Plan (Appendix 6).

The key elements of these plans are:

 A new apron and “Commercial GA” hangar area to the west of the existing sealed apron and terminal building (where the grassed apron is currently located). This is where hangars for commercial GA operators should be located, particularly charter operators.

 A new taxiway linking the existing sealed apron to Runway 05/23 to service the new apron and Commercial GA hangar areas.

 “Future Terminal Extensions” on the east and west sides of the existing terminal building to provide for expansion of the terminal building in the future. Expansion of the terminal may occur on a staged basis, with one side being stage 1 and the other side being stage 2. The exact details of any terminal extension, including timing, location, size and design, will need to be the subject of a separate study undertaken by a consultant experienced in terminal design.

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Flinders Island Airport Master Plan 2012

 A designated undercover patient transfer facility for the Royal Flying Doctor Service (“RFDS Shed”) to the west of the terminal building for use by the air ambulance. It is envisaged that this facility will consist of a carport-like structure for the road ambulance to park under when unloading patients prior to transfer to the air ambulance aircraft (and vice- versa). Council could also consider providing an extendable/retractable covered walkway to provide temporary shelter between the carport structure and the aircraft.

 An undercover pickup and drop-off area and a pedestrian path/crossing in front of the terminal building to improve pedestrian access to and from the terminal building.

 A new car parking area on the existing triangular grassed area to the west of the existing car park. This car park is intended to provide a dedicated car parking area for staff, aircraft operators and buses so that the main car park can be reserved for RPT and charter passenger’s vehicles.

 A designated parking area for rental cars to the east of the terminal building.

 A “Commercial Development Area” in the south-east corner of the site. This area is set aside for commercial development opportunities such as undercover car parking, boat storage, bus operator shed and rental car depot.

 A “New Entry / Exit Road” to the north of the Commercial Development Area to provide improved and safer vehicular access to and from the airport.

 Relocation of the existing windsock currently located to the east of the fuel facility to a more appropriate location near the threshold of Runway 23.

 A site for a possible future wastewater treatment plant (refer to section 7.6).

 A site for the proposed solar panel arrays.

7.4 Hangar Facilities

Future hangar developments should be constructed in either the:

 Commercial GA Hangar Area; or

 GA Hangar Development Precinct.

Hangars constructed in the Commercial GA Hangar Area will need to be limited in size and carefully located so as not to affect the operation of the airside area and terminal zone. Whilst the east-west dimension (width) of the hangars is not a major issue, the north-south dimension (depth) would need to be a maximum of about 20m. Prior to the construction of any hangars in this area, a hangar layout plan / building envelope plan should be prepared to ensure that future development does not prejudice airside and terminal operations. In addition to setting out appropriate building envelopes for the hangars, the plan should confirm the details of the Commercial GA Apron and Future Taxiway shown on the Airport Support Services Precinct Plan (Appendix 5).

If an operator requires a hangar that is too large for the Commercial GA Hangar Area, an alternative location will need to be considered, including the GA Hangar Development Precinct on the opposite side of Runway 05/23.

In the GA Hangar Development Precinct there is space available to build many more new hangars. Hangars in this precinct should be constructed side-by-side with their aircraft access doors facing the airside area and with landside access from the rear via the secondary access

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Flinders Island Airport Master Plan 2012

road off Palana Road (as is the case with the existing hangar in this precinct). As with the Commercial GA Hangar Area, a hangar layout/envelope plan should be prepared prior to the construction of new hangars in this precinct to ensure that the hangars are constructed in a planned and coordinated manner.

7.5 Industrial Development

Industrial development should be located only in the Industrial Development Precinct.

A detailed precinct development plan should be prepared prior to any development in this precinct. As a minimum this plan should set out the internal road and lot layout proposed for this precinct to ensure that any development proceeds in a planned and coordinated manner. Environmental issues will also need to be identified and managed.

It should also be noted that development of land in this precinct for any form of industrial use or activity will likely be constrained by the lack of utility services currently available in this area. The feasibility of providing services to this precinct will need to be investigated.

7.6 Utility Services

The existing situation with respect to utility services was outlined in Section 3.6 of this report. The following upgrades to the existing utility services are likely to be required to support the future development of the airport:

 An on-site water treatment system to treat the town water with the intent of making it suitable for drinking and hand washing. This system, combined with rainwater tanks, should be adequate for the next few years at least.

