Three Capes Track

DRAFT DEVELOPMENT PROPOSAL AND ENVIRONMENTAL MANAGEMENT PLAN

Three Capes Track

Department of Primary Industries, Parks, Water and Environment ISBN 978-0-9871899-2-9 (print version)

ISBN 978-0-9871899-3-6 (pdf version)

Cover image: Cape Pillar by Joe Shemesh

Published by: Parks and Wildlife Service Department of Primary Industries, Parks, Water and Environment

GPO Box 1751

Hobart TAS 7001

Cite as: Parks and Wildlife Service 2011, Draft Three Capes Track Development Proposal and Environmental Management Plan, Department of Primary Industries, Parks, Water and Environment, Hobart

CONTENTS

Forward ...... i

Executive Summary...... ii

1. Introduction ...... 1

1.1 Project Overview ...... 1

1.2 Current Status of the Proposal ...... 6

1.3 Approvals Process ...... 7

1.3.1 Key Approvals Processes ...... 7

1.3.2 Legislation ...... 8

1.3.3 Policies and Plans ...... 13

1.4 Public Consultation ...... 13

1.5 Purpose and Structure of the DPEMP ...... 14

2 Proposal Description ...... 16

2.1 Proposal Outline ...... 16

2.2 The Track ...... 17

2.2.1 Track Standard and Route Selection ...... 17

2.2.2 Track Route ...... 21

2.3 Overnight Nodes ...... 27

2.3.1 Overview ...... 27

2.3.2 Design Criteria ...... 27

2.3.3 Performance Criteria ...... 31

2.3.4 Operation ...... 32

2.3.5 Node Location Descriptions ...... 33

2.3.6 Geotechnical Assessment ...... 41

2.3.7 Fire Design Criteria ...... 43

2.4 Associated Infrastructure ...... 46

2.4.1 Jetties or Floating Pontoons ...... 46

2.4.2 Gateways ...... 46

2.4.3 Toilet Facilities...... 47

2.4.4 Campsites ...... 47

2.4.5 Temporary Material Depots ...... 47

2.5 Extent of Footprint ...... 49

3 The Existing Environment ...... 51

3.1 Planning...... 51

3.1.1 Tenure ...... 51

3.1.2 Tasman Planning Scheme ...... 51

3.1.3 Land Use and Planning History ...... 52

3.1.4 Management of the Tasman National Park and other Reserves ...... 53

3.2 The Environment ...... 55

3.2.1 Climate ...... 55

3.2.2 Topography ...... 56

3.2.3 Geology and Geomorphology ...... 57

3.2.4 Flora ...... 61

3.2.5 Fauna ...... 68

3.2.6 Marine ...... 73

3.2.7 Aquatic Environment ...... 75

3.2.8 Aesthetic Values ...... 76

3.2.9 Heritage ...... 77

3.2.10 Natural Hazards ...... 79

3.3 Socio-economic ...... 81

3.3.1 Overview ...... 81

3.3.2 Social Values ...... 83

4 Potential Effects and their Management ...... 85

4.1 Biodiversity ...... 85

4.1.1 Existing Environment ...... 85

4.1.2 Performance Requirements ...... 85

4.1.3 Potential Effects ...... 86

4.1.4 Mitigation and Avoidance Measures ...... 95

4.1.5 Assessment of Effects ...... 117

4.2 Geoheritage...... 119

4.2.1 Currently Listed Geoheritage ...... 119

4.2.2 Other Features of Significance ...... 120

4.2.3 Assessment of Effect ...... 120

4.3 Visual Impact ...... 120

4.3.1 Overview ...... 120

4.3.2 Visual Impact of the Three Capes Track route within the Tasman National Park ...... 121

4.3.3 Visual Impact of the Three Capes Track route outside the Tasman National Park ...... 127

4.3.4 Visual Impact of the Overnight Nodes ...... 128

4.3.5 Visual Impact on the Port Arthur Historic Site ...... 131

4.3.6 Conclusion ...... 134

4.4 Historic and Cultural Heritage ...... 135

4.4.1 Assessment of Impact ...... 135

4.4.2 Mitigation ...... 135

4.5 Waste and Hazardous Materials ...... 136

4.5.1 Fuels and Dangerous Substances ...... 136

4.5.2 Waste ...... 136

4.6 Land Use ...... 137

4.7 Health and Safety ...... 138

4.7.1 Fire Management...... 138

4.7.2 Emergency Response ...... 142

4.7.3 Hazard Analysis and Risk Assessment ...... 144

4.8 Road and Air Traffic ...... 145

4.8.1 Road Traffic ...... 145

4.8.2 Air Traffic ...... 146

4.9 Socio-Economic ...... 146

4.9.1 Direct Economic Impact ...... 147

4.9.2 Social Impact ...... 149

4.9.3 Conclusion ...... 150

4.10 Greenhouse Gas Emissions ...... 151

4.11 Climate Change ...... 151

5 Monitoring and Review ...... 153

5.1 Biodiversity ...... 153

5.2 Cultural Heritage ...... 153

5.3 Infrastructure ...... 153

5.4 Operation ...... 154

6. Commitments ...... 156

7 Conclusion ...... 160

7.1 Proposal Summary ...... 160

7.2 Environmental Effects and Management ...... 160

7.3 Closing Statement...... 162

References ...... 164

Appendices...... 167

Appendix A Three Capes Track Survey ...... 167

Appendix B Ecological Assessment ...... 167

Appendix C Phytophthora Management Plan for the Tasman National Park ...... 167

Appendix D Aboriginal and Historic Heritage Assessment ...... 167

Appendix E Geomorphology and Geoheritage Values ...... 167

Appendix F Eagle Surveys ...... 167

Appendix G Marine Values Assessment ...... 167

Appendix H Geotechnical Assessments ...... 167

Appendix I Fire Management strategy and Emergency Response Plan...... 167

Appendix J Social Impact and Values ...... 167

Appendix K Economic Impact Analysis...... 167

Appendix L Track Design ...... 167

Appendix M White Beach Gateway Layout ...... 167

FIGURES

Figure 1.1 Three Capes Track, track route and overnight nodes ...... 3

Figure 1.2 Three Capes Track, track route and overnight nodes, western section ...... 4

Figure 1.3 Three Capes Track, track route and overnight nodes, eastern section ...... 5

Figure 2.1 Day 1: Three Capes Track route ...... 22

Figure 2.2 Day 2/3: Three Capes Track route (including commercial start) ...... 23

Figure 2.3 Day 3/4: Three Capes Track route ...... 24

Figure 2.4 Day 4/5: Three Capes Track route ...... 25

Figure 2.5 Day 6: Three Capes Track route ...... 27

Figure 2.6 Tunnel Bay overnight node indicative location ...... 34

Figure 2.7 Maingon Creek overnight node indicative location ...... 35

Figure 2.8 Surveyors Cove overnight node indicative location ...... 36

Figure 2.9 Lunchtime Creek overnight node indicative location ...... 38

Figure 2.10 Retakunna Creek overnight node indicative location...... 40

Figure 2.11 Indicative locations of temporary storage and airlift depots ...... 49

Figure 3.1 Geoconservation features listed on the DPIPWE geoconservation database ...... 59

Figure 3.2 Eagle nest locations, Three Capes Track western section ...... 71

Figure 3.3 Eagle nest locations, Three Capes Track eastern section ...... 72

Figure 4.1 Eagle nest locations and buffer zones, Three Capes Track western section...... 110

Figure 4.2 Eagle nest locations and buffer zones, Three Capes Track eastern section ...... 111

Figure 4.3 Tunnel Bay eagle nests bare earth viewshed analysis ...... 112

Figure 4.4 Denmans Cove and Surveyors Cove eagle nests bare earth viewshed analysis ...... 112

Figure 4.5 Haines Bight and Bare Knoll eagle nests bare earth viewshed analysis ...... 113

Figure 4.6 Mt Fortescue eagle nests bare earth viewshed analysis (note nest #701 currently absent) ...... 113

Figure 4.7 Ortho-rectified image of the track route viewed from Safety Cove ...... 127

Figure 4.8 Surveyors Cove overnight node bare earth viewshed analysis ...... 130

Figure 4.9 Lunchtime Creek overnight node bare earth viewshed analysis ...... 131

Figure 4.10 Port Arthur Historic Site viewshed ...... 132

Figure 4.11 Ortho-rectified image of the track route viewed from Point Puer ...... 133

PLATES

Plate 2.1 Indicative example of a substantially completed track length with medium benching ...... 19

Plate 2.2 Indicative example of a completed track section with steps ...... 19

Plate 2.3 Indicative example of a substantially completed low gradient track section ...... 20

Plate 2.4 Indicative stair construction on 20 ˚slope ...... 20

Plate 2.5 Tunnel Bay overnight node, dashed line indicates approximate position ...... 34

Plate 2.6 Aerial view of Tunnel Bay overnight node, dashed line indicates approximate position ...... 34

Plate 2.7 Maingon Creek overnight node ...... 35

Plate 2.8 Aerial view of Surveyors Cove, dashed line indicates approximate position of the overnight node .... 37

Plate 2.9 Surveyors Cove overnight node. The hut will be set back from the margin of the woodland ...... 37

Plate 2.10 Aerial view of Lunchtime Creek, dashed line indicates approximate position of the overnight node 39

Plate 2.11 Aerial view of the Retakunna Creek overnight node, dashed line indicates approximate position of the overnight node ...... 40

Plate 2.12 Retakunna Creek overnight node site looking west, Crescent Mountain in the far distance ...... 41

Plate 4.1 View to the south east from the Tunnel Bay highpoint ...... 122

Plate 4.2 View west from Ship Stern Bluff lookout ...... 123

Plate 4.3 View south from Cape Raoul track lookout ...... 123

Plate 4.4 View north from Arthurs Peak ...... 124

Plate 4.5 View north from the Blade ...... 125

Plate 4.6 View towards Cape Hauy from below Mt Fortescue ...... 126

Plate 4.7 View south to Cape Pillar from Mt Fortescue ...... 126

Plate 4.8 Track section ascending the escarpment opposite Safety Cove ...... 128

Plate 4.9 View from Port Arthur Historic Site ...... 133

Plate 4.10 Coastline opposite Point Puer, the Three Capes Track traverses the upper heights across the extent of the view ...... 133

Plate 4.11 View towards the Cape Hauy track from Fortescue Bay, the track traverses the extent of the view field from the lower right ...... 134

TABLES

Table 1.1 Relevant legislation for the Three Capes Track ...... 10

Table 1.2 Policies and Plan relevant to the Three Capes Track ...... 13

Table 1.3 Structure of the DPEMP ...... 15

Table 2.1 Public hut material selection ...... 29

Table 2.2 Overnight nodes BPZ prescriptions ...... 44

Table 2.3 Overnight node BPZ requirements ...... 45

Table 3.1 Climate statistics for Port Arthur and Tasman Island. Source: Bureau of Meteorology (2011)...... 56

Table 3.2 Vegetation communities occurring within the proposed Three Capes Track ...... 62

Table 3.3 Eagle nests in the area of the Three Capes Track: species, location and status ...... 70

Table 3.4 Protected marine species with potential to occur within Denmans Cove and Safety Cove ...... 74

Table 3.5 Sites registered on the Tasmanian Aboriginal Site Index (TASI) in proximity to the Three Capes Track ...... 77

Table 3.6 Fire recorded (1979 – February 2006) within and adjacent to the Tasman National Park. Source: PWS 2006...... 80

Table 3.7 Tasman Municipality population figures 1996-2006. Source: Jennings and Stone (2008) ...... 82

Table 3.8 Tasman Municipality employment figures. Source: Tasman Council (2010) ...... 82

Table 4.1 Estimated vegetation clearance by TASVEG community ...... 88

Table 4.2 Mitigation prescriptions for eagle nests in proximity to the Three Capes Track ...... 108

Table 4.3 Three Capes Track evacuation prioritisation ...... 143

Table 5.1 Three Capes Track biodiversity monitoring ...... 153

Table 6.1 Commitments Summary ...... 156

FORWARD

This Development Proposal and Environmental Management Plan (DPEMP) has been prepared to support the assessment of the Three Capes Track proposal through the Tasmanian Parks and Wildlife Service (PWS) Reserve Activity Assessment (RAA) process. The DPEMP will also support a development application to be submitted to the Tasman Council. The proposal will be referred to the Commonwealth Department of Sustainability, Environment, Water, Population and Communities for assessment under the Environment Protection and Biodiversity Conservation Act 1999 and the elements of the content and appendices of the DPEMP will also form the basis of that referral.

The Three Capes Track is to be a multi-day, hut based bushwalking experience linked by over 60 km of rock and gravel track built to the upper requirements of Australian Standard 2156 Class 3 track located within the Tasman National Park. The Three Capes Track will be constructed and operated by the PWS.

The purpose of the DPEMP is to provide:

 Sufficient information for the proposal to be assessed through the RAA process;  Support for a referral to the Commonwealth Government for a determination under the Environment Protection and Biodiversity Act 1999.  Support for the development application to the Tasman Council; and  Information on the proposal for interested groups and individuals.

A requirement of the RAA process for this proposal is that the DPEMP is released publically to allow for representations to be made. Representations on the proposal and the content of the DPEMP can be sent by email to [email protected] or by mail to:

Andrew Harvey Natural Values Consultant Three Capes Track Parks and Wildlife Service GPO Box 1751 7001 TAS

Representations will inform the final DPEMP submitted for approval and will be compiled with a response and included in the final DPEMP as an additional appendix.

EXECUTIVE SUMMARY

The Tasmanian Parks and Wildlife Service (PWS), a division of the Department of Primary Industry, Parks, Water and Environment (DPIPWE), proposes to develop a multi-day day iconic bushwalking experience, including a water-based journey, featuring Cape Raoul, Cape Pillar and Cape Hauy in the Tasman National Park, on the Tasman Peninsula in south-eastern Tasmania. The walk will be hut based, requiring the construction of five overnight nodes each with a hut with a capacity of 48 walkers and up to 4 PWS staff. The track is to be constructed where practicable to the upper requirements of Australian Standard 2156 Class 3 and PWS T1 track resulting in the construction of approximately 60.3 km of track, consisting of approximately 40.6 km of new track and upgrading of approximately 19.7 km of existing track. The boat journey will require the construction of jetties or floating pontoons at Safety Cove and Denmans Cove.

A key component of the proposal is the combination of two streams of users, ‗free and independent‘ walkers and guided or ‗commercial‘ walkers. Free and independent walkers will constitute the majority (approximately 86%) of users. These walkers will undertake a 5 night/6 day walk beginning near White Beach and will utilise public huts and associated infrastructure dedicated for use for the Three Capes Track during the operating season of the walk (nominally November to April inclusive). Walkers will be guaranteed a bed in each hut as they progress along the track through a fee and booking system. Guided walkers will utilise four private huts, designed to accommodate 13 people, which will be constructed and managed by a commercial operator. Commercial trips will depart from the existing Cape Raoul track car park on Stormlea Road and will complete a 4 night/5 day walk. Commercial huts will be in the vicinity of the public huts but with some visual separation. All walkers will complete the track at Fortescue Bay.

The business model for the Three Capes Track is for full operational cost recovery. Operation of the track will include management of income from walker use and the commercial operation, asset maintenance, managing the booking system, marketing and promotion, providing a presence on the track through the employment of hut wardens and rangers and the provision of information and interpretation. It is envisaged that in total the Three Capes Track will attract up to 10 000 walkers during peak season with a maximum of 60 walkers departing on any given day.

A commitment of 12.5 million dollars from the Commonwealth government and 12.8 million dollars from the State government has been made to the project. The commercial sector is expected to contribute a further 7 to 8 million dollars to establish the commercial huts, walker transport and the associated operation. The commercial operation will be put to tender post approval. The successful operator will be required to undergo all relevant approvals for the construction of the four commercial huts. The track construction is expected to cost approximately 12 million dollars while the public huts and associated infrastructure is expected to cost approximately 10 million. The development is almost entirely within the Tasman National Park with some minor components on Crown Land and private land.

An ecological survey, cultural and historic heritage survey, eagle nest surveys, a geoheritage survey, geotechnical assessments, a marine environmental assessment, economic analysis and social impact assessment have been completed for the proposal. A Phytophthora cinnamomi Management Plan has been developed for

ii the Tasman National Park and specifically for the Three Capes Track. A Fire Management Strategy and Emergency Response Plan have been developed for the proposal and a visual assessment has also been undertaken.

The proposal will not impact on any flora listed under the Commonwealth Environment Protection and Biodiversity Conservation Act 1999 (EPBC). The following flora listed as rare under the State Threatened Species Protection Act 1995 (TSPA) are widespread throughout the area and are not able to be avoided due to their widespread distribution within the park; Stellaria multiflora, Cyathodes platystoma and Allocausarina crassa. Therefore a permit under the TSPA will be required for those species. The track route will traverse vegetation communities listed under Schedule 3A of the Nature Conservation Act 2002, however the impact on these communities is not considered to be significant.

There is no evidence of fauna listed under either the EPBC or TSPA within the footprint of the proposal. The proposal will result in the loss of habitat for species listed under both Acts that are known or predicted to occur in the wider area, however the limited footprint of the proposal in the context of the wider area will not result in any significant impact on those species. There is the potential for the proposal to impact on the breeding success of the white-bellied sea eagle and the wedge-tailed eagle as both species have nests in proximity to the proposal and in the wider area. Standard accepted protocols for the prevention of disturbance to eagle nests are proposed to mitigate the potential impact of construction and the use of helicopters on breeding eagles. The use of the track by walkers is not considered to pose a significant risk to breeding eagles.

The presence of Phytophthora cinnamomi in the Tasman National Park is a potentially significant management issue. A Phytophthora cinnamomi Management Plan has been developed both for the park and for the construction and operation of the Three Capes Track in particular. The application of the management measures in the plan will ensure that the risk of the proposal increasing the spread of Phytophthora cinnamomi is minimised.

The Tasman National Park is largely free of weed species. Some isolated populations of significant weed species have been identified beyond the footprint of the proposal and a small population of the Declared Weed, Cirsium arvense (California thistle) occurs at Tunnel Bay. These populations will be attempted to be eradicated and annual weed monitoring will be undertaken post construction.

In response to the impact of the existing Cape Pillar track and campsites at Perdition Ponds, a feature of geoconservation significance, a reroute is proposed to take the Three Capes Track away from this feature. The proposal will not have a significant impact on any features of geoconservation significance.

The proposal will not impact any sites of historic heritage significance. A number of sites of Aboriginal cultural significance have been identified. These will be avoided in the first instance, however a determination may be made that the protection of cultural material may be better achieved through relocation or concealment for which a permit under the Aboriginal Relicts Act 1975 will be required. Due to a decision by the Aboriginal community to disengage from matters relating to cultural heritage, the on ground cultural heritage survey was unable to be completed and a risk model was employed for the unsurveyed areas. PWS recognise the cultural

iii significance of the landscape traversed by the Three Capes Track and is committed to ongoing consultation with the Aboriginal community regarding the construction and operation of the Three Capes Track.

The proposal is expected to have a limited visual footprint within the landscape. Both the track and the overnight node infrastructure will be constructed with materials sensitive to the environment and visual impact has been an important consideration in the siting of the overnight nodes.

The proposal will not significantly alter the current recreational opportunities within the Tasman National Park. All the existing day and overnight walks will continue to be available to anyone who holds a current National Parks pass. These walks will continue to be available throughout the entire year and may be walked in any direction. Camping will be restricted to hardened campsites that will be constructed as part of the Three Capes Track proposal.

A Fire Management Strategy and Emergency Response Plan have been developed for the Three Capes Track. A key element of the Fire Management Strategy is the establishment of the overnight nodes as on site ‗Refuge Areas‘ through the combination of a Bushfire Protection Zone, an area of modified vegetation, around the hut site and construction prescriptions that provide resilience to particular levels of fire attack, known as the Bushfire Attack Level.

The proposal will provide social and economic benefits through the creation of employment opportunities during construction and operation, through direct expenditure during construction and through the ongoing expenditure associated with its operation. These benefits will be apparent both at a regional and State level. It is predicted that construction for the Three Capes Track will contribute almost $8.2 million into the Tasman Peninsula economy, including the generation of an estimated 55 jobs for each year of construction. Once operational and at full capacity, the track will generate additional spending of $3.1 million per year within the Tasman Peninsula, with 70 jobs created. The operation of the Three Capes Track is projected to contribute an additional $17 million to the gross state product each year as well as create an additional 334 jobs across the State.

Natural, cultural and aesthetic values within the Tasman National Park are protected under the National Parks and Reserves Management Act 2002. The PWS has committed to using the Tasmanian Reserve Management Code of Practice 2003 as the guidance document for activities within the Tasmanian reserve system, including the development of new activities that may impact on these values. The Code requires a systematic assessment of any proposed activity. In order to facilitate this, the PWS have developed the Reserve Activity Assessment (RAA) process and this process will be applied to the proposal.

There is potential for the proposal to impact on Matters of National Environmental Significance listed under the Commonwealth Environment Protection and Biodiversity Conservation Act 1999 (EPBC). Therefore the PWS has referred the proposal to the Commonwealth for assessment under the EPBC.

The DPEMP demonstrates that the proposal will comply with all relevant Tasmanian policies and legislation, in particular that the proposal complies with the management objectives for national parks provided in Schedule 1 of the National Parks and Reserves Management Act 2002.

1. INTRODUCTION

1.1 Project Overview

The Three Capes Track is a proposal to establish a multi-day day iconic bushwalking experience, including a water-based journey, featuring Cape Raoul, Cape Pillar and Cape Hauy in the Tasman National Park, on the Tasman Peninsula in south-eastern Tasmania. The project, to be developed and implemented by the Tasmanian Parks and Wildlife Service (PWS), a division of the Department of Primary Industries, Parks, Water and Environment (DPIPWE), will require of the construction of five overnight hut nodes, while the track will be completed both through the upgrading of existing tracks and the development of new track. Walkers on the Three Capes Track will walk from west to east commencing at White Beach and finishing at Fortescue Bay with a boat journey between Safety Cove and Denmans Cove. The development is almost entirely within the Tasman National Park with some minor components on Crown Land and private land.

The proposal has arisen in response to investigations into the potential for an additional iconic multi-day bushwalk in Tasmania to complement the Overland Track. Those investigations identified that demand existed for a greater diversity of walking opportunities in the State. In particular, a demand for a multi-day, moderately challenging, highly scenic walk with hut accommodation and a high standard of track and other infrastructure was identified. Consideration of a range of walking options concluded that the Tasman Peninsula offered the best opportunity to develop a walk with these attributes and the Three Capes Track concept was developed.

A key component of the proposal is the combination of two streams of users, ‗free and independent‘ walkers and guided or ‗commercial‘ walkers. Free and independent walkers will constitute the majority (approximately 86%) of users. These walkers will undertake a 5 night/6 day walk and will utilise public huts and associated infrastructure dedicated for use for the Three Capes Track during the operating season of the walk (expected to be November to April inclusive). The public huts will have a capacity to accommodate 48 people and up to 4 staff. Walkers will be guaranteed a bed in each hut as they progress along the track through a fee and booking system. Guided walkers will utilise private huts, designed to accommodate 13 people (10 clients and 3 guides), which will be constructed and managed by a commercial operator. Commercial trips will depart from the existing Cape Raoul track car park and will complete a 4 night/5 day walk. Commercial huts will be in the vicinity of the public huts but with some visual separation. It is envisaged that in total the Three Capes Track will attract up to 10 000 walkers during the operating season with a maximum of 60 walkers departing on any given day.

The fee and booking system will operate during the operating season of the Three Capes Track, as currently occurs for the Overland Track. The cost of undertaking the walk as a free and independent walker is projected to be $200. The business model proposed for the Three Capes Track is for full operational cost recovery. Operation of the track will include management of income from walker use and the commercial operation, asset maintenance, managing the booking system, marketing and promotion, providing a presence on the track through the employment of hut wardens and rangers and the provision of information and interpretation.

1 to 8 million dollars to establish the commercial huts, walker transport including the boat journey and the associated operation of these enterprises. The track construction is expected to cost approximately 12 million dollars, the public huts and associated infrastructure is expected to cost approximately 10 million. On the Tasman Peninsula, the track is projected to generate spending of $3.1 million per year and the creation of 70 jobs. At a State level, it is projected that the development of the Three Capes Track will generate $19.7 million spending within Tasmania annually. It is also projected that at full operational capacity it will create an additional 334 jobs in Tasmania.

The coastal scenery of the Tasman Peninsula, which includes the highest sea cliffs in Australia, favourable weather and visitor infrastructure has led to the existing Tasman Trail being recognised as one of Tasmania‘s great walks. The Three Capes Track proposal will build on this by providing a coherent, multi-day bushwalking experience with a high standard of visitor infrastructure and experience.

Figure 1.1 Three Capes Track, track route and overnight nodes

Figure 1.2 Three Capes Track, track route and overnight nodes, western section

Figure 1.3 Three Capes Track, track route and overnight nodes, eastern section

1.2 Current Status of the Proposal

The intention to investigate the potential for another iconic multi-day bushwalk in Tasmania in addition to the Overland Track was first announced by the Tasmanian government in 2005. A feasibility study for the Three Capes Track was subsequently completed in 2007. The feasibility study involved market research and consultation with interested groups and individuals and in particular, the Tasman Peninsula community. It identified broad acceptance and support for the concept and a high level of interest from the market. In particular key drivers of interest included the standard of accommodation, the standard of track and associated infrastructure, a water based experience and presence of guides and hut and track rangers.

The implementation of the Three Capes Track proposal required alteration to the 2001 Tasman National Park Management Plan. The proposed amendments underwent an independent assessment by the Tasmanian Planning Commission (previously the Resource Planning and Development Commission) which included a period of public comment. The amended plan was subsequently approved and gazetted as the Tasman National Park and Reserves Management Plan 2011 in August 2011.

A number of studies of the natural values of the area were subsequently carried out in 2008, based on a preliminary route. These included flora and fauna, geoheritage and eagle nest surveys. These studies informed a refinement of the route which was delineated on the ground in 2010. Following the route refinement, further natural and heritage studies were conducted in 2010 and 2011. The studies and assessments that have been completed to date that inform this DPEMP include;

 Track Route Survey (Appendix A)  Ecological Assessment (Appendix B)  Phytophthora Management Plan (Appendix C)  Aboriginal and Historic Heritage Survey (Appendix D)  Geomorphology and Geoheritage Values (Appendix E)  Eagle Nest Surveys (2008 and 2011, Appendix F)  Marine Values Assessment (Appendix G)  Geotechnical Assessments (Appendix H)  Fire Management Strategy and Emergency Response Plan (Appendix I)  Social Impact and Values Assessment (Appendix J)  Economic Impact Analysis (Appendix K)  Track Design (Appendix L)  White Beach Gateway Layout (Appendix M)

The locations of the Lunchtime Creek, Retakunna Creek and Surveyors Cove overnight nodes were revised subsequent to the ecological survey based on advice from the bushfire consultant, and thereby required an additional spring survey. That survey is provided as an addendum to Appendix B.

In 2011 approval was obtained to commence an upgrade of the Cape Hauy walking track from Fortescue Bay to Cape Hauy. The track is to be upgraded to the standard proposed for the Three Capes Track. This work is expected to be completed in early 2012. The Three Capes Track will include this section of track as it will join

6 it at the current Mt Fortescue track junction. While the DPEMP considers the potential impact of Three Capes Track walkers on this section and the use of the terminus of this track at Fortescue Bay as the Three Capes Track terminus, it does not consider impacts of the construction of the upgraded Cape Hauy track as these have been previously addressed in the separate approval for that project.

Planning for the implementation of the Three Capes Track envisages all the necessary approvals being finalised by early 2012 allowing for completion of the project by the end of 2015.

1.3 Approvals Process

1.3.1 Key Approvals Processes

The key approvals required for the proposal are whole of project approvals under the Commonwealth Environment Protection and Biodiversity Conservation Act 1999 (EPBC) and the PWS Reserve Activity Assessment (RAA) process and planning permits from the Tasman Council for the overnight nodes and other infrastructure.

The proposal is almost entirely within the Tasman National Park. Natural, cultural and aesthetic values within the park are protected under the National Parks and Reserves Management Act 2002. The PWS has committed to using the Tasmanian Reserve Management Code of Practice 2003 as the guidance document for activities within the Tasmanian reserve system, including the development of new activities that may impact on these values. The Code requires a systematic assessment of any proposed activity. In order to facilitate this, the PWS have developed the Reserve Activity Assessment (RAA) process.

The RAA process tests whether proposed activities meet the requirements of legislation and relevant PWS plans and policies (such as management plans, site plans etc). The process weighs the risks and benefits of a proposed activity against the values of the reserve and its users and guides the PWS in deciding whether an activity should proceed, proceed with conditions or not proceed. There are four levels of RAA assessment in proportion to the scale or potential impact of a particular activity. The Three Capes Track has been designated as a Level 4 RAA, and as such, final approval of the proposal is to be determined by the General Manager of the PWS. The RAA process includes specialist input from within DPIPWE, and as this proposal is a Level 4 RAA, public representations will also be sought.

Construction of the required infrastructure both within the Tasman National Park and beyond its boundaries will require a permit from the Tasman Council as the relevant Planning Authority under the Land Use Planning and Approvals Act 1993. Under the Tasman Planning Scheme 1979 all the elements of the proposal within the national park and other reserves are considered a permitted use. Some components of the proposal are outside of the park and therefore are discretionary uses under the scheme. In this instance the development application is subject to representation and the Planning Authority has the ability to refuse the application or to issue a permit with conditions.

Some elements of the proposal will be implemented on Crown Land. Consequently, in accordance with the Crown Lands Act 1976, approval will be required from the relevant delegated authority within Crown Land Services, Department of Primary Industries, Parks, Water and Environment (DPIPWE).

There are a number of flora species listed under the Tasmanian Threatened Species Protection Act 1995 that are widespread throughout some areas of the proposed route. It is an offence to knowingly take or disturb listed species and therefore a permit under the Act will be required.

1.3.2 Legislation

The Commonwealth Environment Protection and Biodiversity Conservation Act 1999 (EPBC) provides a legal framework to protect and manage nationally and internationally important flora, fauna, ecological communities and heritage places—defined in the EPBC Act as Matters of National Environmental Significance. As the Three Capes Track may have some impact on EPBC listed species, it is intended to refer the project to the Commonwealth for assessment under the Act. Following referral, the relevant Commonwealth minister determines if the proposal is a ‗controlled action‘, ‗not a controlled action particular manner‘ or ‗not a controlled action‘ as defined under the Act. It is the intention of PWS to request consideration of the proposed action as ‗not a controlled action particular manner‘, which will allow the action to proceed providing the mitigation measures detailed as part of the action are implemented. Should approval be given, a permit, with or without conditions, will be issued. The DPEMP examines all Matters of National Environmental Significance relevant to the proposal and relevant aspects of the DPEMP and appendices will form the basis of the referral.

In formulating the DPEMP the following State legislation and statutory policies have been considered. A summary of the application of each Act in relation to the Three Capes Track is provided in Table 1.1.

National Parks and Reserves Management Act 2002;

National Parks and Reserved Land Regulations 2009;

Crown Lands Act 1976;

Nature Conservation Act 2002;

Threatened Species Protection Act 1995;

Aboriginal Relics Act 1975;

Historic Cultural Heritage Act 1995;

Land Use Planning and Approvals Act 1993;

State Policy on Water Quality Management 1997;

Fire Service Act 1979;

Forest Practices Act 1985;

Living Marine Resources Management Act 1995;

Weed Management Act 1999;

State Coastal Policy 1996;

Building Act 2000; and

Building Regulations 2004.

Table 1.1 Relevant legislation for the Three Capes Track

Legislation or statutory policy Requirement Application to the Three Capes Track

Approval Permit Compliance orguideline

National Parks and Reserves Management Act * Management Authority must have regard to the objectives of the Resource Management and Planning System. Activities within 2002 the Tasman National Park must be in accordance with the Tasman National Park Management Plan 2011 and the statutory management objectives listed in Schedule 1 of the Ac.t

National Parks and Reserved Land Regulations * Authority required to disturb natural conditions within the Tasman National Park as described in the regulations. Subject to 2009 approval the PWS is acting on behalf of the managing authority therefore the authority inherent in the Act. The Regulations will be the basis for the regulation of camping.

Crown Lands Act 1976 * * Approval for works within Crown Land required from Crown Land Services, DPIPWE. Activity must be consistent with Schedule 4 and 5 of the Act.

Nature Conservation Act 2002 * The proposal is consistent with the purpose of reservation provided in the Act. No permits are currently anticipated to be required under the associated Wildlife (General) Regulations 2010.

Threatened Species Protection Act 1995 * * A permit to ‗take‘ threatened species under the Act will be required

Aboriginal Relics Act 1975 * Under the Act, Aboriginal relics must be declared if found and provision for protection made. A permit will be required if the relics are to be disturbed. A permit may be sought to disturb or conceal relics identified in proximity to the Three Capes Track. Should any such site be discovered during construction the protocol detailed in Appendix D will be implemented and an appropriate permit under the Act will be sought.

Historic Cultural Heritage Act 1995 * Approval is required to carry out any works listed on the Tasmanian Heritage Register. The Three Capes Track does not impact on any registered sites.

Legislation or statutory policy Requirement Application to the Three Capes Track

Approval Permit Compliance orguideline

Environmental Management and * The activity does not require assessment under the Ac.t

Pollution Control Act 1994

Land Use Planning and Approvals Act 1993 * * * A planning permit from the Planning Authority, the Tasman Council, will be required for all the major components of the Three Capes Track.

State Policy on Water Quality Management 1997 * Applies to surface, coastal and groundwaters within the areas traversed by the Three Capes Track. The proposal will comply with the purpose and objectives of the Policy. In addition the proposal will be required to comply with the Protected Environmental Values provided in the Tasman National Park Management Plan 2011 as required by the Policy.

Fire Service Act 1979 * The Parks and Wildlife Service is responsible under the Fire Service Act 1979 and the Fire Service (Miscellaneous) Regulations 1996 for all aspects of fire management within the reserve system, including prevention and suppression, subject to the Inter- Agency Protocol 2007.

Forest Practices Act 1985 * The Forest Practices Authority has approved the Tasman National Park Management Plan 2011 as a Vegetation Management Agreement for the purposes of Forest Practices Regulation 4(g) (ii).

Living Marine Resources Management Act 1995 * Species protected under the Act occur in the vicinity of the proposed jetties, however there are no obligations under the Act relating to the jetty construction.

Weed Management Act 1999 * The Act provides management measures in relation to Declared Weeds and places obligations on landowners for the control of those weed species.

Legislation or statutory policy Requirement Application to the Three Capes Track

Approval Permit Compliance orguideline

State Coastal Policy 1996 * The State Coastal Policy is to facilitate the conservation of intrinsic assets, values and processes of the coastal area and the sustainable use or development of the coast.

Building Act 2000 * * Regulates the construction and management of buildings. Building and plumbing permits will be required for building constructed for the Three Capes Track.

Building Regulations 2004 * * Buildings constructed for the Three Capes Track must comply with the regulations, or present an alternative solution for approval.

Plumbing Regulations 2004 * * Plumbing works for the Three Capes Track must comply with the regulations or present an alternative solution for approval.

Draft Three Capes Track Development Proposal and Environmental Management Plan

1.3.3 Policies and Plans

In formulating the DPEMP the following policies and plans have been considered. A summary of the application of each in relation to the Three Capes Track is provided in Table 1.2.

Table 1.2 Policies and Plan relevant to the Three Capes Track

Policy or plan Application to the Three Capes Track

Tasman National Park and Reserves Management Plan The management plan is a statutory plan. The construction and 2011 operation of the Three Capes Track must comply with the plan. The 2011 plan replaced the 2001 plan thereby enabling construction and operation of the Three Capes Track, following planning, and assessment, to ensure that all identified negative impacts can be adequately avoided or mitigated prior to approval and implementation

Tasmanian Reserve Management Code of Practice 2003 The Code applies to environmental practices within the Tasmanian reserve system. The Parks and Wildlife Service is committed to the use of the Code to ensure the protection of conservation values

Tasman National Park Fortescue Bay Site Plan 2003 As identified in the Tasman National Park and Reserves Management Plan 2011this plan requires revision. Approval of the Three Capes Track will add further need for a revised site plan and this will be undertaken post approval

Reserves Standards Framework The RSF integrates risk management, visitor management and finance management and will provide a reference for the ongoing planning and management of the Three Capes Track

1.4 Public Consultation

Initial, formal public consultation on the proposal, at least in its conceptual stage, occurred through the approval process required for the revision of the 2001 Tasman National Park Management Plan. In addition, substantial informal consultation was undertaken prior to the formal approval process. The amendment of the previous plan enabled the construction and operation of the Three Capes Track subject to the outcome of an environmental and planning assessment. The Feasibility Study (PWS 2007) was made available to the public prior to the release of the Draft Management Plan in order to inform people of the rationale and feasibility of the Three Capes Track proposal. Two hundred and forty eight representations were received on the draft plan. All but a small number of these addressed the proposed Three Capes Track.

Further, formal public representation will be sought as part of the approvals process. The level 4 RAA process requires a period of public review and any representations received will be considered in the final RAA

Draft Three Capes Track Development Proposal and Environmental Management Plan documentation provided for approval. In addition the EPBC approvals process will include an opportunity for public representation. Where elements of the Three Capes Track are outside the Tasman National Park or other reserves and require a permit from the Planning Authority, public representation on those components will be sought.

Ongoing community consultation through the provision of public information has been undertaken throughout the planning stages of the proposal. The Parks and Wildlife website has a dedicated Three Capes Track webpage which has provided project summaries and updates, key documents and also provides a dedicated email address for public comment and feedback. Project summary documents have been made publicly available and have also been posted on this web page. Regular media releases have been provided as the project progresses.

A number of meetings have been held with representatives of key stakeholder groups, including Bushwalking Tasmania and the Tasmanian National Parks Association, throughout the development of the Three Capes Track. Public meetings have been held on the Tasman Peninsula in order to update local communities on the progress of the proposal and to allow for public feedback on issues of concern. Briefings and discussions have been held for State members of parliament, Tasman Council, local residents and elements of the tourism industry. In addition the PWS has recently formed a Three Capes Reference Committee with members from Bushwalking Tasmania, Environment Tasmania, Port Arthur Historic Site Management Authority, Tasman Council, the Port Arthur and Tasman Tourism Association and the Tourism Industry Council of Tasmania.

Consultation with the Tasmanian Aboriginal community has been undertaken both in terms of the overall proposal and more specifically the cultural heritage surveys undertaken and the management of cultural artefacts. A state wide ban put in place in December 2010 by the community on engagement over issues of cultural heritage has effectively ended ongoing consultation. Despite this, the community is regularly updated on key developments and opportunities provided for re-engagement. As such copies of the final Aboriginal heritage assessment and any recommendations from this work have been recently provided to the Tasmanian Aboriginal Land and Sea Council (TALSC) and the Tasmanian Aboriginal Centre (TAC) and both groups have been invited to provide any comments to PWS.

1.5 Purpose and Structure of the DPEMP

The primary purpose of the DPEMP is that it forms the level 4 RAA. The DPEMP will also provide supporting information for the required Development Applications submitted to the Planning Authority and elements of the DPEMP and the various reports that underpin it will also form the basis of the EPBC referral.

Draft Three Capes Track Development Proposal and Environmental Management Plan

The structure of the DPEMP is outlined in Table 1.3.

Table 1.3 Structure of the DPEMP

DPEMP Section Description

Section 1 Introduction and project overview

Section 2 Project description, including track route, track design and overnight node/hut design

Section 3 Existing environment, including planning, land use, climate, geology, heritage and biodiversity

Section 4 Potential effects and their management, including biodiversity, geoheritage, cultural heritage, fire management, visual assessment and socio economic assessment

Section 5 Monitoring and Review

Section 6 Table of commitment

Section 7 Conclusion

Appendices Technical reports

Draft Three Capes Track Development Proposal and Environmental Management Plan

2 PROPOSAL DESCRIPTION

2.1 Proposal Outline

The Three Capes Track is intended to meet an identified demand for an additional iconic bushwalking experience in Tasmania. The development of the track route and key elements of the proposal are designed to link the unique features of the Tasman National Park to provide a coherent multi-day walk with a high level of infrastructure in order to deliver that experience.

A key component of the Three Capes Track is the public huts. The provision of gas cooking facilities and mattresses will allow walkers to undertake the walk with considerably lighter packs than would usually be required for a multi-day walk. The huts have been positioned to allow for comfortable walking times, providing an opportunity to fully enjoy the days walk. The provision of separate sleeping rooms and generous external areas is intended to add to the quality of the experience. Each hut will have a hut warden present during the walking season.

The Three Capes Track will require the construction of approximately 60.3 km of track, consisting of approximately 40.6 km of new track and upgrading of approximately 19.7 km of existing track. However no distinction is made between these types of works and as a precautionary approach the impacts are assessed as if the entire length of the track is new works. The track will commence near White Beach and will finish at Fortescue Bay, a 6 day/5 night walk. Walkers undertaking the commercial trip will commence at the current Cape Raoul track and will complete a 5 day/4 night walk to Fortescue Bay. The high standard of track construction will provide both environmental benefits and allow for a wider cross section of walkers to undertake the trip. Bypassed sections of existing track and campsites will be actively or passively rehabilitated.

