Metro Mining Appendix H2 - Metro Mining Community and Metro Mining Metro Mining Social Responsibility Policy Chapter 17 - Transport Bauxite Hills Project Environmental Impact Statement
Environmental Impact Statement
Table of Contents
17 Transport...... 17-1 17.1 Project Overview ...... 17-1 17.2 Regulatory Framework ...... 17-2 17.2.2 Air ...... 17-2 17.2.3 Land ...... 17-3 17.2.4 Sea ...... 17-3 17.3 Objectives and Performance Outcomes ...... 17-9 17.3.1 Protection Objectives...... 17-9 17.3.2 Performance Outcomes ...... 17-9 17.4 Air ...... 17-10 17.4.1 Assessment Methodology ...... 17-10 17.4.2 Existing and Planned Air Transport Operations ...... 17-10 17.4.3 Assessment of Regional Airports ...... 17-12 17.4.4 Potential Impacts Air Transport ...... 17-13 17.4.5 Potential Cumulative Impacts on Air Transport...... 17-13 17.4.6 Management and Mitigation Measures ...... 17-14 17.5 Land ...... 17-14 17.5.1 Assessment Method ...... 17-14 17.5.2 Existing Public Road Infrastructure and Use ...... 17-14 17.5.3 Potential Impacts Road Transport...... 17-17 17.5.4 Potential Cumulative Impacts on Road Transport ...... 17-18 17.6 Sea ...... 17-18 17.6.1 Assessment Method ...... 17-18 17.6.2 Existing Shipping and Maritime Activities ...... 17-18 17.6.3 Proposed Barging and Shipping Activities ...... 17-28 17.6.4 Potential Shipping Impacts ...... 17-44 17.6.5 Potential Cumulative Impacts on Barging and Shipping ...... 17-53 17.6.6 Management and Mitigation Measures ...... 17-55 17.7 Qualitative Risk Assessment ...... 17-60 17.8 Summary...... 17-64 17.9 Commitments ...... 17-65 17.10 ToR Cross-reference ...... 17-67
List of Figures
Figure 17-1 Port Area of Skardon River and pilotage area ...... 17-8 Figure 17-2 Site access ...... 17-16 Figure 17-3 Ports in the eastern Gulf of Carpentaria ...... 17-20 Figure 17-4 Australia’s shipping lanes...... 17-21 Figure 17-5 West Cape York Commonwealth marine reserve ...... 17-22 Figure 17-6 Proposed anchorage locations in relation to Marine Reserve ...... 17-24 Figure 17-7 Northern Prawn Fishery ...... 17-26 Figure 17-8 Indicative barge specifications for year 1 operations ...... 17-28 Figure 17-9 Indicative barge specifications for year 2 to 12 operations ...... 17-29 Figure 17-10 Vessel speeds ...... 17-33 Figure 17-11 Schematic of mooring and barge ...... 17-34 Figure 17-12 Indicative barge and crane barge mooring area ...... 17-35
i Bauxite Hills Project Transport
Figure 17-13 Indicative barge mooring arrangement ...... 17-36 Figure 17-14 Indicative day mooring design ...... 17-37 Figure 17-15 Indicative general arrangement of a double skinned barge ...... 17-43 Figure 17-16 Summary of routine and unavoidable discharges and emissions from ships ...... 17-44
List of Tables
Table 17-1 OGV class specifications ...... 17-39 Table 17-2 Ship loading activities over the life of the Project ...... 17-41 Table 17-3 Comparison of in-water sound source levels ...... 17-49 Table 17-4 Functional hearing ranges of marine animals (potentially) in the Skardon River region ...... 17-49 Table 17-5 Qualitative risk assessment – transport (air, land and sea) ...... 17-61 Table 17-6 Commitments – transport (air, land and sea) ...... 17-65 Table 17-7 ToR cross-reference – transport ...... 17-67
List of Plates
Plate 17-1 Skardon River Airport runway ...... 17-11 Plate 17-2 Typical shallow draft tugboat that will be used during barge operations ...... 17-30 Plate 17-3 Example of a typical floating crane that would be use to transfer bauxite to the OGV ...... 17-31 Plate 17-4 Shallow draft work boat ...... 17-31 Plate 17-5 Supramax Class OGV ...... 17-39 Plate 17-6 Ultramax Class OGV ...... 17-39 Plate 17-7 Panamax Class OGV ...... 17-40 Plate 17-8 Minicape Class OGV ...... 17-40 Plate 17-9 Logistics barge loaded with construction materials ...... 17-41 Plate 17-10 Logistics barge loaded with mining equipment ...... 17-42
ii 17 Transport
This chapter provides details on the proposed methods to transport site personnel, materials, products and wastes to and from the Bauxite Hills Project (the Project). Modes of transport discussed are for air, land and sea transport
In general, site personnel will access the site via air and supplies and services will access the site via barge. Metro Mining does not intend to use the existing road/track network to service the Project; however internal roads are required.