 A small Bio-cycle plant to service all existing and future premises in the Airport Support Services Precinct. The treated effluent can then be disposed of by irrigation. The Bio- cycle plant should be located in the area shown on the Airport Support Services Precinct Plan (Appendix 5) and a Terminal Area Sub-Precinct Plan (Appendix 6).

8 Implementation Plan

This Master Plan provides Flinders Council with a strategic direction and guidelines for future development of Flinders Island Airport. It is a strategic document that aims to assist Council in planning for the next 20 years. Implementation of this plan will require a number of actions to be undertaken.

The following table sets out the key actions required to implement this Master Plan. It includes trigger points and a broad indication of likely timing for each action.

The implementation of this Master Plan would benefit from the preparation of a Business Plan for the airport to support potential investment in such things as:

 Runway pavement upgrades  Terminal improvements/expansion  Utility upgrades  Commercial GA Hangar Area  Commercial Development Area  Industrial Development Precinct

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Flinders Island Airport Master Plan 2012

This would entail an analysis of the airport’s business potential, estimating investment costs and modelling the revenue flows from the investment. It should also include an industry overview and market analysis about trends and competition, discussion about products and services offered at the airport and possible future changes, review of the legal and regulatory context, and management policies and procedures used in the conduct of the airport.

Airport Master Plans are typically reviewed every five years to ensure they address any changes in relevant circumstances or conditions. One of the actions in the Implementation Plan therefore is to review this Master Plan in 5 years. For this reason, the Implementation Plan below focuses on the first five years of the planning period. However, based on current information these actions are expected to cover the forecast increases in aviation activity over the planning period. Other actions may be required but they are likely to be related to non- aviation/industrial development and will be market driven. It is envisaged that the Business Plan will have its own Implementation Plan which will address such actions in more detail.

Table 6: Implementation Plan

Action Trigger Point Indicative Timing

Adopt Master Plan Finalisation of Master Plan Immediate

Preparation of Airport Adoption of Master Plan Immediate – 12 Business Plan months

Pavement Upgrade Scoping Adoption of Master Plan Immediate – 12 Study and Cost Analysis months

Preparation of development Adoption of Master Plan Immediate – 12 plan for Commercial GA months Hangar Area

Designated parking area for Adoption of Master Plan Immediate – 12 rental cars months

Relocation of the existing Adoption of Master Plan Immediate – 12 windsock months

Preparation of development Adoption of Master Plan 1-2 years plan for General Aviation Hangar Development Precinct

Runway pavement upgrades Completion of Pavement Study and 1-2 years Business Plan

Preparation of development Adoption of Master Plan / 1-2 years plan for Industrial development proposal Development Precinct

Undercover pickup and drop- Adoption of Master Plan 1-2 years off area and pedestrian path/crossing in front of the terminal building

Page 30

Flinders Island Airport Master Plan 2012

Expand terminal building Demand / increased RPT passenger 1-2 years numbers

Utility service upgrades Demand / increased passenger 1-2 years numbers

Construction of Undercover Demand by air ambulance 1-2 years Patient Transfer Facility

Construction of new entry/exit Adoption of Master Plan 2-3 years road

Construction of new car park Demand / construction in Commercial 2-3 years west of existing car park GA Hangar Area

Construction of infrastructure Development proposal / demand for When required for the Commercial GA commercial hangar sites Hangar Area

Construction of new east- Demand / construction of hangar(s) in When required west taxiway Commercial GA Hangar Area

Construction of infrastructure Development proposal / demand for When required for the General Aviation GA hangar sites Hangar Development Precinct

Construction of infrastructure Development proposal / demand for When required for the Industrial Development industrial land Area

Review Master Plan 5 years from adoption of Master Plan 5 years

Page 31

Appendix 1

50 80 65 FLINDERS ISLAND

60 70 70 60 AIRPORT MASTER PLAN PALANA ROAD 70 45 EXISTING CONDITIONS 55 50 PLAN 40 40 30 CONTOURS 30 CADASTRE

40 20 EXISTING RUNWAYS 25 40 35 TERMINAL AREA AIRPORT BOUNDARY 30

14/32 1720x30m SEALED RUNWAY 144°18'01" HINES ROAD

30 10

15 10

10 10 10 05/23 1070x30m SEALED RUNWAY 61°55'24"