The shorter guided walk, commencing at Stormlea Road reflects the identified demand within the market for a shorter commercial walk. The process of determining the commercial operator is to be undertaken following the completion of the all the required approvals for the project. This approach is undertaken in acknowledgement that commercial interests are unlikely to commit the financial and other resources that would be required to develop a bid for the project in the absence of the certainty provided by the provision of all the required approvals.

The commercial operation will be offered through a tender process. The successful operator will be required to build the commercial huts and linking tracks and will be required to seek any relevant approvals. Aspects of the commercial operation that form part of this DPEMP are the upgrading of the current Cape Raoul track through to its junction with the proposed main Three Capes Track, the addition of a toilet at the Cape Raoul track car park and the use of the Three Capes Track and all associated infrastructure by the commercial walkers and guides. The construction of the commercial huts and any access tracks to those huts required from the main Three Capes Track will be the responsibility of the commercial proponent and will be required to be consistent with the DPEMP.

Draft Three Capes Track Development Proposal and Environmental Management Plan

The western, or Cape Raoul section of the Three Capes Track, and the eastern, or Cape Pillar section, will be linked by a boat trip. Departure will be from Safety Cove, landing at Denmans Cove. The boat service will be operated by the commercial enterprise, while the jetties or floating pontoons at Safety Cove and Denmans Cove will be constructed as a component of the project infrastructure.

2.2 The Track

2.2.1 Track Standard and Route Selection

The larger scale track route and overnight node selection has been designed to create a walking experience that meets the identified demand that drives the project. The fine to medium scale track route has been selected in response to recreational, ecological, geoheritage and track engineering, track standard and cost considerations. The track is to be constructed in such a way that will both protect and present the values of the area and will allow users to experience the ‗wildness‘ of the area and the features that are considered to underpin the potential of the Three Capes Track to be Australia‘s premier coastal walk. Wherever possible the track route will provide a variety of experiences such as changes in outlook, vegetation and grade. Detailed notes on the track route, route selection criteria and track construction considerations are provided in Appendix A.

The track is to be constructed where practicable to the upper requirements of Australian Standard 2156 Class 3 track and PWS T1 track standard, allowing for a high standard of walking experience. Meeting this standard is a key driver in route selection, particularly in the gradients experienced along the route as the track will not exceed 8˚ for the majority of its length. The track will avoid the fall line as much as possible.

A key quality of the track is that it is to be ‗mud free‘. This element, in conjunction with avoiding wet and muddy areas, is also an important aspect to reducing the environmental impact of the track. The track will be designed to avoid water flow on the track surface under normal conditions, with the track having an outward cross slope of 2-3˚ with regular cross drains, water bars and grade reversals.

The track will be constructed using primarily gravel and stone and will have a high degree of fire resilience. The material used will be geologically compatible to ensure that the visual impact of the track is minimised. The track will generally be 0.9 m to 1.2 m in width; although in technically difficult sections it can be as narrow as 0.5 m. In some locations at prominent look out points or where walkers are likely to stop and rest, a larger area may be constructed in order to accommodate groups of walkers and to prevent environmental damage. The construction standard will also ensure that ongoing maintenance costs are minimised. There are a number of access points along the track that will allow for the transport of materials, however it is expected the construction will require extensive helicopter delivery of materials and personnel. While provision is made for some opportunistic collection of local rock, the track will largely be constructed from externally sourced material with local rock only a minor component.

The following prescriptions will apply to the track although it is recognised that throughout its length there are likely to be sections where they may not always be achievable due to ground conditions:

Draft Three Capes Track Development Proposal and Environmental Management Plan

 The track slope should not exceed 8° (1 in 7). This will not always be possible due to terrain, potential impacts on values, or cost implications. Another exception is where the route accesses a viewing point or particular area of interest, which is considered important for the overall experience;  Avoid the fall line as far as possible;  Entire walking surface to be hardened with gravel, rock (or timber but due to the fire risk gravel or stone is the preferred construction material). Exposed natural soils are not acceptable, however sections of exposed bedrock are acceptable;  Walking surface to be of ‗dry boot‘ standard throughout –mud or puddles are not acceptable;  Support walls for medium and heavy benching need to be placed, bedded and/or anchored to the substrate. They must be stable to support the track surface;  Supporting rock work needs to contain rock of a reasonable size to limit the potential for future movement or undermining. A certain amount of ‗keying‘ into the track structure will be required for long term stability;  Install steps wherever track slope exceeds 8°. If the track slope is in the range 9-15°, install intermittent steps or intermittent clusters of 2-3 steps;  Under normal rain conditions there should be no significant water flow on the final track surface;  Minor surface flow is acceptable if the walking surface is rock and consequently not subject to erosion damage;  On cross-slopes, track surface ideally to have an outward cross-slope of 2-3°;  On cross-slopes subject to significant water flow (surface or subsurface), install a top drain;  On sloping track install regular cross-drains, water bars and/or grade reversals. (Cross-drains and grade reversals are preferable to water bars because they do not involve structures that protrude above the track surface.);  Flights of steps also catch a significant amount of water and need to have drainage incorporated into their design;  Below-ground culverts need to blend in with the surroundings and/or, where possible, be hidden from view; and  Minimise the use of timber and maximise the use of fire-resistant materials such as rock and gravel.

Plates 2.1, 2.2, 2.3 and 2.4 below show images of track sections built to the same standard expected of the Three Capes Track. Indicative design features of the track are provided in Appendix L.

Draft Three Capes Track Development Proposal and Environmental Management Plan

Plate 2.1 Indicative example of a substantially completed track length with medium benching

Plate 2.2 Indicative example of a completed track section with steps

Draft Three Capes Track Development Proposal and Environmental Management Plan

Plate 2.3 Indicative example of a substantially completed low gradient track section

Plate 2.4 Indicative stair construction on 20 ˚slope

Draft Three Capes Track Development Proposal and Environmental Management Plan

2.2.2 Track Route

This section is a summary of the detailed track description provided in Appendix A.

2.2.2.1 Start to Tunnel Bay

The track starts from the vicinity of White Beach, immediately inside the park boundary on Noyes Road. It consists initially of a new route to the south of Mt Spaulding before utilising existing vehicle tracks through to the scarp overlooking Tunnel Bay. No steps are expected to be required on this section with some light benching anticipated to be sufficient, although the ascent from the Mt Spaulding-Moonlight Hill saddle is likely to require more intense benching. Where the track follows existing vehicle tracks a gravel surface will be laid with the remaining current track allowed to revegetate.

From the high point north of Tunnel Bay, the track descends to the overnight node at Tunnel Bay on a new route consisting of a series of long switchbacks. The track will consist mainly of long benched sections, interspersed with sections of steps. Numerous culverts and several bridges will also be required.

2.2.2.2 Tunnel Bay to Maingon Creek Overnight Node

From Tunnel Bay a new section of track is required as the existing vehicular track is eroding and is unsuitable for use as a walking track. From the high point south of Tunnel Bay to the Ship Stern Bluff side track existing vehicle and walking tracks are utilised with some rerouting to achieve lower gradients. The existing walking track will require a substantial upgrade including steps, while the remainder of the route will require light benching and gravel. The track upgrade will also include the existing side track to Ship Stern Bluff.

From the Ship Stern Bluff side track turnoff, the main route largely follows the existing Tunnel Bay track with some rerouting and modification on the switchbacks west of Mt Raoul. This section will be largely benched with some steps required. The route then meets the current track to Cape Raoul.

Commercial walkers, who commence the track at the current Cape Raoul track, will enter the main Three Capes Track route at this point. This section of track will also be upgraded to the standard of the main Three Capes track route. The current route is largely utilised with some rerouting to maintain the required grade.

From this point there is a reroute designed to reduce the gradient of descent off Mt Raoul. A further, major reroute, consisting of a large switchback south of Mt Raoul, is also designed to reduce the gradient of descent. At the turning point of the switchback is the junction with the new track section heading east to the Maingon Creek overnight node and Remarkable Cave.

Following the reroute the track continues to the end of Cape Raoul on the existing track with some minor reroutes. One kilometre from the cape is a wetland of geoheritage value (see Section 3.2.3.2 and Section 4.2.1.2) for further information on this feature). This wetland extends to the cliff edge, thereby excluding a route to the south. A reroute to the north would involve a significant footprint in undisturbed vegetation. Therefore the option of least impact is to upgrade the track, with free flowing drainage across the route, in its current location, potentially utilising a raised track platform.

Walkers, having doubled back to the junction leading to the Maingon Creek overnight node, will descend and sidle the lower slopes of Mt Raoul. The track passes close to the park boundary where the route maintains

Draft Three Capes Track Development Proposal and Environmental Management Plan elevation as it traverses a private block (Figure 2.2). This route selection allows the for a greater degree of separation from a white bellied sea eagle nest near the park boundary and is preferable to a route to the south of the nest as this option is considerably closer to the nest and traverses difficult country. After approximately 700m the track re-enters the park and descends to an unnamed creek to the west before ascending the spur to the west of Maingon Creek to arrive at the Maingon Creek overnight node.

Figure 2.1 Day 1: Three Capes Track route

Draft Three Capes Track Development Proposal and Environmental Management Plan

Figure 2.2 Day 2/3: Three Capes Track route (including commercial start)

2.2.2.3 Maingon Creek Overnight Node to Surveyors Cove Overnight Node

The route along the section from Maingon Creek overnight node to Remarkable Cave is constrained by the sea cliffs and the proximity of the park boundary. In some instances the track is very close to the boundary and the constraints and the steepness of the terrain have resulted in the need for steps in some sections. In particular, extensive steps will be required on the descent to the Remarkable Cave Road. A bridge will be required to cross Maingon Creek.

Where the track passes over the bluff to the south of Fish Hawk Gully, south east of Maingon Heights (see Figure 2.2 above), two options are being considered. The preferred option crosses private land directly over the crest of the bluff and descends to Fish Hawk Gully. The second option traverses the bluff within the park boundary before descending steeply to the northern side where it runs below a series of cliff lines to Fish Hawk Gully. The preferred route reduces the length of track required and also avoids the steep sections of the second option where erodible soils are likely to add to the expense of track construction and maintenance.

The route arrives at the Remarkable Cave Road at the crest overlooking Basket Bay. A track on the eastern side of the road is proposed to allow walkers the option of accessing Remarkable Cave. From the road the route initially utilises the existing track to Maingon Blowhole before deviating to avoid private land, an active sand blow and steep and unstable undulations. In following this route improved visual access to the coastline is achieved. Realigned and upgraded sections will mainly require moderate to light benching and gravelling. A viewing platform or bridge structure will be provided at Maingon Blowhole to facilitate a view into the

Draft Three Capes Track Development Proposal and Environmental Management Plan blowhole while maintaining walker safety. From the blowhole the route is constrained within a 20m road corridor through to the Safety Cove jetty. This section will be constructed mainly by benching and gravelling but will require some steps and duck boarding.

The route recommences from the jetty or floating on the southern rocky shoreline at Denmans Cove. The route from the jetty to the Surveyors Cove overnight node and then onto the existing Cape Pillar route is a new track. From Denmans Cove to Surveyors Cove the track runs within approximately 100m of the shore as this is the most direct route and it also offers scenic value although the route is directed away from the coast in one section to avoid possible visual impacts from the water and possibly the Port Arthur Historic Site. This section is likely to require only benching with a section of steps on the descent to the creek at the northern end of Surveyors Cove. The route ascends steeply from the southern inlet creek at Surveyors Cove and then ascends steadily to the escarpment where the Surveyors Cove overnight node is located to the east of the track route.

Figure 2.3 Day 3/4: Three Capes Track route

2.2.2.4 Surveyors Cove Overnight Node to Lunchtime Creek Overnight Node

From the Surveyors Cove overnight node the route runs close to the escarpment, crossing moorland and gullies to avoid unnecessary length, before ascending to Arthurs Peak. This section will require benching, with the moorland traverses requiring some turnpiking or large top drains. A short section of duckboard and several bridges will also be required.

Draft Three Capes Track Development Proposal and Environmental Management Plan

The upper section of the descent from Arthurs Peak follows the existing rough route before deviating to avoid exposed cliff edges. The route then ascends the western spur of Mt Crescent with two switchbacks employed to reduce the use of steps. The route then sidles the south western extent of Crescent Mountain before descending gradually, incorporating two switchbacks to the upper edge of Ellarwey Valley plain south of the mountain.

The section between Arthurs Peak and the western end of Crescent Mountain will require the extensive use of steps and some steps will be required on the traverse of the south western end of Crescent Mountain. The remainder can be benched.

The route largely avoids the moorlands to the west of Tornado Ridge as it follows close to the watershed, offering dramatic coastal views. The route then heads inland, sidling the north western slopes of Tornado Ridge before joining the proposed reroute of the existing Cape Pillar track south east of Calculation Hill. This section will benched with the use of some top drains.

The junction with the Cape Pillar section of the Three Capes Track is also the departure point for the new route to Retakunna Creek and Cape Hauy. The existing Cape Pillar track will also join the new route at this point. From the junction the route proceeds south to Cape Pillar, initially down slope of the existing track and then utilising the existing route with some deviations. This section will only require benching and gravelling. From the south eastern edge of Tornado Flat a major reroute begins, taking the track east of Lunchtime Creek and then to a saddle where the Lunchtime Creek overnight node is located.

Figure 2.4 Day 4/5: Three Capes Track route

Draft Three Capes Track Development Proposal and Environmental Management Plan

2.2.2.5 Lunchtime Creek Overnight Node to Cape Pillar and Retakunna Creek Overnight Node

From the Lunchtime Creek overnight node the route heads south and crosses Lunchtime Creek before traversing the valley as it steepens to join the existing track. Immediately prior to the exposed section of Hurricane Heath another major reroute descends the eastern slopes of Hurricane Heath before traversing below Perdition Ponds to the southern edge of Perdition Plateau. This reroute avoids the sensitive environment at Perdition Ponds and the heights to the north west of the ponds which are subject to high winds.

From Perdition Plateau the route largely utilises the existing track with a number of reroutes to reduce the gradient and to avoid some cliff edges. The track will extend to the Blade and will terminate at the existing high point on Cape Pillar.

From Cape Pillar walkers will return to the junction with the main track south east of Calculation Hill. The first section of the track to Retakunna Creek and Cape Hauy is a major reroute that avoids the loss and gain in elevation of the current route. It follows the watershed before arriving at the Retakunna Creek overnight node.

2.2.2.6 Retakunna Creek overnight node to the finish at Fortescue Bay

From the Retakunna Creek overnight node, the track ascends the spur south west of Mt Fortescue before joining the current track 700m from the summit. The reroute avoids the need for steps between the junction and the lower slopes of Mt Fortescue. Most of this section can be benched, however due to the steepness and nature of the terrain on the upper slopes of Mt Fortescue, switchbacks are impractical and therefore steps will be required.

From the summit of Mt Fortescue the track utilises the existing route to the Cape Hauy track. Most of this section can be benched; however some steps will be required on the descent from the Mt Fortescue summit. The Cape Hauy track is currently being upgraded to a standard consistent with the Three Capes Track proposal. No additional track work will be required. Following arrival at the extremity of Cape Hauy, walkers will retrace their route to the junction with the main Three Capes Track and then continue to the track terminus at Fortescue Bay.

Draft Three Capes Track Development Proposal and Environmental Management Plan

Figure 2.5 Day 6: Three Capes Track route

2.3 Overnight Nodes

2.3.1 Overview

There are five overnight nodes proposed to be developed, two on the western side of the route, Tunnel Bay and Maingon Creek, and three on the eastern side, Surveyors Cove, Lunchtime Creek and Retakunna Creek. The overnight nodes will comprise a public hut that sleeps up to 48 walkers with additional attached rangers‘ quarters for up to four staff, external toilets and a helipad. A private hut that can accommodate 13 people will be sited within 1km of each public hut, with the exception of Tunnel Bay, which will not require a private hut. The separation distance between the public and private facilities will vary from site to site, however at all sites there will be an appropriate level of visual separation. There will not be any camping facilities provided at the overnight nodes. All infrastructure at the overnight node sites will be linked by constructed tracks and a constructed track will link the overnight nodes with the main walking track. The final siting of all the elements of the overnight nodes will be within polygons within which all the relevant natural and cultural values have been surveyed. Design and performance criteria for each of these facilities are detailed below.

2.3.2 Design Criteria

Design and planning for the Three Capes Track huts will be guided by the following principles:

 The huts and associated facilities will protect and present the values of their setting. This includes the selection of materials, and scale of buildings being complementary to the surrounding environment (ie. vegetation type). Location and design of facilities is to go beyond a purely utilitarian look as the Three Capes Track is a conscious response to the environment and the demands of a great bushwalk;

Draft Three Capes Track Development Proposal and Environmental Management Plan

 The track will provide an experience of ‗wildness‘, as distinct from ‗wilderness‘. The huts will offer a counterpoint to this part of the experience, with a degree of comfort, but still allow walkers to feel immersed in nature through careful siting and considerate design. The experience does not deliver or set out to provide an experience of pure isolation from civilisation and culture. The huts will provide a retreat at the end of each day‘s walk from this wildness, but an opportunity to meet walkers from other parts of Australia and the world;  The huts and associated facilities will embody sustainability principles throughout. This includes using materials that are sustainably sourced and have a low embodied energy. It also requires being built to best-practice environmental standards, such as having an optimal orientation for solar gain and insulation to create a space that is comfortable without heating. The buildings will have minimal requirement for power, and a minimal site footprint. Materials and finishes should minimise maintenance effort by being long-lasting and readily cleaned or replaced without the need for specialised tools or trades. As there will be five public huts developed that cater to the same number of walkers, it is expected this will deliver cost efficiencies through using similar designs, and pre- fabrication. All huts will use a standard specification of fixtures and materials, so that maintenance is streamlined. The huts will have a design life of 75 years, so as to minimise future budgetary burden;  Due to environmental and other constraints not all the huts will have expansive views, particularly over the seascapes of the walk. To enable walkers to experience those views where they are not available at the hut sites, purpose-built viewing areas will be built within 500 metres of each hut where possible; and  Each of the public huts (inclusive of ranger‘s quarters) and private huts will be located within close proximity of the track to minimise the need for additional track construction. To maintain the integrity of both the independent and commercial group experiences, a distance that allows for visual separation of the two huts is expected.

Subject to the outcome of final bushfire mitigation design requirements and determination on compliance with AS 3959-2009, (Incorporating Amendment Nos 1 and 2), Construction of buildings in bushfire-prone areas, the design for each accommodation site is likely to incorporate a selection of materials, as per the following table. Bushfire Attack Level (BAL) is described in Section 2.3.7.

Draft Three Capes Track Development Proposal and Environmental Management Plan

Table 2.1 Public hut material selection

Location Element Specification

External Roof Non-combustible metal sheet (colorbond or similar), sheet profile to be selected to suit roof pitch. Colour to be low-visibility, and similar to surrounding vegetation (e.g. dark green would be suitable in forested areas).

Guttering and downpipes Non-combustible metal, preferably colour-matched with the roof or wall. Design that prevents debris collection. Flashing at junction of roof, and leaf guards (if installed), must be of non-combustible material.

Insulation Roof, Wall & Floors – Compliant with Section J of the Building Code of Australia.

Wall cladding Three options:

 Profiled exterior grade ply, decking oil finish - Suitable for BAL 19 when appropriately protected within 400mm of ground level adjacent to cladding or as per BAL 29, and Suitable for BAL 29 where of bushfire-resistant timber, not suitable for BAL 40;  Cement sheeting (or similar fire-retardant material, where BAL 40 must be minimum 9mm thickness); and  Metal sheet (colorbond or similar.)

Wall Timber frame.

Decking (verandah), stair Bushfire-resisting hardwood boards, with gap widths as per the treads, ramps, enclosed sub- requirements of AS3959. BAL 29 - balustrades and handrails must be floor space, and fixed benching non-combustible, or if timber used it must be bushfire-resisting timber. BAL 40: balustrades and handrails must be non-combustible.

Gear hooks and drying lines A minimum of 48 metal hooks to be provided at heights between 1000- 1800mm, preferably on north or west aspect and not directly above fixed external seating. If drying line is to be provided, to be of wound wire (no plastic coating) and away from fixed external seating.

Windows Double-glazed, with aluminium window frames, and screens on openable sections. Glass and screen material specification as per the requirements of AS3959 and subsequent site specific BAL. Need to configure window placement and design of sills to prevent possum access. Security standard mesh to prevent animal access

Draft Three Capes Track Development Proposal and Environmental Management Plan

Location Element Specification

Doors (to outside) Outward opening and must be of non-combustible material – where door incorporate glazing, the glazing shall be toughened glass minimum 5mm.

Water tanks Tank must be of non-combustible material and taps to be manual- closure (rather than spring-loaded). Public hut to have tap over drain to solids trap and French drain to bush. Ranger‘s quarters to have internal kitchen sink and taps in workshop/maintenance store. Drains to have grease trap then a solids trap, then a French drain to bush. Above ground, exposed water supply pipes shall be metal.

Gas supply Above ground, exposed gas supply pipes shall be metal.

Internal Wall cladding to communal Profiled exterior grade ply, decking oil finish to 1200mm above floor space level and light coloured mini-orb (or similar) above, with corrugations running vertically. Where ply and mini-orb join, a drain to remove condensation is necessary.

Ceiling cladding to communal Profiled exterior grade ply treated to resist mould growth or light space coloured mini-orb (or similar) or a combination of the two. Where ceiling and wall cladding joins, a drain to remove condensation is necessary.

Communal tables Stainless steel tops

Communal seating Timber, preferably hardwood, with high durability, low maintenance clear finish oil. Fixed around internal walls of communal space with moveable seating also provided.

Lighting Solar powered electric (LED) lighting to be provided above cooking space and above some fixed seating.

Heating Not applicable.

Cook top and food Timber core with stainless steel surface to all external edges, with preparation benches storage shelf below.

Doors Timber

Ventilation As required by AS 3959. Ventilation needs to adequately respond to condensation risk.

Draft Three Capes Track Development Proposal and Environmental Management Plan

Location Element Specification

Flooring Timber hardwood boards, with high durability, low maintenance clear finish oil.

Sleeping platforms Bunks to comply with Australian Standard, and nominally 2000mm long by 900mm wide each. Constructed from timber, preferably hardwood, or smooth plywood. Insulate low level between floor and platform. Fire-retardant mattresses to be provided.

Wall cladding to sleeping space Profiled exterior grade ply to ceiling adjacent sleeping platforms, with decking oil finish. On walls where no sleeping platforms or gear hooks are placed, profiled exterior grade ply to 1200mm above floor level and light coloured mini-orb (similar) above, with corrugations running vertically.

Ceiling cladding to sleeping Light coloured mini-orb (or similar). Where ceiling and wall cladding space joins, a drain to remove condensation is necessary.

2.3.3 Performance Criteria

Each overnight node will incorporate the following performance criteria:

 A public hut to accommodate up to 48 independent walkers, that meets the following requirements: o Rainwater tanks to store up to 147,580 litres, allowing 10 litres per independent walker per day. This water is for drinking, hand-washing, cooking and cleaning use and will be provided via a central tap system. The central tap system will be located above a gross pollutant trap/basket filter, which will act as primary treatment for any excess water and washing water produced. A secondary treatment of the water will be undertaken in either a bag filtration system prior to in ground absorption, or via in ground absorption in a bio-filter trench; o A dedicated water supply of 10 000 L for fire fighting; o Verandah of at least 72m2, to be on at least two sides, but preferably three, with one side being to the north, where possible. Fixed benching will be provided to the exterior wall of the building on at least one side, preferably the side with the best view. If a verandah cannot be provided due to fire safety requirements, a suitably hardened outdoor communal area of equivalent area, with tables and seating, may be provided; o Single-storey construction with maximum internal ceiling heights of 3000mm, but preferably 2700mm; o Defined walkways between buildings, to minimise disturbance to vegetation; o A minimum of six bunk rooms, with each bunk room to contain a maximum of eight walkers with dedicated spaces for pack and boot storage;

Draft Three Capes Track Development Proposal and Environmental Management Plan

o A communal kitchen and dining area with a minimum space of 72m2, capable of seating up to 48 walkers on bench seats at tables (a combination of fixed and moveable), up to eight gas cook-top stations with a stainless steel bench-top affixed to interior walls. Separate bench space of equivalent length is also to be provided beneath or above for temporary storage of food provisions; and o Solar powered electric lighting to provide up to four hours light per day in the communal area between November and April;  Ranger‘s quarters with the entrance discrete from the public entrance with sleeping space for up to four staff and a small kitchen area. A small workshop and maintenance store, including a bunded area for chemical storage and bulk storage of cleaning products will also be provided.;  Toilets to be located not more than 50 metres from the hut, and in as discrete a location as practical, so as to not intrude on the entry into the site, or other aspects of the sites amenity. Up to four closed circuit toilets (no discharge to ground) will be provided, with an on site wastewater treatment system accredited by Workplace Standards Tasmania in accordance with Part G2 of the Tasmanian Plumbing Code 2006 or a system previously approved under Part G2 of the Tasmanian Plumbing Code 2006. Periodic off-site disposal of accumulated waste is required and will be undertaken by licensed contractors in accordance with State legislation; and  A helipad located within the overnight node that will also potentially service the private hut.

The commercial huts will meet the following general requirements:

 Requirement for hut to be built to relevant Australian Standards, and comply with Building Code of Australia, with approved Development Application from the Tasman Council;  Approval required through the PWS RAA process in addition to any other required approval;  Approved storage for any dangerous goods or chemicals and an approved bunding system to capture any fuels or dangerous goods stored at the hut;  Internal toilet and bathroom with an on site wastewater treatment system accredited by Workplace Standards Tasmania in accordance with Part G2 of the Tasmanian Plumbing Code 2006 or a system previously approved under Part G2 of the Tasmanian Plumbing Code 2006. Periodical off-site disposal of accumulated waste is required and will be undertaken by licensed contractors in accordance with State legislation;  Defined walkways between hut and main track, to minimise disturbance to vegetation; and  Materials used in external surfaces to be low-visibility in colour (e.g. similar to surrounding vegetation).

2.3.4 Operation

During the operating season (November to April) the huts can only be utilised by fee paying free and independent walkers undertaking the Three Capes Track. During the remainder of the year the huts will be available for use free of charge but with reduced facilities. During the operating season each hut will have a resident hut warden. This role is critical for emergency management, the provision of information to walkers, over sight of the hut and ensuring the proper operation of the booking system.

Draft Three Capes Track Development Proposal and Environmental Management Plan

The overnight nodes will require servicing on an annual basis. Gas supplies will require annual replenishment and toilet waste will be removed as required. Maintenance of the Bushfire Protection Zones (Section 2.3.7) will also occur as required. Servicing and maintenance of the overnight infrastructure will require helicopter delivery of supplies, equipment and personnel. It is expected that up to four servicing flights per annum are likely to be required to undertake this task.

2.3.5 Node Location Descriptions

2.3.5.1 Tunnel Bay

This is the first of the five overnight stops, and will be the first time the track reaches the coast following a relatively short distance of eight kilometres. The narrow bay, with its boulder and cobble beach and dramatic cliff lines extending to the north and south, provides the only opportunity to access the coast from an overnight node location. The hut location offers a limited view of the water as it is positioned inland from the beach under the northern slopes of the valley where it will be afforded relative shelter. The small valley is dissected by the small watercourse of Tunnel Bay Creek which has some minor floodplain development behind the beach.

The options for locating the overnight node at this site are limited due to the following constraints; an exclusion zone for an eagle nest and associated line-of-sight constraints over almost the entire valley floor, an attempt to provide a sheltered environment for the hut from the predominant S and SW winds and to minimise the view of the hut from the sea. Given the steepness of slope to the west, this site is the only practicable option within the above limitations.

Draft Three Capes Track Development Proposal and Environmental Management Plan

Figure 2.6 Tunnel Bay overnight node indicative location

Plate 2.5 Tunnel Bay overnight node, dashed line indicates approximate position

Plate 2.6 Aerial view of Tunnel Bay overnight node, dashed line indicates approximate position

2.3.5.2 Maingon Creek

This will be the conclusion of the longest days walking, almost 17km, including a visit to the first of the three capes, Cape Raoul. This site has potential to offer an outstanding coastal view from the hut, or within close walking distance, with expansive and spectacular views towards Cape Pillar and Tasman Island.

The site is on the flat sandstone crest of a south easterly trending ridgeline within tall, wet eucalypt forest. The constraints of the topography of the area and the more narrow extent of the park limit options for the hut site along this section of coast, however the ridge crest and associated minor spurs offer a number of possible options, including for the private hut. The site can be accessed by private road to within a short distance of the

Draft Three Capes Track Development Proposal and Environmental Management Plan hut, offering opportunities for the delivery of construction material, operational management and emergency management subject to agreement from the relevant landowner. Consideration was given to siting the hut on cleared private land, however negotiations to purchase the land by the PWS were unsuccessful.

Figure 2.7 Maingon Creek overnight node indicative location

Plate 2.7 Maingon Creek overnight node 35

Draft Three Capes Track Development Proposal and Environmental Management Plan

2.3.5.3 Surveyors Cove

This will be the conclusion of a relatively easy days walking, almost 11km, and includes the water crossing, from Safety Cove to Denman‘s Cove. This site has the potential to offer a short walk to an outstanding coastal view to the south-west to Mt Brown, and Cape Raoul. The site consists of relatively flat ground, gradually rising from the open wet heathland to the eucalypt woodland to the west. The hut will be set back from the edge of the moorland within the tree line.

There are few constraints on locating the required infrastructure within the site, however, the location of the site is constrained by an eagles nest to the north and the need to minimise any possible visual impact from Port Arthur Historic Site as well as ensuring shelter from the prevailing weather. Due to the need to select a site that is sheltered, the site does not offer direct views to the coast but does have expansive views to the north and east. A look point will be provided a short distance to the south of the site on the main track.

Figure 2.8 Surveyors Cove overnight node indicative location

Draft Three Capes Track Development Proposal and Environmental Management Plan

Plate 2.8 Aerial view of Surveyors Cove, dashed line indicates approximate position of the

overnight node

Plate 2.9 Surveyors Cove overnight node. The hut will be set back from the margin of the woodland

Draft Three Capes Track Development Proposal and Environmental Management Plan

2.3.5.4 Lunchtime Creek

This will be the conclusion of a relatively short days‘ walking, almost 10km, through a diverse range of vegetation and landscapes. Due to the narrow extent of Cape Pillar, the need to avoid exposed sections of the cape and to reduce potential visual impact there are relatively few hut sites available for this overnight stop. However, within the site selected there is ample opportunity to site the required infrastructure as it consists of a relatively flat crest on the edge of the steep coastal escarpment which slopes gradually to the west. The selection of this site also allows for the track to be rerouted around the steep descent and ascent of the current track into and out of Lunchtime Creek.

Despite the exposed nature of Cape Pillar, this site offers reasonable shelter within a eucalypt forest with a canopy height up to 15 m. To the east the ground slopes dramatically to the sea and while views from the hut will be limited due to the vegetation, the edge of the escarpment is very close to the hut site and will offer excellent views.

Figure 2.9 Lunchtime Creek overnight node indicative location

Draft Three Capes Track Development Proposal and Environmental Management Plan

Plate 2.10 Aerial view of Lunchtime Creek, dashed line indicates approximate position of the overnight node

2.3.5.5 Retakunna Creek

This will be the final night on the Three Capes Track. Although the distance walked will be almost 15km, much of this will be with a daypack from Lunchtime Creek to Cape Pillar and return. The setting is similar to Surveyors Creek, with the hut placed just within, or on the margins of, a eucalypt forest bordering an expanse of wet heathland. The site is overlooked by the forested slopes of Mt Fortescue immediately to the north east. The area is flat and there are a range of sites available on the edge of the forest. The predominant views from the hut sites would be to the north west, over the wet heathland.

Draft Three Capes Track Development Proposal and Environmental Management Plan

Figure 2.10 Retakunna Creek overnight node indicative location

Plate 2.11 Aerial view of the Retakunna Creek overnight node, dashed line indicates

approximate position of the overnight node

Draft Three Capes Track Development Proposal and Environmental Management Plan

Plate 2.12 Retakunna Creek overnight node site looking west, Crescent Mountain in the far distance

2.3.6 Geotechnical Assessment

The following sections summarise the findings of the geotechnical surveys undertaken at all of the overnight nodes. Detailed methodology and results are provided in the individual reports which are provided as Appendix H. Mitigation measures referred to in this section are provide in Section 4.1.4.4. All references to wastewater refer to water from the water tanks at the point that it leaves secondary treatment.

2.3.6.1 Tunnel Bay

The soils at this site consist of deep sand with a shallow water table. The soils have a moderately high permeability and analysis indicates that the soils will exhibit only slight movement with soil moisture variations. The soils are stable but weakly structured and may be prone to surface erosion when denuded or subject to abnormal drainage conditions. Care will be required during site clearing and construction to ensure soil erosion does not occur and that local surface water values are maintained.

The site has more than adequate capacity to accommodate the calculated wastewater inputs from the single tap. The soils have a low ability to retain applied nutrients in wastewater and the risk of nutrient attenuation is moderate. The shallow groundwater at the site also represents a risk for the disposal of wastewater. This risk is lessened by the anticipated wastewater quality which is primarily spillage of potable water and small volumes of dishwashing water which will also undergo secondary treatment. The risk of land instability is low and the development is not expected to have any significant effect on land stability. It has been determined that the site is suitable for the construction of the hut subject to the implementation of the recommended mitigation measures for the treatment of wastewater and the management of soils.

2.3.6.2 Maingon Creek

Soils at this site are directly related to the underlying geology and consist of duplex profiles derived from Triassic sandstone deposits with fine sandy loam surface horizons overlying weakly to moderately structured sandy clays. The soils are likely to have moderately low permeability in the sub-surface sandy clays. Analysis indicates that the soils will exhibit slight to moderate movement with soil moisture variations. The soils have a moderately low capacity to accept wastewater flows.

Soils of this type are generally stable but may be prone to surface erosion when denuded of cover or subject to abnormal drainage conditions. Bearers for the hut at this site will need particular design attention and will be required to be placed in the subsoil. The site has more than adequate capacity to accommodate the

Draft Three Capes Track Development Proposal and Environmental Management Plan calculated wastewater inputs from the single tap. The soils have a moderate ability to retain applied nutrients in wastewater and the risk of nutrient attenuation associated with wastewater application is moderate. In particular the shallow soil depth to underlying rock and the slope angles represents a risk for disposal of wastewater on the site which is lessened by the anticipated volumes, water quality and secondary treatment. The risk of land instability is low and the development is not expected to have any significant effect on land stability It has been determined that the site is suitable for the construction of the hut subject to the implementation of the recommended mitigation measures for the treatment of wastewater and the management of soils.

2.3.6.3 Surveyors Cove

This site is underlain by Jurassic dolerite which is the parent material for the soils at the site. The dolerite deposits have undergone only shallow weathering with exposed bedrock and surface stones, with clay weathering products forming the subsoils. Soil distribution is uniform with some variation in depth. Soils of this type are generally stable and strongly structured. The topsoils may be subject to surface erosion when denuded of cover or subject to abnormal drainage conditions. Bearers for the hut at this site will need particular design attention and will be required to be placed in the subsoil.

The soils at this site have a good ability to retain applied nutrients in wastewater and the risk of nutrient attenuation associated with wastewater application is low. The risk of land instability is low and the development is not expected to have any significant effect on land stability. It has been determined that the site is suitable for the construction of the hut subject to the implementation of the recommended mitigation measures for the treatment of wastewater and the management of soils.

2.3.6.4 Lunchtime Creek

The soils at this site are closely related to underlying Jurassic dolerite and are duplex profiles developed from windblown sand deposits with fine sandy loam surface horizons overlying weakly to moderately structured clay sands and gravels. The soils are weakly to moderately structured and are likely to have moderately high permeability in the deep sandy topsoils Analysis indicates that the soils will be subject to only slight movement with soil moisture variations. These soils are generally stable but are weakly to moderately structured. The soils on the site may be prone to surface erosion when denuded of cover or subject to abnormal drainage conditions.

Bearers at this site will need to be placed into the sub soil as the surface horizons are weak and will require particular design attention. The site has more than sufficient capacity to sustain the expected application of waste water. The soils have a low ability to retain applied nutrients in wastewater and the risk of nutrient attenuation associated with wastewater is moderate. The risk of land instability is low and the development is not expected to have any significant effect on land stability. It has been determined that the site is suitable for the construction of the hut subject to the implementation of the recommended mitigation measures for the treatment of wastewater and the management of soils.

Draft Three Capes Track Development Proposal and Environmental Management Plan

2.3.6.5 Retakunna Creek

Soils at this site are derived from Jurassic dolerite. The dolerite has undergone only shallow weathering with exposed bedrock and common surface stones. Residual clay weathering products form the sub soil on site. The soils on site are duplex profiles developed from Jurassic dolerite deposits with fine sandy loam surface horizons overlying moderately structured clays. The soils are moderately to strongly structured with distinct horizon development and are likely to have low permeability in the subsurface clays. Soils of this type developed on Jurassic dolerite are generally stable and are strongly structured. The topsoils on site may be prone to surface erosion when denuded of cover, and or subject to abnormal drainage conditions. Bearing capacity in the surface layers is weak and bearers will need to be placed into subsoils with adequate bearing capacity.

The site has adequate capacity to absorb the expected wastewater input. The soils have a good ability to retain applied nutrients in wastewater and the risk of nutrient attenuation associated with wastewater application is low. However, the shallow soil depth to underlying rock and the slope angles imparts a moderate risk for disposal of wastewater on the site which is lessened by the anticipated volumes, water quality and secondary treatment. The risk of land instability is low and the development is not expected to have any significant effect on land stability. It has been determined that the site is suitable for the construction of the hut subject to the implementation of the recommended mitigation measures for the treatment of wastewater and the management of soils.

2.3.7 Fire Design Criteria

The following section summarises the findings and recommendations of the report: Three Capes Track Fire Management Strategy and Emergency Response Plan. This is provided as Appendix I (hut design and construction recommendations are provided in appendix 1 of that report) and provides a detailed description of the underlying methodologies and assumptions that underpin these results.

The fire risk mitigation design and construction of the overnight node huts is based on the following guiding principles:

 Protection of human life is a key priority;  Huts may be required by walkers and management personnel as refuge areas during bushfire;  Given the cost of construction and remote location the huts should be designed as far as is reasonable possible to withstand the passage of bushfire; and  Bushfire protection planning and analysis is to be based on a Fire Danger Index (FDI) of 50.

The Australian Standard AS3959 Construction of buildings in bushfire prone areas has been utilised to determine the appropriate level of protection for the huts. The fundamental elements that contribute towards building protection is the combination of a Building Protection Zone (BPZ), which creates a separation between the building and the hazard, and the building construction standard, which is a measured as the Bushfire Attack Level (BAL) that a buildings construction is expected to withstand. Where the BPZ is reduced, a higher construction standard, or higher BAL, will be required, while a lower construction standard will require a more extensive BPZ. Within a BPZ, prescriptions for vegetation modification vary according to the vegetation

Draft Three Capes Track Development Proposal and Environmental Management Plan type. Those prescriptions are provided below in Table 2.2. The functioning of the huts within the context of the overall approach to bushfire emergency response is discussed in Section 4.6.1.

Table 2.2 Overnight nodes BPZ prescriptions

Vegetation Type Tree Layer Mid-storey Ground Layer Comment

 Tree canopy to have  Not >3% of BPZ to  Grasses and  Small clumps of Forests and woodlands >5 m separation be made up of mid ground cover trees are  Lower limbs pruned storey plants plants are to be acceptable to 2 m  Any retained <20 cm in height provided spacing  Remove rough vegetation is to be where within 5 m between clump barked species prior as small isolated of buildings where canopies > 5 m to smooth barked and discontinuous it is to be <10 cm plants or plant high lumps  Leaf litter to be l<2 cm deep  Only non- combustible ground cover is to occur within 2 m of all combustible surfaces of buildings  n/a  Not >3% of BPZ to  Grasses and Shrublands and  if trees are planted be made up of mid- ground cover buttongrass in the BPZ, then it storey plants plants are to be needs to be in  Any retained <20 cm in height, accord with vegetation is to be except where specification for as small isolated within 5 m of forests/woodlands and discontinuous buildings where it plants or plant is to be <10 cm clumps high  Leaf litter to be <2 cm deep  Only non- combustible ground cover is to occur within 2 m of all combustible surfaces of buildings

BPZ distances and BAL‘s have been determined for each hut site and have been collated below in Table 2.3. The final layout of the BPZ will be further determined and fine-tuned on an individual site basis prior to construction, as will the final building orientation and any required individual construction measures. A larger BPZ than that required for the corresponding BAL, for example, may allow for greater retention of canopy trees. Radiant heat shields, such as low stone walls, may be considered at the design stage. Shutters have been recommended for Maingon Creek and Lunchtime Creek and all huts will have a stored water supply of at least 10000 L with portable pump and hoses.