This chapter also assesses the current and potential transport impacts associated with these three transport methods. Mitigation measures to manage any potential adverse impacts over the life of the Project are also provided. The chapter is developed in accordance with the Project’s Terms of Reference (ToR) (refer to Table 17-7 at the end of this chapter). 17.1 Project Overview
Aldoga Minerals Pty Ltd (Aldoga), a 100% owned subsidiary of Metro Mining Limited (Metro Mining), proposes to develop the Project located on a greenfield site on the western coastline of Cape York, Queensland, approximately 35 kilometres (km) northeast of Mapoon. The Project will include an open cut operation, haul roads, Barge Loading Facility (BLF), Roll on/Roll off (RoRo) facility, transhipping and will produce and transport up to 5 million tonnes per annum (Mtpa) of ore over approximately 12 years. The mine will not be operational during the wet season.
The Project is characterised by several shallow open cut pits that will be connected via internal haul roads. The internal haul roads will be connected to a main north-south haul road that will link with the Mine Infrastructure Area (MIA), BLF and RoRo facility located to the north of the pits on the Skardon River. Bauxite will be screened in-pit and then hauled to the product stockpile using road train trucks.
Bauxite from the Project is suitable as a Direct Shipping Ore (DSO) product (i.e. ore is extracted and loaded directly to ships with no washing or tailings dams required). Bauxite will be transported by barge via the Skardon River to the transhipment site, approximately 12 km offshore, and loaded into ocean going vessels (OGVs) and shipped to customers. No dredging or bed-levelling for transhipping is proposed as part of this Project
OGVs of between 50,000 to 120,000 tonne (t) each. will be loaded at the transhipment anchorage site. Vessels will be loaded and bauxite will be transported to OGVs 24 hours per day with barges having an initial capacity of approximately 3,000 t to meet early production volumes, increasing up to 7,000 t as the Project reaches a maximum production volume of 5 Mtpa.
The construction of the mine is due to commence in April 2017 and is expected to take seven months to complete. The first shipment of bauxite is planned for October 2017. The Project will be 100% fly-in fly-out (FIFO) due to its remote location. The Project will operate over two 12 hour shifts per day for approximately eight months of the year and is expected to employ up to 254 employees during peak operations. In addition to the workforce, it is expected that the Project will result in the employment of additional workers through local and regional businesses servicing the accommodation camp and the construction and operation of the mine.
17-1 Bauxite Hills Project Transport
17.2 Regulatory Framework
This section addresses the regulatory framework associated with the air, land and sea modes of transport.
The key legislation relevant to the assessment and management of transport infrastructure in Queensland is the Transport Infrastructure Act 1994 (TI Act).
17.2.1.1 Transport Infrastructure Act 1994
The TI Act provides for and encourages effective integrated planning and efficient management of transport infrastructure including roads, general rail, ports, air, public marine transport, bus ways and light rail.
17.2.2 Air
The Australian Government, and more specifically the Civil Aviation Safety Authority (CASA), Airservices Australia and the Commonwealth Department of Infrastructure and Regional Development are responsible for enforcing the standards and recommended practices of the International Civil Aviation Organisation. The key legislation relevant to the assessment and management of aviation is:
. Civil Aviation Act 1988 (Cth);
. Airspace Act 2007 (Cth);
. Air Navigation Act 1920 (Cth); and
. Air Services Act 1995 (Cth).
17.2.2.1 Civil Aviation Act 1998
The Civil Aviation Act 1998 (CA Act) forms the basis of regulations and describes the CASA’s role in enforcing the Civil Aviation Regulations 1988 and Civil Aviation Safety Regulations 1998. The Act gives responsibility for air traffic control to Airservices, a Government owned organisation. Under the Act CASA’s main role is to establish a regulatory framework for maintaining, enhancing and promoting the safety of civil aviation in Australia. The Act provides the legislative basis for issuing, suspending and cancelling Air Operator’s Certificates and other permissions. Metro Mining will ensure that any aviation transport contracts will only be with operators that have a current Air Operator’s Certificate.