5 BOYES ROAD

DRAWING NO: FIAMP-001 REVISION NO: C DATE: 17 OCTOBER 2011

BLUFF ROAD SCALE: 1:15,000 @A4 GCS: GDA94 MGA55

5 Meters 0 150 300 600

10 15 10 5 10 5

Appendix 2

Flinders Island - Flight Schedules From 16th April 2012 – 7th October 2012 4Flinders - Launceston

Flinders Island - Launceston Departure time Arrival Time Flight No. Frequency No. Stops 0855 0930 SHARP802 M T W T F S . NON-STOP 1455 1530 SHARP806 M . W . F . . NON-STOP 1655 1730 SHARP808 M T W T F . . NON-STOP 1655 1730 SHARP814 ...... Su NON-STOP Launceston to Flinders Island Departure time Arrival Time Flight No. Frequency No. Stops 0800 0835 SHARP801 M T W T F S . NON-STOP 1000 1035 SHARP803 M . W . F . . NON-STOP 1600 1635 SHARP811 ...... Su NON-STOP 1600 1635 SHARP807 M T W T F . . NON-STOP

4Flinders Island to Melbourne (Essendon)

Flinders Island – Essendon Departure time Arrival Time Flight No. Frequency No. Stops 1055 1200 SHARP804 M . W . F . . NON-STOP Essendon to Flinders Island 1330 1435 SHARP805 M . W . F . . NON-STOP

*Note: Please refer to our website www.sharpairlines.com.au for flight availability on public holidays*

Reservations www.sharpairlines.com.au 1300 55 66 94

Office Hours Monday to Friday - 7am to 7pm EST Saturday - 8am to 12pm EST Sunday - 1pm to 6pm EST Public Holidays - 10am to 5pm EST

Appendix 3

50 80 65 FLINDERS ISLAND

60 70 70 60 AIRPORT MASTER PLAN PALANA ROAD 70 45 POSSIBLE NEW 55 50 RUNWAY PLAN 40 40 30 CONTOURS 30 CADASTRE

14/32 1720x30m SEALED RUNWAY 144°18'01" 40 20 EXISTING RUNWAYS 25 40 35 POSSIBLE NEW RUNWAY AIRPORT BOUNDARY 30 HINES ROAD

30 10 RUNWAYRUNWAY STRIP 1750x30m 1870x150m 20

15 RESA 10 90m x 60m

10 10 05/23 1070x30m SEALED RUNWAY 61°55'24" 10

5 BOYES ROAD

DRAWING NO: FIAMP-005 REVISION NO: C DATE: 17 OCTOBER 2011 RESA BLUFF ROAD SCALE: 1:15,000 @A4 90m x 60m GCS: GDA94 MGA55 PUBLIC SAFETY 5 ZONE Meters 0 150 300 600

10 15 10 5 10 5

Appendix 4

50 80 65 FLINDERS ISLAND

60 70 70 60 AIRPORT MASTER PLAN PALANA ROAD 70 45 LAND USE PRECINCTS 55 50 PLAN 40 40 30 AIRPORT BOUNDARY 30 PRECINCTS 40 20 RUNWAYS 25 40 35 AIRPORT SUPPORT SERVICES 30 GENERAL AVIATION HINES ROAD HANGAR DEVELOPMENT 30 10 INDUSTRIAL DEVELOPMENT 20 14/32 1720x30m SEALED RUNWAY 144°18'01"