Draft Three Capes Track Development Proposal and Environmental Management Plan

Table 2.3 Overnight node BPZ requirements

Direction Recommended Hut Vegetation BPZ (m) from hut BAL

Tunnel Bay West Forest 23 BAL 29

North Shrubland 19 BAL 29

East Shrubland 10 BAL 29

South Shrubland (over 10 BAL 29 short distance to rock and water)

Maingon Creek North-east Forest 40 BAL 40

South-west Forest 40 BAL 40

North-west Forest 25 BAL 40

South-east Forest 30 BAL 40

Surveyors North Shrubland 22 BAL 19 Creek East Shrubland 26 BAL 19

South Woodland 22 BAL 19

West Woodland 26 BAL 19

Lunchtime North-west Forest 34 BAL 29 Creek North-east Forest 15 BAL 29

South-west Forest 30 BAL 29

South-east Forest 35 BAL 29

Retakunna North Woodland 20 BAL 19 Creek East Woodland 15 BAL 19

South Shrubland 15 BAL 19

West Shrubland 23 BAL 19

Draft Three Capes Track Development Proposal and Environmental Management Plan

2.4 Associated Infrastructure

2.4.1 Jetties or Floating Pontoons

A jetty will be constructed at Safety Cove and either a jetty or floating pontoon will be constructed Denmans Cove. The landing facility at Denmans Cove will be sited on the southern shore of the cove on the rocky shoreline. The jetty at Safety Cove will be sited on the rocky shoreline in the south eastern corner of the bay. A basic shelter and toilet will be constructed at Safety Cove. The jetties or floating pontoons will be up to 20m long and approximately 1.5 m wide. Construction of the new jetties will involve the installation of a small number of piles (approximately 10 -15 per jetty), suspended walkways, fender piles and mooring dolphins. Piles will be installed by means of barge either by impact pile driving or using ‗spun piles‘ (pile shafts are drilled into the seabed). It is envisaged that the piles will be installed on the sand where possible so that walkways are fully suspended over any reef present. Piles in shallow water may be placed in concrete filled rock sockets excavated into the seabed. The jetty or floating pontoon at Denmans Cove will only be available for the operation of the Three Capes Track to prevent uncontrolled access to the national park and would involve the anchoring of the floating pontoon to the seabed and the installation of a walkway from the shore. The consideration of the floating pontoon at Denmans Cove would allow the landing facility to be removed outside of the walking season and hence reduce any potential impacts to the natural values known from that area. On the basis of advice provided by a local commercial boat operator with over 20 years experience, PWS expects that sea conditions may prevent disembarkation at Denmans Cove on 2 to 3 days per walking season. In this instance walkers will be transported by road and will use the existing Stinking Bay – Denmans Cove walking track.

2.4.2 Gateways

Gateway facilities are proposed for the White Beach starting point off Noyes Road for the Three Capes Track and the commercial start at the current Cape Raoul track start point on Stormlea Road. Both gateways will be designed to provide a sense of arrival for walkers, regardless of whether they are embarking on the full Three Capes Track, a short walk or a day walk.

The gateway sites will deliver the following:

 Directional signage indicating the vehicle access and parking arrangements, and start of the walking track;  Walker registration booth, allowing up to two walkers to sign in at a time;  Information signage detailing the walk options commencing from that particular gateway, the level of experience and equipment needed to undertake the various options;  Car park area to allow for suitable number of vehicles (including larger vehicles such as camper-vans and mini-buses) to be parked, and a bus turning area (White Beach);  Toilet facilities;  Stormwater and sediment control on areas of hard surfacing; and  Phytophthora cinnamomi brush-down stations a short distance along the tracks.

Draft Three Capes Track Development Proposal and Environmental Management Plan

Through seed funding provided by PWS and additional Council and Commonwealth funding, the Tasman Council are in the process of upgrading the existing Cape Raoul, Tunnel Bay and Ship Stern Bluff car park and will allow for day parking of approximately 19 vehicles. It is envisaged that the commercial walkers, accompanied by their guides, will be dropped at this car park by minibus. As such it is anticipated they will not be occupying a space in the car park for longer than 15-30 mins and in fact may not even require any parking space given they will effectively simply be unloading their passengers at the car park. A turning circle and toilet may be installed at this site to enhance the work recently done by The Tasman Council.

The car park and gateway at Noyes Road will be located within the national park. The siting of the gateway within the national park lends itself to an enhanced experience compared to siting the facility within private land. It is anticipated that the majority of mature trees would be retained to enhance the visitor experience and the aesthetic appearance of the site. The layout of this facility is provided in Appendix M.

The walk will finish at the existing day use car park at Fortescue Bay. Additional signage will be provided. The existing car park may require some upgrading to improve the efficiency of the available space as walker numbers increase.

2.4.3 Toilet Facilities

Each overnight node will have up to a four berth toilet. Toilets at the overnight will be external and linked to the hut by a hardened track. They will be sited as discretely as practicable, away from the approach to the overnight node and away from any key view field. Wherever possible, screening vegetation will be employed to further reduce the visual impact of the toilet facilities. Single or double berth toilets will be provided at the Stormlea Road entrance, White Beach entrance and at Safety Cove. All the toilets at the overnight nodes will be closed loop toilets, that is there will be no discharge to ground and the toilet waste will be removed off site. As the toilets at Safety Cove, Stormlea Road and White Beach can be serviced by vehicle, consideration may be given to installing a system that can discharge to ground.

2.4.4 Campsites

Up to two designated camping areas will be provided for walkers undertaking the Cape Pillar/Mt Fortescue walk. These sites will be determined following further consultation with stakeholders but will consist of an upgrade or hardening of existing campsites within the surveyed corridor of the Three Capes Track to avoid additional environmental studies. It is envisaged these areas would cater for up to twelve people. The facility will not be available for commercial use but will be available to groups, such as schools, scouts and guides, and bushwalking clubs. It is not intended to have a booking system associated with this facility, however PWS reserves the right to implement any management measure required if the demand for these sites is high. A toilet and hardened tent spaces will be provided.

2.4.5 Temporary Material Depots

Temporary material depots will be required for the storage and airlifting of equipment and material for the construction of the overnight nodes and track and for the transport of personnel. Existing hardened sites such as quarries or cleared areas will be selected to avoid additional clearing and disturbance. Indicative site locations are shown below in Figure 2.11. The sites will be selected to minimise flight times, to allow for flight

Draft Three Capes Track Development Proposal and Environmental Management Plan paths that maximise distances from eagle nests and to avoid residential areas. It should be noted that some of these sites will be subject to negotiation post approval. Additional work required at these sites will be limited to laying of coarse gravel as required, the provision of temporary secure storage and toilet facilities.

Draft Three Capes Track Development Proposal and Environmental Management Plan

Figure 2.11 Indicative locations of temporary storage and airlift depots

2.5 Extent of Footprint

The track will be on average 1 m (range of 0.9 – 1.2 m) wide resulting in a footprint of approximately 6 ha. A construction corridor of 2 m either side of the track centreline has been allowed for. The construction corridor is considered sufficient to allow for any machinery to turn around and the temporary lay down of construction material. In some cases, for example due to topographical constraints, lay down areas may not be able to be constrained within the construction corridor. Any laydown of material beyond this corridor will require approval from PWS. Lay down of material will not exceed 1-2 months. As a precautionary approach, assuming an average width of vegetation clearance of 2 m during construction, the track construction footprint is 11.53 ha.

The total footprint of the overnight nodes is expected to be approximately 3.34 ha which includes the hut, toilet, helicopter pad, any linking tracks, and an enveloping Building Protection Zone (BPZ) to mitigate bushfire risk. While the BPZ prescriptions allow for retention of vegetation, as a precautionary view, the footprint of the overnight nodes is considered to consist of the entire BPZ and therefore includes the entire infrastructure within it, including connecting tracks, toilets and any material or fuel storage area in addition to any temporary footprint of machinery or material storage associated with construction. All components of the overnight nodes will be linked by hardened track constructed to the same standard as the main track. All access tracks to the overnight nodes will be less than 50 m, the majority of which would be within the BPZ, with the

Draft Three Capes Track Development Proposal and Environmental Management Plan exception of Surveyors Cove which will have an access track of approximately 150 m in length with approximately 20% contained within the BPZ. It is considered likely that the required BPZ for each commercial hut would be of a similar magnitude to the corresponding public huts assuming that they are sited in similar vegetation types. On this basis the total footprint of the four commercial huts is estimated to be approximately 2.3 ha. Each site will require an access track of approximately 0.5 m in width and up to 150 m in length although some proportion of this will be within the BPZ. The footprint of the White Beach car park will be approximately 0.5 ha although as much as possible, significant trees and some existing vegetation will be retained for landscaping and aesthetic purposes

The total final footprint of the overnight nodes for both the ―free and independent‖ and commercial huts will be approximately 5.64 ha. The total footprint therefore of the proposed action will therefore be 17.61 ha which represents 0.18 % of the land area currently contained within the Tasman National Park.

Draft Three Capes Track Development Proposal and Environmental Management Plan

3 THE EXISTING ENVIRONMENT

3.1 Planning

3.1.1 Tenure

The majority of the elements of the Three Capes Track proposal are within the Tasman National Park. In a number of areas, particularly within the Cape Raoul, or western, section of the park the track runs close to the park boundary due to constraints of topography, natural values and the narrow width of the park itself.

Infrastructure at the existing Cape Raoul track entry point will be added to the current facilities within the road reserve while the entry point facilities at White Beach will be within the national park.

From the Maingon Bay blowhole near Remarkable Cave the track heads inland to Safety Cove. This route utilises an existing road reserve through to the Safety Cove State Reserve. The jetty at Safety Cove will be constructed within the Safety Cove State Reserve and on Crown Land below the low water mark. Safety Cove State Reserve has an area of 16 hectares in a narrow strip along the coast between Port Arthur Historic Site and Tasman National Park and extends to the low water mark.

The jetty or floating pontoons at Denmans Cove will be in the national park and on Crown Land below the low water mark with the track entering directly into the National Park.

East of Cape Raoul the track will traverse private land to provide a greater degree of separation from a white bellied sea eagle nest. A second, minor section through private land is proposed to the west of Remarkable Cave.

3.1.2 Tasman Planning Scheme

The Three Capes Track proposal will be entirely within the Tasman Municipality. The relevant planning scheme is the Tasman Planning Scheme 1979. The planning scheme employs a number of zones, each with a series of prescriptions that determine the types of development that are permitted as of right or are considered discretionary. Where a use is considered to be a permitted use within a particular zone, the council, as the Planning Authority, is obliged to issue a permit under the Land Use Planning and Approvals Act 1993. For those uses that are considered discretionary under the planning scheme, that is they are not permitted as of right, approval is required from the council. All permits issued, either for permitted or discretionary uses, may be subject to any conditions that the council sees fit, with due regard to any relevant matters provided for in the planning scheme.

Components of the proposal that are within the Tasman National Park will fall within the National Parks and Wildlife Zone. The construction of the track and associated infrastructure is a permitted use within this zone provided it is consistent with the objectives of the National Park as set out in National Parks and Reserves Management Act 2002. Facilities at Safety Cove will be within the National Parks and Wildlife Zone as they will be within the Coastal Reserve.

Draft Three Capes Track Development Proposal and Environmental Management Plan

Where the track leaves the Tasman National Park at Maingon Blowhole and occupies the road reserve across Mansfield Plain it will be within the Coastal Protection Zone. The intent of this zone is to retain land for agricultural purposes and maintain the rural character and high scenic quality of the coastal landscape.

Facilities at the Cape Raoul track entry point and track sections on private land are within the General Rural Zone. The intent of this zone is to retain land for agricultural purposes, maintain the general rural character and discourage inappropriate development with respect to that aim.

3.1.3 Land Use and Planning History

The more accessible prominent natural features, for which the area is known, such as Tasman Arch and Remarkable Cave, have been protected within reserves for some time. During the 1970‘s two large additional areas were proclaimed as reserves which included Cape Pillar and Cape Raoul. As a result of the Regional Forest Agreement and community advocacy, the variety of reserves were consolidated and expanded in 1999 and 2000 and declared as the Tasman National Park. The expanded park included a large additional block encompassing Mt Spaulding. The park has an area of 10 755ha and extends to the low water mark and includes adjacent off shore islands.

The extent of land to be included firstly in the reserves, and therefore subsequently the national park, was determined in part by the extent of historical use for traditional activities such as forestry and agriculture. This is most clearly expressed in the western section of the national park where private land extends to within a short distance of the coastal escarpment.

Land use within the private titles in the western section of the national park has been generally low key in nature, consisting mainly of forestry, agriculture and low density residential use. The eastern section of the national park is abutted by State Forest, which is managed by Forestry Tasmania. This area is subject to ongoing forestry operations of various types, including the construction of roads. There are several residences in proximity to the proposed track gateway at the current Cape Raoul track and on the road approaches to the White Beach entry point in addition to the exit point of the track onto Safety Cove. The track terminus is at Fortescue Bay. This area has a long history of camping, managed previously by Forestry Tasmania and subsequently by Parks and Wildlife Service followings its inclusion into the Tasman National Park. There is also a boat ramp and jetty at this location and is popular with recreational boat users, as Fortescue Bay is the southernmost sheltered bay before Cape Pillar.

The area currently included within the Tasman National Park, as well as the Tasman Peninsula in general, has a long history of utilisation by bushwalking enthusiasts for both day and short overnight walking. There are over 30 identified walking tracks within the park and associated reserves (Storey and Storey 2004). Both the Cape Raoul and Cape Hauy day walks have been promoted as ‗Great Short Walks‘ by the Parks and Wildlife Service. It has been estimated that annually approximately 14,000 visitors walk some part of the Tasman Trail network (Parks and Wildlife Service 2011). Cape Pillar has long been a popular multi-day walk with overnight camping at Retakunna Creek and at various locations on Cape Pillar. Preliminary analysis of the Cape Pillar track logbook indicates that approximately 220-300 walking parties visit the area per annum. Over 70% of parties are small, of one or 2 people, while another 20% consist of 3 or 4 people. Over 90% of overnight walks are for one or 2 nights and over 60% of parties are Tasmanian. December and January are the busiest months,

Draft Three Capes Track Development Proposal and Environmental Management Plan with November through to March receiving more than half of all visitors. Approximately 6000 walkers departed from the Cape Raoul start point in the 12 months to July 2011, with just over half using the Ship Stern Bluff track (PWS unpublished data).

The walking tracks to Cape Hauy, Pillar and Raoul were originally put in by members of the Hobart Walking Club and the Climbers Club of Tasmania and the track from Waterfall Bay to Fortescue Bay by the Hobart Walking Club. The Hobart Walking Club and community groups have contributed to maintenance of these and other tracks on the Peninsula for many years.

Due to its close proximity to Hobart, the area provides a popular tourism and recreational setting and in addition to bushwalking the national park and reserves provide recreational opportunities for sightseeing, fishing, diving, kayaking, surfing, climbing and boating. Ship Stern Bluff, in particular, is a renowned big wave location and is increasingly popular for spectators. The spectacular coastal cliffs, in particular the dramatic Candlestick and Totem Pole on Cape Hauy, are well known for the climbing opportunities they provide. In recent years, boat based tourism experiences have become increasingly popular. The range of recreational opportunities for visitors, some of them unique, together with a mild reliable climate, make the parks and reserves a valuable tourist and recreational asset all year round.

Key access points for the Tasman National Park are reached through the Fortescue Road to Fortescue Bay, Safety Cove Road to Remarkable Cave and Stormlea Road which accesses the Cape Raoul track. Fortescue Road is unsealed and is managed over much of its length by Forestry Tasmania with some contribution by the PWS towards maintenance costs. Stormlea Road is largely unsealed and provides access to a number of residences and farms before terminating at the start of the Cape Raoul track. Safety Cove Road is paved through to its terminus at Remarkable Cave. The proposed start point of the Three Capes Track at White Beach is accessed by Noyes Road. This is a minor gravel road that is not currently used as a recognised entry point to the park. Noyes Road is accessed from White Beach Road, the single access road to the White Beach community. There is no traffic volume data available for these roads; however volumes for White Beach Road, Noyes Road and Stormlea road have been estimated at 3000 vehicles per day (high season), 50 vehicles per day and 200 vehicles per day respectively (Prodanovic 2011). Remarkable Cave was estimated to have received 84 00 visitors per annum in 2003/04 while Fortescue Bay received approximately 32 000 visitors in the twelve months to January 2011 (PWS unpublished data).

3.1.4 Management of the Tasman National Park and other Reserves

The Nature Conservation Act 2002 is the regulatory mechanism in Tasmania through which land is proclaimed as a reserve. Schedule 1 of that Act sets out the purposes of reservation for the various classes of reserved land. For a national park it is ‗the protection and maintenance of the natural and cultural values of the area of land while providing for ecologically sustainable recreation consistent with conserving those values‘. The key statutory tool for achieving that aim is the National Parks and Reserves Management Act 2002 (NPRMA). Schedule 1 of the NPRMA sets out unranked objectives for the management of national parks as follows:

 to conserve natural biological diversity;  to conserve geological diversity;  to preserve the quality of water and protect catchments;

Draft Three Capes Track Development Proposal and Environmental Management Plan

 to conserve sites or areas of cultural significance;  to encourage education based on the purposes of reservation and the natural or cultural values of the national park, or both;  to encourage research, particularly that which furthers the purposes of reservation;  to protect the national park against, and rehabilitate the national park following, adverse impacts such as those of fire, introduced species, diseases and soil erosion on the national park‘s natural and cultural values and on assets within and adjacent to the national park;  to encourage and provide for tourism, recreational use and enjoyment consistent with the conservation of the national park‘s natural and cultural values;  to encourage cooperative management programs with Aboriginal people in areas of significance to them in a manner consistent with the purposes of reservation and the other management objectives; and  to preserve the natural, primitive and remote character of wilderness areas.

Under the NRMA, the managing authority is the Director of National Parks and Wildlife. All management actions within reserved land must be conducted with the approval of the Director or an authorised person acting under delegation. All actions associated with the Three Capes Track proposal will require approval from the Director or a delegate. The RAA process is the systematic process through which that approval is sought.

The NRMA requires the formulation of management plans for national parks and other reserves. Management Plans are statutory mechanisms and the managing authority must manage reserves in accordance with any approved plan. A management plan for the Tasman National Park was approved in 2001. A draft management plan was released in 2008 and approved in 2011 to allow for the construction and operation of the Three Capes Track subject to planning and environmental assessment. The following key amendments were required:

 extension of the Recreation Zone through the park along the indicative routes of new tracks which would be required to be constructed from Tornado Ridge to Denmans Cove, Remarkable Cave to Mount Raoul and from Tunnel Bay to the park boundary near White Beach;  modification of the Recreation Zone description to enable construction of huts associated with the Three Capes track;  provision for new or upgraded facilities to enable transfer of visitors to and from vessels at Fortescue Bay, Denmans Cove and Safety Cove; and  use of helicopters for construction and servicing of the Three Capes Track.

The amended plan was subject to a period of public comment from 2 February 2008 to 11 March 2008. As required under the NPRMA the public submissions and the report provided by the Director on the submissions and how the PWS intend to respond were considered by the Resource Planning and Development Commission (RPDC), now the Tasmanian Planning Commission. The RPDC provided a report to the then Minister in June 2009. The plan was then revised as proposed by the Director, taking into account the RPDC recommendations. The Tasman National Park and Reserves Management Plan 2011 was approved by the Governor-in-Council and came into effect on 28 September 2011, thereby replacing the former plan. All

Draft Three Capes Track Development Proposal and Environmental Management Plan components of the Three Capes Track proposal within the area of the plan will be required to be in accordance with it.

As required under the 2001 Management Plan, a site plan, approved in 2003, has been developed for the Fortescue Bay Visitors Zone. The plan is considered to require revision and this will be undertaken as part of the ongoing planning of the national park post approval.

3.2 The Environment

3.2.1 Climate

Tasmania experiences a cool, maritime climate and this is particularly evident on the Tasman Peninsula. Precipitation is regular and largely constant throughout the year. Temperatures are generally mild with little variation in mean relative humidity throughout the year but with lower relative humidity and larger temperature variation expected with increased distance from the coast. Weather conditions, however, can be highly variable depending on wind direction. The dominant wind direction is westerly throughout most of the year with north-easterly and south easterly winds common in summer, usually in the form of sea breezes. The exposed cliffs of Cape Pillar and Cape Raoul can be subject to high winds which can be unpredictable and locally variable due to the effect of the topography. Climate statistics for Port Arthur (Palmers Lookout) and Tasman Island are provided in Table 3.1.

Draft Three Capes Track Development Proposal and Environmental Management Plan

Table 3.1 Climate statistics for Port Arthur and Tasman Island. Source: Bureau of Meteorology

(2011).

Port Arthur

January February March April May June July August September October November December

Mean maximum temperature (Degrees C) 18.6 18.9 17.5 15.6 13.4 11.4 11 11.7 13 14.3 15.7 16.9

Mean minimum temperature (Degrees C) 10.9 11.2 10.5 9.2 7.8 6.1 5.7 5.7 6.3 7.2 8.4 9.6

Mean rainfall (mm) 91.8 61.8 91.2 95.8 81.9 109.9 110 123.1 105.9 102.9 80 96.8

Mean 3pm wind speed (km/h) 18 16.9 16.6 17.4 17.1 18 17.4 18.8 20.3 20.3 19.6 18.3

Tasman Island

January February March April May June July August September October November December

Mean maximum temperature (Degrees C) 16.4 17.6 16.4 14.7 12.4 10.7 10.2 10.2 11.4 12.6 13.3 15.1

Mean minimum temperature (Degrees C) 10.3 11.4 10.8 9.4 7.7 6.6 5.8 5.7 6.2 6.8 7.8 9

Mean rainfall (mm) 64.3 66.7 68 75.2 86.4 87.1 84.8 80.7 59.2 80.5 71.9 85.7

Mean 9am wind speed (km/h) 21.5 17.1 20 22.6 23.4 23 24.7 23.1 25.9 21.3 21 21.6

3.2.2 Topography

The eastern or Cape Pillar section of the Tasman National Park is dominated by an extensive dolerite plateau with a prominent coastal escarpment and with a few small peaks, in particular Mt Fortescue at nearly 500m elevation. The coastal escarpment features columnar dolerite sea cliffs to 300m. The western or Cape Raoul section has a contrasting topography, as it is more dissected, although the topography of Cape Raoul itself is similar to that of Cape Pillar. Consequently stream development is much more pronounced in this section. As with Cape Pillar, the southern extent of this section features an extensive length of sea cliffs and the coast is largely inaccessible.

The steep coastal escarpments take the track away from sea level for much of its length. The track is at or close to sea level at Tunnel Bay, Safety Cove, Denmans Cove, Surveyors Cove and the finish at Fortescue Bay. A side tracks descends to Ship Stern Bluff. The majority of the remainder of the track is in excess of 100m above sea level with ascents to Mt Fortescue (490 m), Arthurs Peak (300 m) and the western slopes of Mt Raoul (425 m).

Draft Three Capes Track Development Proposal and Environmental Management Plan

3.2.3 Geology and Geomorphology

3.2.3.1 Geology

The surface geology of the Tasman Peninsula is dominated by Permian and Triassic sediments, predominantly of marine origin, intruded by Jurassic dolerite, geology typical of much of south eastern Tasmania. Quaternary features are widespread. Current landforms have largely resulted from the uplift and subsequent erosion of the overlying sediments during the Tertiary. The eastern section of Cape Pillar is dominated by an extensive dolerite plateau, exposed in the renowned sea cliffs. These cliffs are analogous to the prominent columnar cliffs present on many of the mountains in the eastern portion of Tasmania. The western or Cape Raoul section, with the exception of Cape Raoul itself, has a higher proportion of outcropping sedimentary rocks. A site of geological significance is Remarkable Cave where the cave roof exposes a dolerite contact with folded sediments.

3.2.3.2 Geomorphology and Geoheritage

The Tasman and Forestier Peninsulas in general, and the area traversed by the Three Capes Track in particular, is well known for the concentration of spectacular coastal landforms indicative of the high energy coastal environment. Much of these landforms, such as sea caves, stacks, arches and collapse features have been formed by wave action over the last 6000 years during a period of higher sea level. The higher sea level has resulted in basal erosion which has produced the variety of coastal features. The sea cliffs of the capes have resulted from processes associated with glacial/interglacial cycles over the last 2-3 million years in combination with faulting. Sea cliffs have also developed in sedimentary rocks where many of the arches, caves and blowholes are to be found. Another feature associated with these cliffs is the development of wave cut platforms such as that seen at Ship Stern Bluff.

A less obvious feature is the development of extensive sand sheets. These are considered to have been deposited during the last glacial period in colder, dryer conditions and lower sea level. The source of this material is likely to have been the exposed continental shelf although some sand sheet and dune building development may have occurred more recently under conditions of rising sea level. Sand sheets, and in some places small dunes, are well developed on the north-eastern sides of Crescent Mountain and Arthurs Peak, on the steep slopes above Munro Bight, at Perdition Ponds and towards the end of Cape Pillar and Cape Raoul. Extensive longitudinal dunes have been identified in the Lunchtime Creek-Tornado Ridge-Calculation Hill area.

The track traverses three land systems with each land systems representing an area of similar geology, precipitation, altitude and topography. These systems can be further broken into land components. These land systems and their components are described in detail in Appendix E, Section 4, page 14.

Twelve features in the general region of the Three Capes Track route are listed on the Tasmanian Geoconservation Database. The database is a source of information about earth science features, systems and processes of conservation significance in the State of Tasmania. The first seven features are landscape scale features while the remaining five are erosional or depositional. These features are shown in Figure 3.1 below. These are:

1. Tunnel Bay Shore Platform;

Draft Three Capes Track Development Proposal and Environmental Management Plan

2. Fortescue Plains Erosion Surface; 3. Cape Raoul Jointing and Soils; 4. Tasman and Forestier Peninsulas High Energy Coastline; 5. Cape Hauy High Energy Coastal Erosion Landform Suite; 6. Tasman Island –Cape Pillar Dolerite Geomorphology; 7. Western Tasmanian Blanket Bogs; 8. Maingon Blowhole and Zawn; 9. Basket Bay High Level Wave Deposit; 10. Remarkable Cave; 11. Perdition Ponds Clifftop Aeolian Features; and 12. Cape Raoul Clifftop Aeolian Features.

The Tasman and Forestier Peninsulas High Energy Coastline, Cape Hauy High Energy Coastal Erosion Landform Suite, and Tasman Island –Cape Pillar Dolerite Geomorphology features are the product of landscape scale geological and geomorphological processes. From a geological perspective, component landforms of these features are highly dynamic and are indicative of the high energy environment around the length of the exposed coastline in this area. The Tunnel Bay Shore Platform is a robust bedrock feature that is part of the Tasman and Forestier Peninsulas High Energy Coastline. The Fortescue Plains Erosion Surface is a large scale robust regional erosion feature. It is the best expression of this type of feature in eastern Tasmania although its age and genesis is poorly understood.

The Cape Raoul Jointing and Soils feature includes the robust jointing evident in the columnar dolerite of the cape with the development of the cliff top lagoons and associated features. Remarkable Cave, a well known tourist feature, consists of intersecting sea caves containing ancient slope deposits and a dolerite contact with a unique deformed sedimentary rock roof and is the only known example of contact folding associated with Jurassic dolerite in Tasmania. Western Tasmanian Blanket Bogs is very large, widely expressed feature in Tasmania, although more commonly described from western and central Tasmania where it is associated with glacial features it is none the less locally common within the Tasman National Park. It occurs in the poorly drained topography to the north of Arthurs Peak.

Draft Three Capes Track Development Proposal and Environmental Management Plan

Figure 3.1 Geoconservation features listed on the DPIPWE geoconservation database

Draft Three Capes Track Development Proposal and Environmental Management Plan

The Maingon Blowhole is developed at the head of a deep south-west facing zawn (a deep and narrow sea inlet cut by erosion into sea cliffs and with steep or vertical side walls) between Basket Bay and Dauntless Point. An area of bare rock peculiar to the immediate vicinity of the sinkhole suggests that true blowhole function may operate at times. Whether or not a blowhole is operational, the coastal collapse sinkhole arch and zawn are well-developed examples of these coastal landform types. The blowhole captures a small stream, which sinks underground at the northern end of the rift. This feature is unusual, being the only recorded example of a combined streamsink-blowhole in Tasmania. Immediately to the east the Basket Bay High Level Wave Deposit is currently the only known example of high level (30m ASL) large (2m+) wave-deposited boulders on the Tasmanian coast, and is a very well expressed example of such a feature, particularly in regard to the imbrication of the large boulders and their deposition over an aeolian sand sheet which provides critical evidence of their mode of deposition. The nature of the waves which deposited the boulders is uncertain however; whilst a tsunami is a possibility, similar boulder deposits in NSW, Scotland and Ireland have been demonstrated to have been deposited by storm waves and a similar origin is equally likely for the Basket Bay boulders.

Perdition Ponds at Cape Pillar and the unnamed wetlands at Cape Raoul, have developed in sand sheet deposits. To date no other similar features are known from Tasmania. Perdition Ponds is a series of shallow ephemeral ponds formed in deflated dune swales. In some places the sand sheet is up to 2m thick and covers an area of 1.7 ha. Low vegetated dunes contribute to the damming of the individual ponds. This area is very exposed to winds and the dunes are actively eroding in places. Where the current walking track dissects the western end of the ponds the sand sheet has eroded to a depth of 0.5m. The low 1 to 2 metre high vegetated dunes that separate the ponds contribute to the damming of the individual ponds and are integral to the maintenance of the pond systems. The wetlands on Cape Raoul are similar in origin although they are more extensive in extent and the organic wetland floors support aquatic and semi aquatic plant species.

Although not listed, the well developed series of transgressive dunes in the Lunchtime Creek-Communication Hill-Tornado Ridge area are of potential significance. A series of small wetlands can be found in the swales of these dune systems. The significance of these features cannot be fully assessed without further investigation of their morphology and genesis.

3.2.3.3 Soils

There has not been a detailed soil survey of the Tasman National Park or of the proposed route. However basic soil descriptions along the proposed route are provided in Section 4.3 of Appendix E. Broadly the soils of the route consist of moderately deep to deep soils derived from aeolian sands, fine sandy soils such as those between Maingon Creek and Remarkable Caves, rocky dolerite loams and clay/loams, sandy soils over dolerite bedrock and soils derived from sands, alluvium and organic matter in areas of poor drainage. Soil depth within these broad categories varies according to slope and topography and is also described in more detail in Section 4.2 of Appendix E.

Draft Three Capes Track Development Proposal and Environmental Management Plan

3.2.4 Flora

3.2.4.1 Vegetation Communities

The vegetation of the Tasman National Park and surrounds is diverse and has significant conservation values. The vegetation types present include coastal heaths, dune vegetation, wetlands, saltmarshes, dry and wet sclerophyll forests and some small areas of sub alpine scrub and rainforest. Vegetation types are a reflection of climate, topography, fire regime and biotic influences (Brown and Duncan 1986). Ecological surveys of the proposed track route and overnight node locations have identified twenty one vegetation communities using the TASVEG classification (Harris and Kitchener 2005). Most of these communities are common throughout the Tasman National Park and all are in good to excellent condition.

The proposed track traverses three communities listed as threatened under Schedule 3A of the Nature Conservation Act 2002. The track passes through small patches of Eucalyptus globulus dry forest (TASVEG code DGL, listed as Vulnerable) north of Fish Hawk Gully near Maingon Heights. This community also occurs on the final stages of the Cape Hauy track near Fortescue Bay. A small patch of Eucalyptus viminalis – Eucalyptus globulus coastal forest and woodland (TASVEG code DVC, listed as Vulnerable) occurs near the Remarkable Cave car park. The existing track to Maingon Blowhole passes through this community.

The existing track on Cape Pillar passes through small patches of Allocasuarina littoralis forest (TASVEG code NAL, listed as Rare). This community is actually dominated by A. crassa, however the TASVEG classification does not separate forests and woodland dominated by A. crassa from A. littoralis. This vegetation community is restricted to the Cape Pillar area where it occurs in a number of forms related to the degree of shelter and soil fertility. This community is of particular significance as it is dominated by a threatened species, as A. crassa is listed as ‗rare‘ under the Tasmanian Threatened Species Protection Act 1995. The proposed route deviates from the current Cape Pillar track alignment in order to avoid the sensitive geoheritage values at Perdition Ponds and also to avoid the high wind area of Hurricane Heath. This reroute passes through an area of NAL where it deviates from the current route south of Hurricane Heath.

Draft Three Capes Track Development Proposal and Environmental Management Plan

Table 3.2 Vegetation communities occurring within the proposed Three Capes Track

Vegetation TASVEG Conservation Comments Community Code priority

DGL is characterised by rocky ground with a thick Eucalyptus globulus dry forest and layer of regenerating shrubs following a fire in 2003. DGL Vulnerable woodland Most of the E. globulus trees are regrowth in form. DGL is in excellent condition.

DOB is common on the track, generally favouring the more sheltered and fertile sites. DOB ranges from a Eucalyptus obliqua dry forest and DOB not threatened tall forest community in the sheltered Fortescue Bay woodland to low mallee-like trees on exposed slopes. This community is in excellent condition.

WOB is common on the moist and cool south and east-facing slopes in the Mount Raoul and Mount Fortescue areas. WOB occurs over wide areas and is Eucalyptus obliqua forest with WOB not threatened gradational with dry eucalypt communities as moisture broad-leaf shrubs availability decreases, and mixed forest at higher elevations on Mount Fortescue. This community is in good condition.

WOL is localised between Stormlea and the Ship Stern Bluff track. This community is gradational with WOB Eucalyptus obliqua forest over and DOB and occurs on moderate to gentle slopes WOL not threatened Leptospermum and a drainage depression, which have high moisture availability on dolerite soils. This community is in good condition..

DTD dominates the upper slopes and poorly-drained areas, generally occurring above the 100 m contour. Eucalyptus tenuiramis forest and DTD not threatened This community occurs on either more rocky or woodland on dolerite infertile sites than the other forest communities along the track. DTD is in excellent condition.

DAC occurs on sandy sites at the start of the track Eucalyptus amygdalina coastal near White Beach. DAC is characterised by having a DAC not threatened forest and woodland shrubby understorey dominated by shrubs and sedge species. This community is in good condition.

Draft Three Capes Track Development Proposal and Environmental Management Plan

Vegetation TASVEG Conservation Comments Community Code priority

WDR is common across the long unburnt summit of Mount Fortescue, occurring on fertile and moist sites. Eucalyptus delegatensis forest This community is gradational with Eucalyptus WDR not threatened over rainforest delegatensis forest with broad-leaf shrubs (WDB).This community is in good condition with no weed species recorded.

WDB is common on the moist and cool southern slopes of Mount Fortescue This community occurs on Eucalyptus delegatensis forest fertile and well-drained rocky sites. This community is WDB not threatened with broad-leaf shrubs gradational with Eucalyptus delegatensis forest over rainforest (WDR).This community is in good condition with no weed species recorded.

DAD occurs on rocky sites on dolerite between Denmans Cove and Arthurs Peak. DAD is Eucalyptus amygdalina forest DAD not threatened characterised by having a shrubby understorey and woodland on dolerite dominated by shrubs and sedge species. DOB was burnt in November 2003 but is in good condition.

DVC is local to the old dune formations in the Eucalyptus viminalis – Remarkable Cave area. This community occurs on Eucalyptus globulus coastal DVC Vulnerable well-drained sands and forms copses in sheltered shrubby forest locations. DVC is gradational with SCH and SSC communities and is excellent condition.

NAR is localised to a small section of the track to the east of the proposed Maingon hut site(s). NAR occurs on a relatively steep and moist slope above a small creek and is characterised by a clear and open Acacia melanoxylon forest on rises NAR not threatened understorey dominated by fern species. This community is gradational with dry eucalypt woodlands (DOB) and wet eucalypt forest (WOB) and coastal scrub (SSC). This community is in good condition.

WGL is local on the moist and cool south- and east facing slopes in the Mount Raoul and Mount Fortescue areas. WGL occurs on well-drained slopes and is Eucalyptus globulus wet forest WGL not threatened gradational with Eucalyptus oblique wet eucalypt communities as moisture availability increases. This community is in good condition.

Draft Three Capes Track Development Proposal and Environmental Management Plan

Vegetation TASVEG Conservation Comments Community Code priority

NAL is common on Cape Pillar but is actually dominated by A. crassa with no A. littoralis present due to forest dominated by A. crassa being subsumed into Allocasuarina littoralis forest NAL Rare NAL under TASVEG (Harris & Kitchener 2005). This community is gradational with both the eucalypt woodlands (DOB and DTD) and coastal scrub (SSC). This community is in good condition.

NAV occurs on exposed cliff tops and hill slopes on dolerite in the Tunnel Bay and Cape Raoul areas. NAV is species poor and is characterised by a very clear and Allocasuarina verticillata forest NAV not threatened open understorey. This community is gradational with both the eucalypt woodlands (DOB and DTD) and coastal scrub (SSC). This community is in good condition.

SBR is common on the moist, fire-protected and cool east- and south slopes of Mount Fortescue, Cape Pillar, Crescent Mountain and the Remarkable Cave / Maingon Creek area. This community occurs on fertile Broadleaf scrub SBR not threatened and well-drained rocky sites. This community is gradational with wet eucalypt communities This community is in good condition with no weed species recorded..

SHW is located in frequently burnt and poorly-drained areas. This community grades into SCH as drainage Wet heathland SHW not threatened improves and SSC as fire frequency in infrequent. This community is in excellent condition.

OSM is used to describe beach and other sandy areas Sand, mud OSM not threatened where vegetation is essentially absent.

SCH dominates exposed coastal areas on the capes. SCH grades into SSC as sites become more sheltered from wind and where moisture increases. This Coastal heathland SCH not threatened vegetation community is in excellent condition, although the effects from the 2003 fire are still apparent in the Cape Hauy area..

Draft Three Capes Track Development Proposal and Environmental Management Plan

Vegetation TASVEG Conservation Comments Community Code priority

SSC is common on the relatively exposed areas. This community is gradational with DOB, DAD, DTD, SHW, NAV and SCH. Much of this community was Coastal scrub SSC not threatened burnt in 2003 in the Cape Hauy area. This community has two distinct facies – Coastal scrub on sandstone and Coastal scrub on dolerite. This community is in excellent condition.

ORO is the mapping unit used to describe areas of rock and scree fields dominated by lichen species. In Lichen lithosphere ORO not threatened this case, this mapping unit is used to describe the sparsely vegetated cliffs along Cape Hauy, Cape Pillar and Arthurs Peak areas.

FRG is located in the old paddock areas at the start of the Cape Raoul track at Stormlea. Native grass, sedge, Regenerating cleared land FRG not threatened shrub and tree species are invading the old paddock areas; however pasture species are still present.

Vegetation maps for the extent of the Three Capes Track and the overnight nodes and vegetation community descriptions are provided in Appendix B.

3.2.4.2 Threatened Flora and Flora of Conservation Significance

Several populations of plant species listed under the Tasmanian Threatened Species Protection Act 1995 (TSPA) or the Commonwealth Environment Protection and Biodiversity Conservation Act 1999 (EPBC) occur within the vicinity of proposed route of the Three Capes Track. The species are summarised in Table 3.3. The area also contains habitat that may be suitable for other threatened species that were not detected during the botanical surveys conducted for the Three Capes Track proposal. The presence of other species known or predicted to occur from the wider area has been discounted from the footprint of the Three Capes Track as a result of the ecological surveys conducted for the proposal. A full list of these species is provided in Appendix B, Table 3, page 115.

Six flora species listed under the EPBC and/or the TSPA occur or are assumed to occur within the vicinity of the proposed route. These are:

 Euphrasia amphisysepala, shiny cliff-eyebright, (EPBC: Vulnerable, TSPA: rare) this annual or short lived perennial species occurs on the rocky cliffs in the vicinity of Cape Hauy and Mt Fortescue. Although no individuals were located it is assumed to persist in the areas from which it has previously been recorded.  Euphrasia semipicta, peninsula eyebright, (EPBC: Endangered, TSPS: endangered) occurs as two populations, on the existing track to Ship Stern Bluff and in near the proposed new route across the eastern end of the Ellarwey Valley. Records also place the species at Hurricane Heath and at

Draft Three Capes Track Development Proposal and Environmental Management Plan

Mansfield Plains near Maingon Blowhole. As with Euphrasia amphisysepala, this species is assumed to persist in sites from which it has been previously recorded.  Euphrasia sp. Bivouac Bay, masked cliff-eyebright, (EPBC: Endangered, TSPA endangered) was confirmed on the cliffs of Arthurs Peak, while two previous records place the species at Perdition Ponds and Cape Pillar. As with the other Euphrasia species, this species is assumed to persist in sites from which it has been previously recorded.  Prasophyllum apoxychilum, tapered leek-orchid, (EPBC: endangered, TSPA endangered): a single specimen was located from the Ellarwey Valley and two individuals were detected immediately adjacent to the existing track between the Cape Raoul-Ship Stern Bluff junction and Ship Stern Bluff.  Prasophyllum castaneum, chestnut leek-orchid, (EPBC: Critically Endangered, TSPA endangered): a single specimen was located from the Ellarwey Valley in the vicinity of the Prasophyllum apoxychilum individual.  Prasophyllum pulchellum, pretty leek-orchid, (EPBC: Critically Endangered, TSPA endangered): a record for the species east of Crescent Mountain was not able to be confirmed but is assumed to be correct. A population of the species occurs in the vicinity of the existing Cape Hauy track.