17.2.2.2 Airspace Act 2007
The Airspace Act 2007 and the Airspace Regulations 2007 establish the head of power for CASA to regulate and administer Australian administered airspace. It has sole responsibility for the classification, designation and regulation of the design of all Australian airspace.
17.2.2.3 Air Navigation Act 1920
The Department of Infrastructure and Regional Development has responsibility under the Air Navigation Act 1920 for civil aviation policy, aviation security and air safety investigation. The Act also has responsibility for developing policies and regulatory arrangements for environmental matters including aircraft noise, engine emissions and fuel spillage.
17-2 Bauxite Hills Project Transport
17.2.2.4 Air Services Act 1995
The Air Services Act 1995 along with the Air Navigation Act 1920 provide air traffic services and facilities to ensure safe and efficient air navigation by providing and maintaining Australia’s network of aviation facilities. Airservices is a government owned authority established under the Act that is responsible for managing airspace (except military airspace), aeronautical information, aviation communications, radio navigation aids, and aviation rescue and firefighting services.
17.2.3 Land
The key legislation relevant to the assessment and management of land-based transport in Queensland is the Transport Operations (Road Use Management) Act 1995 (TO Act).
17.2.3.1 Transport Operations (Road Use Management) Act 1995
The TO Act manages road use in Queensland in order to establish a safe and efficient road transport system.
Vehicles travelling to and from the Project must comply with requirements of the Act including:
. Established road rules; . Vehicle and driver identification requirements; . Monitoring requirements; . Access and road network controls; and . Traffic management requirements. It should be noted that the use of air and sea modes of transport will be the main modes of transport to access the Project.
17.2.4 Sea
17.2.4.1 International Maritime Organization
The International Maritime Organization (IMO) is has responsibility for setting and maintaining international ship safety standards. Australia plays a key role at the IMO as a founding member and elected representative on the 40-member governing Council. A number of international conventions agreed by the Commonwealth apply to the management of shipping in Australian waters including:
. International Convention for the Prevention of Pollution from Ships (IMO, 2011); . Convention on the Prevention of Marine Pollution by Dumping of Wastes and Other Matter 1972 (IMO, 1972); . International Convention on Oil Pollution Preparedness, Response and Cooperation 1990 (IMO, 1990); . Protocol on Preparedness, Response and Cooperation to Pollution Incidents by Hazardous and Noxious Substances 2000 (IMO, 2007); . International Convention on the Control of Harmful Anti-fouling Systems on Ships 2001 (IMO, 2001); and . International Convention for the Control and Management of Ships' Ballast Water and Sediments 2004 (IMO, 2004).
17-3 Bauxite Hills Project Transport
17.2.4.2 Australian Maritime Safety Authority and Maritime Safety Queensland
Australian Maritime Safety Authority (AMSA) is a Commonwealth department that regulates marine activities in Australian waters and provides maritime safety, environmental protection, pollution response and maritime search and rescue services. AMSA is the regulator for all domestic commercial vessels operating in Australia, replacing the six state and Northern Territory regulators. AMSA is responsible for administering the legislation governing all Australian domestic commercial vessels and seafarers.
Maritime Safety Queensland (MSQ) is a division of the Department of Transport and Main Roads (DTMR) and is responsible for providing shipping regulation and essential pilotage services to ports. MSQ is responsible for:
. Improving maritime safety for shipping and small craft through regulation and education;
. Minimising vessel-sourced waste and responding to marine pollution;
. Providing essential maritime services such as aids to navigation and vessel traffic services; and
. Encouraging and supporting innovation in the maritime industry.
MSQ is also responsible for delivering a range of services on behalf of AMSA under the Marine Safety (Domestic Commercial Vessel) National Law Act 2012. The national system arrangements are implemented together with MSQ's state marine legislative responsibilities.