15 10

10 10

05/23 1070x30m SEALED RUNWAY 61°55'24" 10

5 BOYES ROAD

DRAWING NO: FIAMP-002 REVISION NO: E DATE: 24 FEBRUARY 2012

BLUFF ROAD SCALE: 1:15,000 @A4 GCS: GDA94 MGA55

5 Meters 0 150 300 600

10 15 10 5 10 5

Appendix 5

10 FLINDERS ISLAND AIRPORT MASTER PLAN AIRPORT SUPPORT SERVICES PRECINCT PLAN

AIRPORT BOUNDARY

PALANA ROAD

EXISTING TAXIWAY REMOVE/RELOCATE WINDSOCK

ROAD 10

RELOCATED WINDSOCK PROPOSEDEXTENSION APRON AVIATION FUEL NEW ENTRY/ STORAGE FACILITY EXIT ROAD BLUNDSTONES

EXISTING APRON 10 FUTURE TAXIWAY

TERMINAL NEW ROAD APRON RFDS FACILITIES 10 SHED COMMERCIAL COMMERCIAL GA DEVELOPMENT CAR PARKING AREA (SHORT & LONG TERM) CAR PARKING AREA FOR STAFF AND GA AIRCRAFT OPERATORS BUS PARKING ROAD TO BE CLOSED SOLAR ARRAY WASTEWATER TREATMENT PLANT DRAWING NO: FIAMP-003 5 REVISION NO: E DATE: 23 FEBRUARY 2012 SCALE: 1:2,500 @A4 GCS: GDA94 MGA55

Meters 0 25 50 100

BLUFF ROAD

Appendix 6

FLINDERS ISLAND AVIATION FUEL EXISTING APRON STORAGE FACILITY AIRPORT MASTER PLAN TERMINAL AREA SUB-PRECINCT PLAN

SHED FUTURE AIRPORT BOUNDARY TERMINAL EXTENSIONS NEW ENTRY/EXIT ROAD APRON

MONUMENT

RENTAL CARS

EXISTING TERMINAL COMMERCIAL DEVELOPMENT AREA

(E.G. UNDERCOVER CAR PARKING BOAT STORAGE, GI SHED UNDERCOVER PICKUP & SHED FOR BUS OPERATOR, RENTAL CAR DEPOT ETC.)` DROPOFF AREA SHORT TERM CAR PARKING

PEDESTRIAN BUS PARKING ACCESS/ CROSSING

CAR PARK LONG TERM CAR PARKING

DRAWING NO: FIAMP-004 REVISION NO: E SHED DATE: 23 APRIL 2012 SCALE: 1:750 @A4 GCS: GDA94 MGA55 FUTURE KERB LINE ROAD TO BE Meters CLOSED 05 10 20

POSSIBLE FUTURE SOLAR ARRAYS WASTEWATER TREATMENT PLANT SUBSTATION 5

Appendix 7

The Gums Quarry, Palana Road – DPEMP Supplement

Attachment S8 Images of the quarry when opened in 1986

The Gums Quarry, Palana Road – DPEMP Supplement

Attachment S9 Community Bushfire Protection Plan – Whitemark including Blue Rocks and Long Point

Community Bushfire Protection Plan

WHITEMARK AREA Including: Blue Rocks & Long Point

October, 2014 | Version 1.0

Tasmania Fire Service may Know what to do and not be able to protect you where to go when during some bushﬁres. WKUHDWHQHGE\EXVK¿UH

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www.facebook.com/TasmaniaFireService prone. Every summer you QHHGWREHEXVK¿UHUHDG\ www.twitter.com/TasFireService (@TasFireService) This plan sets out the things you should do www.ﬁre.tas.gov.au RSS feeds to survive a bushﬁre. Get the latest version and use it to update your personal For more information please call %XVK¿UH6XUYLYDO3ODQ. 1800 000 699 or visit our website www.fire.tas.gov.au