A further four species listed under the TSPA also occur within the vicinity of the proposed route:

 Allacasuarina crassa, capes sheoak, listed as rare, this species is endemic to Tasmania and its distribution is limited to Tasman Island and the wider Cape Pillar area, where it is patchy but widespread, with a population estimate of over 100 000 mature individuals (Threatened Species Section 2008). It may form monotypic scrubs in the prolonged absence of fire. Where it comprises the dominant canopy species it forms the threatened vegetation community ‗Allocasuarina littoralis forest‘.  Cyathodes platystoma, tall cheeseberry, listed as Rare, this species is widespread throughout the proposed route and occurs in a range of vegetation types.  Deyeuxia densa, heathy bentgrass, listed as rare, this species occurs in the vicinity of the proposed track between Denmans Cove and Arthurs Peak and between Arthurs Peak and Crescent Mountain. The habitat at all sites consisted of dolerite rock outcrops or cliff edges.  Stellaria multiflora, rayless starwor), listed as rare, this species occurs on the slopes and summit of Arthurs Peak, on the slopes of Crescent Mountain and at Ship Stern Bluff and along the existing Ship Stern Bluff track.  Phyllangium divergens, wiry miterwort, listed as vulnerable, this species was observed on an exposed rock plate to the west of the Surveyors Creek overnight node and is outside of the footprint of the proposal.

Two other unlisted but significant flora species have been noted from the vicinity of the proposed route. An unusual form of Eucalyptus amygdalina has been described from the area north of Maingon Blowhole. This form occurs as scattered individuals. A large-headed form of Craspedia occurs on the margins of the walking track from Remarkable Cave to Maingon Blowhole. This taxon has not yet been formally published and therefore is not currently listed on the TSPA. The study area also supports a number of locally endemic species (e.g. Epacris marginata, Epacris myrtifolia, Leptospermumscoparium var. eximium, Boronia pilosa subsp. tasmanensis,

Draft Three Capes Track Development Proposal and Environmental Management Plan

Bedfordia linearis subsp. Oblongifolia var. curvifolia, Acacia genistifolia ‗broad-leaf form‘). These species are widespread and locally abundant within and adjacent to the proposed track.

3.2.4.3 Weeds

The diversity of exotic plant species even from the existing well-worn walking tracks is notable for its virtual absence. The immediate vicinity of the footprint of the proposed track does not support any significant populations of species classified as Declared Weeds under the Weed Management Act 1999. A single individual of the Declared Weed Ulex europeaus (gorse) occurs near Mt Spaulding some distance away from the proposed route. A small population of the Declared Weed Erica Lusitania (Spanish heath) occurs south of Mt Spaulding but is not on the route of the track. Scattered individuals of the Declared Weed Cirsium arvense (perennial thistle) have been observed along the proposed route between Denmans Cove and Surveyors Cove in 2008 but were not observed in January 2011. A population of the Declared Weed species Cirsium arvense (California thistle) occurs on the flood bank of the creek at Tunnel Bay with some individuals of Cirsium vulgare (Scotch thistle) also present.

Two species of minor concern occur within the area. Vulpia myrus f. myuros , ratstail fescue, occurs in a localised population on Cape Hauy and from a number of other sites. Pinus radiata, radiata pine, occurs as stunted but mature individuals on the track from Remarkable Cave to Mt Brown. A full list of weed species detected through the ecological survey is provided in Appendix B, Table 5, page 126.

3.2.4.4 Phytophthora cinnamomi

Phytophthora cinnamomi is a microscopic fungus that damages the roots of susceptible plants resulting in dieback and/or death of the plants (Rudman 2004). Phytophthora spreads from plant to plant through root-to-root contact and through spores that can move through the soil and spread via water. Although the disease can be spread by natural means through water flow and by native animals such as wombats, the most common vector for spread, and in particular spread across longer distances, is through human activity (Rudman 2004). The fungus is generally restricted to areas where mean annual temperatures are less than 7.5oC or in areas below 600mm of annual rainfall (Podger et al. 1990)

There are a number of vegetation communities within the Tasman National Park and in the vicinity of the proposed Three Capes Track route that are susceptible to Phytophthora due to the high proportion of susceptible individual species. These are predominantly heathlands, buttongrass moorland and the understorey of sclerophyllous woodlands and forests. The Three Capes Track passes through three highly susceptible communities; coastal heath, wet heath and Eucalyptus amygdalina coastal forest and woodland. Three other communities are considered to be of moderate or variable susceptibility; Eucalyptus tenuiramis forest and woodland on dolerite, Eucalyptus obliqua dry forests and coastal scrub.

There are 23 Phytophthora records from the southern section of the Tasman National Park. Field surveys indicate that Phytophthora occurs in most patches of moorland and coastal heathland, however its current impact is limited with healthy, multi-aged specimens of susceptible species occurring within infected areas. The widespread nature of positive Phytophthora cinnamomi samples collected from the park suggests that most highly susceptible vegetation communities in the Tasman National Park are infected. Vegetation communities

Draft Three Capes Track Development Proposal and Environmental Management Plan with low and moderate susceptibility to Phytophthora can broadly be considered to be uninfected areas as well as some isolated highly susceptible areas.

Further detail on the occurrence of Phytophthora within the Tasman National Park, including the mapped extent of Phytophthora and the location of sample records, are provided in the Phytophthora Management Plan for the Tasman National Park 2010 which is provided as Appendix C (Section 3, page 10).

3.2.4.5 Myrtle Wilt

Myrtle wilt, caused by a wind-borne fungus (Chalara australis), occurs naturally in rainforest where myrtle (Nothofagus cunninghamii) is present. The fungus enters wounds in the tree, usually caused by damage from wood-boring insects, wind damage and forest clearing. The incidence of myrtle wilt often increases following forest clearing events. No evidence of myrtle wilt was recorded from within the study area.

3.2.5 Fauna

3.2.5.1 Fauna of the Tasman National Park

Larger herbivores such as the Tasmanian pademelon, Thylogale billardierii, Bennett‘s wallaby, Macropus rufogriseus, and common wombat, Vombatus ursinus tasmaniensis, are abundant within the Tasman National Park, having benefited from the development of pasture along the reserve boundaries (Parks and Wildlife Service 2011). The drier regions provide habitat for the Tasmanian bettong Bettongia gaimardi and southern potoroo Potorous tridactylus apicalis. Dusky antechinus, Antechinus swainsonii, swamp antechinus, Antechinus minimus minimus, eastern barred bandicoot, Perameles gunnii, and southern brown bandicoot, Isoodon obesulus affinus, brushtail possum, Trichosurus vulpecula fuliginosus, eastern pygmy possum, Cercartetus nanus nanus , ringtail possum, Pseudocheirus peregrinus viverrinus, swamp rat, Rattus lutreolus, and water rat, Hydromys chrysogaster, seven species of bats and the long tailed mouse, Pseudomys higginsi, have been recorded. The eastern quoll, Dasyurus viverrinus, and platypus, Ornithorhynchus anatinus, have also been observed, although the quoll is likely to be present in low numbers. All three Tasmanian snakes are present, as are nine species of lizard and six of the ten frog species occurring in Tasmania (Parks and Wildlife Service 2011).

At least nine native fish species are known to occur on the Tasman Peninsula, in addition to low numbers of the introduced brown trout (Humphries and White 1986). There has been no systematic survey within the Tasman National Park. Larger creeks, such as Denmans Creek, are likely to support a high proportion of species known from the area in their lower reaches, while the smaller or perennial streams common throughout the national park, particularly where they descend steeply to the coast, are likely to either be depauperate or devoid of native fish species.

The surrounding coastline provides a number of haul outs for the Australian fur seal, Arctocephalus pusillus, while the leopard seal Hydrurga leptonyx, elephant seal Mirounga leonina macquariensis and New Zealand fur seal Arctocephalus forsteri have all been observed on and around the coastline. Limited pupping of Arctocephalus forsteri on the eastern side of Cape Pillar has been observed in recent years and is expected to increase. The surrounding coastline and waters also supports a wide range of sea birds. There are several little penguin Eudyptula minor colonies throughout the southern coast while the off-shore islands provide breeding habitat for a variety of migratory sea birds.

Draft Three Capes Track Development Proposal and Environmental Management Plan

3.2.5.2 Threatened Fauna No fauna species, listed as threatened on the Tasmanian Threatened Species Protection Act 1995 or the Commonwealth Environment Protection and Biodiversity Conservation Act 1999, were recorded from the study area of the ecological survey conducted for the proposal. A number of species listed under the TSPA or EPBC are known to occur in the immediate surrounds of the Three Capes Track. In addition the area provides habitat that may support other EPBCA and TSPA listed species.

The Eucalypus globulus forests of Fortescue Bay are recognised as foraging habitat for Lathamus discolor, swift parrot, (EPBC: Endangered, TSPA: endangered). The area traversed by the Three Capes Track is within the recognised core breeding range for the species (Swift Parrot Recovery Team 2001) and there is potential nesting habitat within the broader area although foraging habitat is patchy.

A number of nests of Aquila audax subsp. fleayi, wedge-tailed eagle, (EPBC: Endangered, TSPA: endangered) and Haliaeetus leucogaster, white-bellied sea eagle, (EPBC: Migratory, TSPA: vulnerable) have been identified both in the general area and in proximity to the proposed track route and consequently the entire area consists of foraging habitat for both species, although the white-bellied sea eagle is also likely to forage in the coastal environment. An aerial survey of the area of the Three Capes Track was undertaken in 2008 and is provided as Appendix F. The survey targeted potential nesting habitat and inspected previously known nests. An additional nest was identified from the ground in 2011; no additional nests were identified through the ecological surveys conducted for the proposal. An additional aerial survey in 2011 (included in Appendix F) confirmed the findings of the 2008 work with some additional searching in key areas. Thirteen white-bellied sea eagle nests and five wedge-tailed eagle nests have been previously identified in the wider area. A number of these nests have been active in recent years while some nests previously recorded have been found to be lost to natural causes, such as fire. Previously recorded nest sites where the nest has been subsequently lost are still considered to be important as there are likely to be a range of environmental factors that may be favourable at that site that may lead to its eventual reuse. It should be noted that these species are known to utilise the same nests previously used by the other. Table 3.3 summarises the eagle nests known from the area of the Three Capes Track.

Draft Three Capes Track Development Proposal and Environmental Management Plan

Table 3.3 Eagle nests in the area of the Three Capes Track: species, location and statu s

Nest Species Location Status and Condition #

1588 WBSE Cripp‘s Creek, White Reasonable condition, said to be used in 2007, good condition in 2011, pair of sea Beach eagles present.

1612 WTE Tunnel Bay Signs of maintenance in 2007, partially derelict in 2011.

1652 WTE Tunnel Bay Excellent condition, likely to have been productive in 2007, good condition in 2011.

1656 WTE Surveyors Cove Reasonable condition, some signs of maintenance in 2008, good condition in 2011.

790 WBSE Canoe Bay Excellent condition, signs of use in 2007, history of productivity.

745 WBSE Bivouac Bay Not seen in 2008, likely to be lost to natural causes.

1655 WBSE Haines Bight Excellent condition, signs of use in 2007, good condition in 2011.

1653 WBSE Red Dirt Bluff Excellent condition, signs of use in 2007.

1654 WTE Bare Knoll Excellent condition, probably used in 2007 and possibly 2008, good condition in 2011.

1289 WBSE Denman‘s Cove Excellent condition, large nest, probably used in 2007 and possibly 2008, good condition in 2011.

451 WBSE Fortescue Bay Not seen in 2008 or 2011, likely to be lost to natural causes.

746 WBSE Fortescue Bay Not seen in 2008 or 2011, likely to be lost to natural causes.

701 WBSE Mt Fortescue Not seen in 2008 or 2011, likely to be lost to natural causes.

1317 WBSE Dog Bark Point Good condition, known to be productive in 2003, nest present in 2011.

1517 WBSE Crescent Bay Good condition in 2007, however the nest tree has died and is exposed, nest present in 2011.

1912 WBSE Maingon Bay Recently found during track survey in 2010, largely derelict in 2011.

1502 WBSE Tasman Island Status and condition unknown, assumed to be active

1231 WTE Mt Arthur Status and condition unknown, assumed to be active

Draft Three Capes Track Development Proposal and Environmental Management Plan

Figure 3.2 Eagle nest locations, Three Capes Track western section 71

Draft Three Capes Track Development Proposal and Environmental Management Plan

Figure 3.3 Eagle nest locations, Three Capes Track eastern section

Draft Three Capes Track Development Proposal and Environmental Management Plan

The area provides potential foraging and denning habitat for Sarcophagus harrisii, Tasmanian devil, (EPBC: Endangered, TSPA endangered) and Dasyurus maculatus subsp. maculates, spotted-tailed quoll, (EPBC: Vulnerable, TSPA: rare).

There is habitat that may utilised opportunistically for foraging by Tyro novaehollandiae subsp. castanops, masked owl, (EPBC: Vulnerable, TSPA endangered) although there are no records from the area. This species requires large tree hollows for breeding. Nest hollows were not observed from area surveyed for the Three Capes Track.

Perameles gunnii subsp. gunnii, eastern barred bandicoot, (EPBC: Vulnerable): habitat for this species, which is grassy woodlands, native grasslands, mosaics of pasture and ground cover, including shrubby weeds, is marginally present within the study area. No evidence of the species (e.g. distinctive diggings) was recorded from the ecological surveys although it is reasonable to assume that the area forms part of the range of one or more individuals.

Additional species listed under the TSPA may also occur in the general area. The proposed route is within the potential habitat range of Lissotes menalcas (Mt Mangana stag beetle), listed as rare. This species inhabits wet forest with decaying logs in southern Tasmania. There have been sporadic recordings of Accipiter novaehollandiae (grey goshawk), listed as endangered, from the wider Tasman and Forestier Peninsula region and the area of the Three Capes Track may provide some marginal opportunistic foraging habitat but is not likely to contain breeding habitat.

A number of species listed either under the EPBC or TSPA are predicted to occur in the wider area but have been discounted from occurring from the immediate area of the Three Capes Track as a result of the ecological surveys conducted for the proposal. A full list of these species is provided in Appendix B, Table 4, page 121.

3.2.6 Marine

The marine and intertidal environments within the immediate locations of the proposed jetties or floating pontoons at Denmans Cove and Safety Cove have been the subject of a marine ecological values assessment which is provided as Appendix G. The assessment also considered relevant aspects of the wider marine environment within Port Arthur. This section is summary of the findings of that work which is based on a desktop review and field survey.

Table 3.4 shows species listed under either the EPBC or TSPA that have some potential to occur within the proposed jetty development areas. While the marine assessment survey did not observe these species, the listed shark and marine mammal species are likely occur at times in the wider Port Arthur marine environment. In addition, the EPBC listed migratory and marine species Orcinus orca, killer whale, Arctocephalus pusillus, Australian fur seal, and members of the family Syngnathidae (pipefish) could also potentially occur within the jetty development area or in the wider marine environment. Other more common cetacean species (whales, dolphins and porpoises) may also occur within Port Arthur. Under the EPBC Act, all cetaceans are protected in Australian waters while these species are also protected under the State Wildlife (General) Regulations 2010.

Draft Three Capes Track Development Proposal and Environmental Management Plan

Table 3.4 Protected marine species with potential to occur within Denmans Cove and

Safety Cove

Species Common Name EPBC status TSPA status

Parvulastra vivpara live-bearing sea star Vulnerable vulnerable

Brachionichthys politus Red Handfish Vulnerable

Sympterichthys sp. [CSIRO Vulnerable Waterfall Bay Handfish #T1996.01]

Sympterichthys sp. [CSIRO Vulnerable Ziebells's Handfish #T6.01]

Carcharodon carcharias Great White Shark Vulnerable vulnerable

Galeorhinus galeus School Shark Conservation dependent Not listed

Eubalaena australis Southern Right Whale Endangered endangered

Megaptera novaeangliae Humpback Whale Vulnerable endangered

The little penguin Eudyptula minor is not listed under the EPBC or TSPA although it is protected under the Wildlife (General) Regulations 2010 and is considered to be of high conservation significance in Tasmania. This species breeds in colonies around the coastline, returning to burrows only on dusk or dark. Little penguins usually breed between September and February, with two eggs laid in a burrow, or beneath rocks or vegetation. After chicks have fledged, adults forage at sea intensively for about two weeks in preparation for a complete moult during a three week fast ashore. The birds generally feed within a few kilometres of the colonies, but are known to travel much further when food is scarce. There are no records of this species breeding within Denmans Cove, however little penguins have been previously recorded in the south eastern corner of Safety Cove, and it is likely they feed in coastal waters adjacent to both sites. Penguin burrows were observed at Safety Cove during the marine assessment in 2011, however these were somewhat overgrown and there was no evidence of recent activity.

Three species of limpets protected under the Tasmanian Living Marine Resources Management Act 1995 (Cellana solida, Patelloida latistrigata and Siphonaria diemenensis), were detected from the marine assessment survey in intertidal areas at both Denmans Cove and Safety Cove. A single pipefish (Stigmatopora sp.) was observed at Safety Cove. While only one syngnathid was observed during the marine assessment survey, the fringing reef/seagrass habitats surrounding the proposed jetty areas are considered suitable for certain members of this protected group (e.g. Hippocampus abdominalis, Phyllopteryx taeniolatus) and their presence in greater numbers at both sites is likely.

The main habitats near the proposed Denmans Cove jetty consist largely of sand with some fringing medium profile reef while the habitat at Safety Cove includes a considerable area of patchy seagrass, with some sand and fringing low profile reef at the southeastern end. Limpets, barnacles and gastropod molluscs were common

Draft Three Capes Track Development Proposal and Environmental Management Plan in the vicinity of the proposed jetty developments. The anemone Actinia tenebrosa was abundant at both sites, as was the tube worm Galeolaria caespitosa. The introduced crab Petrolisthes elongatus was present beneath the rock surfaces at Denmans Cove, but was not identified at Safety Cove. Qualitative assessment of the benthic macroinvertebrate fauna present at both sites showed diverse and healthy infaunal communities at both Denmans Cove and Safety Cove, with species typical of shallow inshore environments in southeast Tasmania, particularly those associated with seagrass habitats.

3.2.7 Aquatic Environment

3.2.7.1 Surface Water

Although the Tasman Peninsula experiences higher rainfall than south eastern Tasmania generally, the elevated land surface and the small catchment areas of the peninsula results in rapid run off of surface waters (Matthews 1986). Within the area traversed by the Three Capes Track the only permanent streams are considered to be Retakunna Creek, Lunchtime Creek, Tunnel Bay Creek and Denmans Creek. Retakunna Creek and Lunchtime Creek occur in narrow valleys before falling steeply off the coastal escarpment. Denmans Creek has a more developed morphology, consisting of alluvial flats, marshes and swamps. There are a number of small watercourses that drain the elevated plateau of the Cape Pillar section of the track before descending steeply to the coast. Similarly throughout the Cape Raoul section there are a number of small streams mostly draining the near-coastal hills, although they are more dissected in nature and with a flatter morphology.

The Conservation of Freshwater Ecosystems Values (CFEV) database provides a modelled assessment of freshwater features throughout Tasmania. For the purposes of this discussion the database results are presented in a general sense, rather than utilising the technical descriptions provided in CFEV, to identify conservation values of freshwater ecosystems within proximity of the Three Capes Track. The methodology and specific terminology of CFEV are provided in DPIW (2008). CFEV database reports are provided in Appendix B, appendix H, page 441 and further discussion is also provided in Appendix B, page 130.

The CFEV database has identified Denmans Creek and Tunnel Bay Creek as being of particular conservation significance. This is a reflection of their high degree of representativeness of the river type, location and associated vegetation. These systems are in near natural to natural condition. While the remaining watercourses within the Tasman National Park have not been identified as being of particular conservation significance they are also nonetheless in a natural to near natural condition.

The aquatic environment within the Tasman National Park is largely free of introduced pests, weeds and diseases. Chytrid fungus (Batrachochytrium dendrobatidis) causes the disease known as chytridiomycosis or chytrid infection which currently threatens Tasmania‘s native amphibians. The fungus infects the skin of frogs destroying its structure and function, and can ultimately cause death. Sporadic deaths occur in some frog populations and 100 per cent mortality occurs in other populations. The fungus is not known from the waters of the Tasman National Park but has been positively identified from two locations on the Tasman and Forestier Peninsula‘s. Anthropogenic involvement in pathogen spread is likely to be highly significant (Phillips et al. 2010).

Draft Three Capes Track Development Proposal and Environmental Management Plan

3.2.7.2 Wetlands

The wetlands at Perdition Ponds and at Cape Raoul have been previously discussed in Section 3.2.3.2. The wetlands on Cape Raoul are classified within CFEV as being of conservation significance, primarily due to the high degree of representativeness of the wetland, principally in terms of its geomorphology. The wetlands at Perdition Ponds are not recognised within the CFEV database. The longitudinal dunes in the Tornado Ridge- Calculation Hill-Lunchtime Creek area hold small wetlands that are likely to be ephemeral within dune swales.

Another wetland of conservation significance has been identified immediately to the north of Arthurs Peak (Arthurs Peak wetland). The significance of this wetland is modelled in CFEV as arising from the high degree of representativeness of its type and the modelled presence of restionaceae flatland. However, the on ground ecological survey identified the wetland as a mosaic of wet heath. Where the track traverses the western end of the wetland the vegetation consists of wet and dry heath with copses of Eucalyptus tenuiramis woodland and ground conditions are quite dry (Appendix B, page 130). No threatened flora, fauna or vegetation communities were observed from the ecological survey within the study corridor where it intersects the mapped extent of this wetland.

3.2.8 Aesthetic Values

The landscape of the lower Tasman Peninsula can be thought of as a combination of three broad landscape types. Overall the area has been classified in the Forest Practices Authority visual landscape manual as ‗South- east Coastal Hills‘ (Forest Practices Board 2007), consisting of steep, isolated forested hills and foothills interplaying with some residential development, grazing and some more intensive agriculture. The coast is visible from most high points.

At the scale of the Three Capes Track itself, the extended Cape Pillar area of the national park, and to a lesser extent that of Cape Raoul, form a landscape more natural in character, with a diverse mosaic of vegetation and topographic features. A third distinctive landscape feature is the coastal margin with its spectacular sea cliffs and associated features.

The natural landscape of the national park and associated coastal features are visible from a number of vantage points on its margins, most notably from within the western side of Port Arthur, including the historic site, and from Remarkable Cave. Conversely from within the park the surrounding residential, agricultural and forestry landscape can be seen from some key vantage points and also in a more incidental manner. In general, however, the combination of vegetation and topography combine to create a sense within the park largely of the natural environment. In particular, views of prominent features such as the three capes themselves both from within the park and from its margins provide a sense of a largely untouched landscape. Even within the more narrow extent of the Cape Raoul section of the park the surrounding private land is not strongly visible. Importantly, the view fields from the three capes are composed largely of the natural landscape with extensive sea views extending to distant coasts. The large tracts of natural landscape in the area are of significance as an aboriginal landscape with its important material and cultural resources still evident.

A particular feature of the aesthetic landscape of the area is the combination of seascapes and the spectacular and often forbidding nature of the sea cliffs and offshore rocks and islands. This landscape feature is

Draft Three Capes Track Development Proposal and Environmental Management Plan increasingly sought after as an important drawcard for boat based tourism and is appreciated by other users of the marine environment. In addition, this landscape, with the tracts of tall forest reaching to the coastal environment, combines with the historical and cultural history of the Tasman Peninsula to evoke a sense of the rich history of the area. This quality has been recognised through the listing of the Tasman Peninsula on the Register of the National Estate. Furthermore this combination of historic heritage with the surrounding sea and landscape values is seen as an important component of the heritage values of Port Arthur as it creates a sense of the enormity of the task of establishing the settlement and its isolation (DSEWPC 2011a).

3.2.9 Heritage

This section is based on the desktop and survey work detailed in Appendix D.

3.2.9.1 Cultural Heritage

The Tasman Peninsula has been occupied by Aboriginal people for thousands of years. The presence throughout the area of shell middens, stone quarries, rock shelters, art sites and stone artefacts is testament to that occupation. These sites and artefacts occur within a wider cultural landscape that encompasses all the elements of the natural environment and their cultural meaning. From this perspective the Tasman National Park is of particular significance as the landscape is largely intact.

Twenty three sites registered on the Tasmania Aboriginal Site Index (TASI) are known from within one kilometre of the Three Capes Track. The majority of these are stone artefact scatters or isolated artefacts. One stone quarry was identified and a stone arrangement of uncertain utility was also identified. The full list of sites is given in Table 3.5.

Table 3.5 Sites registered on the Tasmanian Aboriginal Site Index (TASI) in proximity to the Three Capes Track

TASI number Site type Location 128/1808 Midden Bivouac Bay 315 Stone quarry Remarkable Cave 316 Isolated artefact Two Beach Bay 1492 Artefact scatter Cape Hauy 1738 Midden/artefact scatter Tasman Island 1807 Midden/artefact scatter Safety Cove 2515 Midden & artefact scatter Fortescue Bay 3263 Isolated artefact n.d 3264 Isolated artefact n.d. 3265 Artefact scatter Cape Hauy 3519 Isolated artefact Cape Pillar 5691 Artefact scatter Tunnel Bay 5693 Rock shelter (unoccupied) Maingon Creek

Draft Three Capes Track Development Proposal and Environmental Management Plan

TASI number Site type Location 5694 Rock shelter (unoccupied) Port Arthur 6144 Isolated artefact n.d. 6143 Midden/artefact scatter Lagoon Bay 7317 Isolated artefact Canoe Bay 8855 Artefact scatter Fortescue Bay 8856 Artefact scatter Fortescue Bay 8857 Stone arrangement Canoe Bay 8858 Midden n.d 9356 Artefact scatter Crescent Bay 9355 Artefact scatter Crescent Bay

A field survey was undertaken in an effort to identify any additional sites along the route of the Three Capes Track and within the footprint of the associated infrastructure including the overnight nodes. There were a number of limitations inherent in the conduct of this survey and these are detailed in Appendix D, Section 6.1.2, page 42. The field survey located six additional sites in proximity to the Three Capes Track consisting of four isolated artefacts and two artefact scatters. Three previously recorded sites were also relocated. All these sites are located along high coastal cliff top areas. The isolated artefacts are assessed as having low archaeological significance while the artefact scatters are assessed as having medium‐high archaeological significance.

Viewed from a wider perspective these sites are indicative of a general pattern of sites associated with coastal resources and freshwater. The general site distribution across the Tasman Peninsula can be categorised as:

 Shell middens on low-energy coastlines with access to sandy shorelines and rock platforms;  Campsites along creek margins, or adjacent to wetlands and swampy areas and on exposed clifftops; and  Isolated artefacts found across the landscape although they are most easily identified in areas of high visibility.

The two most significant variables influencing site location appear to be access to coastal resources and freshwater. Areas affording a range of food resources are favoured.

The social or cultural significance of the sites can only be determined by the Tasmanian Aboriginal community.

In an attempt to overcome the limitations of the field survey a modelling approach that incorporates the parameters of known sites has been taken to allow a categorisation of the track route and overnight node locations into areas of low, medium and high potential for cultural heritage sites. The results are provided in Appendix D, Section 6.2.2, page 51. From those results it evident that the extent of Cape Pillar has a moderate to high potential for further aboriginal sites as does the some of the forested slopes of Mt Raoul and the Maingon Creek area.

Draft Three Capes Track Development Proposal and Environmental Management Plan

3.2.9.2 Historic Heritage

The historical, or European, development of the Tasman Peninsula can be considered in terms of three broad phases: pre-penal, a period of exploration, whaling and coastal use, penal and then the post-penal period of forestry, fishing, agriculture and tourism.

The most prominent material historic heritage is that of the penal period, for which the area is well known. The constructed remnants of this period are significant on a world scale, the most prominent of which is the Port Arthur Historic Site. Sites from the post-penal period are widespread but often less prominent due to the often temporary nature of the activities and their related structures.

Two sites have been recorded from the vicinity of the Three Capes Track: the signal stations on Mt Raoul and Mt Fortescue. Some remnants of both the Mt Fortescue and Mt Raoul signal stations are likely to still be visible.

Constables huts were known at Fortescue Bay, however no evidence remains. Fortescue Bay also contains remnants of post penal activities, most notably sawmilling.

A field survey recorded low level post-penal structures at Moonlight Ridge near Mt Spaulding and at Denmans Cove.

3.2.10 Natural Hazards

3.2.10.1 Fire

Like much of south-eastern Tasmania, the area traversed by the Three Capes Track is subject to bushfires. Fire has played a significant part in determining the present day vegetation patterns of the park and reserves. The vegetation has been exposed to periodic fire for thousands of years and fire is a natural part of the reserve environment. In some cases, fire maintains a diversity of plant communities by enabling more fire- tolerant communities (principally grasslands, heathlands and woodlands) to regenerate (Parks and Wildlife Service 2011). The topography of the area in combination with the variety of fire adapted vegetation types combine to create the potential for bushfire to be a hazard throughout the length of the Three Capes Track. The steep and variable terrain within and adjoining the area of the Three Capes Track will have a major effect on fire behaviour, including the rate and direction of fire spread, fire intensity, spotting distances and will likely create variable and localised wind patterns. The influence of terrain and wind patterns will mean accurate prediction of fire behaviour within the area may at times be difficult.

The most significant fire behaviour weather for the Tasman Peninsula is associated with north – north-westerly winds, which are generally warmer with a lower associated relative humidity. These conditions are often associated with large high pressure systems centred to the east of Tasmania. These warm north-westerly winds are usually followed by a cooler west – south-westerly change, often associated with some rain.

An afternoon sea breeze is usually present during most warm to hot days along the coast. These can lead to a reversal of the wind direction within a very short period of time, which is usually associated with a rise in relative humidity and drop in temperature, resulting in the higher mountains along the east coast often becoming capped with fog/cloud. January and February are generally the driest and hottest months when

Draft Three Capes Track Development Proposal and Environmental Management Plan bushfires are more difficult to control. The fire season for the Three Capes Track, that period within which fires are most likely to occur, is considered to be from September to March,

The greatest risk of ignition is from significant visitor access sites and given the remoteness of the park, the greatest threat of fire is from fires originating from elsewhere rather than from inside the park. Areas identified as being primary risk ignition areas are White Beach and Fortescue Road. Currently the park is a fuel stove only area, with the exception of the Fortescue Bay campground where open fires are permitted in designated sites.

Within and adjacent to the Tasman National Park 74 bushfires have been recorded between 1979 and 2006. The majority are small in area; however two large fires, at Oakwood Hill and Hylands Road, burned 4500ha and 100ha respectively (Parks and Wildlife Service 2006). Breakdown of area and fire frequency is given in Table 3.6. Recorded methods of ignition indicates 31 fires started by arson, 10 from planned burned burns, 4 from accidental ignition, 2 from re-ignition of bushfires and1 from lightning with 24 unknown causes of ignition.

Table 3.6 Fire recorded (1979 – February 2006) within and adjacent to the Tasman National Park. Source: PWS 2006.

Area (ha) Number of fires

>1000 2

100 – 999 11

10 – 99 19

<10 42

Further detail on the existing fire regime, including fire history mapping, is provided in Appendix I, Section 3.1, page 21.

3.2.10.2 Other Natural Hazards

Seismic activity can and does occur within Tasmania, however the State, and in particular the eastern half, is generally considered to be tectonically stable. Within the Tasman National Park there is evidence of landslip, particularly on the steep coastal topography, an indication of the ongoing processes that have shaped those coastal features.

The Tasman Peninsula can be subject to intense storm and swell waves. Although the Three Capes Track doesn‘t traverse exposed low level parts of the open coastline, the coast at Ship Stern Bluff and Tunnel Bay is accessible from the track and these areas can be subject to large waves.

Easterly and southerly weather in particular can bring intense rainfall events. These weather patterns are likely to result in very high flow events in local watercourses. Due to the limited catchment area and steep topography of the streams and creeks in the area it is not likely that these conditions would persist for any length of time following the cessation of rainfall.

Draft Three Capes Track Development Proposal and Environmental Management Plan

The exposed coasts and hills of the Tasman Peninsula, and in particular the elevated plateau of Cape Pillar, are known for the high winds that can sometimes be experienced. Considerable variability in wind speed and direction may also be experienced due to the topography of the exposed capes. Maximum monthly wind speeds on Tasman Island generally exceed 100km/h throughout the year.

3.3 Socio-economic

Social values associated with the Three Capes Track are described in Appendix J. Economic analysis of the proposal has been undertaken previously by Syneca Consulting Pty Ltd (2008) and is provided as Appendix K.

3.3.1 Overview

The Tasman Municipality, which consists of the Tasman and Forestier Peninsula‘s, has a population, based on 2006 census figures, of approximately 2200 people. The small population, which has been largely static since 1996, has been characterised as rural and isolated, with a high proportion being elderly, low socio-economic and with a tendency for younger people to leave the area to seek employment (Jennings and Stone 2008). The median population age in 2006 was 47, increasing from 37 in 1996, compared to the national average of 37 years.

The area is characterised by a high number of residences used for weekend or holiday accommodation. Of the 1926 rateable residential properties only 904 had people resident at the time of the 2006 census. The area experiences a distinct summer population increase estimated to be in the order of 8000 people (Jennings and Stone 2008).

Population figures for towns in the Tasman Municipality are as follows (Jennings and Stone 2008):

Nubeena 276 Port Arthur 499

White Beach 275 Murdunna 321

Premaydena 251 Eaglehawk Neck 269

Saltwater River 157 Taranna 188

Nubeena has the highest level of services in the Municipality and is the site of the council chambers while the medical, education and service sectors are key employment sectors. The town also has a range of commercial businesses (Urbis 2011). The adjoining settlement of White Beach has a high percentage of holiday homes and shacks and is spread in a linear manner along White Beach Road.

Draft Three Capes Track Development Proposal and Environmental Management Plan

Table 3.7 Tasman Municipality population figures 1996-2006. Source: Jennings and Stone (2008)

Age 1996 2006

0-4 years 155 134

5-14 years 388 244

15-24 years 208 162

25-54 years 955 900

55-64 years 279 416

65 years+ 254 382

Key employment sectors in the area are agriculture, forestry and fishing and tourism, in particular the Port Arthur Historic Site. There is some evidence of a shift away from primary industry based employment. On 2006 figures, the total labour force is 890 with an unemployment rate of 9.2% and a full time employment rate of 42.5% of the labour force. There is a relatively high unemployment rate in the region, compared to other Tasmanian regional areas. Median weekly individual income is $311 compared with the national average of $466 (Jennings and Stone 2008, 2006 census data).

Table 3.8 Tasman Municipality employment figures. Source: Tasman Council (2010)

Employment Number

Managers 165

Professionals 102

Technicians & trades workers 102

Community & personal service workers 105

Clerical & administrative workers 67

Sales workers 43

Machinery operators & drivers 45

Labourers 178

Draft Three Capes Track Development Proposal and Environmental Management Plan

3.3.1.1 Tourism

The region attracted 214 200 visitors in 2010/11 with the majority concentrated at the Port Arthur Historic Site. Currently the Tasman Peninsula is viewed as primarily a tourist day destination with a limited range of accommodation and visitor expenditure opportunities. Visitation is strongly seasonal with higher visitation coinciding with the warmer months from November to April. Encouraging higher tourism yield, through greater visitor expenditure and overnight stays, has been adopted by the Tasman Council and other local stakeholders as a key goal for boosting the local economy.

The Tasman Tourism Development Strategy 2005-2008 (Red Inca et al. 2005) recognised that continued focus on Port Arthur would result in the Tasman Peninsula remaining a largely day-visit destination with a consequent impact on the viability of businesses within the region. In order to attract overnight visitation, and ongoing tourism investment in an increasingly competitive environment, the strategy concluded that the Tasman Peninsula must impress on the market place that the region is worth visiting for more than one day and this strategy has been continued (Sarah Lebski and Associates et al. 2011). The strategy recognised that an important component in that marketing initiative is to highlight that the Tasman Peninsula is strong in natural as well as cultural heritage experiences (Red Inca et al. 2005). Market analysis undertaken prior to the Strategy‘s development suggested that although visitors to the region are highly interested in natural attractions, the region has not been able to position the natural values of the area as a key driver of visitation. The Strategy found that visitors to the region‘s natural sites are particularly impressed by the seascape, the unusual geology along the coast, and the cliff views.

3.3.2 Social Values

3.3.2.1 Tourism

Generally, tourism is well supported within the Tasman region (AMR 2011) with a positive appreciation of the benefits the industry provides. There is a high agreement within the community regarding the positive impacts of tourism with considerably less consensus regarding negative impacts. Some concerns exist regarding the capacity of the region to cater for tourists and a perceived unevenness in the distribution of the benefits with Nubeena residents identifying a sense that the town is often bypassed. Conversely there is also some concern regarding the impact of tourism on amenity, in particular through increased traffic or environmental harm.

There is some difference in attitudes towards tourism between residents and holiday home owners with the former more aware of potential opportunities, while the latter may have greater concern over impacts on amenity although they are also likely to welcome improved facilities. Overall at a community level the majority see tourism as helping to stimulate the economy, provide employment opportunities and other benefits such as additional activities and attractions. Negative impacts are seen as issues requiring management but are not currently major concerns. There is a general recognition of the importance of increasing visitor numbers and the time visitors spend in the region (Tasman Council 2010). Overall there is support for tourism based on the Tasman region‘s natural and cultural features as a contributor to the region‘s economy regardless of any viewpoint on the Three Capes Track.

Draft Three Capes Track Development Proposal and Environmental Management Plan

3.3.2.2 Tasman National Park and the Three Capes Track

Support for the Three Capes Track has been expressed by the Tasman Council and the regions key tourism organisations (Port Arthur and Tasman Tourism Association, Port Arthur Historic Site Management Authority and the Tourism Industry Council of Tasmania) and support has been expressed by some local tourism and business operators (Appendix J, Section 2.1.1, page 7). Support for the proposal is based on the perceived direct economic and employment opportunities in addition to indirect effects such as increased visitation. Local community attitudes are more difficult to determine, some groups suggest that there is an increasing level of support while other suggest some divisiveness on the issue with some proportion of the community continuing to hold concerns (Appendix J, Section 2.2.2, page 10). Consultation for the Nubeena/White Beach Structure Plan (Urbis 2011) identified support for the establishment of Nubeena as the gateway for the Three Capes Track.

Opposition to the proposal is based primarily on concerns regarding the scale of the development and its impact and its ability to deliver the identified flow on benefits to the local community. In particular provision of huts on the track is seen as limiting the potential of the walk to deliver increased bed nights for existing accommodation providers. Some individuals and groups, including the Tasmanian National Parks Association, have proposed either a hut free walk or the promotion of existing day walks with accommodation outside the park. The provision of overnight nodes, the commercial component and a perceived conflict with protection of natural values are common issues of concern. The majority of respondents to the amended Tasman National Park Management Plan had significant concerns regarding the Three Capes Track.

The natural environment and spectacular scenery of the Tasman Peninsula are highly valued and are considered an important aspect of living in the region (Appendix J, Section 3.1, page 17). The ability to access wild and spectacular experiences on short walks has also been identified as an important social value. Attachment to the Tasman National Park also arises from the relatively recent campaign for its establishment. The tracks, some of which were established by walking and climbing groups, are valued for the access they provide. In particular, individuals and organisations such as the Hobart Walking Club which have been involved in track construction and maintenance, place a high value on the continuing use of these tracks in the same way as they have been in the past. The value placed on national parks as part of the public estate, the importance of equity of access, concerns regarding commercial developments in national parks and equity in regards to the expenditure of public money were all themes expressed in submissions to the Tasman National Park Management Plan amendment process.

Draft Three Capes Track Development Proposal and Environmental Management Plan

4 POTENTIAL EFFECTS AND THEIR MANAGEMENT

4.1 Biodiversity

4.1.1 Existing Environment

The existing environment is described in Sections 3.2.4 (flora), 3.2.5 (fauna), 3.2.6 (marine) and 3.2.7 (aquatic environment). The natural environment within the Tasman National Park, and the marine environment in its surrounds, is in natural to near natural condition in the sense that the landscape has not undergone any substantial modification, thus allowing natural processes to continue. There are no significant populations of introduced flora or fauna. Phytophthora is present throughout the park and it is likely that the pathogen has been spread in part through the use of the current system of bushwalking tracks and some off track walking. This is the most significant impact on the natural values of the park of its current use The remaining impacts that result from the use of the current track network and associated camp sites, such as vegetation clearance, erosion and incorrect disposal of toilet waste, are more localised in nature. The impact of foot traffic is evident on some extended track sections, with localised mud in areas of poor drainage and soil erosion on steeper slopes.