The key legislation and guidelines relevant to the proposed shipping activities are:
. Navigation Act 2012 (Cth);
. Transport Operations (Marine Safety) Act 1994;
. Transport Operations (Marine Pollution) Act 1995 and Regulations;
. Protection of the Sea (Prevention of Pollution from Ships) Act 1983;
. Work Health and Safety Act 2011;
. Maritime Safety Queensland Act 2002;
. Quarantine Act 1908 (Cth);
. Biosecurity Act 2014;
. Biosecurity Act 2015 (Cth); and
. Port of Skardon River Port Rules;
Commonwealth plans and guidelines also to be considered include:
. Australian Ballast Water Management Requirements Version 5, 2011 (Department of Agriculture, 2011);
. National Biofouling Management Guidelines for Commercial Vessels, 2009 (Commonwealth of Australia, 2009);
. Australian Marine Pest Monitoring Guidelines Version 2.0 2010 (Department of Agriculture, 2010a);
17-4 Bauxite Hills Project Transport
. Australian Marine Pest Monitoring Manual Version 2.0 (Department of Agriculture, 2010b); and
. National Plan to Combat Pollution of the Sea by Oil and Other Hazardous and Noxious Substances (Australian Maritime Safety Authority (AMSA), 2010a).
17.2.4.3 Navigation Act 2012
The Navigation Act 2012 is Australia's primary legislation regulating ship and seafarer safety, shipboard aspects of protection of the marine environment and employment conditions for Australian seafarers.
17.2.4.4 Transport Operations (Marine Safety) Act 1994
This Transport Operations (Marine Safety) Act 1994 provides a system that achieves a balance between regulating the maritime industry to ensure marine safety and enabling the effectiveness and efficiency of the Queensland maritime industry to be further developed Manages the operation and activities of ships and establishes a marine board as a representative body to advise the Minister Identifies safety obligations to ensure seaworthiness and other aspects of marine safety.
17.2.4.5 Transport Operations (Marine Pollution) Act 1995 and Regulations
This Act provides a range of specific provisions for the management of ship-sourced garbage and sewage (and other ship-sourced pollutants in general). This legislation complements the Commonwealth Protection of the Sea (Prevention of Pollution from Ships) Act 1983 and implements the International Convention for the Prevention of Pollution from Ships (MARPOL) requirements into Queensland marine waters.
This Act provides the following requirements in relation to sewage:
. Details areas where the discharge of treated sewage and untreated sewage is prohibited (prescribed nil discharge waters);
. Sets standards that treated sewage and onboard sewage treatment systems must be capable of achieving;
. Sets onboard sewage management requirements for those ships that have a higher sewage generating capacity (declared ships); and
. Sets reporting and recording requirements (shipboard sewage management plan, sewage disposal record book, service records).
A sewage treatment system that has an International Maritime Organization (IMO) type approval and the relevant supporting documentation is deemed to comply with the Queensland requirements for a Grade A sewage treatment system.
This Act prohibits the discharge of garbage into Queensland waters. Recent amendments also require the shipowner/operator of a commercial or recreational vessel that is over 100 t gross weight, or the vessel is certified to carry 15 or more passengers, or operate a fixed or floating platform, to carry on board a Garbage Management Plan in accordance with the regulation.
17-5 Bauxite Hills Project Transport
17.2.4.6 Protection of the Sea (Prevention of Pollution) from Ships Act 1983
This Act implements the MARPOL and includes a number of enforcement related provisions derived from the United Nations Convention on the Law of the Sea. Under this Act there are also a number of Marine Orders given enforcement which relate to Marine Pollution Prevention, including:
. Marine Order 91 (Marine Pollution Prevention - Oil);
. Marine Order 93 (Marine Pollution Prevention - Noxious Liquid Substances);
. Marine Order 94 (Marine Pollution Prevention - Harmful Substances in Packaged Forms);
. Marine Order 95 (Marine Pollution Prevention – Garbage); and
. Marine Order 96 (Marine Pollution Prevention – Sewage).
This Act applies both within and outside Australia and extends to every external Territory and to the exclusive economic zone (EEZ) which 200 nautical miles (nm) from Australian coastline.
This Act prohibits the discharge of oil or oily mixtures and garbage by all ships and vessels in Australian waters and EEZ or by an Australian ship beyond Australian EEZ, except in prescribed circumstances or emergency situations as outlined in the Act. This Act also contains duties to report incidents of marine pollution.
17.2.4.7 Work Health and Safety Act 2011
The transhipment and marine working areas are not captured under the Maritime Safety Queensland Act 2002 (MSQ Act) and as such are subject to the Work Health and Safety Act 2011 (WHS Act). This includes any place where a worker goes or is likely to be while at work, including, vessels, any waters and any installation on the bed of any waters or floating on any waters.