Please refer to TFS website for lastest version of this document. Page1of6 PREPARE | before the fire 3UHSDUH\RXUKRPHIRUEXVK¿UH NSP NEARBY SAFER PLACES • Use the Tasmania Fire Service Bushfire Prepare to Survive booklet or DVD. • Even if you plan to leave early, preparing your home A nearby safer place is somewhere close by you should be gives you another shelter option, and firefighters a better able to reach quickly and safely, and that gives shelter from chance to save it. radiant heat. 'HFLGHZKDW\RXZLOOGRDQGZULWHGRZQ\RXUSODQ Using nearby safer places is not without risk. • Will you leave early, or will you stay and defend your home? They are a last resort, not your only option. • Decide now, and fill out your Bushfire Survival Plan. ,I\RXFDQWDONZLWK\RXUQHLJKERXUV Nearby safer places may include town centres; ground level • What are their plans? Are they aware of your plans? water e.g. rivers, in-ground pools, dams; large open areas 5HYLHZ\RXULQVXUDQFHSROLF\ e.g. beaches, ploughed or green fields, golf courses, • Are your home and contents covered for bushfire? recreation grounds and community parks with very short grass; and approved bushfire bunkers. | when fires are likely, or nearby ACT Tasmania Fire Service has identified some .HHSLQIRUPHG nearby safer places in this area (see below). • Check the weather forecast and Fire Danger Rating daily. • Listen to ABC Local Radio, monitor the Tasmania Fire Service website www.fire.tas.gov.au and watch for smoke and fires. • If bushfires are in your area, don’t wait for an official warning. • List other nearby safer places, close to where you live, 3XW\RXU%XVK¿UH6XUYLYDO3ODQ into action. in your personal Bushfire Survival Plan. • The safest option for allEXVK¿UHVLVWROHDYHHDUO\ • Prepare your home and identify nearby safer places. EHIRUHDEXVK¿UHWKUHDWHQV\RXDQG\RXUKRPH Otherwise, leave early. - Consider leaving immediately if ‘Severe’, ‘Extreme’ or ‘Catastrophic’ Fire Danger Ratings are forecast for the • Travelling through fire impacted areas is unsafe and following day. should be avoided, even in a car. - Leaving the day before because of a bad fire danger forecast isn’t always practical. So, if waiting until a Nearby Safer Places: bushfire breaks out in your district, leave early before roads are cut by fire, fallen trees or power-lines. - Be prepared to stay away for several days. Head away from any fires; towards a town centre is often best. • Whitemark Municipal Hall • A safe option for someEXVK¿UHV Patrick Street For less intense bushfires, you may stay & defend your Map Grid: C8 (Whitemark) home if: a) You have prepared it for bushfires, with fire-fighting equipment and plenty of water. b) You are fit and emotionally prepared (it is best to • Flinders Island Airport evacuate children and other dependents early). Palana Road • An unsafeRSWLRQLVWRµZDLWDQGVHH¶WKHQÀHHDWWKH Map Grid: A1 (Whitemark) last minute. - If you don’t have a plan, leave immediately. - If a bushfire catches you by surprise and it’s unsafe to stay at home but too late to leave the area, go to a nearby safer place and wait for the fire front to pass though. • Neighboring plans may have SURVIVE | after the fire additional Nearby Safer Places. Make sure everyone’s safe, check on your neighbours if you can. Tune in to the Information Sources (listed on the map overleaf). If at home, put out any embers and spot-fires threatening your home. If your home is destroyed, contact your local council for assistance.

In an emergency dial triple zero 000 or if a TTY user call 106 Add nearby safer places to your Get your free Bushﬁre Survival Plan & Bushfire Survival Plan. Bushﬁre Prepare to Survive booklet & DVD ZZZ¿UHWDVJRYDX_)UHHFDOO

Please refer to TFS website for lastest version of this document. Page2of6 Disclaimer: The following map product has been produced by Emergency Map: Services GIS (ES-GIS) on behalf of the Tasmania Fire Service. Plan: Whitemark Area While all efforts have been taken to ensure the accuracy of this product, there maybe errors or omissions in the data presented. Users are advised to independently verify all Issue date: Oct 2014 data for accuracy and completeness prior to use. Whitemark FOR OFFICE USE ONLY: 3 (2014) A B C D E F G H R D

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!A Ambulance Beach 8 ! 8 P Police Station Butter Factory Rd Flinders To !G Medical Centre Island Golf Lady Barron Course (21 km) "S School "H Hall ® 0 250 500 750 1,000 9 9 Metres

Emergency Broadcaster: 91.7 FM inga inga Creek A B C D E F G H Disclaimer: The following map product has been produced by Emergency Map: Services GIS (ES-GIS) on behalf of the Tasmania Fire Service. Plan: Whitemark Area While all efforts have been taken to ensure the accuracy of this product, there maybe errors or omissions in the data presented. Users are advised to independently verify all Issue date: Oct 2014 data for accuracy and completeness prior to use. South Pats River FOR OFFICE USE ONLY: 3 (2014) A B C D E F G H

Legend

1 P 1 ats NPS Nearby Safer Place R i (! v e

r Major Road Access "F Fire Station !A Ambulance ! Police Station P G a m 2 b 2 !G le s MedicalC Centre r ee "S Schoolk