4.1.2 Performance Requirements

The key performance criteria when considering the potential effects of the proposal on biodiversity, appropriate avoidance and mitigation measures and their effectiveness are the following objectives for the management of National Parks as provided in Schedule 1 of the National Parks and Reserves Management Act 2002:

 to conserve natural biological diversity;  to preserve the quality of water and protect catchments; and  to protect the national park against, and rehabilitate the national park following, adverse impacts such as those of fire, introduced species, diseases and soil erosion on the national park‘s natural and cultural values and on assets within and adjacent to the national park.

In addition the following objective of the Resource Management and Planning System applies:

 to promote the sustainable development of natural and physical resources and the maintenance of ecological processes and genetic diversity where sustainable development means managing the use, development and protection of natural and physical resources in a way, or at a rate, which enables people and communities to provide for their social, economic and cultural wellbeing and for their health and safety while:  sustaining the potential of natural and physical resources to meet the reasonably foreseeable needs of future generations; and  safeguarding the life-supporting capacity of air, water, soil and ecosystems; and  avoiding, remedying or mitigating any adverse effects of activities on the environment.

Specific performance criteria are also determined through the following legislation:

Draft Three Capes Track Development Proposal and Environmental Management Plan

 Weed Management Act 1999;  Nature Conservation Act 2002: and the  Threatened Species Protection Act 1995.

The following publications also provide guidance for determining performance criteria: Australia’s Biodiversity Conservation Strategy 2010–2030, Tasmania’s Nature Conservation Strategy 2002 – 2006, Threatened Species Strategy for Tasmania and the Tasmanian Reserve Management Code of Practice 2003.

A number of threatened flora and fauna species considered have had recovery plans developed to direct the conservation of those species. Those plans have also been referred to ensure appropriate performance criteria are applied for those species.

4.1.3 Potential Effects

4.1.3.1 Flora

The construction of new or rerouted track, the upgrading of existing track and the construction of the overnight nodes and the White Beach car park will require vegetation clearance and the disturbance of topsoil and sub-soil. The construction footprint of the track will be confined to within 2m either side of the centreline of the track. The final track footprint will be approximately 1m in width and vegetation within this area will be effectively cleared and converted while some vegetation on the margins of the track edge will be cut back for walker comfort and safety and to assist with track maintenance. The overnight nodes will require clearance and conversion of vegetation within the infrastructure footprint, temporary disturbance within the general site and partial clearance of the BPZ in accordance with the recommended prescriptions. The expected and potential impacts of the construction of the track, overnight nodes and the White Beach car park and entrance on flora values are:

 Clearance and conversion of native vegetation within the track, overnight node and White Beach entrance footprint and temporary impacts within the wider construction footprint;  Clearance and conversion of native vegetation communities listed as threatened under Schedule 3A of the Nature Conservation Act 2002 within the track footprint and temporary impacts within the wider track construction footprint;  Loss of individuals of species listed under the Threatened Species Protection Act 1995;  Disturbance to and loss of potential habitat for species listed under the Threatened Species Protection Act 1995 and the Commonwealth Environment Protection and Biodiversity Conservation Act 1999 (EPBC);  Facilitation of the spread of weeds and Phytophthora cinnamomi; and  Secondary impacts that may result from altered drainage and root disturbance.

The potential impacts of the operational component of the proposal on flora values are:

 Introduction of weeds and the spread of Phytophthora along the track network;  Damage from walkers leaving the constructed track  Increased nutrient loads at the overnight nodes; and  Collection of rare species.

Draft Three Capes Track Development Proposal and Environmental Management Plan

Table 4.1 shows the extent of vegetation clearance resulting from the track construction broken down into communities. It should be noted that this is a conservative estimate as it is based on a 2m clearance width. The final track footprint will be approximately 1m in addition to any ongoing suppression of vegetation required along the track margin. The figures provided also do not account for the reduced clearance required along existing track. A detailed description of the underlying methodology utilised to produce these areas is provided in Appendix B, page 176.

Draft Three Capes Track Development Proposal and Environmental Management Plan

Table 4.1 Estimated vegetation clearance by TASVEG community

New Track Existing Track

TASVEG Code Area (ha) TASVEG Code Area (ha)

Eucalyptus amygdalina coastal forest and woodland 0.09 Eucalyptus amygdalina coastal forest and woodland 0.002

Eucalyptus amygdalina forest and woodland on 0.07 Eucalyptus globulus dry forest and woodland 0.03 dolerite

Eucalyptus globulus dry forest and woodland 0.03 Eucalyptus obliqua dry forest and woodland 0.64

Eucalyptus obliqua dry forest and woodland 2.09 Eucalyptus tenuiramis forest and woodland on 0.92 dolerite

Eucalyptus tenuiramis forest and woodland on 1.61 Regenerating cleared land 0.1 dolerite

Eucalyptus viminalis – Eucalyptus globulus coastal 0.002 Allocasuarina littoralis forest 0.1 shrubby forest

Allocasuarina littoralis forest 0.05 Allocasuarina verticillata forest 0.18

Acacia melanoxylon forest on rises 0.03 Lichen lithosphere 0.01

Allocasuarina verticillata forest 0.16 Sand, mud 0.007

Lichen lithosphere 0.0002 Broadleaf scrub 0.08

Broadleaf scrub 0.21 Coastal heathland 0.55

Coastal heathland 0.48 Wet heathland 0.16

Wet heathland 0.19 Coastal scrub 0.8

Coastal scrub 1.29 Eucalyptus delegatensis forest with broad-leaf shrubs 0.13

Eucalyptus globulus wet forest 0.1 Eucalyptus delegatensis forest over rainforest 0.2

Eucalyptus obliqua forest with broad-leaf shrubs 0.86 Eucalyptus obliqua forest with broad-leaf shrubs 0.33

Eucalyptus obliqua forest over Leptospermum 0.01

Total 7.28 Total 4.25

The proposed track passes through three vegetation communities listed as threatened under Schedule 3A of the Nature Conservation Act 2002. The track passes through a short section of Eucalyptus globulus dry forest and

Draft Three Capes Track Development Proposal and Environmental Management Plan woodland (TASVEG code: DGL) north of Fish Hawk Gully near Maingon Heights and a small patch of Eucalyptus viminalis – Eucalyptus globulus coastal forest and woodland (TASVEG: code DVC) near Remarkable Cave. The track clearance will be largely be restricted to understorey clearance and will not have any impact on the composition or ecological integrity of these communities. In the case of the patch of DVC the vegetation type is almost completely avoided (both of these communities are discussed in Appendix B, page 12).

The track route passes through Allocasuarina littoralis forest (TASVEG code: NAL) both where existing track is upgraded and where new track is to be constructed. Unlike the threatened eucalypt communities above, due to the density of stems, where the new route passes through this community the extent of its occurrence within the final footprint is effectively cleared and converted. It should be noted that this community as it occurs in the Cape Pillar area consists entirely of Allocasuarina crassa, a species listed under the Threatened Species Protection Act 1995 and the impact at a species level is discussed below. Where the track follows a new route, if the width of clearance is assumed to be 2m (final track width is 0.9m to 1.2m with a minimum of 0.5 m), the extent of clearance is 0.034 ha, or 0.0008% of the extent of the community in the Cape Pillar area (413.6 ha) and will have a negligible impact on the community (Appendix B, page 12). The rerouted section of track on Cape Pillar that passes through NAL is required to bypass the sensitive geoheritage features at Perdition Ponds. Where the track utilises existing track sections the clearing will be limited to the track margins and will not contribute significantly to the loss of NAL.

The construction of the track and overnight nodes will result in the loss or disturbance to individuals of the following species listed as rare under the Threatened Species Protection Act 1995:

 Allocausarina crassa (Appendix B, page 73);  Stellaria multiflora (Appendix B, page 113); and  Cyathodes platystoma (Appendix B, page 78).

The impact of the proposal on Stellaria multiflora will be minor as this species is largely restricted to habitats that are unlikely to be directly impacted by track works. However, some individuals will be impacted as they occur within the track construction corridor. Where individuals are impacted by track works the viability of the populations at these locations will not be adversely impacted, due to the likelihood of the species colonising areas of disturbance and its habitat preference for rock and boulder crevices which will allow for its continued presence at these sites.

Because of its widespread occurrence, individuals of Cyathodes platystoma will be removed or disturbed through track and overnight node construction works. The impact on this species at both the local population level and in terms of the total population within the Tasman National Park will be negligible as it is widespread throughout the vegetation communities where it occurs and the species is likely to colonise areas of disturbance outside of the final track or overnight node footprint.

Allocasuarina crassa is abundant and widespread throughout the Cape Pillar area and removal or disturbance to individuals through construction of the track cannot be avoided. Upgrade of existing track will mostly require removal of branches rather than individuals whereas sections of new track are likely to require removal of some individuals.

Draft Three Capes Track Development Proposal and Environmental Management Plan

The construction of the track will result in the loss and temporary disturbance of potential habitat for the following species listed under both the Threatened Species Protection Act 1995 and the Commonwealth Environment Protection and Biodiversity Conservation Act 1999:

 Euphrasia semipicta (peninsula eyebright) [EPBC: Endangered; TSPA; endangered];  Prasophyllum apoxychilum (tapered leek-orchid) [EPBC: Endangered; TSPA: endangered];  Prasophyllum castaneum (chestnut leek-orchid) [EPBC: Critically Endangered; TSPA: endangered]  Euphrasia sp. Bivouac Bay (masked cliff-eyebright) [EPBC: Endangered; TSPA: endangered].; and  Euphrasia amphisysepala (shiny cliff-eyebright) [EPBC: Vulnerable; TSPA: rare].

Euphrasia amphisysepala (Appendix B, page 81) is endemic to Tasmania and is known only from two populations on coastal cliffs within the Tasman National Park and therefore any loss of habitat must be considered significant. Previous records have placed the species at the margins of existing tracks although it is more likely that these records are located from cliff edges which represent the core habitat of the species where its persistence is aided by regular disturbance associated with the exposure of this habitat. The proposed track route will not have any impact on this habitat. Where the track passes the margins of cliff edges its construction may result in the stimulation of growth from the seed bank. The track construction is not considered likely to have a detrimental impact on this species.

Euphrasia semipicta (Appendix B, page 99) is endemic to Tasmania and occurs in coastal heathy woodland and heath, particularly along animal, walking and vehicular tracks. The populations within the Tasman National Park are of particular importance as they are the most securely reserved. Prasophyllum apoxychilum and Prasophyllum castaneum (Appendix B, page 104) are also endemic to Tasmania and occur in disjunct locations and in very low numbers. Any impact on individuals of these species or known habitat must be considered significant. Potential habitat of all three species may be impacted through track construction and individuals and known habitat by also be impacted through disturbance associated with construction and collection and disturbance from walkers following completion of the track. However, given the life history of these species, these potential impacts, even if unmitigated, are not considered to represent a threat to the conservation status of the species either within or beyond the national park. In particular, Euphrasia semipicta may benefit from disturbance from track works as it may stimulate growth from seeds stored in the soil seed bank. Current habitat for the species is weed and disease free and a greater risk to the species is the potential introduction of weeds and disease through track construction or through the passage of walkers, as this has the potential to detrimentally impact the species through changes to the habitat.

Euphrasia sp. Bivouac Bay (Appendix B, page 99) is restricted to the cliff habitats on Arthurs Peak where its presence has been confirmed while it has been previously recorded in the Oasis area on Cape Pillar and on Cape Pillar itself. The proposed track route will not result in any disturbance to the populations on Cape Pillar, Perdition Ponds or Arthurs Peak as they occur on cliff edges well away from the track. The population at the Oasis is assumed to persist and the database records to be accurate and the potential impact of the track in this area will require mitigation measures as a precautionary measure.

Deyeuxia densa (Appendix B, page 79) is listed as rare under the TSPA and occurs at a number of locations within the construction corridor of the track. This species is widespread within Tasmania. Within the

Draft Three Capes Track Development Proposal and Environmental Management Plan construction corridor it has been identified with dolerite rock outcrops or dolerite cliff edges. As these habitats are not expected to be disturbed by the track works, and as this species is likely to colonise areas of disturbance associated with track construction, this species will not be adversely impacted by the proposed works.

There are a number of vegetation communities, in particular heathlands, buttongrass moorland and the understorey of sclerophyllous woodlands and forests, some of which provide habitat for threatened flora, that are moderately to highly susceptible to Phytophthora cinnamomi. Phytophthora damages the roots of plants which causes dieback and death of plants. Infestations are most often recorded in areas of poor drainage and where soils have been disturbed, such as along creek lines, roadside drains, downhill from areas disturbed by machinery and along walking tracks (Rudman 2004).

The Euphrasia and orchid species in particular may be subject to collection. This includes a population of Prasophyllum pulchellum, pretty leek-orchid, [EPBC: Critically Endangered; TSPA: endangered] (Appendix B, page 107) which occurs close to the track margins of the Cape Hauy track. In addition individuals and populations of threatened species may also be impacted by off track impacts from walkers using the Three Capes Track. The Prasophyllum pulchellum population has persisted on the track margins of the Cape Hauy track for some time; it is an obscure and cryptic species with a short lived flower. It is extremely unlikely that the entire population could be picked due to the challenges presented by its scrubby habitat. Given the physical separation of the track from the other locations of the Euphrasia and orchid species the risk of inadvertent trampling must be considered to be very low and these habitats are not considered likely to be subject to the establishment of informal camps.

The track route will pass through small patches or individuals of the unusual form of Eucalyptus amygdalina but will not result in any substantial modification of the communities that support it and will not have any significant impact on the type itself. Apart from the general mitigation measures for vegetation clearance no specific measures will be required. As the population of Craspedia cyrunica will be bypassed by a reroute the species will be unaffected by the works. However, as a precautionary measure, a buffer zone of 10 m will be established around the population and works within that zone will be confined to that required for track construction with no laydown of material.

Locally endemic but not threatened species (ie. Epacris marginata, Epacris myrtifolia, Leptospermum scoparium var. eximium, Boronia pilosa subsp. tasmanensis, Bedfordia linearis subsp. oblongifolia var. curvifolia and Acacia genistifolia ‗broad-leaf form‘) are widespread and locally abundant within and adjacent to the Three Capes Track footprint, are well reserved within the Tasman National Park and therefore no particular management prescriptions are required other than those that will apply to vegetation clearance generally.

Phytophthora occurs in most susceptible communities throughout the Tasman National Park; however the impact of the disease on these communities is currently limited. Nonetheless, further spread of the disease continues to present a risk to these communities and the impact of the disease in infected communities may alter in response to changing climate and other variables. The construction of the track, overnight nodes and other associated infrastructure, the use of the track and operational activities post-construction all present a risk of spreading Phytophthora.

Draft Three Capes Track Development Proposal and Environmental Management Plan

Vegetation clearance in areas supporting myrtles (Nothofagus cunninghamii) has the potential to facilitate the spread of myrtle wilt (Chalara australis) as the incidence of myrtle wilt often increases following forest clearing events.

Currently the Tasman National Park is largely weed free. The construction of the track, overnight nodes and other infrastructure has the potential to introduce and facilitate the spread of weeds through the importation of material, the use of machinery and the creation of areas of disturbance. The construction phase represents the greatest risk, however once in place the track system will remain a potential vector for the spread of weed species, particularly via walkers shoes. Weeds have the potential to displace native species or possibly communities.

4.1.3.2 Fauna

Potential habitat within the final footprint and construction footprint of the track and the overnight nodes is present for the following species listed under the Tasmanian Threatened Species Protection Act 1995 (TSPA) and/or the Commonwealth Environment Protection and Biodiversity Conservation Act 1999 (EPBC):

 Sarcophilus harrisii (Tasmanian devil) [EPBC: Endangered; TSPA; endangered];  Lissotes menalcas (Mt Mangana stag beetle) [EPBC: -; TSPA; rare];  Tyto novaehollandiae subsp. castanops (masked owl) [EPBC: Vulnerable; TSPA; endangered];  Dasyurus maculatus subsp. maculatus (spotted-tailed quoll) [EPBC: Vulnerable; TSPA; rare];  Perameles gunnii subsp. gunnii (eastern barred bandicoot) [EPBC: Vulnerable];  Haliaeetus leucogaster (white bellied sea-eagle) [EPBC: Migratory; TSPA; endangered];  Aquila audax subsp. fleayi (wedge-tailed eagle) [EPBC: Endangered; TSPA; endangered]; and  Lathamus discolor (swift parrot) [EPBC: Endangered; TSPA; endangered].

In addition, an increase in disturbance due to either novel or increased visitation and disturbance associated with the construction and operation of the Three Capes Track may also have an impact on fauna values through the abandonment of nests and dens or the alienation of habitat. Importation of material for construction has some potential to allow for the introduction of introduced pest species.

No evidence of the presence of the Tasmanian devil or spotted-tail quoll, in form of scats or dens, was found within the disturbance footprint. Given the widespread availability of potential habitat for both species and the limited footprint of the proposal no adverse impact on either species is expected.

No evidence of nesting trees for masked owl within the disturbance footprint was found. Trees that may provide hollows suitable for nesting will not be removed and as the final footprint is limited in area no impact on this species is expected.

No evidence of eastern barred bandicoot (e.g. distinctive diggings) was recorded from the ecological surveys and although it is reasonable to assume that the wider area forms part of the range of one or more individuals, the limited area of the final footprint in that context clearly suggests that this species will not be impacted.

The Mt Mangana stag beetle occupies a variety of wet forest types with old large logs on the ground, from mature mixed forest to wet eucalypt regrowth where both adults and larvae live inside rotting logs. This

Draft Three Capes Track Development Proposal and Environmental Management Plan habitat occurs within a number of areas of the disturbance footprint, and although not known from the Tasman Peninsula, the area is within the potential range of the species. Given the extent of potential habitat within the wider area and the very limited impact of the proposal on potential habitat of the species within the disturbance footprint, no adverse impact on this species is expected.

No foraging or nesting habitat for swift parrot was identified within or immediately adjacent to the disturbance footprint. However there are patches of eucalypt dominated forest that support trees with hollows within the vicinity of the track and throughout the national park. However, the proposal will not require the removal of trees that would be likely to provide either habitat and therefore it is not considered that there will be any adverse impact on this species through the clearance of vegetation. It is well documented that swift parrot is susceptible to collision risk with man-made structures, in particular building windows. Given that the area is used by the species, albeit in low numbers based on the available habitat, the huts at the overnight nodes may pose a collision risk.

There are a number of wedge-tailed eagle and white bellied sea eagle nests either within proximity to the proposed route or within the wider area. The key risk of the proposal to these species is disturbance. Both species are particularly vulnerable to disturbance during the breeding season. Excessive disturbance may result in reduced breeding success through complete nest abandonment or temporary abandonment, leading to the death of the clutch or chicks, and through increased stress levels.

Disturbance associated with the construction and operation of the Three Capes Track can be considered in three categories; construction, air operations and operation of the track. The greatest level of disturbance will be associated with the construction of the track and overnight nodes. The presence of personnel, the use of power tools and other equipment in proximity to a nest and the persistence of the activity in a location over time may create a significant level of disturbance.

Air operations will extend disturbance beyond the footprint of the track and overnight nodes. Air operations will involve the delivery of material from depot sites outside of the Tasman National Park and will occur in periodic bursts of multiple trips to and from the construction site over a number of days. Eagles may behave antagonistically towards helicopters in proximity to nests during the breeding season and any repeated traversing of helicopters in close proximity to nest sites is likely to be detrimental.

During the operational phase there will be some disturbance primarily associated with the use of the track and overnight nodes by walkers as well as additional disturbance associated with operational activities such as the servicing and maintenance of the huts and track.

4.1.3.3 Marine Environment

Megaptera novaeangliae, humpback whale, Orcinus orca, killer whale, Arctocephalus pusillus, Australian fur seal, Arctocephalus forsteri, New Zealand fur seal and Eubalaena australis, southern right whale, and other cetacean and piniped species are occasionally observed in coastal waters adjacent to the area subject to the marine assessment. These species are sensitive to acoustic disturbance and therefore may be impacted by the jetty construction. It is possible that these species may impacted by boat strike from the vessels used to transport

Draft Three Capes Track Development Proposal and Environmental Management Plan walkers from Safety Cove although the risk is considered low, particularly as the vessels will be operated by experienced commercial crews.

Construction of the jetties or installation of a floating pontoon will result in physical disturbance of the sea bed through pile installation and the use of barges in shallow water and this disturbance is likely to have an impact on benthic in-fauna, epifauna and small demersal fish species. Any disturbance is expected to be highly localised and short term and given the small footprint of the jetties or floating pontoon, a significant impact on the marine environment is unlikely. Seagrass communities can be impacted by shading from jetties. Given the small footprint of the jetties or floating pontoon and the relative abundance of sea grass throughout Safety Cove and its sparse distribution within the footprint at Denmans Cove the impact is considered to be negligible.

Exotic marine pests can impact native communities through predation, competition and smothering of habitats. If any vessels or equipment used during construction have been used at sites outside the study areas there is a risk of introducing marine pests. Vessels that are usually based elsewhere may potentially bring new species to the area via hull fouling or bilge/ballast discharges. Similarly, certain types of equipment that have not been cleaned thoroughly may be vectors for the transport of exotic species.

Wastes generated at the proposed site during construction will depend on the construction methodologies used. There is potential for fuel or other construction fluids and wastes to enter the marine environment, with subsequent degradation of water quality and marine and intertidal habitats. Waste will also be generated from operational activities associated with construction. If barges are used during construction, there is potential for fuel spillages or other boat wastes to be emitted at the site.

Helicopter operations have the potential to disturb seal haul outs. Key haul outs for the New Zealand fur seal have been identified on the eastern side of Cape Pillar, however these are not expected to be over flown during helicopter operations.

Disturbance from boat operations on Port Arthur or in the wider area has the potential to impact on marine mammals through disruption of behaviour, displacement and avoidance of important habitat.

4.1.3.4 Aquatic Environment

Watercourses within the footprint of the Three Capes Track are in natural to near natural condition. The majority of watercourses have catchments contained within the national park. Within the Cape Raoul section of the park, however, there are a number of watercourses, in particular Tunnel Bay Creek and Maingon Creek that drain private land and therefore may be subject to point or diffuse inputs of nutrients, sediments or other contaminants.

Construction of the track has the potential to result in sediment inputs into watercourses. Sediment inputs may also arise from erosion of track material following completion. Sediment inputs into watercourses can have a direct impact on aquatic fauna and in-stream habitat. Construction and ongoing track maintenance may involve the use of fuels. Any contamination of watercourses with fuels will have a deleterious impact on aquatic fauna and flora.

Batrachochytrium dendrobatidis or chytrid fungus is a fungal pathogen that causes the emerging infectious amphibian disease, chytridiomycosis. Chytrid has been implicated in significant declines in amphibians globally

Draft Three Capes Track Development Proposal and Environmental Management Plan and is a major threat to Tasmania‘s frog populations and has spread throughout much of Tasmania (Phillips et al. 2010). Chytrid and other freshwater pests and pathogens are spread to new areas when contaminated water, mud, gravel, soil and plant material or infected animals are moved between sites. Contaminated materials and animals are commonly transported on boots, equipment, vehicles and machinery. The construction of the track and overnight nodes presents a risk of contamination. Once a pest pathogen is present in a water system it is usually impossible to eradicate.

The track will traverse the margins of the wetland on Cape Raoul and the wetland identified in the CFEV database north of Arthurs Peak. There is potential for impacts on these wetlands primarily through alteration of drainage patterns but also as a result of sediment inputs and contamination.

The water tank supply at the overnight nodes will require the discharge to ground of the resultant grey water produced by cooking and washing. If not treated, this discharge has the potential to impact on ground and surface water quality, particularly at the Tunnel Bay site due the proximity of the nearby creek.

4.1.4 Mitigation and Avoidance Measures

4.1.4.1 Flora

General Mitigation Measures

Impacts to vegetation as a result of the track construction will be constrained within a 4m wide corridor. Any lay down of material or equipment and the passage of personnel will be constrained within this corridor unless it is impractical to do so, in which case laydown areas must be within an 8 m corridor. Laydown of materials outside of the 4 m corridor will require approval from the relevant PWS staff. Storage time of materials on the ground will be minimised to less than 2 months and geo textile fabric will be used under gravel stockpiles that are not directly on the track surface. Vegetation clearance beyond the final track footprint will be limited to the minimum required to safely and efficiently construct the track and to ensure that the track meets the required standard. It is expected that the impacts on vegetation and soil within the 4m wide buffer zone, outside of the final track footprint, will be minor as track construction activities will largely be limited to the final track footprint over the majority of its length. Clearance of larger trees and shrubs will be avoided and the capacity to micro-site the track within the surveyed corridor will ensure that these will be retained, wherever practical, throughout its length. Similarly, damage to large roots or roots of significant trees can also be avoided. Following completion, vegetation outside of the final footprint will be allowed to regenerate naturally.

Within the constraints of the individual hut site BPZ prescriptions, the establishment of the BPZ‘s does allow for a detailed approach to be taken. Each BPZ will be surveyed in detail in consultation with a fire management consultant to allow for preference to be given to the retention of matures trees, trees with hollows and any other individual trees of significance. For example it may be preferable to increase the extent of a BPZ to allow for the retention of particular trees, groups of trees or vegetation clumps for ecological or aesthetic purposes and in some places the construction of small fire retardant walls may allow high value floral species to be retained within the BPZ.

Draft Three Capes Track Development Proposal and Environmental Management Plan

The findings of the geotechnical surveys for the overnight nodes indicate that, with the use of secondary treatment, the expected volumes of waste water from the water tanks at the hut sites can be absorbed and it is not expected that there will be a significant impact to flora.

The track standard will ensure near natural drainage conditions to remain along its length. In some areas where the current track is to be upgraded poor drainage and erosion will be mitigated with the upgrade. Bypassed lengths of existing track and campsites will be allowed to rehabilitate naturally following their closure or will be actively rehabilitated as required. Rehabilitated areas will be surveyed annually until it is determined that those areas will continue to rehabilitate through natural recruitment and have stable soils without further active intervention.

Threatened Vegetation Communities

The track will not result in any significant impact to the Eucalyptus globulus dry forest and woodland or the Eucalyptus viminalis – Eucalyptus globulus coastal forest and woodland communities. It is likely that the route will entirely bypass the Eucalyptus viminalis – Eucalyptus globulus coastal forest and woodland community near Remarkable Cave. Should the existing track through this community be upgraded, the impact on the community will be negligible as clearing will be restricted to the understorey on the track edge. Similarly, where the track is established through the Eucalyptus globulus dry forest and woodland north of Fish Hawk Gully, the footprint of the track is minor in extent and will only involve the removal of understorey species with limited or no tree removal. Where the proposed route passes through these communities the extent of track will be flagged and personnel briefed on the need to avoid removal of tree species. This measure, in addition to the general mitigation measures employed in relation to vegetation clearance will be sufficient to ensure that the impact on these communities will be negligible.

The proposed reroute of the track on Cape Pillar to avoid Perdition Ponds and Hurricane Heath is required both to protect the area of the ponds and to avoid the recognised high wind area of Hurricane Heath. The current reroute is a revision from a previously proposed longer reroute that was considered to have an unacceptable impact on the NAL community following the ecological survey. The revised reroute has been chosen on the ground with the assistance of a suitably qualified ecologist and impact on the Allocasuarna littoralis (NAL) resulting from the revised reroute is not considered to be significant and on balance is justified by the conservation and public safety outcomes achieved through the bypass of the current track route through Perdition Ponds and Hurricane Heath. There is further opportunity to mitigate the impact on the community through the ability to micro-site the track to minimise the impact to the community and to avoid larger specimens of A. crassa in particular. Track sections that traverse areas of NAL will be marked on the ground and the following management measures applied:

 Track works will be undertaken within a 2 m corridor (i.e. 1 m either side from the centre point of the proposed track), minimising disturbance to the vegetation on the track verges to that required to meet the minimum track design standard;  Minimise slashing of vegetation from the track verge;  Gravel, rock or other materials will be stockpiled within the 2 m corridor;

Draft Three Capes Track Development Proposal and Environmental Management Plan

 Any rock required for track construction will be either imported (and stockpiled as per the condition above), or collected from within the final disturbance footprint or will be collected from outside the management buffer zone, and any site-collected rock will be stockpiled as per the condition above; and  The disturbance to the understorey and soil within the 4m construction corridor within the management buffer zone will be minimised. All related activities to occur outside the management buffer zone (e.g. worker breaks, storing of equipment, refuelling).

The reroute will bypass approximately 100 m of NAL on the existing track which will be allowed to regenerate.

Threatened Flora

The population of Euphrasia semipicta identified in the Ellarwey Valley will be completely avoided by a reroute of the track to a new location 20m to the south of the population. Similarly the track will be also be rerouted to avoid the populations of Prasophyllum apoxychilum and Prasophyllum castaneum in the Ellarwey Valley. Due to the nature of the location of the populations of Euphrasia semipicta and Prasophyllum apoxychilum identified on the Ship Stern Bluff track it is preferable to upgrade the existing route which currently avoids the population as rerouting the track is likely to create an adverse impact (Appendix B, page 88). This location will have a 50 m management buffer zone and 10 m exclusion zone with the prescriptions applied as detailed below for the populations in the Ellarwey Valley.

The following mitigation measures are proposed for those sections of the track that pass within proximity to the known populations of Euphrasia semipicta, Prasophyllum apoxychilum and Prasaphyllum castaneum in the Ellarwey Valley:

 A buffer zone will be established defining the populations with a precautionary buffer of 10 m around the extent of the population;  The buffer zones will be appropriately flagged prior to the commencement of works and no disturbance of any kind will occur within this area; and  A management buffer zone along the track construction corridor will be established based on a 50m radius of the populations. The management buffer zone will be flagged and personnel advised of the management prescriptions that apply. Those prescriptions are as follows:  Track works will be undertaken within a 2 m corridor (i.e. 1 m either side from the centre point of the proposed track), minimising disturbance to the vegetation on the track verges to that required to meet the minimum track design standard;  Minimise slashing of vegetation from the track verge;  Any slashed vegetation will not be placed along the track verge within the management buffer zone, and will be preferentially placed further west or east along the existing track verge;  No gravel, rock or other materials will be stockpiled within the management buffer zone, these materials will be preferentially placed further along the existing track verge;  Any rock required for track construction will be either imported (and stockpiled as per the condition above), or collected from within the final disturbance footprint of the present

Draft Three Capes Track Development Proposal and Environmental Management Plan

track route or will be collected from outside the management buffer zone, and any site- collected rock will be stockpiled as per the condition above;  Any gravel surface works will be conducted in such a way that gravel (and rocks) do not end up down slope of the track (movement upslope is highly unlikely), which may result in covering of individuals or changes to soil conditions. Any material that inadvertently ends up down slope will be carefully removed without affecting the existing topsoil profile; and  The disturbance to the understorey and soil within the 4m construction corridor within the management buffer zone will be minimised. All related activities to occur outside the management buffer zone (e.g. worker breaks, storing of equipment, refuelling).

The management buffer zone prescriptions will also apply to previously observed locations of Euphrasia semipicta.

Where the track route passes within the vicinity of previously observed locations of Euphrasia amphisysepala and previously observed and observed locations of Euphrasia sp. Bivouac Bay; the following mitigation measures are proposed:

 Assume the locations of the records are accurate as indicated by the database precision codes and assign a buffer zone with a nominal radius of 50 m from the sites; and  Where the track construction corridor passes through the 50 m buffer zone a management buffer zone will be established where ever the construction corridor passes within 5 m of any cliff edge. The management buffer zone will be appropriately flagged prior to the commencement of works and personnel advised of the management prescriptions that apply. Those prescriptions are as follows:  Undertake track works within a 2 m corridor wherever practicable (i.e. 1 m either side from the centre point of the proposed track), minimising disturbance to the vegetation on the track verges to that required to meet the minimum track design standard;  Minimise slashing of vegetation from the track verge;  Any slashed vegetation will not be placed along the track verge within the management buffer zone and will preferentially be placed further along the existing track verge;  No gravel, rock or other materials will be stockpiled within the management buffer zone, and will be preferentially placed further along the existing or new track verge;  Any rock required for track construction will be either imported (and stockpiled as per the condition above), or collected from within the final disturbance footprint of the present track route or will be collected from outside the management buffer zone, and any site- collected rock will be stockpiled as per the condition above;  The disturbance to the understorey and soil within the 4m construction corridor within the management buffer zone will be minimised. All related activities to occur outside the management buffer zone (e.g. worker breaks, storing of equipment, refuelling).

Given that the track will avoid known populations or individuals of Euphrasia semipicta, Prasophyllum apoxychilum and Prasaphyllum castaneum, the management measures for areas of potential habitat for these

Draft Three Capes Track Development Proposal and Environmental Management Plan species and for Euphrasia amphisysepala are considered sufficient to ensure that there will not be a significant impact on these species.

The separation distance of the track from the known populations is sufficient to ensure that the risk of trampling by walkers leaving the track is very low and PWS will continue to promote the concept of Leave No Trace principles that encourages all walkers to remain on formed tracks at all times. Given the high standard of the track and the nature of the surrounding vegetation, walkers are not considered likely to leave the track in such a way as to pose a risk any of the identified populations. The population of Prasophyllum pulchellum has persisted on the margins of the Cape Hauy track and there is no evidence that it has been impacted by the substantial usage of this track. This population is discussed in detail in Appendix B, page 107. The construction prescriptions for the track in terms of track surface, drainage and slope, in combination with the separation distances is considered sufficient to ensure that any risk of the populations being impacted by storm runoff is negligible.

No specific management measures beyond the general mitigation measures in relation to flora are proposed for Stellaria multiflora. While some individuals may be impacted, the populations will not be deleteriously affected as individuals will persist in the habitat while any disturbance is likely to facilitate colonisation.

Due to their widespread occurrence within their supporting habitat it will not be possible to avoid all individuals of Cyathodes platystoma and Allocausarina crassa. For Cyathodes platystoma, due to its local abundance and widespread distribution within the vegetation communities where it occurs, there is little or no benefit in substantial track reroutes, however the track can be micro-sited to avoid larger specimens and to avoid root damage. Where this species occurs within the Lunchtime Creek overnight node individuals will be flagged prior to construction to allow it to be avoided where ever possible. The species is likely to colonise areas of disturbance and there is no evidence that the species has been impacted by existing tracks.

The proposed track route has been substantially rerouted to avoid areas of Allocausarina crassa where it occurs as the threatened vegetation community, Allocasuarina littoralis forest (NAL). The revised reroutes, required to access the Lunchtime Creek overnight node location and to avoid the sensitive geoheritage values at Perdition Ponds, have been established in the presence of a suitably qualified ecologist in order to minimise any impact on Allocasuarina crassa. However, due to its abundance within the Cape Pillar area, some impact will occur as a result of the track and overnight node construction. This impact can be mitigated by micro-siting the track in order to avoid larger mature individuals and their root systems in the first instance and other individuals where possible. Further mitigation is also provided through the establishment of buffer zones through the NAL community. The species can be readily identified and contractors working in areas that support Allocausarina crassa will be required to ensure that all staff can identify the species with the requirement to avoid the species detailed in the contract CEMP. It should be noted that the species occurs as individuals and as a community along the section of the existing Cape Pillar track that is to be bypassed and therefore any upgrade of that track section would also have had some impact on the species. Existing track sections bypassed by the new route and the areas of disturbance at Perdition Ponds associated with camping will be allowed to rehabilitate.

Post construction spring flora surveys will be undertaken along the track margins and within the extent of all the BPZ‘s, in conjunction with the annual weed surveys proposed below. These will be annual for the first two

Draft Three Capes Track Development Proposal and Environmental Management Plan years and then on a five yearly basis. The surveys will include side tracks accessed through the Three Capes Track, focusing on areas that provide habitat for particular species of conservation significance.

Weeds

The following mitigation measures will be employed against the risk of the introduction of weeds through the importation of material and equipment and through the passage of construction personnel:

 Externally sourced material (rock and gravel) will be obtained from a source certified as ‗low risk‘ for weed and disease contamination; and  All equipment will cleaned before entering the national park and before being moved between separate work sections utilising procedures developed in accordance with the Tasmanian Washdown Guidelines for Weed and Disease Control: Machinery, Vehicles & Equipment - Edition 1.

In addition, the PWS, in consultation with DPIPWE specialists, will conduct annual surveys for weeds along the track and at the overnight nodes, including rehabilitated sections of pre-existing track and in other work areas for 2 years following completion of those works and subsequently on a five year minimum basis or as required. Particular attention will be given to areas designated to the congregation of machinery and construction materials. Ongoing weed monitoring will form an important component of the operation and maintenance of the track and other associated infrastructure following this period and field staff will receive appropriate training in the recognition of key weed species.

The population of Californian Thistle (Cirsium arvensis) and Scotch thistle (Cirsium vulgare) at Tunnel Bay will need to be controlled and PWS will attempt to eradicate it through the use of herbicides. In addition the population of Spanish Heath (Erica lusitanica) identified on the southern side of Mt Spaulding, although not within the track corridor, will also be eradicated in accordance with the Weed Management Act 1999. The two small populations of radiata pine (Pinus radiata) near Remarkable Cave will also be removed.

Entry points for the Three Capes Track; White Beach, the current Cape Raoul start point at Stormlea Road, Safety Cove, Denmans Cove and Fortescue Bay, are potential sources of weed introduction into the Tasman National Park. These areas will be monitored for weed species on an annual basis.

A number of control measures will be implemented as part of the mitigation of the risk of Phytophthora as detailed below. These measures, in particular the provision of washdown stations, will also provide additional mitigation against the introduction and spread of weeds.

Phytophthora

Mitigation measures for reducing the risk of further introduction and spread of Phytophthora within the Tasman National Park as a result of the construction and operation of the Three Capes Track are detailed in the Phytophthora Management Plan for the Tasman National Park, provided as Appendix C. The management plan incorporates principles relating to Phytophthora management contained within the Tasmanian Reserve Management Code of Practice 2003 (PWS et al. 2003), Threat Abatement Plan for Dieback Caused by the Root-rot Fungus Phytophthora cinnamomi (Environment Australia, 2002), Conservation of Tasmanian Plant Species & Communities threatened by Phytophthora cinnamomi Strategic Regional Plan for Tasmania (Schahinger et al. 2003) and the Interim Phytophthora cinnamomi Management Guidelines (Rudman 2004). The management plan provides

100

Draft Three Capes Track Development Proposal and Environmental Management Plan a management overview of the whole park while also incorporating specific phytophthora management measures for the Three Capes Track. It should be noted that the term ‗;washdown station‘ is used in a generic sense. Where appropriate this may consist of a dry brush down facility. Key aspects of those measures that relate to the construction phase of the Three Capes Track are:

 The establishment of management zones with corresponding prescriptions for the uninfected and infected areas of those zones;  Track works to commence in uninfected areas and progress to known infected areas;  Movement between infected and uninfected areas should be avoided during construction. Where operations that occur across infected and uninfected boundaries cannot be avoided the following measures will be undertaken;

 Zone boundaries will be clearly marked on the ground at a point where operations in each zone can be practically segregated;

 Washdown points will be established at the zone boundary;

 Operations will be completed in the uninfected area first if possible;

 Crossing of the boundary will be minimised;

 Machinery and tools will be segregated as far as possible to minimise washdown requirements;

 Drainage across the boundary will be managed;

 Wherever practicable operations will be timed for when soils are dry and risk of soil transfer is lowest; and

 The access route will be planned to minimise the impact if hygiene fails.  All equipment will be cleaned before entering the national park, before being moved between separate work sections and before entering Phytophthora free areas utilising procedures developed in accordance with the Tasmanian Washdown Guidelines for Weed and Disease Control: Machinery, Vehicles;  All bedding materials should be sourced from certifiably ‗low risk‘ sites or quarries. Preferably quarries used to source bedding material should be located in low susceptible areas;  All track construction and PWS staff and affiliated contractors should adhere to Phytophthora hygiene practices when accessing the track construction site; and  Ensure P. cinnamomi hygiene specifications are written into contracts and monitor compliance.

All machinery will be required to be inspected and approved by the PWS works supervisor prior to transport to or between work sites.

In addition, the timing of construction activities may also be used to mitigate against the spread of Phytophthora. Specifically;

 Where practical activities will be restricted to times when soils are generally dry to minimise transfer of Phytophthora;

 If construction must be carried out during wet conditions or periods, works will be conducted in low susceptible areas or Phytophthora free areas; and

101

Draft Three Capes Track Development Proposal and Environmental Management Plan

 In particular, activities in low lying or waterlogged areas will be avoided during wet periods to minimise spread of soil and mud which may contain Phytophthora.

The construction of the track and overnight nodes will utilise a number of off-site depots where the following measures will be applied:

 Vehicle tracks to follow existing tracks and tracks to be hardened where possible;;

 Contain activities within a dry or hardened surface; and

 Where ever possible depots will be sited in non-susceptible vegetation.

As a general hygiene measure any water will be sourced from supplies that will minimise the spread of plant and animal diseases, such as water within the same catchment or town water supplies. Watercourses draining infested areas will be considered unsuitable and will not be used.