The WHS Act sets out a number of obligations including:
. Implement reasonably practicable measures to ensure health and safety taking into account the likelihood of the hazard or the risk, the consequences and the knowledge of the hazard and the risk and suitable controls;
. Health and safety duties;
. Permit requirements for certain high risk activities; and
. Specific requirements for dangerous goods and major hazard facilities.
17.2.4.8 Maritime Safety Queensland Act 2002
The MSQ Act, administered by MSQ and DTMR, provides advice regarding marine safety, ship- sourced pollution and related matters. The Act facilitates the transfer of obligations from MSQ to port authorities in port areas so that they deliver pilotage services in particular pilotage areas. The Port of Skardon River is operated by Ports North and activities in this area are subject to the Port Rules, including specific pilotage requirements and the Port of Skardon River Environmental Management Plan.
17-6 Bauxite Hills Project Transport
17.2.4.9 Quarantine Act 1908
The Quarantine Act 1908 is the primary legislation relating to quarantine and biosecurity regulation in Australia. The objective of the Act is to ensure the long term protection of the Australian landscape, marine, agricultural and terrestrial environment through the exclusion of pests and disease.
Australia has implemented ballast water management regulations under the Act (due to be replaced), essentially as an extended interim measure until such time as the International Convention for the Control and Management of Ships’ Ballast Water and Sediments 2004 (the BWM Convention) ballast water treatment requirements enter into force internationally. Under the Australian Ballast Water Management Requirements, all ballast water arriving in Australia from overseas is considered 'high risk' and so banned from discharge in Australian waters until specific permission for such discharge is received from the Department of Agriculture and Water Resources (DAWR), the responsible authority. In general terms, ships are required to undertake ballast water exchange at sea, such that water taken up from shallow, coastal or littoral waters overseas is replaced with water sourced from the open ocean. This method is considered less likely to harbour marine species of potential quarantine concern. To be considered effective, the ballast water exchange must be conducted outside Australia’s 12 nm limit.
17.2.4.10 Biosecurity Act 2014
The Biosecurity Act 2014 has adopted a shared approach to managing biosecurity in Queensland. The Act protects the economy, environment and community from pests, diseases and contaminants. The Act also provides a range of tools to implement in a fast and effective manner in the event of an emergency. Metro Mining will incorporate the incoming requirements of the Act in all management procedures, and will take all reasonable steps to prevent or minimise biosecurity risks.
17.2.4.11 Biosecurity Act 2015 (Cth)
The Biosecurity Act 2015 (Biosecurity Act) will commence on 16 June 2016, 12 months after royal assent, replacing the Quarantine Act 1908 (Quarantine Act). Just as with the Quarantine Act, the Biosecurity Act will be co-administered by the Ministers responsible for Agriculture and Water Resources and Health.
Until commencement of the Biosecurity Act, the Quarantine Act remains the primary piece of biosecurity legislation in Australia.
17.2.4.12 Port of Skardon River Port Rules
The Port of Skardon River has specific rules governing the conduct of developments and operational activities within the designated port boundaries. The designated port boundaries are shown in Figure 17-1. The governing rules are presented in the Port of Skardon River Port Rules (Port Rules). Of specific relevance to this Project, the Port Rules stipulate requirements for the submission and approval of applications for developments within the port area, designate pilotage requirements, and impose controls on fuel handling activities. Metro Mining intends to abide by these rules in the development and operation of the proposed activities detailed herein. Note that the proposed anchorage area is outside of the port boundaries. This anchorage also occurs in Commonwealth waters (i.e. beyond 3 nm from the territorial baseline), as opposed to the Queensland State waters and internal waters (the Skardon River itself) within which the port exists.
17-7
590000 600000 610000 620000
! !
! !
! !
! !
! !
! ! ! !
! !
! !
! !
! !
! !
! ! ! !
! !
! !
! !
! !
! !
! ! !
! R ! ! E
RIV
!
! N
!
! O
! ! !
! D
!
! R ! !
!
! KA
!
! S
! ! ! !
! !
! !
! ! ! !
! ! ! !
! !
! !
! !
! ! ! !
! ! ! !
! !
! !
! !
!
8700000 ! 8700000
! !
! !
! !
! ! ! !
! !
! !
! !
! ! ! !
! ! ! ! !