" D H Hall R ® A N 0 250 500 750 1,000 A M E M Metres 3 Emergency Broadcaster: 91.7 FM 3

r e iv R 4 s 4 at P

er iv

s P a t 5 5

d R t u o k o Lo rs lke Wa

6 6 Youngs Creek

YOUNGS CREEK Officers Cre CONSERVATION AREA

G am b le s iver C s R re at ek P 7 7

D 8 R 8 A N A M E M

r e d iv R ats R s P e

n SOUTH PATS RIVER

o t CONSERVATION AREA s

9 d 9

n u th l ou Pa S ts River B

er ts Riv South Pa

A B C D E F G H Disclaimer: The following map product has been produced by Emergency Map: Services GIS (ES-GIS) on behalf of the Tasmania Fire Service. Plan: Whitemark Area While all efforts have been taken to ensure the accuracy of this product, there maybe errors or omissions in the data presented. Users are advised to independently verify all Issue date: Oct 2014 data for accuracy and completeness prior to use. Blue Rocks FOR OFFICE USE ONLY: 3 (2014) A B C D E F G H

MULLIGANS HILL CONSERVATION AREA rd Creek 1 Pickfo 1

2 2

3 3 PA LA NA RD

4 4

5 5

P A L A N A R D 6 6

7 Legend 7

(!NPS Nearby Safer Place Major Road Access "F Fire Station ! Ambulance 8 A 8 !P Police Station !G Medical Centre "S School "H Hall ® 0 250 500 750 1,000 ARTHUR BAY CONSERVATION 9 AREA 9 Metres To Blue Rocks Whitemark Emergency Broadcaster: 91.7 FM (9 km)

PA A B C D E F G H Disclaimer: The following map product has been produced by Emergency Services GIS (ES-GIS) on behalf of the Map: Tasmania Fire Service. While all efforts have been taken to ensure Plan: Whitemark Area the accuracy of this product, there maybe errors or omissions in the data presented. Users are advised to independently verify all Issue date: October 2014 data for accuracy and completeness prior to use. Long Point Road FOR OFFICE USE ONLY: 3 (2014) A B C D E F G H I

ARTHUR BAY 1 CONSERVATION 1 AREA

Blue Rocks

P AL AN A R D 2 2

d R

t 3 in 3 o P

g n o L

4 4

Long 5 Point 5 Beach P A L A N A R Legend D

NPS s (! Nearby Safer Place e n i

Major Road Access H 6 d 6 " R

F Fire Station nt oi

!A Ambulance P

ng o !P Police Station L !G Medical Centre 7 To 7 " School Whitemark S (3.5 km) " PA Hall LA H Flinders Island Airport N ® A R 0 250 500 750 1,000 D Flinders Metres Island Airport 8 8 Emergency Broadcaster: 91.7 FM (!NPS

A B C D E F G H I The Gums Quarry, Palana Road – DPEMP Supplement

Attachment S10 Landowner letter – authorising use of access and stockpile locations

Markarna Grazing Company Pty. Ltd.

100 Section Road, Greenvale. 3059

22d lune, 2OL7

RE: The Gums Quarry - Whitemark DP&EMP Supplement Figure S-lA Proposed Access Route and

Stockpiles For Major Projects At The Gums Quarry

Dear Sir,

I wish to advise that I am in accordance with the proposed use of the main road into my property for haulage and for the use of the land situated to the West of the enffance way to The Gums in proximity to the boundary to Palana Road to be used for stockpiling for major projects.

Yours sincerely, The Gums Quarry, Palana Road – DPEMP Supplement

Van Diemen Consulting Pty Ltd PO Box 1 New Town, Tasmania T: 0438 588 695 E: [email protected]

Document Status Revision Author Reviewer and Organisation Date

1 R Barnes C McCoull RW Barnes, VDC Pty Ltd 02‐04‐2017

1 R Barnes C McCoull G Adams, Adams Group 14‐04‐2017

2 R Barnes C McCoull RW Barnes, VDC Pty Ltd 23‐04‐2017

Final R Barnes C McCoull RW Barnes, VDC Pty Ltd 28‐06‐2017