The risk posed by the passage of walkers on the Three Capes Track, including access through side tracks, will require ongoing management. The following measures are provided in the management plan:

 Three Cape Track walkers will travel from west to east and other users will be encouraged to follow this direction as management prescriptions have been derived accordingly;

 The standard of track will ensure that where track route traverses wet or muddy low lying areas the surface will be hardened and stabilised with either duckboard , top drains and gravel, or rock paving to establish a ‗mud free‘ surface. This standard will in fact apply throughout the track length, the track will not consist of any natural soil surface;

 Hardened surfaces through infected areas should be of sufficient width to allow walkers to pass with packs on. This will be achieved throughout the length of the track as it will be 0.9 to 1.2 wide;

 Washdown points will be sited at strategic points along the track network. Washdown points will be placed beyond the last site of P. cinnamomi infection on the walking track, at entrance points and will also use effective topographic controls (e.g. creeks); and

 Signage and interpretation will be provided in the pre-departure information pack, at the walker check-in briefing and throughout the track system to educate users regarding the importance of Phytophthora management.

Washdown points are proposed for the following locations:

 White Beach start point;  Stormlea Road start point;  Tunnel Bay;  West of Remarkable Cave;  Safety Cove;  Denmans Cove;  Tornado Ridge;  Lunchtime Creek south of the overnight node; and  Fortescue Bay.

102

Draft Three Capes Track Development Proposal and Environmental Management Plan

Following completion, the extent of the Three Capes Track and associated side tracks will be routinely monitored for indications of Phytophthora. In addition a specific Phytophthora survey of the track will be carried out periodically by suitably qualified personnel at least every 5 years.

Myrtle Wilt

The potential for construction activities to facilitate the spread of myrtle wilt can be mitigated by minimising disturbance to individuals of Nothofagus cunninghamii. The species is not common within the proposed route and can be largely avoided.

4.1.4.2 Fauna

General Mitigation

The general mitigation measures for flora (section 4.1.4.1) that relate to minimising the extent of disturbance also serve as a mitigation measure for minimising the impact on fauna. In addition, while the clearance of trees for the track construction is expected to be minimal, the ability to micro-site the track will allow for mature trees or those that support hollows to be avoided. While the overnight hut sites will require limited tree removal, significant mature or hollow bearing trees will be avoided wherever practical. Risk management protocols will be developed to address the potential for material stored for air lifting to provide shelter for introduced species and each depot will be subject to a risk assessment. To mitigate against any potential disturbance to pupping New Zealand fur seals, helicopter operations over the eastern coast of Cape Pillar will be avoided between October and January.

It is possible during construction that dens or nests may be revealed that were not identified during the ecological surveys. In order to ensure that dens and nests are properly identified, all contractors will undergo mandatory training provided by the relevant DPIPWE specialists. In the event contractors discover what they suspect may be dens or nests, then all work in the immediate vicinity will cease pending advice from DPIPWE specialists and this will be a requirement of the CEMP. This mitigation measure in particular applies to, but is not limited to, the following species: Tasmanian devil, spotted-tailed quoll, grey goshawk and eastern barred bandicoot.

Swift Parrot

In addition to the general mitigation measures the following additional mitigation measures are also proposed to minimise the potential impact to swift parrot:

 Avoid the loss of any trees in vegetation communities identified as providing potential foraging habitat for swift parrot; and

 Reduce the collision risk associated with the overnight nodes by incorporating the relevant recommendations from Minimising the swift parrot collision threat (WWF-Australia 2008) into the overnight node hut design criteria.

Mt Mangana Stag Beetle

The proposed works are unlikely to have an adverse impact on the species should it occur within the area due to the small disturbance footprint at any particular location. However, within areas likely to provide potential

103

Draft Three Capes Track Development Proposal and Environmental Management Plan habitat, any logs on the ground, irrespective of their state of decay, will be either be avoided (by minor track deviations decided on a case-by-case basis as logs are encountered) or cut through and the remnants left on site in the immediate area to retain habitat. Potential habitat will be mapped prior to construction for inclusion in the relevant CEMP for those track sections.

Wedge-tailed Eagle and White-bellied Sea Eagle

For the purposes of mitigation and the consideration of potential impacts, the two eagle species are considered co-jointly, as although there some differences in behaviour and tolerance to disturbance, there is little value in differentiating the species for the purposes of addressing the potential impact of the Three Capes Track on either species. Furthermore, it is known that the same nests may be used by both species over time.

In Tasmania protocols have been developed that prevent heavy disturbance within 500m or 1 km line of sight of an eagle nest during the breeding season. The breeding season is currently accepted as 1 August to 31 January (FPA 2009), although it is recognised that this period may vary between breeding pairs and between years. These protocols were developed in response to the impact of forestry operations on eagles and have become standard prescriptions enforceable for forestry operations that are subject to the Forest Practices Act 1985 following recommendations from raptor specialists in the Department of Primary Industry, Parks, Water and Environment‘s (DPIPWE) Threatened Species Section. These protocols form the basis for the regulation of other activities likely to produce similar levels of disturbance. In the absence of any other established guidelines these protocols are therefore considered to be the most appropriate mitigation measure for the Three Capes Track for construction activities and the use of helicopters.

Both species, particularly white-bellied sea eagles, sometimes nest within 200m in line-of-sight of buildings being used by people and both species may tolerate use of walking and vehicular tracks within that scale of distance suggesting the disturbance is regarded by the eagles as moderate/low. How those activities are conducted in relation to the nest and attending eagles will determine the extent to which it will be tolerated by eagles. If the activity is directed conspicuously at the nest and attending eagles it increases dramatically in severity. This is especially important where the activity is above the nest; the higher it is in relation to the nest the more disturbing it will be. If walkers are unable to direct attention at a nest the use of a walking track or hut would constitute a low level of disturbance and is unlikely to impact on breeding success. Therefore line of sight is a critical issue in the consideration of the impact of a walking track or hut site on eagle nests, particularly within close proximity where a nest or an individual or pair of eagles might be visible near the nest where line of sight exists.

Nest sites within close proximity to the Three Capes Track were resurveyed in 2011. This survey also examined line of sight for key nests both from the air and through on ground survey.

The following categorisation of nests is used in the development of mitigation measures; nests beyond 1 km line of sight of any component of the Three Capes Track but within potential flight paths of air operations, nests within 1km and nests within 500m. The prescriptions that will apply to each nest during the breeding season are provided in Table 4.2 and are based on the presumption that all nests are active during the breeding season unless adequately demonstrated by a suitably qualified person to be otherwise.

104

Draft Three Capes Track Development Proposal and Environmental Management Plan

Line of sight or viewshed analysis for nests within particular proximity to the track is provided in Figures 4.3- 4.6 below. This analysis was generated using the ESRI® ArcMap™ 10.0 viewshed tool. The analysis is a bare earth analysis; it does not account for any screening effect of vegetation and is therefore strongly precautionary as vegetation in the area is generally either dense, tall or both. A height of 20 m is assumed for all nests and a 1 km limit on the view field is used. Line of sight has also been determined through ground survey for all nests.

The following nests are beyond 1km line of sight: #1231, #1588, #439, #747, #790, and #745. These nests are unlikely to be impacted by the construction and operation of the Three Capes Track. These nests may, however, be in proximity to flight paths of helicopter operations. Helicopter flights associated with construction of the track and overnight nodes are likely to be frequent for a number of days in periodic operations over the course of construction. Helicopter flights associated with operation of the Three Capes Track are likely to be infrequent, in the order of up to four return flights per operating season (November to April) with set downs at each overnight node location. For both the construction and operational phases, helicopter flights will not be permitted within 1km of any known eagle nest during the breeding season unless it has been established by a suitably qualified person that a nest is absent from that location or is not being utilised for breeding for that season. The establishment of the status of any given nest remains current only for that season. Wherever possible, flight paths will be planned to maximise the distance from known nests. This restriction of helicopter flight paths also applies by default to all other nests.

Wherever possible, flight paths will be planned to maximise the distance from known nests and the spread of depots will facilitate this. Transfer of material outside of the breeding season will be a priority. The delivery of material outside of the breeding season will also be prioritised in such a way as to maximise the distance from nests of any drop zones required during the breeding season. Given the length of the non-breeding season it is expected that the locations of drop zones utilised during the breeding season should be at optimal distances from nest sites. To reduce the number of trips required for the construction of the overnight nodes, the huts are to be largely prefabricated both to reduce loads into the sites and the need to fly out waste material.

Nest #1588 may be impacted to some degree by the increase in traffic through to the track head at White Beach. Traffic to the track head will utilise existing roads that are largely beyond 500m of this nest and will pass through before stopping at the track head which is 1.4 km m from the nest. This nest is not in line of sight of the road leading to the White Beach car park or the car park itself. Increase in traffic to that reflective of the planned capacity of the Three Capes Track will occur gradually over time. Given these factors it is not expected that the traffic associated with usage of the Three Capes Track will have any significant impact on this nest.

The following nests are within 1km of the Three Capes Track: #1502, #1656, #1317, #1513, #1289 and #1912. Restrictions for helicopter flights also apply to these nests. Construction work will not be carried out within line of sight unless it can be established that the nest is absent or inactive for that season based on the criteria described above.

Nest #1502 is on Tasman Island and has line of sight to the extremity of the Blade only. Nest #1656 near Surveyors Cove is within 1km of the overnight node location but is not within line of sight. This nest also does

105

Draft Three Capes Track Development Proposal and Environmental Management Plan not have line of sight to the track as it passes through Surveyors Cove itself due to the tall eucalypt forest and thick understorey on the valley slopes. If this forest were lost, marginal and distal line of sight would be established across the foreshore of Surveyors Cove. Operational servicing of the overnight node will be conducted outside of the breeding season. Nest #1912 was identified from the ground during the surveying of the proposed track route. Negotiations with an adjacent landowner have been successfully undertaken to allow the track to be rerouted to pass across private land which now allows for a 500m buffer around the nest site. Thick vegetation and the nature of the topography prevent any line of sight to the track from the nest. Nests #1317 and #1513 are within 1km of the track terminus and jetty at Safety Cove but do have any line of sight.

Nest #1289, has been the subject of particular consideration. In response to the findings of the 2008 survey, the jetty or floating pontoon and track head will be constructed on the rocky foreshore to the south of Denmans Cove itself, resulting in these being out of the line of sight of the nest. In addition the walk direction has been altered from the original concept to a west to east travel direction to avoid walkers lingering at the jetty awaiting transport. Public use of the jetty or floating pontoon at Denmans Cove will not be permitted and the facility will be decommissioned or removed during the off season of the Three Capes Track.

The following nests are within 500m of the proposed route of the Three Capes Track: #1654, #1653, #1655 and #1612. Restrictions for helicopter flights also apply to these nests. Construction work will not be carried out within line of sight or within 500m unless it can be established that the nest is absent or inactive for that breeding season based on the criteria described above. Nest #1654 is only marginally within 500m of the track and has no line of sight to any portion of the route due to the nature of the topography. For this reason no restrictions on construction activities are proposed and it is considered that the use of the track is unlikely to impact on this nest.

Nests #1655, #1653 and #1612 are in closest proximity to the proposed track route. Nests #1655 and #1653 do not have line of sight to the track due to the steep topography and dense vegetation. Therefore it is unlikely that the use of the track will have any impact on these nests.

Nest #1612 has a marginal line of sight to a short section of the track as it ascends in a southerly direction from the overnight node. Walkers will be moving away from the nest which will lessen the impact of the line of sight effect. Sections of the track on the slopes above the overnight node are within 500m of the nest, however there is no line of sight to these sections due to the thick vegetation and steep topography and there is also no line of sight to the overnight node or the rocky shore of Tunnel Bay which is likely to be a focus of visitors to the site. It is considered unlikely that the usage of the track by walkers will have an impact on this nest location. Resupply and other operational flights to the overnight node will be conducted outside of the breeding season. It is possible that fire may remove a proportion or all of the vegetation screen between the track and the nest. Such an event will increase exposure of the nest although not significantly. Ongoing nest activity monitoring will allow for a management response.

The following nests have been confirmed in the 2008 and 2011 surveys as being lost to natural causes: #451, #701 and #746.

106

Draft Three Capes Track Development Proposal and Environmental Management Plan

All known existing nest sites will be subject to annual productivity monitoring by a suitable qualified individual and areas where nests were previously known from but are no longer present due to natural causes will also be included in this annual survey which will ensure the information of eagles is current. The survey will include monitoring of control nests beyond the potential influence of the Three Capes Track. The monitoring will consist primarily of an annual aerial survey but be supplemented by occasional ground observation as determined necessary by DPIPWE specialists.

107

Draft Three Capes Track Development Proposal and Environmental Management Plan

Table 4.2 Mitigation prescriptions for eagle nests in proximity to the Three Capes Track

Nest # Proximity to Three Mitigation Measures Capes Track

1588 Beyond 1km, within 1km of Helicopter flights prohibited within 1km during the breeding season. sections of the public access road to the White Beach start point

1612 Within 500m, no line of sight Helicopter flights prohibited within 1km during the breeding season. No within 500m, some line of sight construction within 500m or 1km line of sight during the breeding season. to the track beyond 500m

1652 Within 1km, no line of sight Helicopter flights prohibited within 1km during the breeding season.

1656 Within 1km, no line of sight Helicopter flights prohibited within 1km during the breeding season.

790 Beyond 1km Helicopter flights prohibited within 1km during the breeding season.

745 Beyond 1km Helicopter flights prohibited within 1km during the breeding season.

1655 Marginally within 500m, no line Helicopter flights prohibited within 1km during the breeding season. No of sight to the track construction within 500m or 1km line of sight during the breeding season.

1653 Within 500m, no line of sight Helicopter flights prohibited within 1km during the breeding season. No to the track construction within 500m or 1km line of sight during the breeding season.

1654 Marginally within 500m, no line Helicopter flights prohibited within 1km during the breeding season. of sight to the track

1289 Beyond 1km Helicopter flights prohibited within 1km during the breeding season.

451 Within 500m of the Cape Hauy Lost to natural causes, location subject to annual survey. track

746 Within 500m of the Cape Hauy Lost to natural causes, location subject to annual survey. track

701 Within 500m Lost to natural causes, location subject to annual survey.

1317 Beyond 1km Helicopter flights prohibited within 1km during the breeding season.

1513 Beyond 1km Helicopter flights prohibited within 1km during the breeding season.

108

Draft Three Capes Track Development Proposal and Environmental Management Plan

Nest # Proximity to Three Mitigation Measures Capes Track

1912 Within 1km, no line of sight to Helicopter flights prohibited within 1km during the breeding season the track

1502 Within 1km Helicopter flights prohibited within 1km during the breeding season.

1231 Beyond 1km Helicopter flights prohibited within 1km during the breeding season.

747 Beyond 1km Helicopter flights prohibited within 1km during the breeding season.

439 Beyond 1km Helicopter flights prohibited within 1km during the breeding season.

109

Draft Three Capes Track Development Proposal and Environmental Management Plan

Figure 4.1 Eagle nest locations and buffer zones, Three Capes Track western section 110

Draft Three Capes Track Development Proposal and Environmental Management Plan

Figure 4.2 Eagle nest locations and buffer zones, Three Capes Track eastern section

111

Draft Three Capes Track Development Proposal and Environmental Management Plan

Figure 4.3 Tunnel Bay eagle nests bare earth viewshed analysis

Figure 4.4 Denmans Cove and Surveyors Cove eagle nests bare earth viewshed

analysis

112

Draft Three Capes Track Development Proposal and Environmental Management Plan

Figure 4.5 Haines Bight and Bare Knoll eagle nests bare earth viewshed analysis

Figure 4.6 Mt Fortescue eagle nests bare earth viewshed analysis (note nest #701

currently absent)

113

Draft Three Capes Track Development Proposal and Environmental Management Plan

4.1.4.3 Marine Environment

The potential for acoustic impacts on marine biota will depend on the sound frequency and intensity, continuity and duration of the disturbance, as well as the timing of the activity in relation to key breeding and migratory seasons of sensitive species. At both Safety Cove and Denmans Cove, there is flexibility for construction activities to occur outside the breeding and migratory seasons of sensitive species and every effort will be made to avoid the peak migratory period for humpback and southern right whales of June to September and the wider migratory period of May to November. Regardless of the timing of construction, the following mitigation guidelines will be employed to reduce the potential for acoustic disturbance to impact on any marine mammal species:

Acoustic Disturbance Mitigation Guidelines

The following guidelines include a number of defined zones and a descriptive set of mitigation actions that must be undertaken should a marine mammal, turtle or penguin be identified within a given zone. The guidelines vary depending on the anticipated severity of acoustic disturbance. Guidelines are most stringent for impact pile driving and less stringent for ‗spun‘ pile installation methods.

Zone Definition Construction activity Monitoring frequency monitoring requirements

Monitoring Zone An area of 3 km radius for Impact pile driving Every 30 minutes cetaceans and 1.5 km radius for pinnipeds, turtles and penguins from underwater construction activities.

Alert Zone An area of 2 km radius for Impact pile driving Continuous monitoring if cetaceans and 1 km radius for marine mammal, turtle or pinnipeds, turtles and penguins penguin known to be present. from underwater construction activities.

Exclusion Zone An area of 1 km radius for -Impact pile driving Every 10-15 minutes, or cetaceans and 0.5 km radius for continuous if marine mammal, -‗Spun‘ or screw pile installation pinnipeds, turtles and penguins turtle or penguin known to be from underwater construction present. activities.

Overall Guidelines

 A dedicated Marine Mammal Observer (MMO) and/or trained nominated staff member with observation experience associated with cetaceans, pinnipeds, turtles and penguins and who shall be equipped with the necessary equipment (e.g. range finder, binoculars, camera and recording documents) will be stationed at each site (Denmans Cove and Safety Cove) at all times during

114

Draft Three Capes Track Development Proposal and Environmental Management Plan

construction activities likely to produce acoustic disturbance. Both areas provide numerous vantage points for monitoring the surrounding waters;  The MMO will be trained in marine mammal, turtle and seabird identification and distance estimation and reporting. As a minimum, the training will include a demonstrated familiarity with the Australian Petroleum and Exploration Association (APPEA) CD-based identification and reporting package in addition to on-ground training. The MMO will also be available to train nominated staff as required for the specialist support;

 The MMO will be in radio contact with the person overseeing construction activities to enable communications regarding any cetacean, pinniped, turtle and penguin observations or other matters;  Construction activities must not occur or must cease if any listed cetacean and pinniped/turtle/penguin species are known to be present within the exclusion zone;  Occurrences of cetaceans, pinnipeds, turtles, and/or penguins within monitoring zones must be reported to DPIPWE within 90 days of collection. Reference data includes species name, location-GPS (grid reference GDA94), observer name, date, number of individuals and area occupied; and  The MMO or trained nominated staff will advise the person overseeing construction activities within State waters immediately of the presence of cetaceans, pinnipeds, turtles or penguins in the alert zone in the event that a potential shutdown may be imminent.

Where practical, ‗spun‘ piles that are drilled into the seabed will be used in preference to impact pile driving as they cause less acoustic disturbance in comparison with impact pile driving. A ‗soft start‘ technique will also be used at the beginning of each pile installation day to allow any marine mammals or penguins that may be in the immediate area to leave before impact piling reaches full energy. Employing a ‗soft start‘ technique will also benefit other mobile animals (e.g. shorebirds, fish, sharks) which have the ability to move away before impact piling reaches full strength.

Any barges or work vessels that are used in any aspect of the project will be subject to strict boat hygiene measures, particularly for vessels that are not locally based. It will be ensured that the hulls of these vessels do not support populations of fouling species, and that no bilge or ballast water is discharged from these vessels in the vicinity of the construction area. Best practice guidelines have been developed under the National System for the Prevention and Management of Marine Pest Incursions (DAFF 2009) and these guidelines will be followed for vessels involved with the development of the landing facility at Denmans Cove and Safety Cove.

Waste management at the jetty sites during construction will be managed according to the Best Practice Guidelines for Marine Waste Management, developed by the Australia and New Zealand Environment and Conservation Council (ANZECC). Activities also need to comply with water quality guidelines (ANZECC 2000) and state legislation governing pollutant emission and Protected Environmental Values (PEVs). Any vessels used for jetty construction will be required to adhere to the relevant hygiene prescriptions developed under the National System for the Prevention and Management of Marine Pest Incursions (DAFF 2009).

Boat operators associated with the Three Capes Track will be required to adhere to the Australian National Standards for Whale and Dolphin Watching 2005 (DSEWPC 2011b).

115

Draft Three Capes Track Development Proposal and Environmental Management Plan

If jetty construction is expected to overlap with the peak penguin breeding season of September to February, the penguin burrows identified at Safety Cove will be surveyed to determine if they are being utilised for breeding to allow for the development of an appropriate management response.

4.1.4.4 Aquatic Environment

During construction, erosion and sediment control measures will be employed throughout the length of the track but will have particular importance in proximity to water courses and drainage lines. Erosion controls, such as sediment traps and temporary drainage prior to the laying of the track surface will be installed prior to construction. They will not be removed until the track section is completed and any rehabilitation is completed. Rehabilitation will be completed as soon as possible following construction. Stockpiles of materials will not be located in proximity to watercourses or drainage lines. The rehabilitation of existing track sections that will be closed will also prevent inputs of sediment into watercourses and drainage lines. Fuel and other contaminants will not be stored for any purpose in proximity to watercourses.

A key mitigation measure to prevent contamination of waterways by sediment running off the track surface is its standard of construction which is designed to minimise water flow across the track surface. The use of outward cross-slopes, top drains on cross slopes subject to significant water flow, the use of regular cross- drains, water bars and grade reversals will minimise water flow on the track surface. Steps, which may catch significant water flow, will have drainage incorporated into their design. Silt traps will be installed in sensitive areas. These measures are also complemented by the track slope generally not exceeding 8 degrees. Bridges will be constructed in such a way that the gravel track is set well back from the watercourse edge.

Greywater at the overnight nodes will be treated through a gross pollutant trap/basket filter, which will act as primary treatment for any excess water and washing water produced. Secondary treatment of the water will then be undertaken prior to discharge from the basket filter/trap and designs such as the Baldwin RM10 system or bio-filter trenches previously utilised in national park environment. The secondary treatment should ensure satisfactory treatment of effluent prior to absorption in the natural soils. Geotechnical advice for each of the overnight node sites (Appendix H) indicates that there is the capacity to absorb the expected volume of secondary treated waste. Individual Soil and Water Management Plans will be developed at each node site to manage the clearance of the sites and soil disturbance.

The wetlands at Perdition Ponds have been avoided by a reroute to the east which will allow the existing track and campsites to be rehabilitated preventing any further damage to this unique feature. The upgrading of the track where it passes the margins of the wetlands at Cape Raoul will prevent further erosion and will allow natural processes to occur. The track will not alter the hydrology of this wetland. Interpretative signage and the track standard will help to prevent erosion caused by the incursion of walkers onto the wetlands. The Arthurs Peak wetland will not be impacted by the construction of the track. The ecological survey did not identify any values of conservation significance; the area traversed by the track route cannot be properly described as a wetland and did not contain the modelled values indicated in the CFEV database. Track construction will not alter in any way the hydrology of the area.

The track construction methods will implement the relevant prescriptions from ‗Keeping it Clean: A Tasmanian field hygiene manual to prevent the spread of freshwater pests and pathogens‘ (NRM South 2010) for managing

116

Draft Three Capes Track Development Proposal and Environmental Management Plan disease risks, including chytrid, to aquatic ecosystems such as creeks and ponds that may be affected by the track construction. The spread of soil, gravel and water between catchments will be avoided. Water will be sourced from supplies that will minimise the risk of the spread of plant and animal diseases.

4.1.5 Assessment of Effects

4.1.5.1 Flora

The total footprint from both the track and overnight nodes is expected to be approximately 17.61 ha which represents 0.18 % of the land area currently contained within the Tasman National Park.

At a community level the impact on individual vegetation communities and the species within them as a result of construction of the track and overnight nodes will be negligible as the communities within the node sites and traversed by the track are widespread throughout the Tasman National Park. Natural rehabilitation will also result in a lesser footprint post construction. The application of avoidance and mitigation strategies will minimise the extent of vegetation clearance required.

There will be no direct impact on Euphrasia semipicta (peninsula eyebright), Prasophyllum apoxychilum (tapered leek-orchid), Prasophyllum castaneum (chestnut leek-orchid), Euphrasia sp. Bivouac Bay (masked cliff-eyebright), Prasophyllum pulchellum, (pretty leek-orchid) and Euphrasia amphisysepala (shiny-cliff eyebright) and the specific mitigation measures for areas in proximity to known populations or previously recorded populations of these species will provide an effective set of measures that will allow these populations to persist

It is not possible to avoid all individuals of the TSPA listed species Cyathodes platystoma, Stellaria multiflora and Allocasuarina crassa due to their widespread distribution. A permit under the Threatened Species Protection Act 1995 will be required to take or disturb these species. Due to the limited area of the footprint in relation to the overall distribution of these species and, in the case of Cyathodes platystoma and Allocasuarina crassa, the opportunity to avoid individuals where possible, the impact on these species is not considered to be significant. No other TSPA listed species will be impacted by the proposal.

Given the current status of weeds within the area of the proposal, the mitigation measures for construction and subsequent operation of the Three Capes Track in combination with the commitment to ongoing monitoring and eradication will minimise the risk of weed introductions along the Three Capes Track.

The provision and application of a dedicated management plan for Phytophthora cinnamomi, the provision of wash down stations and the construction of a mud free track of sufficient width to allow walkers to pass while remaining on the track will ensure that the risk of additional spread of Phytophthora as a result of the construction and operation of the Three Capes Track is minimised.

4.1.5.2 Fauna

While potential habitat is present in the area for several EPBC and TSPA listed species, including the Tasmanian devil, Mt Mangana stag beetle, masked owl, spotted-tailed quoll, eastern barred bandicoot and swift parrot, field surveys did not detect any evidence of these species within the footprint of the Three Capes Track and it is reasonable to conclude that the small disturbance footprint either does not support the species or is not critical to the persistence of the species in the area due to the widespread availability of suitable

117

Draft Three Capes Track Development Proposal and Environmental Management Plan habitat. Any possible impact has been further reduced through the application of relevant mitigation measures, in particular the retention of large trees.

The application of accepted mitigation prescriptions for wedge-tailed eagle and white-bellied sea eagle nests during construction and restrictions placed on helicopter flight paths will ensure that breeding success will not be impacted through disturbance associated with the construction of the various components of the Three Capes Track. The combination of topography and thick vegetation and significant rerouting of the track away from specific nests will ensure that all the nests within proximity of the Three Capes Track will not be subject to additional disturbance from walkers and it is considered that there is little risk that breeding success of these nests will be effected by usage of the Three Capes Track and its associated overnight nodes. The ongoing restriction of helicopter operations during the breeding season following construction provides further effective mitigation against disturbance associated with the operation of the Three Capes Track.

4.1.5.3 Marine Environment

No listed species under the Commonwealth Environment Protection and Biodiversity Conservation Act 1999 or the Threatened Species Protection Act 1995 were detected from the field study at either the Denmans Cove or Safety Cove jetty sites. On the basis of the literature review and field survey provided in Appendix G, the proposed jetty structures or floating pontoons will have minimal impacts on marine environmental values in the area. The majority of the potential impacts identified are expected to be highly localised and restricted to a short time period associated with construction activities. These can be readily mitigated using through the measures provided in Section 4.1.4.3. Potential impacts on threatened species and species of conservation significance are restricted to acoustic disturbance generated during construction activities. The species most likely to be negatively impacted by acoustic disturbance are marine mammals, penguins and some shorebird species. Adherence to the guidelines provided in Section 4.1.4.3 to mitigate acoustic impacts during the construction phase will ensure these impacts are minimised.

4.1.5.4 Aquatic Environment

The Protected Environmental Values, as provided in the Tasman National Park and Reserves Management Plan 2011, establish as a minimum, that water quality within the national park shall be managed to provide water of a physical and chemical nature to support a pristine or nearly pristine aquatic ecosystem and which will allow people to safely engage in recreational activities such as swimming, paddling or fishing in aesthetically pleasing waters.

The mitigation measures are considered sufficient to ensure that there will no impact to either the water quality or aquatic or terrestrial flora and fauna of watercourses in proximity to the Three Capes Track and associated infrastructure. There will be no direct or indirect impacts on wetlands or on any values identified within them through on ground survey or from the CFEV database. Conservation of the wetlands at Perdition Ponds will be enhanced through the intention to bypass this site through the use of a reroute to the east.

The risk of the spread of pests and pathogens is minimised through adherence to the relevant guidelines and the measures for controlling Phytophthora provided in Appendix C.

118

Draft Three Capes Track Development Proposal and Environmental Management Plan

4.2 Geoheritage

4.2.1 Currently Listed Geoheritage

The following features listed on the Tasmanian Geoconservation Database are traversed by the Three Capes Track,: Fortescue Plains Erosion Surface, Cape Raoul Jointing and Soils; Tasman and Forestier Peninsulas High Energy Coastline, Cape Hauy High Energy Coastal Erosion Landform Suite, Tasman Island –Cape Pillar Dolerite Geomorphology and Western Tasmanian Blanket Bogs.

The Fortescue Plains Erosion Surface is a large landscape scale feature. The impact of the track on this proposal on this feature is limited to soil disturbance. Similarly, the Cape Raoul Jointing and Soils feature is large and robust and the impact of the track will be limited to soil disturbance. The potential impact of the track on the aeolian sand sheets and associated wetlands within it is discussed in further detail below.

The track traverses significant areas of the Tasman and Forestier Peninsulas High Energy Coastline, Cape Hauy High Energy Coastal Erosion Landform Suite and Tasman Island –Cape Pillar Dolerite Geomorphology features. They are the product of landscape scale geological and geomorphological processes. Many of their component landforms are highly dynamic in a geological sense but it is unlikely that the construction or use of the track will significantly impact upon their integrity.

The track traverses the margins of the Western Tasmanian Blanket Bog feature identified to the north of Arthurs Peak. On ground survey did not identify any features within this track length that are indicative of this feature and it is likely that the feature is restricted to the centre of the features mapped extent. The track traverses the outer extent of the watershed and given the regular use of engineered cross drainage features the track will not be expected to alter drainage patters in any way.

The track passes within close proximity to the sinkhole arch of the Maingon Blowhole and Zawn feature. The track will be routed and constructed to avoid any direct impact on this feature, including drainage features into the sinkhole. Given the proximity of this feature to the track it may be necessary to provide constructed safety or viewing structures. The provision of barriers in this location will also prevent erosion around the sinkhole feature. The assessment of risk and the provision of such structures are discussed further in Section 4.7.3 below.

The track will avoid the Basket Bay High Level Wave Deposit, Remarkable Cave and the Tunnel Bay Shore Platform features. The track will increase visitation to the shoreline of Tunnel Bay but this is unlikely to have any impact on the associated feature.

Given the level of erosion identified at Perdition Ponds and the risk of continued erosion, the conservation of this feature requires the rerouting of the track and the cessation of its use as a camp site. The proposed reroute of the Three Capes Track to the east will provide a route that completely bypasses this feature, allowing for its rehabilitation and for natural processes to occur.

Where the current track passes in proximity to the wetlands on Cape Raoul, there is evidence of trampling and erosion of the wetland margins. The upgrading of the track will assist in delineating the constructed track from its surrounds and the engineered drainage requirements of the track standard will ensure unimpeded drainage. Despite this it is likely that interpretive signage will be required to further reduce the incidence of off

119

Draft Three Capes Track Development Proposal and Environmental Management Plan track incursions. A reroute to the north and east of the feature is not considered practical due to the significant additional soil and vegetation disturbance this would entail.

4.2.2 Other Features of Significance

The transgressive dunes identified in the Lunchtime Creek-Communication Hill-Tornado Ridge area contain a series of small wetlands. The track will not have any direct impact on these features and the distance of the track route from these features will be maximised within the constraints of the surveyed construction corridor. The vegetation in the vicinity of these features is such that they will not be visible from the track as a result. Tracks and infrastructure have been constructed on similar dune features elsewhere in Tasmanian National Parks, and sections of the existing Cape Pillar track cross these dune systems. If appropriate care is exercised in the siting of infrastructure and its construction and maintenance, the impact of the proposal is not considered likely to be detrimental to these features. In particular where the route traverses these features vegetation and soil disturbance should be minimised.

4.2.3 Assessment of Effect

The integrity of the large scale, landscape geoheritage features traversed by the Three Capes Track or within which infrastructure is to be sited will not be impacted by the proposal. The conservation of the features associated with Perdition Ponds and the Cape Raoul wetland will be enhanced through the track reroute and upgrade while other smaller scale features such as the wetlands within the transgressive dune systems will be avoided.

The high standard of track construction, particularly drainage control, the gradient controls on the track, the use of imported material and appropriate erosion controls during construction will ensure that soils will be protected. Rehabilitation of bypassed tracks and campsites and improvement of existing track lengths where erosion is currently occurring will further contribute to the protection of soils as will the formulation and adoption of Soil and Water Management Plans for the overnight nodes sites.

These outcomes will ensure that the conservation of geological diversity as required under Schedule 1 of the National Parks and Reserves Management Act 2002 will not be compromised through the construction and operation of the Three Capes Track.

4.3 Visual Impact

4.3.1 Overview

The potential visual impact of the various components of the Three Capes Track is considered from four perspectives: visual impact of the track within Tasman National Park, visual impact of the track from beyond the national park, visual impact of the overnight nodes and the visual impact from the Port Arthur Historic Site.

Visual impact can also be considered in terms of the temporary impact resulting from construction, the immediate visual impact following construction and the final visual appearance of the Three Capes Track components. As clearing of vegetation for the track is likely to exceed the final track width in parts throughout its length and similarly the overnight nodes will require clearing beyond the final infrastructure footprint, the

120

Draft Three Capes Track Development Proposal and Environmental Management Plan immediate visual impact prior to completion and in the initial period of operation will be more apparent than that following regrowth and rehabilitation of vegetation. In particular, vegetation along the track length will be allowed to regrow as close as practicable to the track edge. However, the initial clearing and other works, particularly for the overnight nodes, is expected to create a heightened visual impact, at least at the scale of the immediate area of works. Construction will require the temporary lay down of material in large bags, the use of temporary camps and the use of machinery, all of which may have some temporary visual impact. Having made that distinction, unless otherwise indicated, the assessment of visual impact refers to that expected following regrowth and rehabilitation of vegetation.

Over its length the Three Capes Track is expected to be a generally more visible track than those tracks in current use in the area due to its overall standard of construction. However the use of natural and geologically compatible material for track construction and the use of cross slopes will reduce the visual impact of the track. In addition, the thick vegetation and steep and varied topography will aid in reducing visual impact as is evident for much of the current track network. Where there are expanses of low vegetation such as button grass moorland the presence of the track is likely to be more apparent, however the generally flat nature of these areas will mean that views of the track will be limited from along its length with the exception of key high points which are considered further below. In other areas however, the avoidance of the fall line and the rehabilitation of eroded or poorly constrained track lengths may reduce the visual impact of current tacks in the area.

4.3.2 Visual Impact of the Three Capes Track route within the Tasman National Park

It is reasonable to expect that the track itself will be visible to some extent from points or sections along its length as is the case for most walking tracks. However, view points along the route are limited due to the prevalence of thick vegetation and the topography of the area with viewpoints generally offering more expansive views over the sea rather than along the track route. The visual impact of the track within the national park is considered here in terms of key view points and the extent to which the track will be visible across the landscape.

The following key viewpoints have been identified:

 Highpoint above Tunnel Bay;  Ship Stern Bluff Lookout;  Lookout to Cape Raoul;  End of Cape Raoul;  Remarkable Cave;  Arthurs Peak;  Cape Pillar and the Blade; and  Mt Fortescue.

The highpoint above Tunnel Bay (Plate 4.1) is the first point on the Three Capes Track where more expansive views are offered. From this viewpoint the immediate southern ascent of the track from Tunnel Bay is likely to be visible before it enters the taller vegetation. Where the track traverses the high point to the east of Ship

121

Draft Three Capes Track Development Proposal and Environmental Management Plan

Stern Bluff, the lower vegetation and direction of travel may increase the likelihood of a short length of that section also being visible. Currently the vehicle track that ascends to the south of Tunnel Bay, which is used as the walking track, is visible from the high point. Despite its width and the exposure of white sand on this track it is not a prominent visual feature from this point and is not apparent as it traverses the higher high point east of Ship Stern Bluff. From the highpoint the view extends to the Ship Stern Bluff lookout to which the track ascends in a series of switchbacks. Due to the forest vegetation and the avoidance of the fall line, it is not expected that the track will be visible as it climbs to this point as the current track is also currently not visible.

From the Ship Stern Bluff lookout (Plate 4.2) the track may again be visible as it traverses across the high pint of Ship Stern Bluff, although none of the current track length is readily visible. It is not expected that the track will be visible as it descends into Tunnel Bay from the north due to the thick vegetation and high canopy height.

Plate 4.1 View to the south east from the Tunnel Bay highpoint

The lookout point to the west of Mt Raoul (Plate 4.3) offers a view over the extent of Cape Raoul with the middle distance obscured by the topography. The track is not likely to be visible north of the wetland which appears as a distinctive patch on the edge of the cliffs due to the vegetation. South of this point the low vegetation may increase the likelihood of the track being visible from the lookout although any impact is likely to be minimal, given the distance of the extremity of the cape from the lookout point. Beyond this the very dense vegetation on the cape would be expected to act as an effective screen. From the cape itself, while the track is likely to be visible in the immediate landward perspective, the dense vegetation on the cape, which grades into forest on the slopes of Mt Raoul, will obscure the track route on a wider scale.

122

Draft Three Capes Track Development Proposal and Environmental Management Plan

Plate 4.2 View west from Ship Stern Bluff lookout

Plate 4.3 View south from Cape Raoul track lookout Remarkable Cave is a popular tourist location and while the key feature is the sea cave formation, a lookout also offers views along the coast towards Cape Raoul and is popular with visitors. Very little of the route is visible to the south of the lookout due to a series of protruding headlands, while Cape Raoul itself is a distant

123

Draft Three Capes Track Development Proposal and Environmental Management Plan view. The combination of topography and thick coastal vegetation will ensure that there will be no visual impact.

Arthurs Peak is prominent high point on the southern extremity of the distinctive coastal plateau that forms the eastern side of Port Arthur. The Three Capes Track will ascend to its summit from the north and it will become a key vantage point of the track. The more prominent views from Arthurs Peak are to the west to Mt Brown and Cape Raoul and south to Cape Pillar as the northern slopes of Arthurs Peak are tree and scrub covered which limit and partially obscure views across the plains to the north. To the north of Arthurs Peak the track traverses a mosaic of woodland and wet heathland intersected by a series of gullies and some sections of track in wet heath may be visible from the peak (Plate 4.4). The lack of a clear view to the north, the mosaic of vegetation types and the distance of the track sections likely to the visible from the peak suggest that the track will not have a significant visual impact from this view point.

Plate 4.4 View north from Arthurs Peak

View fields from the extremity of Cape Pillar and from the Blade tend to be directed more extensively seawards with the landward view back along the cape often obscured by vegetation and the varied topography. From Cape Pillar itself the track will not be visible due to the vegetation with the greatest landward view field offered from the Blade. From here the immediate view extends only as far as the rising ground to the north of the Oasis (Plate 4.5) while also taking in Cape Pillar itself. It is likely that the proposed track will be more visible in this area than the current track. Due to the use of switchbacks on the slope above the Oasis and a cross slope route the track is unlikely to be a prominent feature due to the angle of view from the Blade which will allow the vegetation to act as a screen. Closer to the Blade the vegetation is very thick and the track is not likely to be visible.

124

Draft Three Capes Track Development Proposal and Environmental Management Plan

Plate 4.5 View north from the Blade

North of Mt Fortescue there are a number of view points on the cliff edges. The view back towards Mt Fortescue is unlikely to be altered by the track upgrade due to the forested nature of the country. The track may be visible in the views towards Cape Hauy (Plate 4.6), although the section where it may be visible is in the middle distance and as the track will be set back from the cliff edge allowing for screening vegetation, it is not anticipated that it would be readily visible. The summit of Mt Fortescue offers a single prominent view point to the south that takes in the extent of Cape Pillar (Plate 4.7). While the track is within this view field it is not likely to be visible due to the distance from the viewpoint and the vegetation cover throughout the length of the cape.

125

Draft Three Capes Track Development Proposal and Environmental Management Plan

Plate 4.6 View towards Cape Hauy from below Mt Fortescue

Plate 4.7 View south to Cape Pillar from Mt Fortescue

126

Draft Three Capes Track Development Proposal and Environmental Management Plan

4.3.3 Visual Impact of the Three Capes Track route outside the Tasman National Park

There are few points external to the Tasman National Park that offer views encompassing extensive lengths of the Three Capes Track route. Large sections of the southern park are not readily visible from external points due to its position on the extremities of the Tasman Peninsula. The most readily visible section is the shoreline extending south from Denmans Cove to Arthurs Peak. The view of this section from the Port Arthur Historic Site is considered below; however it is also a significant feature of the views obtained from other points including Safety Cove, views which also extend south to Tasman Island from higher vantage points. Figure 4.7 shows the track route as it traverses the coastline opposite Safety Cove. The route traverses through woodland with thick understorey before climbing onto the escarpment and away from the escarpment edge before ascending the vegetated spur of Arthurs Peak. The small footprint of the track, the use of benching and geologically compatible material, the thick vegetation and the distance from Safety Cove strongly suggest that the track will not create any significant visual impact from Safety Cove. Plate 4.8 shows a typical track section as the track ascends onto the escarpment.