! Barge Loading Area
Haul Road
MLA 20676 BAUXITE HILLS 1 MLA 20689 BAUXITE HILLS 6 WEST (BH6 WEST)
Legend MLA 20688 Haul Road Barge Loading Area BAUXITE HILLS 6 EAST ! Shipping Route (BH6 EAST)
Watercourse
Limit of Coastal Waters
EIS Study Area 8690000 8690000 Accommodation Camp
Haul Road Accommodation Camp
Pit Extents
Mine Lease Area AM N AL ET K Skardon River Port Limits A C REE R T A C E LE E A K M Skardon River Pilotage Area A N
590000 600000 610000 620000
R Details Date ©COPYRIGHT CDM SMITH DESIGNER CLIENT This drawing is confidential and shall only be used DISCLAIMER Figure 17-1 1 For Information Purposes 15/07/15 for the purpose of this project. CDM Smith has endeavoured to ensure accuracy and completeness of the data. CDM Smith assumes 2 Updated Pit Extents 03/05/16 Port of Skardon River and pilotage area / no legal liability or responsibility for any decisions DESIGNED MD CHECKED - - - 0 1,000 2,000 4,000 or actions resulting from the information contained within this map. DRAWN MD CHECKED - Metres - - DATA SOURCE Scale @ A3 - 1:90,000 MEC Mining; 1sSRTM v1.0 Geoscience Australia 2011; - - APPROVED - DATE 03/05/16 GCS GDA 1994 MGA Zone 54 Australian Government, Department of the Environment; - - Notes: QLD Government Open Source Data; Australian Hydrological Geospatial Fabric DRG Ref: BES150115-017-R2_PILOT - - (Geofabric) PRODUCT SUITE V2.1.1 F:\1_PROJECTS\BES150115_Bauxite_Hill\GIS\DATA\MXD\FINAL\ERA\BES150115-017-R2_PILOT.mxd Bauxite Hills Project Transport
17.3 Objectives and Performance Outcomes
17.3.1 Protection Objectives
The environmental objectives in relation to transport activities are to:
. Maintain the safety and efficiency of all affected transport modes for the Project workforce and other transport system users;
. Minimise and mitigate impacts on the condition of transport infrastructure;
. Ensure any required works are compatible with existing infrastructure and future transport corridors;
. Any waste generated, transported, or received as part of carrying out the activity is managed in a way that protects all environmental values;
. The choice of the site, at which the activity is to be carried out, minimises serious environmental harm on areas of high conservation value and special significance in the marine environment;
. The activity is operated in a way that protects the environmental values of marine sediments;
. To reduce the potential for prohibited releases of ballast water to occur and to emolliate the impacts of any unauthorised ballast water release;
. To reduce the potential for environmental harm to marine environments, as a result of release from shipping, through implementation of appropriate contingency measures;
. To prevent or reduce the risk of release of introduced marine organisms into the marine environment from shipping traffic generated by the Project;
. Prevent or reduce spill of any substance into the marine environment from shipping traffic; and
. Prevent impacts to the marine environment as a result of pollution from shipping.
17.3.2 Performance Outcomes
The performance criteria for transport related activities are:
. No reduction in the level of service at airports due to air travel associated with the Project;
. No contamination of land or waters from transport activities;
. Activities in the marine environment are carried out in a way that prevents or minimises adverse effects on the use of surrounding waters and allows for effective management of the environmental impacts of the activity;
. Minimise the incidence of vessel strike;
. No incidents of environmental harm involving ballast water releases;
. Management measures are implemented to avoid or limit releases of exotic organisms into the marine environment to the greatest extent practicable;
17-9 Bauxite Hills Project Transport
. Accidental releases of any substance into the marine environment are avoided or promptly managed to avoid material impacts;
. Pollution as a result of Project related shipping activities are avoided or managed in accordance with relevant legislation and guidelines;
. No roads, airstrips or marine transport developments or activities present a safety hazard to the public or Project staff/contractors;
. Transport of hazardous and dangerous goods in accordance with all relevant legislation, including the EHP tracking system (discussed in Chapter 14 – Waste Management); and
. No complaints regarding transport activities. 17.4 Air
This section provides an assessment of the existing and planned air craft activities, the potential and cumulative impacts and management and mitigation measures.
17.4.1 Assessment Methodology
The following tasks were undertaken as part of the transport (air) assessment:
. Review of existing surrounding airports and their transport volumes; and
. Review of the Project generated air transport volumes, distribution and composition and throughputs.