Figure 4.7 Ortho-rectified image of the track route viewed from Safety Cove

127

Draft Three Capes Track Development Proposal and Environmental Management Plan

Plate 4.8 Track section ascending the escarpment opposite Safety Cove

Much of the area traversed by the Three Capes Track is more readily viewed from the sea and the dramatic coastline is an important component of both recreational and commercial boating experiences in the area. The majority of the Three Capes Track is within thick vegetation and would not be apparent from the sea. Where it approaches the coast along cliff edges the height of the sea cliffs is likely to make the track difficult to see from the sea. Any safety structures provided on prominent lookout points are likely to be more visible from the sea than the track itself and care will be required in their positioning and design if these are to be installed. The coast between Denmans Cove and Surveyors Cove consists of small cliffs and rocky shore and can be closely approached by boat. The track is likely to visible to some degree from the sea in parts along this section as would be walkers using the track.

4.3.4 Visual Impact of the Overnight Nodes

Visual impact has been a key factor in consideration of the location and design of the overnight nodes. All the materials for the hut construction will be selected to reduce visual impact and to be sensitive to the environmental setting and, allowing for other constraints on site selection, all the final siting of the huts within each general location will maximise any opportunity to use vegetation and topography to reduce any possible visual impact. For the viewshed analysis used in this section a roof height of 6m and a roof area of 206 m2 is used. This analysis was generated using the ESRI® ArcMap™ 10.0 viewshed tool. The analysis is a bare earth analysis; it does not account for any screening effect of vegetation and is therefore strongly precautionary as vegetation in the area is generally either dense, tall or both.

128

Draft Three Capes Track Development Proposal and Environmental Management Plan

4.3.4.1 Tunnel Bay

The location of the hut site at Tunnel Bay is dictated by the presence of an eagles nest to the north east and the constrained topography of the Tunnel Bay valley. The hut site is tucked into the base of the northern slopes of the valley. As a result the view points from which the hut will be visible are limited to the immediate track lengths to the south and from some points on the private land on the heights to the east. The site is not visible either from the high point to the north of Tunnel Bay of the Ship Sterns Bluff lookout. The hut will be visible from the sea, however the viewshed of the hut to sea is restricted by the narrow opening of the bay and the visual impact is further reduced by the siting of the hut back from the shoreline of the bay on the margins of the forested slopes.

4.3.4.2 Maingon Creek

The hut site at Maingon Creek is on a south facing spur in tall eucalypt forest. The site has an extremely limited viewshed due to its general location and a series of forested ridges and bluffs running to the coast to the west and east. It may be visible from some extent from the sea, however it is set well back from the coast and is in tall forest.

4.3.4.3 Surveyors Cove

This location has been moved further to the east beyond the escarpment of the plateau to limit any visual impact of the site. The hut is to be located on the margin of the moorland and the fringing woodland which extends over the slope to the west. The vegetation and the sloping ground to the west (seen in Plate 2.9, Section 2.3.5.3) combine to provide good visual screening for viewsheds to the west and south, including from Port Arthur. The site is separated from the track, which traverses across the lower slopes, and consequently it will not be visible from the track in its approaches. Bare earth viewshed analysis (Figure 4.8) indicates the importance of the vegetation to the west and south of the site in mitigating any visual impact of the site and care will be required in the establishment of the BPZ. There is some likelihood that the site may be visible from Arthurs Peak although it is not within the key view field from the summit. It should be noted that the analysis utilises a precautionary roof height of 6 m and given the site characteristics it is likely that the roof height will be substantially lower.

129

Draft Three Capes Track Development Proposal and Environmental Management Plan

Figure 4.8 Surveyors Cove overnight node bare earth viewshed analysis

4.3.4.4 Lunchtime Creek

This site is in a saddle on the heavily vegetated crest of the dramatic coastal escarpment. The overnight node infrastructure will be set back from the edge of the escarpment to avoid both the strong winds expected in this location and to ensure that the site is not visible from the sea. The existing track will be rerouted from its current position, which is to the west, to access the site. Both the approaches to the hut are through very thick vegetation and the site will not be apparent from the track until arrival. As it sits in a saddle, the site will not be visible from track sections on Cape Pillar. The bare earth viewshed analysis (Figure 4.9) does indicate that it may be visible from the summit of Mt Fortescue, however the site has a significant canopy height and there will be a substantial strip of natural forest on the edge of the coastal escarpment. Nonetheless the establishment of the BPZ to the north east of the hut will require careful planning.

130

Draft Three Capes Track Development Proposal and Environmental Management Plan

Figure 4.9 Lunchtime Creek overnight node bare earth viewshed analysis

4.3.4.5 Retakunna Creek

This location is similar to Surveyors Cove as the hut will be located on the margin of a plain of wet heath and fringing eucalypt forest. As with Surveyors Cove, the fringing woodland offers good visual protection of the site from viewpoints further to the south and from the sea. The track passes through the forest to the south of the hut site towards Cape Pillar and passes through forested terrain from the junction with the current Cape Pillar track through to the slopes and summit of Mt Fortescue. Consequently it is not expected that the hut site will be visible from the Three Capes Track. The site is not visible from the existing Cape Pillar track as it passes over the high point of Calculation Hill. Despite its location on the edge of a plain with low vegetation, the site has a limited viewshed, due to the low profile of the site topography, the more complex topography of the area traversed by the track, particularly to the south, and the heavily forested nature of the surrounding landscape.

4.3.5 Visual Impact on the Port Arthur Historic Site

The track is within the viewshed of the Port Arthur Historic Site (PAHS) where is traverses the eastern coast of Port Arthur between Denmans Cove and Arthurs Peak. The viewshed is shown in Figure 4.10 and is the same as that considered in the Landscape Management Plan for the site (Context Pty Ltd et al. 2002). Figure 4.11 shows the location of the track as seen from the extremity of Point Puer.

131

Draft Three Capes Track Development Proposal and Environmental Management Plan

Figure 4.10 Port Arthur Historic Site viewshed

The key viewpoint is from Port Arthur itself, although viewpoints from Point Puer must also be considered. From Port Arthur the view across to the eastern shore is restricted by Point Puer and the Isle of the Dead (Plate 4.9). The view field takes in the Three Capes Track where it traverses above the coastline south from Denmans Cove with the track route beyond Surveyors Cove considerably less apparent. The distance suggests that walkers will not be readily visible while the small footprint of the track, benched profile and the use of geologically compatible material in combination with the thick vegetation also strongly suggest that the track will not be visible. The track is highly unlikely to alter the landscape values of the site.

From the extremity of Point Puer the track route is considerable closer in view as shown in Plate 4.10. However, for the same reasons stated above, even from this closer point the track and walkers using the track are highly unlikely to be visible. The vegetation shown above in Plate 4.8 is typical of the track route throughout the entire traverse within the viewshed. By comparison, Plate 4.11 shows a view traversed by the upgraded Cape Hauy track, including sections under construction as seen from the beach at Fortescue Bay, a considerably shorter distance than the view point in Plate 4.10.

132

Draft Three Capes Track Development Proposal and Environmental Management Plan

Figure 4.11 Ortho-rectified image of the track route viewed from Point Puer

Plate 4.9 View from Port Arthur Historic Site

Plate 4.10 Coastline opposite Point Puer, the Three Capes Track traverses the upper heights across the extent of the view 133

Draft Three Capes Track Development Proposal and Environmental Management Plan

Plate 4.11 View towards the Cape Hauy track from Fortescue Bay, the track traverses the

extent of the view field from the lower right

4.3.6 Conclusion

The combination of steep and complex topography and dense vegetation throughout much of the Tasman National Park restrict the number of vantage points that offer extensive views over the proposed route of the Three Capes Track. The majority of viewpoints look seaward, with views over the terrain often in the middle to far distance. Where there are exceptions to this, for example from Arthurs Peak, the track is likely to be visible to some extent, although not as extended sections. Any visual impact of the track will mitigated through the use of geologically compatible material, the low profile of the benched construction and the avoidance of the fall line. Even in more open areas, due to the vegetation, the track will only be readily visible where a view line runs parallel along the route or is in the immediate field of view as is currently the case with the existing tracks in the area. The visual impact of the track both from within and beyond the Tasman National Park is expected to be minimal. The provision of safety structures at key look out points does have the potential to have a visual impact, particular from the sea. Any potential impact can be avoided by placing the structures back from the immediate cliff edge, by installing low profile structures and through the use of sympathetic materials such as stone.

The visual impact of the Tunnel Bay, Maingon Creek and Retakunna Creek overnight nodes is limited by the topography of the sites. The retention of a percentage of the tall canopy within the Maingon Creek BPZ will assist in screening the site as will the woodland to the south of Retakunna Creek. It is expected that both Tunnel Bay and Maingon Creek huts may be visible to a limited extent from the sea. The rising, wooded slopes to the west of the Surveyors Creek site will provide effective screening, however the configuration of the hut

134

Draft Three Capes Track Development Proposal and Environmental Management Plan and the BPZ will require detailed planning if this is to be maximised. Similarly at Lunchtime Creek there is potential for the site to be visible from Mt Fortescue and the positioning of the hut from the edge of the escarpment and the use of the BPZ prescriptions to provide an effective screen of vegetation will require careful planning.

The visual impact of the overnight node sites will be further mitigated through the use of the aesthetically appropriate building material and colours. Within the constraints of the design requirements, all materials will be selected for their low visibility. In addition, the micro-siting of the overnight node elements will provide a further opportunity to reduce any potential visual impact.

4.4 Historic and Cultural Heritage

4.4.1 Assessment of Impact

The Three Capes Track does not intersect any places contained on statutory heritage lists. The sites at Denmans Cove and Moonlight Ridge (Appendix D, Section 9.3, page 83) that have been assessed as having historical fabric are considered to be of low significance. The proposal will therefore not have any impact on any known historic heritage in the area.

The proposal may have some impact on the following Aboriginal sites as they occur within the track corridor; TASI 11408, 11410, 11411 and11412, while some impact on site 11413 is unavoidable due to its likely extent within the track corridor. The isolated artefact sites (11408, 11410, 11411 and 11412) have been assessed as having low archaeological significance while the artefact scatter (11413) has been assessed as having medium to high significance (Appendix D, Section 7.1.1, page 71). Importantly it should be noted that the cultural significance of these sites can only be determined by the Aboriginal community. Site 11413 is currently subject to disturbance as it occurs in part within the existing track footprint.

There is potential for unknown historic and cultural heritage artefacts or sites to be disturbed during construction. Modelling of the unsurveyed track lengths indicate a medium to high risk of encountering sites throughout Cape Pillar, north of Tunnel Bay and between Cape Raoul and Remarkable Cave.

4.4.2 Mitigation

Where Aboriginal sites have been identified from within the track corridor the priority option is to route the track to avoid the site where they consist of isolated objects. Where this is the preferred option an exclusion buffer zone of 5 m will be established around the artefacts. However, the rerouting of the track may be constrained by ecological or other considerations. Rerouting the track further from a site also introduces a risk of disturbance to additional artefacts not recorded during the survey due to poor ground visibility. In particular, rerouting the track away from the existing route may require additional sub-surface disturbance which ought to be avoided where possible as this has the potential to impact on undisturbed artefacts. For sites consisting of individual artefacts, should these sites remain in close proximity to the track there remains a risk of disturbance. For the artefact scatter at site 11413, it is highly likely that rerouting the track away from the existing route will result in further disturbance to unknown elements of the site. In these instances the best protection for the sites identified within the current track corridor is achieved through either relocation of individual artefacts or concealment. These actions will require a permit under the Aboriginal Relics Act 1975.

135

Draft Three Capes Track Development Proposal and Environmental Management Plan

The management of these sites will require consultation with the Aboriginal community. A more detailed Cultural Heritage Management Plan will be developed to ensure that the optimal management actions are implemented for site 11413.

Where sites are to be concealed the track will be covered with a geo-textile fabric before any construction is permitted. Disturbance to the sub-surface will be avoided and machinery will not be used within the extent of the site with the track surface being built up on the geo-textile. The sites will be clearly identified and will extend out to 20m from the furthest artefact. The required prescriptions will form part of the project controls to be implemented by contractors.

To mitigate against the impact of construction on unknown sites an Unanticipated Discovery Protocol has been developed. The protocol is provided in Appendix D, page 111. The use of the protocol will ensure that the risk of physically damaging any sites of historic or cultural heritage is low.

4.5 Waste and Hazardous Materials

4.5.1 Fuels and Dangerous Substances

Construction of the track and overnight nodes will require the storage of fuels and oils for the operation of machinery and generators. These substances pose a risk of environmental harm in addition to a risk of explosion and/or fire if stored and handled incorrectly. The storage of fuels and oils other than the small quantities required for refuelling machinery in the field will require the establishment of a specific site for the purpose with the use of a bund with a capacity in excess of that of the fuels storage. All fuel storage areas will require prior approval from PWS. The handling and storage of all fuels and any other dangerous substances will be required to be in accordance with the Dangerous Substances (Safe Handling) Act 2005 and the relevant Australian Standards. All contractors will be required to submit to PWS for approval a Construction and Environmental Management Plan (CEMP) that will detail fuel and dangerous substances requirements and storage and handling measures.

Each overnight node will require a gas storage facility established in accordance with relevant regulations and standards and constructed by accredited personnel. Gas supplies, and hence cooktop facilities, will be closed during the off season. The ranger‘s facilities will include a workshop with bunded area for bulk storage of cleaning products and fuels.

4.5.2 Waste

Construction of the overnight nodes is expected to produce waste material. Waste material has the potential to contaminate soils and watercourses, can have a visual impact and can result in the introduction of unnatural material into the national park is therefore not an acceptable outcome. All waste will be stored in an appropriate storage facility on site as soon as practicable both to avoid waste being left across the site and to facilitate its removal. A high percentage of waste is likely to be wood waste produced during construction of the huts. The production of wood waste, which is bulky and expensive to remove, will be minimised through a hut design that will allow the use of pre-cut lengths and pre-fabricated materials. The handling of waste will be required to be detailed in a CEMP for each overnight node site and performance requirements will require a final site clean up to the satisfaction of PWS.

136

Draft Three Capes Track Development Proposal and Environmental Management Plan

4.6 Land Use

During the construction phase, for safety reasons, sections of upgraded track may be closed during helicopter lifting operations. These closures are likely to be required on a number of days per week over a period of months for a given length of track. In addition, where existing tracks are being upgraded but remain open, the track surface may be difficult underfoot, materials and equipment will be stored on the track route and construction crews may be undertaking works, including the use of machinery. While PWS will make every effort to minimise disruption to existing routes and to provide users with up to date information relating to track closures, some disruption is to be expected to current track usage during construction. While it is likely that there will be multiple track sections constructed concurrently, it is unlikely that all the existing tracks to be upgraded would be closed at the same time, leaving alternative walking options available to users during construction.

Camping on the Three Capes Track will be limited to the hardened campsites described in Section 2.4.4 and these will be established in accordance with the National Parks and Reserved Land Regulations 2009. These sites will not have a booking or fee system, although PWS reserves the right to implement any measures required to manage the sites should there be a high demand. The selection of these sites will allow for walkers to undertake the Cape Pillar/Mt Fortescue walk either as a two or three day walk as it is generally undertaken currently while ensuring that the environmental impacts of camping on Cape Pillar are minimised. For some users of the area this change will be viewed as a negative impact of the Three Capes Track. Regulation of camping in the Cape Pillar area, however, is underpinned by sound environmental management imperatives and while the construction of the hardened campsites is part of the Three Capes Track package, this measure is considered necessary regardless of the approval of the Three Capes Track.

While the Three Capes Track will be walked from west to east, other users of the area will be able to undertake day and overnight walks in any direction. Walkers undertaking these walks will require a current Parks Pass but will not be required to pay any additional fees. During the off season it is intended that, depending on demand, the Three Capes Track and the public huts will be freely available although with limited facilities as the mattresses and gas cooking are unlikely to be available.

The Three Capes Track will bring additional walker numbers to areas currently accessed by the existing track network. This is likely to be seen as a negative impact by some current users. This impact may be offset by the access that the Three Capes Track provides to other areas currently beyond the track network, particularly the spectacular coastline on the western side of the park and the sections to the north and south of Arthurs Peak. In addition the track upgrade will reduce walking times on the current track network and increase the attractiveness of current and new day walk options to a wider range of walkers. The Three Capes Track itself allows users of the area to undertake a multi-day walk that takes in all the features of the area, an experience previously unavailable.

Existing side routes such as Mt Brown and the existing Cape Pillar track may receive increased visitor numbers following completion of the Three Capes Track. Prior to operation baseline walker numbers will determined from key side tracks through the use of counters. Walker numbers following the operation of the Three

137

Draft Three Capes Track Development Proposal and Environmental Management Plan

Capes Track can then be compared to the baseline results to assist in the management of those areas. As indicated in Section 4.1.4.1 areas of significant natural values on side tracks will be subject to ongoing survey.

The Three Capes Track will bring additional visitation into Fortescue Bay. It will be important to ensure that this does not impact on current enjoyment of this area, principally for camping. The current day use car park allows for a reasonable degree of separation of walkers completing the track and campers. However, it is recognised that the site plan will likely require updating following approval to allow for a more strategic and integrated approach to the management of the site that addresses the additional usage of the site associated with the Three Capes Track. Additional visitation might be expected at Remarkable Cave. In particular, increased pressure on parking and toilet facilities will need to be monitored post approval and contingency allowed for increasing the capacity of this site.

4.7 Health and Safety

4.7.1 Fire Management

4.7.1.1 Assessment of Risk

The proposed operational season of the Three Capes Track (nominally November to April) largely overlaps the fire season for the area (September to March). As the park is a fuel stove only area and the users of the Three Capes Track will utilise gas stoves within the huts, the risk of ignition of fires by track users is considered to be low as is ignition through natural causes. The greatest risk, as is evident from the fire history, is from external ignition points. Areas of greatest risk are the White Beach area, Fortescue Road and State Forest. Previous small fires in the White Beach area, Remarkable Cave and in some remote locations could have threatened the Three Capes Track route. The greatest risk to users of the Three Capes Track and to its infrastructure is from large fires such as the 2003 fire which burned a considerable area within the national park. These fires are difficult to control and can spread rapidly and can impact the route in multiple locations. Bushfire likelihood is assessed as being high for the western section of the route and generally low for the eastern section.

Under most scenarios it is not expected that there will be the suppression resources available to provide a rapid response to fires threatening the Three Capes Track. In most instances access will be a significant restraint on response capacity. Under some fire scenarios, it is anticipated that no suppression resources will reach the fire ground before the fire overruns some proportion of the route. Active suppression of the full fire perimeter of larger fires is also highly unlikely. Therefore should a fire be predicted as having the potential to become widespread then there is a high probability that it will impact the route at some time or other and probably in multiple locations. Suppression capacity varies between mostly slow to moderate for the western section of the route and is generally assessed as moderate for the eastern section.

There is both a direct and indirect risk from bushfire to Three Capes Track users including overnight walkers, day walkers, PWS staff as well as emergency services personnel who may be assisting during an emergency response. Risks from bushfire to track users include direct flame contact, excessive radiant heat exposure and smoke inhalation/asphyxiation. As the human body is only able to tolerate very low radiant heat levels, even the lowest intensity fire on the track, is life threatening. The risk analysis provided in Appendix I (Section

138

Draft Three Capes Track Development Proposal and Environmental Management Plan

4.4.1), however, has determined that the likelihood of a fire occurring under adverse fire weather and burning over the Three Capes Track is low. The likelihood of a fire catching walkers prior to them evacuating off-site or to a suitable on site Refuge Areas (as described below) is even lower. However, as the consequence of bushfire overrunning walkers is serious injury or death the risks associated with such low probability events require mitigation in order to reduce that risk as far as possible.

4.7.1.2 Mitigation and Response

It is recognised that the bushfire risk for the Three Capes Track cannot be completely mitigated. The nature of the vegetation and fire history clearly demonstrates that areas of the Three Capes Track route will burn periodically in a bushfire. However, there are a number of measures that can be employed to significantly reduce the risk of bushfire to users of the track.

Fire Prevention

The following measures are aimed at reducing the incidence and spread of fire:

 The following strategies are aimed at reducing the incidence of ignition; o Elimination of all activities within the Three Capes Track portion of the park that may result in accidental fire including maintaining fuel stove only status, education for fuel stove users, providing fire suppression response for fuel stoves and implementing policy on safe disposal of cigarette butts;

o Foster neighbour relations that openly discuss the ignition risks associated with their land use and agreement sought on risk reduction measures; and

o Prioritise ignition risk reduction directed to locations which have a history of fire ignitions (e.g. White Beach, Fortescue Road) and/or represent locations where ignitions may have the greatest potential impact on the Three Capes Track. In addition to a priority being given to land-use activities with higher ignition risks, higher priority should be given to locations with a larger expanse of bushland to the north-west of the track.

 Attacking fires while they are small and accessible is a key to preventing fire impact on the Three Capes Track and its users. Early detection of bushfires is essential under adverse fire weather conditions. Fire detection performance in the Three Capes Track environs may be improved by the following fire detection strategies ; o Develop a good fire reporting network (relationship) with neighbours;

o Provide ground based patrolling to higher ignition risk locations in situations where the Fire Danger Index (FDI) is forecast to exceed 25;

o Have fire spotter planes fly further south of the existing route with a brief to specifically consider higher risk locations near White Beach and Fortescue Bay Road;

o Pursue a shared fire spotting arrangement/funding with the Norske Skog group (local pine plantation managers); and

139

Draft Three Capes Track Development Proposal and Environmental Management Plan

o Liaise with Forestry Tasmania to brief and update their fire spotters on specific risks/concerns associated with the Three Capes Track. Regular contact typically improves the timeliness and relevance of shared fire detection information.

 Given the scarcity of potential fire control and limited access within the Three Capes Track section of Tasman National Park and the bushfire risk to walkers it is desirable to increase the distance off-Park that PWS staff are entitled to respond for the purpose of fire suppression to three kilometres; and  Limited and strategic use of prescribed burning may offer some benefits in the Three Capes Track planning area; these include: o Increasing the range of weather and fire conditions under which a potential fire control line will aid fire suppression or containment, for example, strip burning along a north-south orientated trail or providing a connection between ‗natural fire barriers‘.

Fire Preparedness

Three Capes Track users, including PWS personnel, need to take measures which reduce the risk of encountering a bushfire. If Three Capes Track users are well prepared then the risk will be substantially lowered and their chances of reaching a suitable on site Refuge Areas prior to the arrival of a bushfire greatly increased.

Key infrastructure requirements in terms of fire preparedness are:

 Roads and fire trails provide access to fires and offer potential control lines from where fire fighter suppression can occur. Vehicular access within the Three Capes Track portion of Tasman National Park is only available to Noyes Road (start point), Remarkable Cave, Safety Cove and Fortescue Bay; whilst this limits access for fire fighting it also significantly reduces the potential risk of arson and accidental fires starting within the Park.  Each hut will have 10 000 L of stored water for fire fighting. The stored water at the huts will enable first aid fire protection measures by occupants after the passage of fire e.g. extinguishment of burning material on and around the huts.  The proposed huts provide the primary on site Refuge Areas along the Three Capes Track. The huts are proposed to be built to a standard capable of withstanding bushfire attack and providing refuge to Three Capes Track users and PWS staff. Details on the hut construction and Bushfire Protection Zones are provided in Section 2.3.7 and in Appendix I. A lesser form of refuge, Emergency Only Refuges, is discussed further below.

Training of staff and testing of fire preparedness and response measures is an important element in ensuring optimal fire preparedness for the Three Capes Track. Five specific training measures (additional to what is routinely undertaken by PWS staff) proposed for Three Capes Track staff and relevant PWS Fire Operations staff. These are training in:

 Awareness on the bushfire risk analysis and relevant risk reduction;

 Initial response fire suppression in and around huts;

140

Draft Three Capes Track Development Proposal and Environmental Management Plan

 How to refuge during a bushfire within on site Refuge Areas and Emergency Only Refuges;

 Implementation of the Emergency Response Plan (see below); including training in the specific roles associated with evacuation, for example, guiding evacuees to refuges; and

 Australian Inter-agency Incident Management System (AIIMS) for Three Capes Track Duty Officers and Supervisors.

An evacuation exercise is likely to be held immediately prior to the Three Capes Track operating season to test the effectiveness of the Emergency Response Plan and between two to five years thereafter. A review of the effectiveness of fire management strategies will also form part of the evacuation exercise with recommendations produced for revision of those measures as required.

Management of Bushfire Risk

The provision of appropriate information to walkers both prior to the walk and during the walk is a critical component of bushfire risk management. The following pre-departure information is proposed to be provided to Three Capes Track users:

 General information identifying the risk from bushfire and other emergency situations;

 Advice on the action required to minimise the risk under different scenarios;

 How to obtain additional and up-to-date information while on the Three Capes Track;

 How notification of a bushfire (or other threat) will occur;

 Identification of evacuation options under different scenarios, how these will be coordinated and the expectation and responsibility of Three Capes Track users;

 The location of on site Refuge Areas and Emergency Only Refuges and how to use them; and

 Circumstances under which track closure or use restrictions may occur and how this will be notified.

There are a number of options available for providing this information and it is anticipated that registration for the walk will require acknowledgement by walkers that the content has been read and understood. Pre- emptive risk reduction by users of the track is an important element in managing bushfire risk. The expected individual responsibilities of walkers on the Three Capes Track are detailed in Section 4.4.3 of Appendix I.

The overnight node system on the Three Capes Track allows for walkers to be provided further information, including updated information, in relation to any safety issues while on the track.

Information provided to track users during the walk will include:

 Daily updates (such as by on-track PWS ranger staff and/or phone in number) covering the current and predicted weather situation and FDI, any current emergency situations within the region, and any current, likely or potential track restrictions;

 Information on the next sections of track, including average walk times, location and time to on site Refuge Areas or evacuation assembly areas, and typical communication coverage;

141

Draft Three Capes Track Development Proposal and Environmental Management Plan

 Signage along the track including navigational signs, distance and ‗time-to‘ signs, on site Refuge Areas and Emergency Only Refuges; and

 Instructions mounted within huts and at Emergency Only Refuges on actions required in the event of a bushfire or other emergency.

In order to reduce the risk to track users from bushfire, restrictions on accessing/using the track are will apply under particular circumstances. These restrictions will limit/minimise the number of walkers that may be exposed to a bushfire by preventing additional walkers from starting on the track under FDI 50 or when a fire is reported. The restrictions will also specify actions required by walkers already on the track, for example, restricting walkers to shelter in a hut until conditions ease to an acceptable level.

Depending upon the location and predicted spread of a bushfire, areas of the Three Capes Track will have a higher risk level for bushwalkers (Appendix I, Figure 14). These higher ranked locations reveal where there is a greater risk that walkers may be required to ‗fend for themselves‘ during a bushfire threat as walking out to a hut prior to the arrival of a fire may not be feasible. In such situations, with walkers unable to access a suitable refuge, even a bushfire burning under mild conditions could result in loss of life. Whilst the likelihood of walkers not being able to reach a hut for refuge may be very small, it is a high consequence risk. In an emergency, and with no other option, walkers need to rapidly find shelter from flames and radiant heat and remain sheltered for at least 10-15 minutes. Shelter of this type can be rudimentary and designed to fit into the local landscape. A non-combustible cave-like structure could provide a valuable Emergency Only Refuge. A suitable helicopter landing location should be nearby these refuges and fuel reduction burning may be regularly required in a small area around the refuge.

Analysis of the location of the on site Refuge Areas and the existing Emergency Only Refuges along with the fire data provided in Appendix I revealed four locations where the risk to walkers is potentially higher; these locations are Cape Raoul, Arthurs Peak, Red Dirt Bluff and Cape Hauy. The nature of the walker risk in these locations might justify additional Emergency Only Refuges and this option may be considered.

4.7.2 Emergency Response

4.7.2.1 Fire

The Fire Danger Index (FDI) and/or the occurrence of a nearby fire are the basis for the triggers for various levels of prevention, preparedness, response and for evacuation action by users and PWS staff. The bushfire evacuation design for the Three Capes Track is based upon a fire occurring under an FDI of 50. Both off-site and on-site evacuation strategies are provided and these may occur independently or in combination. More than one refuge/evacuation option is provided for every location and every user of the Three Capes Track. The suitability of each evacuation and refuge option under different Fire Danger Index (FDI) for each of the six sections of the 3CT are provided in Appendix I, Table 6.

Off-site refuge areas, that is evacuation beyond the Three Capes Track environs, offers the safest refuge in a bushfire; however there are numerous fire, weather and user scenarios that could inhibit or prevent a safe, timely and effective off-site evacuation process. Therefore, although off-site evacuation is an important option, it is considered unreliable and unsuitable as the primary evacuation strategy for the Three Capes Track.

142

Draft Three Capes Track Development Proposal and Environmental Management Plan

Therefore off-site evacuation is viewed as a component of a suite of strategies designed to provide the most efficient and reliable way to maximise walker safety in the event of a bushfire.

On-site refuge requires appropriate and strategically located on site Refuge Areas for walkers to shelter during the passage of a bushfire. The risk analysis provided in Appendix I determined that the only existing on site Refuge Areas on the 3CT are located at the track start point and on Stormlea Road; no other naturally- occurring on site Refuge Areas suitable for the full range of 3CT users during a fire under an FDI 50 exist.

The proposed huts are therefore to be constructed to provide additional on site Refuge Areas; they represent the most reliable refuge option along the Three Capes Track under all fire, weather and user scenarios. As the primary on-site evacuation destination, huts are to be constructed to withstand a level of bushfire attack at least equivalent to that of a house under Australian Standard AS3959 Construction of buildings in bushfire-prone areas as detailed in Section 2.3.7 and in Appendix I (appendix 1).

Effective mass evacuation of the Three Capes Track may require considerable time. A prioritisation system for evacuation of walkers in the event of bushfire near the track is vital in reducing the consequence of the risk and a simple triage-like prioritisation of evacuation is proposed (Table 4.3). Evacuation prioritisation increases in importance as the time and resources available to complete the evacuation becomes less viable.

Table 4.3 Three Capes Track evacuation prioritisation

Priority Description Action

Walkers at most risk of harm from the Priority notification of imminent risk with a 1 existing, predicted or potential path of a recommended response. Priority for bushfire. evacuation assistance e.g. airlifted off-site.

Walkers exposed to a lesser risk due to Second group notified of risk and 2 their location, or the direction of fire recommended response. Second priority spread or other circumstance. evacuation assistance.

Walkers able to reach an on site Refuge Third group notified of risk and 3 Area with minimal assistance well prior to recommended response. Evacuation the arrival of fire. assistance unlikely.

Further detail is provided in Appendix I with Figure 14, Section 3.3 showing the Three Capes Track broken down into areas of evacuation priority with the underpinning methodology also discussed.

An Emergency Response Plan for the Three Capes Track has been developed to provide specific actions for PWS staff under different bushfire scenarios. The plan is provided in Section 5 of Appendix I.

4.7.2.2 Other Emergencies

While bushfire is the primary risk to users of the Three Capes Track, other events also require a planned response. Severe weather events can include flooding, dangerous winds and electrical storms. The Emergency Response Plan includes a response to severe weather forecasts and events (Appendix I, Section 5.7). Key aspects of preparedness and response to severe weather for the Three Capes Track are:

143

Draft Three Capes Track Development Proposal and Environmental Management Plan

 Monitoring of weather forecasts and severe weather warnings during the open season of the Three Capes Track;  Ensure any relevant warnings are communicated to Three Capes Track users;  For wind strengths between 75 and 100 km/h walkers will be cautioned and advised to stay away from cliff edges, for wind strengths above 100 km/h (classed by the Bureau of Meteorology as ‗damaging winds‘) the track is to be closed, and walkers already on the track will remain in the huts;  For flood events, track restrictions to be applied as required;

A key component of the response is the provision of adequate communication to and between overnight nodes and the role of hut wardens in providing advice and in implementing the response plan, including the implementation of track closures.

4.7.3 Hazard Analysis and Risk Assessment

The PWS has a duty of care to visitors on land for which it is the managing authority. This duty of care is made more complex by the fact that visitors undertaking recreational opportunities within reserved land often seek some level of challenge as part of that experience. Part of the role of PWS is to facilitate recreational opportunities and therefore it is important that PWS does not unnecessarily take away visitors sense of freedom or ability to seek adventure. Another element of complexity is that a key obligation of PWS is to protect natural and cultural values. In some cases these assets pose a risk to visitors and therefore their protection results in the retention of risk that otherwise could have been removed.

It is accepted that PWS ability to manage all risks within reserved land is limited. With this in mind, PWS undertakes a systematic approach to determining risk and in prioritising actions aimed at mitigating those risks. Walkers undertaking the Three Capes Track will need to accept the inherent risks associated with any bushwalk with a similar level of infrastructure and management.

A particular risk associated with the Three Capes Track is the presence of high sea cliffs. Due to the extent of these features it is not considered practical or desirable for numerous safety structures to be put in place wherever these high cliffs occur. There are significant sections of track where walkers may approach the edges of cliffs but in order to so they will need to leave the formed track and approach through the vegetation. There are, however, key points on the track where walkers are lead by the route directly to high sea cliffs in order to enjoy the experience these places offer. It is likely that some of these places may require some form of safety structure. Given the capacity to micro-site the track route within the surveyed corridor, the final risk assessment will conducted on an individual site basis as the track is constructed.

The use of safety structures will be avoided wherever possible and will be used only where the risks at a particular location are deemed to be unacceptable in the absence of a structure. Where it is determined that a safety structure is required, a low profile structure, such as a low stone wall, will be preferred over more prominent structures in order to retain a natural feel as much as possible. Where a more engineered structure is required, materials will be chosen to minimise any potential aesthetic impact, the structure will be set back from the cliff edge as far as practicable and bolting into natural rock will be minimised.

144

Draft Three Capes Track Development Proposal and Environmental Management Plan

Consideration will be given to providing a standing advisory for strong winds on Cape Pillar and for areas subject to swell waves.

4.8 Road and Air Traffic

4.8.1 Road Traffic

The construction of the Three Capes Track will require additional road use, however its distribution will be variable both spatially and temporally as the project progresses and it is not anticipated to result in significant traffic increases measured against existing road usage across the region. Operation of the track will result in some increased traffic usage on a regular basis on a number of roads.

Based on a planned capacity of 10 000 walkers, approximately 8600 free and independent walkers will access the White Beach start point on Noyes Road over the operating season, November to April. It is expected that a commercial bus service would provide transport to the start point at White Beach and this would be encouraged by PWS. It is not possible to accurately predict the percentage of walkers that would use this service, however it is reasonable to surmise that it would be well patronised given the length of the walk and the spatial separation between the start and end points. It is also difficult to accurately determine the number of vehicle journeys required by the remainder of walkers. Some idea of the likely level of traffic increase can be based on the following presumptions; a 50 per cent usage of a commercial bus service and a vehicle occupancy rate for the remainder of walkers of two per vehicle. On this basis the operation of the Three Capes Track would result in 13 additional return vehicle trips per day over the extent of the season on White Beach Road and Noyes Road. The additional traffic is not likely to have any impact on White Beach Road, which has a current high season traffic volume estimated at 3000 vehicles per day. The projected traffic flow associated with the Three Capes Track does represent a significant increase to traffic flow on Noyes Road (estimated at 50 vehicles per day) and it is recognised that consideration may need to be given to upgrading the unsealed section of Noyes Road.

The Tasman Council has advised PWS that, should the proposal be approved, they would seek funding for an upgrade of Noyes Road and minor improvements at two locations on Stormlea Road. The upgrade of Noyes Road would require widening of the road from its current width of 3.5 to 4.5 metres to a width of between 5 and 7 metres and improving sight lines over a distance of approximately 1.7 km. PWS is currently considering its position in relation to funding these upgrades, however it recognises that these works, if they proceed, may be considered to be an indirect impact of the proposal. Therefore, as a precautionary measure, ecological surveys were undertaken in November 2011. The results of these surveys are provided as an addendum to Appendix B.

Walkers undertaking the commercial walk start at the Cape Raoul track start point on Stormlea Road. These walkers will be transported to the start point by a minibus possibly with a trailer. Therefore one additional return vehicle trip on Stormlea Road per day over the operating season will be required. As the current traffic volume has been estimated at 200 vehicles per day this increase is not considered to be significant. The Tasman Council has advised PWS that, should the proposal be approved, they would seek funding for improvements at two locations on Stormlea Road and PWS is currently considering its position in relation to funding these upgrades,

145

Draft Three Capes Track Development Proposal and Environmental Management Plan

As all walkers finish at Fortescue Bay an additional 14 return vehicle movements will occur on the Fortescue Road. Additional traffic volumes will occur as a result of operational requirements and additional day visitation. Operational traffic is likely to be in the order of one to two vehicle movements on the start and finish access roads per day. Additional day walk traffic is most likely to be concentrated on Fortescue Road and Stormlea Road with some additional traffic possible on Safety Cove Road should walks on the Three Capes Track from Remarkable Cave be undertaken. Some additional traffic through White Beach resulting from day use might be expected, however this section of the walk does not lend itself particularly well to day use.

4.8.2 Air Traffic

Due to the remoteness of the area the delivery of materials and equipment for construction will require the use of helicopters. The use of helicopters has the potential to produce noise impacts for residences and visitors in the area.

Temporary depots will be established for the stockpiling and airlifting of material. While potential sites have been identified, the negotiation of the use of the sites will not be undertaken until after approval for the project has been obtained. A spread of depots will be utilised over the life of project. This will enable the most efficient delivery of material by minimising flight times. The minimisation of flight times will also reduce the impact of helicopter noise. While a depot is actively being utilised for construction it is expected that there will be up to three days per week during which helicopter operations will be undertaken. As the track is likely to be constructed in a number of concurrent locations and the overnight nodes will also require helicopter operations, more than one depot may be active at any one time. Operations will be limited between the hours of 8:00 and 18:00 Monday to Saturday, although week end operations will be avoided as much as practicable.

The eastern section of the Three Capes Track can be constructed largely through the utilisation of depots in State Forest abutting the national park and therefore there will be no flights in the vicinity of residences, accommodation or camp grounds. For the western section there are a number of possible sites on private land close to the national park boundary that will enable helicopter operations to avoid flight paths in proximity to residences. The majority of the helicopter operations required for construction can therefore avoid direct impacts on private residences, accommodation and other public facilities. It can be expected however, that even for operations distant from these locations, some noise may be apparent depending on conditions. Helicopters will generally remain on site during air lift operations but will most likely arrive and depart from Hobart between lifts and therefore some fly over of the region will occur. These flights will be in the order of 4 to 6 return trips per week on average.

Following construction helicopters will be employed for the servicing of the huts and other operational requirements. This includes the resupply of gas and the removal of waste from the overnight nodes. It is estimated that up to four return flights may be required per annum.

4.9 Socio-Economic

An assessment of the expected spending by walkers and the consequent impacts on the state and regional economies due to the Three Capes Track has been undertaken by Syneca Consulting Pty Ltd on behalf of the PWS (Appendix K). The figures quoted in this section from that report are in dollar terms provided in the

146

Draft Three Capes Track Development Proposal and Environmental Management Plan

2008 study. A social assessment has been undertaken for the proposal and is provided as Appendix J. This section draws extensively on this work.

4.9.1 Direct Economic Impact

4.9.1.1 Construction

The Tasmanian Government has committed $12.8 million to the Three Capes Track project and the Commonwealth Government has committed $12.5million. The estimated total capital cost of the project is $33 million, which includes up to $8 million of private investment. It is expected that construction of the track will require $11 million while construction of the overnight nodes is expected to require $10 million with an additional 1.5 million for the remaining infrastructure. Private sector investment for the establishment of the commercial operation, including the construction of the private huts is anticipated to be approximately $8 million.

Construction of the required elements of the proposal will provide significant employment opportunities and generate increased levels of economic activity, observed in the first instance as direct payments or expenditures and subsequent flow through to the supply chain, as well as increased levels of consumption due to higher employment. While the allocation of State funds represents an expenditure of existing funds and therefore not a net aggregate increase in expenditure, the use of those funds for the Three Capes Track creates new opportunities for particular sectors that may not otherwise have been available. The commitment of Commonwealth funds does represent an additional input into the Tasmanian economy.

The most important distributive consequences will be for the economy of the Tasman Peninsula. Issues of probity prevent the expenditure of government funds through the contractual process to be limited to individuals or entities from a particular area. However, it is clear that the Tasman Peninsula economy will be the primary beneficiary of the construction expenditure through the competitive advantage offered by its proximity both in terms of the direct provision of material, services and labour and in capturing secondary expenditure such as accommodation, fuel and other goods and services.

Construction of bushwalking tracks is a specialist skill and it is unlikely that the Tasman Peninsula has sufficient capacity to meet the expected demand for experienced track workers. However, construction of the track may offer opportunities for workers with relevant skills derived from other areas such as forestry or construction. The provision and transport of materials and construction of the huts will offer opportunities for those with experience in transport, extractive industries and construction, areas of traditional employment in the region. Construction is likely to offer significant opportunities for unskilled or semi-skilled workers and to also contribute to increasing skill levels in the regional workforce. The employment and structure of the local economy suggests that the construction phase is unlikely to create supply problems and that there is sufficient capacity to meet the expected labour and goods and services demands associated with construction.