17.4.2 Existing and Planned Air Transport Operations
The Project will utilise the existing Skardon River airstrip to support fly-in fly-out (FIFO) operations for staff transport to and from site. The existing Skardon River airstrip is centrally located within the resource area and Metro Mining is in the process of negotiating a shared operating agreement with the existing airstrip operator. The intention is that this airstrip will service the mine site throughout the life of the Project. There are plans; however, that in the later years of the Bauxite Hill Project and Skardon River Bauxite Project (SRBP), the airstrip may be relocated immediately south and parallel and to the existing airstrip to enable mining of bauxite beneath the current airstrip. The new airstrip will be on previously mined land, and as such the airstrip will be backfilled to surface elevation and compacted so that it is suitable for aircraft movements.
The existing airstrip and supporting infrastructure are in reasonably good condition (see Plate 17- 1); however, the existing facilities may be upgraded to support the requirements of this Project and the SRBP. The existing Skardon River airstrip supports services by smaller commuter airliners such as the twin-turboprop Embraer EMB 120 Brasilia. It is anticipated that these classifications of aircraft will be used for the flights into and out of the existing airstrip to transfer the FIFO workforce to and from site.
17-10 Bauxite Hills Project Transport
Plate 17-1 Skardon River Airport runway
Due to the poor road access to the Project area it is not possible to transport the workforce from an offsite location or nearby population centre (e.g. Mapoon and/or Weipa) to the Project area on a daily basis. Therefore the workforce will be 100% FIFO.
In response to the Infrastructure, Planning and Natural Resources Committee Report No. 9 Inquiry into fly-in, fly-out and other long distance commuting work practices in regional Queensland, the Queensland State Government detailed a range of measures to be adopted. These measures will be released later in 2016 as part of the Government's broader policy framework for FIFO and included inter alia:
. Workforce plans that maximise the opportunity for local workers to get jobs;
. Workers to live in local existing housing, or in purpose-built villages, where there is community support; and
. Accommodation that provides a safe, clean and healthy environment for workers.
Metro Mining’s approach to a 100% FIFO workforce does not contravene the Government response to prevent 100% FIFO projects. Metro Mining is seeking to maximise local and Indigenous employment; it is simply the lack of suitable road infrastructure, access and distances from townships that determines the requirement for FIFO. The Project’s FIFO workforce will be transported to the site by air and will be housed in the accommodation camp in the Project area. Approximately ten flights per week during construction and three flights per week, assuming 40 seater planes, will be required for the FIFO workforce during operations.
Charter flights will be arranged from Cairns directly to site, or going via Weipa. Should there be sufficient demand, charter flights will be arranged between Cooktown, Bamaga and the Project site. Aircraft would use the Northern Peninsula Airport, which services all communities in the Northern Peninsula Area for flights into and out of Bamaga. Cook Shire Airport will be used for flights into and out of Cooktown. Mapoon airstrip is not considered to be suitable for a 40 seater aircraft; however, there is potential that smaller aircraft could use this airstrip. Charter flights are expected to go via Weipa to refuel and collect passengers which could include workers from Mapoon.
17-11 Bauxite Hills Project Transport
17.4.3 Assessment of Regional Airports
17.4.3.1 Weipa Airport
Weipa airport is located 13 km southeast of Weipa town and is managed by Aerodrome Management Services on behalf of Rio Tinto Alcan. QantasLink and Skytrains both service the airport and Oceania manage the ground handling activities on their behalf. In 2014, there were 34,000 arrivals and 33,000 departures through the airport. There were approximately 2,560 in- bound flights during 2014 averaging approximately 49 arrivals per week or seven arrivals per day over the year.
17.4.3.2 Cairns Airport
Over 4 million passengers pass through Cairns airport’s T2 (Domestic Terminal) each year. Between 2012 and 2014 the number of international passengers passing through the airport was greater than 500,000 per annum. Domestic passenger numbers have increased from 3,122,860 in 2009/10 to 3,826,752 in 2013/14. International passenger numbers during 2009/2014 have ranged between 427,380 in 2009/10 to a peak of 517,739 in 2012/13. Domestic aircraft movements have followed a similar trend peaking in 2013/14 with 39,425 aircraft movements, whilst there has been a decline in international aircraft movements from a peak in 2010/11 of 6,020 aircraft movements to 5,338 in 2013/14 which is the second lowest number between 2009/10 and 2013/14.