4.9.1.2 Operation

The proposed charge for use of the track by independent walkers is $200 per person with a planned capacity of approximately 8600 free and independent walkers per season. It is intended that this revenue would be retained to cover the operational requirements of the Three Capes Track and therefore result in the majority

147

Draft Three Capes Track Development Proposal and Environmental Management Plan of the fees collected from the users of the track being spent within the Tasman Peninsula on staffing, operational and maintenance costs associated with the Three Capes Track.

It is estimated that the total outlay of all walkers on the Three Capes Track on walk related items will be in excess of $ 8.7 million annually, including track fees and the cost of the guided walk. The proportion spent in the region is estimated at over $1 million dollars, which excludes the track fee and guided walk cost. In addition it is estimated that a further $10.9 million per annum will be spent state wide on non-walk related goods and services (Appendix K, page 28). The estimated overall total expenditure within Tasmania that can be attributed to the Three Capes Track for 10,000 walkers is $19.7 million per annum. Regionally that figure is estimated at over $3 million (Appendix K, page 29).

The operation of the walk will require five permanent staff; an operations manager, business enterprise manager, visitor information officer track bookings and two rangers/field officers. In addition, the following seasonal staff will be required; ten track rangers (two shifts for each of the five overnight nodes) track workers based on need and two visitor reception officers. The ten track rangers and two visitor reception officers are assumed to work for six months each year, so these represent six equivalent full-time employees. Adding the five full-time positions gives a total staff of 11 full-time equivalent employees, excluding the casual positions for track workers. The two permanent rangers/field officers and all the seasonal staff are expected to live within the Tasman Peninsula. This represents approximately seven full-time equivalent employees plus the casual staff for track work.

The economic analysis of the Three Capes Track estimates that the guided walk will require 18 full time equivalent staff, although it should be noted that this is based on a five night walk. This figure includes guides and support staff.

The total impact on the regional economy of the Tasman Peninsula that can be attributed to the Three Capes Track, based on 10,000 walkers, is a $2,459,573 contribution to regional gross product and an additional 70.4 jobs. Slightly more than half of the gains in both regional gross product and employment will occur as result of the spending by PWS on operation of the track. The remaining impacts arise from spending on non-walk related activities (Appendix K, page 29).

There are likely to be further indirect benefits to the economy, in particular the regional economy, through the operation of the Three Capes Track. The increased marketing and promotion of the Three Capes Track, as well as the improved track surface and possible new day walk options are both likely to induce visitors to extend their stay, or attract visitors who might not otherwise have visited the Tasman Peninsula. The Three Capes Track will increase exposure for the region through media and marketing channels. In the same way as the high national profile of the Port Arthur Historic Site creates an awareness of the history of the area, the profile of the Three Capes Track will bring greater attention to the area‘s natural attributes at both a national and international level.

Market research undertaken for the feasibility study (PWS 2007) indicates that a significant percentage of walkers undertaking the Three Capes Track are likely to seek additional experiences in the area. While some of these experiences are currently on offer, the degree to which this demand may be met will depend on the ability of the region to capitalise on this potential.

148

Draft Three Capes Track Development Proposal and Environmental Management Plan

Analysis undertaken on behalf of the Tourism Industry Council of Tasmania (KPMG 2010) estimated the economic significance (gross output) of additional visitors seeking to experience some part of the Three Capes Track to be between $12.9 million and $26.9 million per annum. The report concluded that the Three Capes Track would make a significant and material difference to the Tasman Peninsula economy.

4.9.2 Social Impact

This section focuses on potential social impacts that may result from the operation of the Three Capes Track. The Three Capes Track is not a project that will require the influx of a large construction workforce into the region and the construction activity will occur largely within the Tasman National Park and therefore will not result in disruption to the normal activities of the regional community. The impact of construction on the use of the Tasman National Park is discussed in Section 4.5.

4.9.2.1 Potential Social Impact at the Regional Level

The social impact of the Three Capes Track at a regional level will depend to a large extent on the degree to which the identified economic benefits are realised. Should the construction and operation of the track result in an identifiable increase in expenditure and employment in the region, an increase in visitor rates and exposure of the area as a tourism destination, it is likely that the proposal will have a positive impact given the general community view of tourism in the region. Given the higher than average unemployment rate in the region, the direct and indirect employment opportunities resulting from the Three Capes Track will provide important social benefits on an ongoing basis,

For some community members, increased visitation and associated traffic volume may be seen as a negative impact, although this may be offset to some extent by improved amenities and facilities. It should be noted that direct visitation as a result of the Three Capes Track is capped and that this level will most likely be reached over time.

Construction and operation is unlikely to have a significant impact on the social demographic of the region, as a large importation of workers is not required and the there will not be a significant demand on community facilities or infrastructure. There is likely to be sufficient capacity within the region to meet the required supply of labour and goods for the project without resulting in any negative social impact.

4.9.2.2 Potential Social Impact for Users of the Tasman National Park

The Three Capes Track does represent a significant change to the level of infrastructure and management in the southern portion of the Tasman National Park. Responses to the proposal in various forums clearly show that some users of the park have a preference for a more ‗low key‘ experience with current track standards and routes largely considered sufficient. In addition, the increased visitation is likely to be seen as a negative impact by some users of the national park. How indicative these views are of all users of the park is difficult to determine, however for those that value the park in this way the Three Capes Track is likely to be seen as having a negative impact. Similarly the provision of dedicated camp sites is also likely to be viewed as a negative impact on the social value of the park by many of those that use the existing track network and who dislike the imposition of any perceived regulation. The social impact of changes to camping will depend in part to the degree to which PWS is able to communicate the rationale for those changes and the degree to which that

149

Draft Three Capes Track Development Proposal and Environmental Management Plan rationale is accepted, as has been demonstrated with other changes to reserve management, for example the establishment of fuel stove only areas.

While some of the changes to the current use and experience of the park are likely to be viewed as a negative social impact by some users, the Three Capes Track will result in changes that may equally be viewed in a positive way by other users. The Three Capes Track will establish a multi-day walk that will take in much of the features of the area and the availability of this opportunity may be seen as a positive outcome by some who place a social value on the area and an extended walk has some support in the bushwalking community (Appendix J, Section 2.3, page 12). The Three Capes Track will also provide new day walk opportunities and will both decrease walking times on the current track network and will increase the range of walkers that are capable of undertaking those walks. The increased access to the features of the area may contribute towards the social values associated with the park.

4.9.3 Conclusion

In considering the socio-economic impact of the Three Capes Track it is important to consider that the life span of the track and its operation is expected to be inter-generational and that the benefits and impacts need to be considered in this context in addition to the more immediate consequences.

The direct and indirect economic benefits of the construction and operation of the Three Capes Track have been clearly identified in the economic analysis undertaken as part of the feasibility planning. Some issues relating to capacity in the Tasman region have been identified, for example in the level of visitor services and accommodation that may limit the ability of the region to capitalise on these benefits. However it should be noted that the planned capacity of the walk, and therefore its full economic benefit, will not occur in the first few years of operation, thereby allowing time for the economy of the region to adjust to the opportunity it represents. The economic impact at the state and regional level will begin to be realised immediately through the employment demands and expenditure relating to construction and ongoing planning, while the operation of the walk will provide for long term sustainable employment and expenditure, particularly in the Tasman region.

Similarly the social impact of the proposal should also be judged over the long term. It is apparent that the proposal does not enjoy complete support within the community at a State or regional level, Some of the concerns held within the community relate to the intrinsic elements of the proposal and it may well be that those concerns may remain regardless of the outcome of its construction and operation. Another source of concern relates to changes in usage of the Tasman National Park. Again while those views may continue to prevail, they may be tempered by appreciation of the opportunities offered by the proposal, with the changes likely to gain increasing acceptance over time. Given the views held within the Tasman region regarding the importance of the tourism industry to the well being of the region and the need to increase visitor numbers, the construction and operation of the Three Capes Track is likely to be seen as providing a positive social benefit providing that it is seen as being sensitive to the environment within which it operates.

150

Draft Three Capes Track Development Proposal and Environmental Management Plan

4.10 Greenhouse Gas Emissions

Construction of the track and overnight nodes will result in the production of greenhouse gases through the use of machinery and through the delivery of materials. The greatest proportion of greenhouse gases emitted during construction will be from the use of helicopters to deliver materials for the track and overnight nodes. In accordance with the aims and objectives of the Tasmanian Framework for Action on Climate Change full consideration of any measures to reduce emissions will be undertaken throughout the life of the proposal.

Emissions from the use of helicopters can be minimised through the following measures;

 The use of a spread of temporary material depots to enable the shortest possible flight times to be achieved for any given section of track;  Ensure that the minimum quantity of material is used to achieve the track standard where ever possible;  The use of pre-fabricated components for the huts to reduce loads and back loads of waste; and  Optimisation of delivery schedules, in particular the reduction of arrival and departure flights from outside the region.

Post construction there will continue to be some limited use of helicopters for servicing the overnight nodes. The minimisation of greenhouse gas emissions from this source will be an outcome of the need to minimise operational flights in order to avoid unnecessary management costs for the track.

Another key area where greenhouse gas emissions can be reduced in the operation of the Three Capes Track is in the design and construction of the overnight node huts. The huts will be insulated and constructed according to passive solar design principles wherever possible. Therefore they will not be heated. The provision of gas is for cooking only. Lighting in the communal area will be provided through the use of solar power. All water needs will be captured on site. The design will aim to minimise maintenance and replacement requirements and the huts will have a design lifespan of 75 years. Overall, operation of the track will have a very low emissions profile, particularly in terms of the projected socio-economic benefits.

4.11 Climate Change

There are a number of implications of climate change projections for the operation of the Three Capes Track. The three key long term planning issues are sea level rise, changes in the frequency of extreme events and changes to rainfall patterns. Sea level rise poses a risk to the coastal infrastructure of the Three Capes Track while changes to rainfall patterns may impact the ability of the water capture from the overnight nodes to meet demand and the risk of high intensity events to infrastructure. Changes to the frequency of extreme events have implications for risks to infrastructure and the safety and amenity of walkers and staff on the track.

A recent analysis of coastal vulnerability undertaken in the Clarence municipality (Water Research Laboratory 2009) adopted a ‗mid‘ sea level rise scenario of 0.2 m (2050) to 0.5 (2100) and a ‗high‘ scenario of 0.3 m (2050) and 0.9 m (2100) based on reports published by the Intergovernmental Panel on Climate Change. The upper range scenario has been adopted to guide the long term planning of the Three Capes Track.

151

Draft Three Capes Track Development Proposal and Environmental Management Plan

Projected sea level rise will result in 1 in 100 year storm surge events becoming 1 in 50 up to 1 in 10 year events by 2030. Soft shores such as Safety Cove may be vulnerable to recession and this coastline has been identified as vulnerable to sea level rise. The jetties or landing facilities constructed for the Three Capes Track will require an engineered capacity to both withstand and adapt to increased storm surge and sea level rise over their design life. The positioning of the jetties on the rocky shore will avoid the erosion that may occur on soft shorelines. The response of cobbled shorelines such as that found at Tunnel Bay is not fully understood although they may provide some armouring (Sharples 2006). However the overnight node is sufficiently set back, at nearly 200 m from the shoreline, and elevated to allow for recession of the shoreline as it has been sited away from the floodplain of Tunnel Bay Creek.

The Climate Futures for Tasmania project (Grose et al. 2010) provides projections for key climate variables within Tasmania to 2100. Rainfall is predicted to increase down the east coast in summer and autumn with a slight reduction in winter and spring. Autumn is expected to experience the greatest magnitude of rainfall variation against baseline trends. Overall most models predict an increase in annual rainfall for the Tasman Peninsula. The current modelled changes to rainfall are not likely to have any insignificant implications for the operation of the Three Capes Track over the long term.

Projections for the occurrence of extreme events in Tasmania for climate change projections under the Climate Futures for Tasmania project (White et al. 2010) predict an increase in temperatures above 25 ˚C, particularly in spring and autumn, and an increase in peak intensity rainfall events. For the Tasman Peninsula, projected temperature increases are moderate in comparison with the rest of the state, while the increase in intense rainfall events are most prominent for late summer, autumn and spring. For the Three Capes Track, infrastructure such as bridges will require a design that allows for higher peak flows over the design life. Bridges are already intended to be set back from current stream edges to prevent sediment inputs. Modest increases in wind hazard are predicted across Tasmania. However, the highest increases are predicted for July to October with lower speeds predicted for November to May. Wind hazard is currently dealt with in the Emergency Management Plan. The key implication is increased track closures; however wind speed predictions would not suggest that any potential increase in closures is likely to have a significant impact on the viability of the operation of the track.

Provided that key infrastructure is designed to accommodate relevant projected changes in climate variables over its life span, the Three Capes Track will not be adversely impacted by those changes. The majority of the track is well above sea level and there is sufficient capacity to adapt the operation of the track over time to projected climate change. While an increase in extreme weather events may have some impact on the track operation, the exact magnitude of that impact is difficult to predict but is not likely to endanger the viability of the operation.

152

Draft Three Capes Track Development Proposal and Environmental Management Plan

5 MONITORING AND REVIEW

5.1 Biodiversity

A number of ongoing monitoring programs will be undertaken to allow for an adaptive approach to the management of the potential impact of the proposal on biodiversity. These are summarised below in Table 5.1.

Table 5.1 Three Capes Track biodiversity monitoring

Monitoring Extent and Frequency Comment

Spring Survey Length of track and overnight nodes, To be undertaken post construction, prior to this completed track annual for first two years, then every five sections will be surveyed. This survey will also include key areas on Threatened Flora years. side tracks as advised by DPIPWE specialists.

Spring Survey Weeds As above These surveys will be conducted in conjunction with the flora survey‘s above or more frequently if required.

Spring Survey Weeds Entry Points: White Beach, Stormlea The frequency of this survey may be reduced in consultation with Road, Remarkable Cave, Safety Cove, the relevant DPIPWE specialists depending on the results. Denmans Cove and Fortescue Bay, to be undertaken annually.

Phytophthora Length of track, every five years or more Monitoring for the signs of Phytophthora will be routine in addition frequently as required. to this dedicated survey.

Eagle Nest Known eagle nests, previously known nest Fixed wing aerial survey to be undertaken in November. Additional locations, potential habitat, to be ground survey as required. Will include suitable control nests. undertaken annually.

Nests and Den Construction, ongoing Training to be provided to assist contractors in the recognition of Discovery nests and dens of key species. Response to a discovery is to be detailed in CEMP‘s; construction will cease pending assessment by DPIPWE specialists.

5.2 Cultural Heritage

An Unanticipated Discovery Plan has been developed (Appendix D) to enable a proper and timely response to the discovery of artefacts during construction. All contractors and staff will be provided with appropriate training in the recognition of cultural artefacts and therefore monitoring during construction is considered to be ongoing.

5.3 Infrastructure

There are a number of measures that will be implemented to ensure compliance with construction and mitigation measures during construction. If the opportunity arises the PWS within determined timelines may seek to complete the on-ground survey for those high risk areas identified from the predictive Aboriginal

153

Draft Three Capes Track Development Proposal and Environmental Management Plan heritage modeling undertaken. All contractors, as a condition of the contract, will be required to produce a Construction and Environmental Management Plan (CEMP). As a minimum the CEMP must:

 Identify and assess the risk from, provide protection from, and provide a remedy for, any adverse environmental impact which may result from the construction and performance of any component of the works;  Define the environmental responsibilities of the Contractor and of each position within the Contractor‘s management team;  Include schedules of available resources, including personnel to deal with environmental incidents; and  Define the environmental safeguards and systems to be implemented for the works for reporting, monitoring, corrective action, auditing and the adoption of environmentally sensitive work practices. This must include, but not necessarily be limited to procedures for: o Environmental awareness and induction; o Management measures to reduce noise levels; o Dust control measures including monitoring, mitigation and remedial actions; o Storage and handling of dangerous goods; o Storage, maintenance and refuelling of construction plant and equipment; o Waste management and minimisation; o Detection, treatment and disposal of contaminated materials and water; o Water quality control measures and facilities; o Erosion and sediment control plans; o Hygiene prescriptions to prevent both introduction and spread of Phytophthora cinnamomi and weeds; o Protection of aboriginal and historical cultural values; o Protection of ecological values (e.g. threatened flora and fauna), and o Incident response strategies for upset or emergency conditions.

The CEMP will reflect the project controls which in turn are derived from the measures detailed in this DPEMP. The PWS building and track supervisor will oversee compliance. Regular progress reporting and incident reporting will be required from contractors. All contracts will have a provision that allows for the retention of the proportion of the awarded contract for 12 months following completion to be provided following satisfactory inspection of the works.

5.4 Operation

While ongoing review of operational effectiveness will be a feature of the management of the Three Capes Track, a key area of review from the start up of the operation is the Emergency Response Plan and Fire Management Strategy. The effectiveness of the Emergency Response Plan will require review following individual incidents where it was implemented. The training requirements of all staff will require review prior to the fire season or operational season. The effectiveness of the provision of information to track users will be reviewed following the fire or operational season. Finally, the Emergency Response Plan and Fire Management Strategy will undergo a review on a ten yearly basis or following significant change to ensure currency of information.

154

Draft Three Capes Track Development Proposal and Environmental Management Plan

To ensure that the vision of the Three Capes Track is realised, opportunities for obtaining walker feedback will be utilised wherever possible. In particular, the use of online survey methods to canvas walker‘s views of their experience is expected to be effective given the use of an online booking system.

The provision of hut wardens and track rangers will provide an important presence on the track and at the overnight nodes. An important aspect of these roles will be to interact with walkers and gauge the effectiveness of the infrastructure provided and the overall quality of the experience. In addition track rangers will be able to monitor impacts of walkers and the performance of the track.

Walker numbers on key existing tracks will be monitored prior to and following the operation of the Three Capes Track to determine any impact of increased walker numbers accessing existing tracks from the Three Capes Track.

155

Draft Three Capes Track Development Proposal and Environmental Management Plan

6. COMMITMENTS

The key commitments provided in the DPEMP are summarised below. The RAA approval process commits the

PWS to implementing the proposal as detailed in the DPEMP.

Table 6.1 Commitments Summary

No. Commitment Project Phase Section

Flora

1 Track construction constrained within a 4 m corridor. Construction 4.1.4.1

2 Minimisation of vegetation clearance, avoidance of larger trees and large roots. Construction 4.1.4.1

3 Retention of large or significant trees within the BPZ‘s subject to the requirements Construction 4.1.4.1 of each BPZ as recommended in the Fire Management Strategy.

4 Management prescriptions to be applied within track sections that traverse the Construction 4.1.4.1 areas of the NAL vegetation community.

5 Establishment of a ‗no go‘ buffer zone around the known Euphrasia semipicta, Construction 4.1.4.1 Prasophyllum apoxychilum and Prasaphyllum castaneum populations in the Ellarwey Valley.

6 Establishment of a management buffer zone around the known Euphrasia semipicta, Construction 4.1.4.1 Euphrasia sp. Bivouac Bay, Prasophyllum apoxychilum and Prasaphyllum castaneum populations and the previously known populations of Euphrasia semipicta, Euphrasia amphisysepala and Euphrasia sp. Bivouac Bay.

7 Post construction spring flora surveys, annual for first two years then 5 yearly or Post construction 4.1.4.1 less as required. and operation

Weeds

8 Externally sourced material (rock or gravel) will be obtained from a source certified Construction 4.1.4.1 as ‗low risk‘ for weed and disease free. Operation

9 All equipment will cleaned before entering the national park and before being Construction 4.1.4.1 moved between separate work sections utilising procedures developed in Operation accordance with the Tasmanian Washdown Guidelines for Weed and Disease Control: Machinery, Vehicles & Equipment - Edition 1.

10 The population of Californian Thistle (Cirsium arvensis) and Scotch thistle (Cirsium Pre-construction 4.1.4.1 vulgare) at Tunnel Bay to be controlled and attempted to be eradicated. and ongoing

156

Draft Three Capes Track Development Proposal and Environmental Management Plan

Weeds

11 Eradication of the populations of Declared Weeds and radiata pine identified in Pre-construction 4.1.4.1 Appendix B. and ongoing

12 Post construction spring weed surveys, annual for first two years then 5 yearly or Post construction 4.1.4.1 less as required. and operation

13 Annual survey of entry points. Post construction 4.1.4.1 and operation

Phytophthora cinnamomi

14 Implement the Phytophthora Management Plan measures for the Three Capes Construction 4.1.4.1 Track Operation

15 Establish washdown stations at White Beach start, Stormlea Road start, Tunnel Bay, Construction 4.1.4.1 Remarkable Cave, Safety Cove, Denmans Cove, Tornado ridge, Lunchtime Creek Operation and Fortescue Bay.

16 Phytophthora survey of the track will be carried out on a minimum five yearly basis Operation 4.1.4.1 by suitably qualified personnel.

Fauna

17 Implement a protocol for contractors and staff, including mandatory training in Construction 4.1.4.2 identification, fin response to the discovery of a den or nest likely to be that of a species of conservation significance.

18 Incorporate the relevant recommendations from Minimising the swift parrot collision Construction 4.1.4.2 threat (WWF-Australia 2008) into the overnight node hut design criteria.

19 Potential habitat for Mt Mangana stag beetle is to be mapped to allow for the Pre-construction 4.1.4.2 inclusion of the mitigation measures in track construction CEMP‘s.

20 Implement the FPA protocols for the mitigation of construction disturbance on Construction and 4.1.4.2 breeding eagles. also operation as required.

21 Implement 1 km helicopter exclusion zone for known eagle nests. Construction 4.1.4.2 Operation

22 Annual eagle nest productivity survey. Construction 4.1.4.2 Operation

23 Implement the Acoustic Disturbance Mitigation Guidelines Construction 4.1.4.2

157

Draft Three Capes Track Development Proposal and Environmental Management Plan

Fauna

24 The track construction methods will implement the relevant prescriptions from Construction 4.1.4.2 ‗Keeping it Clean: A Tasmanian field hygiene manual to prevent the spread of freshwater pests and pathogens‘.

Cultural Heritage

25 The Unanticipated Discovery Protocol (Appendix D, page 111) will be Construction 4.4.2 implemented.

26 A detailed Cultural Heritage Management Plan will be developed to ensure that the Pre-construction. 4.4.2 optimal management actions are implemented for site 11413.

27 5 m buffer ‗no go‘ zones established for sites that are to remain in situ. Construction 4.4.2

Health and Safety

28 Implement the Fire Management Strategy and Emergency Response Plan. Construction 4.7.1 Operation

29 Conduct a risk assessment of the Three Capes Track. Pre-operation 4.7.3

Construction

30 The handling and storage of all fuels and any other dangerous substances will be Construction 4.5.1 required to be in accordance with the Dangerous Substances (Safe Handling) Act Operation 2005

31 All waste to be stored and removed off site Construction 4.5.2

32 The track is to be constructed where practicable to the upper requirements of Construction 2.2.1 Australian Standard 2156 Class 3 track and PWS T1.

33 Bypassed section of existing track and campsites to be rehabilitated. Construction and 4.1.4.1 post construction monitoring

34 Overnight Nodes to be designed in accordance with criteria detailed in Sections Pre-construction 2.3.2 and 2.3.3 2.3.2 and 2.3.3. design

35 Soil and Water Management Plans to be developed for all the overnight nodes. Pre-construction 2.3.6

158

Draft Three Capes Track Development Proposal and Environmental Management Plan

Construction

36 Implement the fire design criteria provided in Appendix I Pre-construction 2.3.7 design

37 Overnight node toilet systems to be closed loop. Pre-construction 2.4.3 design

38 Waste water at the overnight nodes will be treated through a gross pollutant Pre-construction 4.1.4.4 trap/basket filter, as primary treatment for any excess water and washing water design produced. Secondary treatment of the water will then be undertaken prior to discharge.

39 Jetty or pontoon construction to comply with the guidelines developed under the Construction 4.1.4.3 National System for the Prevention and Management of Marine Pest Incursions and managed according to the Best Practice Guidelines for Marine Waste Management, developed by the Australia and New Zealand Environment and Conservation Council

Operation

40 Current walking tracks to be available for current day and overnight use. Construction 4.6 (subject to safety requirements) Operation

41 Huts, with reduced facilities, will be available free of charge during the off season Operation 2.3.4 for the Three Capes Track.

42 Monitoring of walker numbers on existing tracks prior to and following operation. Pre and post 4.6 operation

43 Implement the Fire Management Strategy and Emergency ?Management Plan Pre and post 4.7.1 and 4.7.2 operation

159

Draft Three Capes Track Development Proposal and Environmental Management Plan

7 CONCLUSION

7.1 Proposal Summary

The Three Capes Track proposal aims to establish an iconic hut based bushwalking experience by linking the outstanding natural features of the Tasman Peninsula in a coherent multi day experience with a high standard of infrastructure and operational support.

A key feature of the proposal is the provision of a track built to the upper standard of Australian Standard Class 3 and PWS T1. This standard of track will provide a walking experience that will contribute significantly to the appeal of the walk as well as providing significant environmental benefits. Walkers will be able to undertake an extended walk of over 60 km with a dry boot standard, a feature that is likely to attract walkers from a wider cross section than existing overnight walks throughout much of temperate Australia. The linking of the two main sections of the Three Capes Track by boat will contribute towards the unique qualities of the experience.

Further enhancing the appeal of the walk is the provision of hut accommodation within the five overnight nodes. The high standard of design of the huts, the high level of facilities provided and an emphasis on principles of sustainability is another key element in achieving the aim of the proposal. In particular the provision of separate sleeping quarters, external decking, mattresses and gas cooking will ensure that the Three Capes Track offers a unique walking experience in Tasmania.

Walkers undertaking the Three Capes Track will secure a place on the track through a booking system that will guarantee a bed for every night on the track. The booking system will ensure that there is a cap on the number of walkers undertaking the trip. There will be a high level of information provision both prior to and during the walk. An important feature of the operation of the track is the provision of hut wardens and dedicated track rangers. The presence of these staff will ensure the efficient operation of the track and is an important component of ensuring adequate levels of walker safety and will also provide a high level of support and information provision to walkers.

While the Three Capes Track will be primarily walked by ‗free and independent‘ walkers, the provision of the commercial component forms an important complementary experience with the shorter commercial walk in response to the identified market demand. The four commercial huts will have a small footprint and will be discreetly positioned in proximity to the overnight nodes.

7.2 Environmental Effects and Management

In the context of the extent of the Tasman National Park the overall footprint of the proposal is minor. The impact on the vegetation communities within the footprint of the proposal is negligible given their extent throughout the park. The controls on the width of the track construction corridor, the specific measures that apply to track sections within threatened native vegetation communities, the avoidance of mature or significant trees and the ability to retain trees within the overnight node BPZ areas will ensure that the vegetation clearance is limited to the minimum required to safely and efficiently construct the track and associated

160

Draft Three Capes Track Development Proposal and Environmental Management Plan infrastructure. It is expected that areas of temporary disturbance will quickly recover as will those sections of bypassed existing tracks and associated campsites.

The construction of the track will result in disturbance or loss of the following species listed as rare under the Threatened Species Protection Act 1995 (TSPA); Stellaria multiflora, Cyathodes platystoma and Allocausarina crassa. As these species are widespread throughout the area or are expected to persist in their currently observed locations, the construction of the track will not result in a significant impact on these species and will not alter their conservation status within the Tasman National Park or within Tasmania. The application of buffer zones around known and previously recorded populations of listed TSPA and Commonwealth Environment Protection and Biodiversity Conservation Act 1999 (EPBC) species will ensure that those populations will continue to persist in those locations.

There was no evidence observed from the surveyed corridor or overnight node polygons of any fauna listed under either the TSPA or EPBC. The footprint of the Three Capes Track contains habitat for some species (i.e Tasmanian devil) that is widespread while for other species (i.e swift parrot) contains minor or marginal habitat. The general mitigation measures employed to reduce impacts on flora will also reduce the loss of habitat, in particular the ability to micro-site the track to avoid the loss of mature or significant trees.

The Tasman National Park and its surrounds support a number of breeding white-bellied sea eagles and wedge-tailed eagles. In the absence of mitigation the construction and operation of the Three Capes Track may impact breeding success through disturbance associated with construction and the use of helicopters in proximity to nests. The application of restrictions on construction activities and helicopter operations in proximity to nests during the breeding season are considered sufficient to mitigate the risk to breeding eagles from the construction and operation of the Three Capes Track. These protocols were developed in response to the impact of forestry operations on eagles and have become prescriptions enforceable for forestry operations that are subject to the Forest Practices Act 1985, following recommendations from raptor specialists in the Department of Primary Industry, Parks, Water and Environment‘s (DPIPWE) Threatened Species Section. They are therefore considered the most appropriate mitigation measure for disturbance from construction activities and helicopter operations associated with the Three Capes Track. The presence of walkers on the Three Capes Track is not considered likely to impact the breeding success of eagles in proximity to the Three Capes Track. There is only one nest within line of sight of the track and overnight nodes and likelihood of walkers directing attention at this nest is very low due the distance and limited extent of line of sight. All other nests are not within line of sight, either due to the topography, vegetation or both.

The Three Capes Track will not have an adverse impact on surface water or wetlands. Management measures for construction of the track and overnight nodes and the track standard itself will enhance the protection of surface water values within proximity to the Three Capes Track. The conservation of the wetlands at Perdition Ponds will be secured through the track reroute, while the track upgrade will enhance the protection of the wetlands at Cape Raoul. These features are also listed geoconservation features. There will not be an adverse impact on any other geoconservation features of significance as these will be avoided with the exception of the large landscape scale features. The proposal will not have an impact on the integrity of those larger scale features.

161

Draft Three Capes Track Development Proposal and Environmental Management Plan

The construction of the landing facilities at Safety Cove and Denmans Cove will not have a significant direct impact on the marine environment. There is some risk of acoustic disturbance effecting some marine species however the application of the acoustic disturbance guidelines will provide an effective mitigation response.

The protection of known cultural heritage sites will be achieved either by aligning the track to avoid the site or through relocation or concealment, for which a permit under the Aboriginal Relics Act 1975 will be required. The application of the Unanticipated Discovery Protocol will ensure a proper and timely response to any cultural material discovered during construction. PWS has a commitment to continue to engage the Aboriginal community in regards to the construction and operation of the Three Capes Track.

The Three Capes Track will inevitably have some visual footprint from some perspectives both within and beyond the Tasman National Park. However, due to the complex and varied topography and thick vegetation, the track and overnight nodes will have a very limited visual impact. The use of geologically compatible material, benching and gradient control will assist in reducing the impact of the track while site selection, the use of sensitive building materials and the ability to plan the layout of the BPZ‘s will limit the visual impact of the overnight nodes.

7.3 Closing Statement

The Tasmanian Government has committed $12.8 million to the Three Capes Track project and the Commonwealth Government has committed $12.5million with an expected additional private investment of up to $8 million. The construction of the Three Capes Track will provide significant employment and economic opportunities at both the State and regional level. The value of this investment needs to be seen in the context of the inter-generational lifespan of the proposal. The operation of the Three Capes Track will continue to generate direct economic activity and employment into the foreseeable future. The business model will ensure that the economic contribution at the regional and state level of the operation of the Three Capes Track will be sustainable and therefore the long term return on the capital investment will be significant. Beyond the operation of the Three Capes Track itself, the proposal is likely to generate considerable economic opportunity, particularly at the regional level. By linking the natural features of the area in a high quality experience, the Three Capes Track will raise the profile of the natural environment of the Tasman region and therefore meet a key objective required to ensure ongoing sustainable economic activity in the Tasman region.

The proposal will not significantly alter the current recreational opportunities within the Tasman National Park. All the existing day and overnight walks will continue to be available to anyone who holds a current parks pass. These walks will continue to be available throughout the entire year and may be walked in any direction. Camping on Cape Pillar and Mt Fortescue will be restricted to hardened campsites that will be constructed as part of the Three Capes Track proposal; however this change is required to improve the environmental management of the area by reducing the impact of unrestricted camping.

The potential environmental impacts of the proposal have been thoroughly investigated. The proposal has a limited footprint and the environmental investigations have identified that the potential impact of the proposal on the natural values within the footprint and in the wider area is either not significant or can be effectively mitigated and managed. The application of the mitigation measures detailed in the DPEMP will ensure that the construction and operation of the Three Capes Track is compatible with the national park management

162

Draft Three Capes Track Development Proposal and Environmental Management Plan objectives. Given the benefits that are expected to be derived from the proposal over the long term and the extent to which the proposal provides a significant additional recreational opportunity to park users, the limited residual impacts of the proposal are considered to be acceptable.

The Three Capes Track proposal will establish an iconic walking experience of world class standard. The standard of infrastructure will open this experience up to a broad cross section of the community and will allow for a sustainable recreational experience that will generate significant benefits at a State and regional level into the future. The Three Capes Track will add to the diversity of recreational experiences available within the extent of Tasmania‘s parks and reserves and will further raise the profile of Tasmania‘s unique and diverse environment.

163

Draft Three Capes Track Development Proposal and Environmental Management Plan

REFERENCES

ANZECC (2000) Australian and New Zealand guidelines for fresh and marine water quality. National Water Quality Management Strategy. Australian and New Zealand Environment and Conservation Council, and Agriculture and Resource Management Council of Australia and New Zealand

AMR (2011) The Social Impacts of Tourism in the Tasman Municipality, Final Report, 2011.

Brown, M.J. and Duncan, F. (1986) The Vegetation of Tasman Peninsula. In Smith, S.J. Tasman Peninsula, Is History Enough? Past, Present and Future Uses of the Resources of the Tasman Peninsula, Royal Society of Tasmania, Hobart.

Bureau of Meteorology (2011) Climate statistics for Australian Sites – Tasmania . Accessed 10 March 2011.

Context Pty Ltd, Urban Initiatives Pty Ltd and Helen Doyle (2002) Port Arthur Historic Site Landscape Management Plan, prepared for the Port Arthur Historic Site Management Authority, August 2002, Context Pty Ltd, Brunswick, Vic.

Department of Agriculture, Fisheries and Forestry (DAFF) (2009). National biofouling management guidance for non-trading vessels. http://www.daff.gov.au/mp/marine_pests/publications/biofouling-guidelines/non-trading- vessels. Accessed 25th June 2010

Department of Sustainability, Environment, Water, Population and Communities (2011a) Australian Heritage Database accessed 18 July 2011.

Department of Sustainability, Environment, Water, Population and Communities (2011b) Australian National Guidelines for Whale and Dolphin Watching 2005. http://www.environment.gov.au/coasts/publications/whale- watching-guidelines-2005.html accessed 9 November 2011.

DPIW. (2008). Conservation of Freshwater Ecosystem Values (CFEV) Project Technical Report. Conservation of Freshwater Ecosystem Values Program, Department of Primary Industries and Water, Hobart, Tasmania.

Environment Australia, (2002). Threat Abatement Plan for Dieback Caused by the Root-rot Fungus Phytophthora cinnamomi. Environment Australia, Canberra.

Forest Practices Board (2007) A Manual for Forest Landscape Management, Chapter 7, Forest Practices Board, Hobart.

Grose MR, Barnes-Keoghan I, Corney SP, White CJ, Holz GK, Bennett JB, Gaynor SM and Bindoff NL 2010, Climate Futures for Tasmania: general climate impacts technical report, Antarctic Climate & Ecosystems Cooperative Research Centre, Hobart, Tasmania.

Harris, S and Kitchener, A (2005). From Forest to Fjaeldmark: Descriptions of Tasmania’s Vegetation. Department of Primary Industries, Water and Environment. Printing Authority of Tasmania. Hobart.

164

Draft Three Capes Track Development Proposal and Environmental Management Plan

Humphries, P. And White, R.W.G. (1986) Freshwater Fish Fauna of Tasman Peninsula. In Smith, S.J. Tasman Peninsula, Is History Enough? Past, Present and Future Uses of the Resources of the Tasman Peninsula, Royal Society of Tasmania, Hobart.

Jennings, F. and Stone, H. (2008) Tasman Community Health and Wellbeing Map Project, Tasman MPS Community Advisory Committee Project 2008.

KPMG (2010) Three Capes Track, Economic Impact of Additional Day Walk Visitors, report for the Tourism Industry Council of Tasmania.

Matthews, W.L. (1986) Water Resources on Tasman Peninsula. . In Smith, S.J. Tasman Peninsula, Is History Enough? Past, Present and Future Uses of the Resources of the Tasman Peninsula, Royal Society of Tasmania, Hobart.

NRM South (2010) Keeping it Clean: A Tasmanian field hygiene manual to prevent the spread of freshwater pests and pathogens, March 2010, NRM South, Hobart.

Parks and Wildlife Service, Forestry Tasmania and Department of Primary Industries, Water and the Environment (2003). Tasmanian Reserve Management Code of Practice. Department of Tourism, Parks, Heritage and the Arts, Hobart.

Parks and Wildlife Service (2006) draft Tasman National Park, Pirates Bay State Reserve and Eaglehawk Neck Historic Site Fire Management Plan, draft version 2, November 2006. Department of Tourism, Parks, Heritage and the Arts, Hobart.

Parks and Wildlife Service (2007) Three Capes Track, Tasman National Park, Feasibility Study. Department of Tourism, Arts and the Environment.

Parks and Wildlife Service (2011) Tasman National Park and Reserves Management Plan 2011. Department of Primary Industries, Water and Environment, Hobart.

Phillips, A., Voyles, J., Wilson, D and Driessen, M. (2010) Tasmanian Chytrid Management Plan, Biodiversity Conservation Branch, DPIPWE, Tasmania.

Prodanovic, M. (2011) Road Safety Review, White Beach Road-Noyes Road and Stormlea Road for Proposed Three Capes Walking Track Development, Tasman Municipality. August 2011.

Podger, F., Palzer, C. and Wardlaw, T. (1990). A Guide to the Tasmanian Distribution of Phytophthora cinnamomi and its Effect on Native Vegetation. Tasforests, July 1990.

Red Inca, SCA Marketing and SEMF (2005) Tasman Tourist Development Strategy 2005-2008.

Rudman, T. (2004). Interim Phytophthora cinnamomi Management Guidelines. Department of Primary Industries, Water and Environment, Hobart.

Tasman Council (2011) Tasman Council Draft Strategic Plan 2011-2016. Tasman Council.

Threatened Species Section (2008). Listing Statement Allocasuarina crassa. Department of Primary Industries, Parks, Water and Environment, Tasmania.

165

Draft Three Capes Track Development Proposal and Environmental Management Plan

Sarah Lebski and Associates, Adam Sadler Consultants and John Wadsley (2011) Tasman Tourism Development Strategy 2011-2016, Final Report January 2011.

Schahinger, R., Rudman, T. and Wardlaw, T. (2003). Conservation of Tasmanian Plant Species & Communities Threatened by Phytophthora cinnamomi. Strategic Regional Plan for Tasmania. Technical Report 03/03, Nature Conservation Branch, Department of Primary Industries, Water and Environment, Hobart.

Sharples, C., 2006: Indicative Mapping of Tasmanian Coastal Vulnerability to Climate Change and Sea-Level Rise: Explanatory Report (Second Edition); Consultant Report to Department of Primary Industries & Water, Tasmania, 173 pp., plus accompanying electronic (GIS) maps.

Storey, P and Storey, S (2004) Peninsula Tracks - 35 walks in and around Tasman National Park. Tasmanian Conservation Trust

Swift Parrot Recovery Team (2001). Swift Parrot Recovery Plan. Department of Primary Industries, Water and Environment, Hobart.

Urbis (2011) Nubeena White Beach Structure Plan, Consultation Draft, March 2011.

Water Research Laboratory (2009) Climate change impacts on Clarence coastal areas – Final Report, Clarence City Council.

White CJ, Grose MR, Corney SP, Bennett JC, Holz GK, Sanabria LA, McInnes KL, Cechet RP, Gaynor SM & Bindoff NL 2010, Climate Futures for Tasmania: extreme events technical report, Antarctic Climate and Ecosystems Cooperative Research Centre, Hobart, Tasmania.

WWF-Australia (2008) Minimising the collision threat to swift parrot. WWF-Australia.

166

Draft Three Capes Track Development Proposal and Environmental Management Plan

APPENDICES

Appendix A Three Capes Track Survey

Appendix B Ecological Assessment

Appendix C Phytophthora Management Plan for the Tasman National Park

Appendix D Aboriginal and Historic Heritage Assessment

Appendix E Geomorphology and Geoheritage Values

Appendix F Eagle Surveys

Appendix G Marine Values Assessment

Appendix H Geotechnical Assessments

Appendix I Fire Management strategy and Emergency Response Plan

Appendix J Social Impact and Values

Appendix K Economic Impact Analysis

Appendix L Track Design

Appendix M White Beach Gateway Layout

167

CONTACT DETAILS

Andrew Harvey Natural Values Consultant Three Capes Track Parks and Wildlife Service GPO Box 1751 Hobart, 7001 TAS Ph: 03 6233 6855