There are direct domestic flights to Brisbane, Gold Coast, Sydney, Melbourne, Adelaide, Perth, Darwin and Townsville as well as to Alice Springs, Ayers Rock (Uluru) and regional centres across North Queensland. Cairns airport is Australia’s seventh busiest for international passengers with direct flights from Tokyo, Osaka, Hong Kong, Guam and Port Moresby. There are also seasonal flights from Shanghai, Guangzhou and Auckland.
17.4.3.3 Cooktown Airport
The Cook Council owns and operates the Cooktown Aerodrome, which is a certified aerodrome with a runway classification of 3C and is suitable for a design aircraft not needing a pavement concession with a maximum take-off rate of 15,500 kg e.g. a Dash 8 – 100.
There were in 2,180 aircraft movements in 2013 and 2,291 in 2014. Hinterland Aviation is the largest user of the airport on a regular public transport basis with a fleet of 11 aircraft. Hinterland Aviation services the Cooktown airport ex-Cairns with three return flights Monday and Friday, two flights Tuesday – Thursday, one flight on Saturdays and a single Sunday flight each fortnight. Charter flights are also available on an as needed basis. Hinterland Aviation uses Cessna 208s (Cessna Caravans) to service these flights and typically carry on average nine passengers each leg or approximately 7,500 passengers annually.
17.4.3.4 Northern Peninsula Airport
The Northern Peninsula Airport is located to the southeast of the Bamaga community. The Northern Peninsula Airport is accessible all year round, and is presently serviced by Regional Express Airlines (REX) and Skytrans Airlines. REX flies once daily from Bamaga to Cairns, except weekends and Skytrans Servicing Cairns, Aurukun, Horn Island and Weipa. The airstrip is used for local charters from Weipa, Horn Island and the Torres Strait as well as by the Royal Flying Doctor Service and periodically by the Royal Australian Air Force.
17-12 Bauxite Hills Project Transport
17.4.3.5 Mapoon Airstrip
Mapoon airstrip is a small, unsealed airstrip approximately 1 km in length, without any scheduled, commercial flights. Use of this airstrip will be subject to the number of FIFO workers residing at Mapoon and the airstrips suitability for the charter flight aircraft.
17.4.4 Potential Impacts Air Transport
To assess the impacts to regional airports/airstrips associated with increased usage as a result of Project operational needs the following is assumed:
. Twice weekly flights occur between Cairns and the Skardon River Airport;
. A single weekly flight services the Northern Peninsula Airport, Weipa and Cooktown;
. All flights are 75% full between Cairns and the Skardon River Airport (i.e. 30 passengers);
. All flights the Northern Peninsula Airport, Weipa and Cooktown are 75% full (i.e. 15 passengers); and
. Flights operate for 40 weeks per annum, as mining ceases in the wet season.
The Project will result in an estimated 5,000 additional passenger movements and 160 additional aircraft movements per annum through Cairns Airport. This represents approximately 0.1% and 0.3% of the existing number of passengers and aircraft using the airport respectively. Therefore the Project will not have a significant impact on Cairns Airport. Notwithstanding the proponent will consult with the relevant Cairns Airport authorities and contract charter flight operators about the proposed charter flights and any requirements the airport or charter operators may have to service these flights.
For the Northern Peninsula Airport, Weipa and Cooktown service there would be an additional 80 aircraft movements per annum. The number of additional passengers is unknown at present and will not be confirmed until the FIFO workforce has been engaged. Notwithstanding, flights and passengers are expected to be within existing airport capacities. Passenger number and aircraft movements for Mapoon will not be confirmed until the FIFO workforce has been engaged. But again there would be an additional 80 aircraft movements per annum assuming one flight in and one out each week over the 40 week operational period.
Assessment of air quality and noise impacts associated with activities at the Skardon River airstrip are discussed in Chapter 12 – Air Quality and Chapter -13 Noise and Vibration.
17.4.5 Potential Cumulative Impacts on Air Transport
The only resource project in close proximity to the Project is Gulf Alumina’s proposed SRBP. The SRBP will have similar operations and project life span and is directly adjacent to the Project. The SRBP also proposes to utilise the existing Skardon River airstrip. A cumulative increase in aircraft activity has the potential to impact the capacity of the airport to support increased passenger and aircraft movements.
At Cairns airport there will be an estimated increase in aircraft movements by approximately 320 and a throughput of approximately 10,000 additional passengers over the eight month operational period. Given Cairns received 44,763 aircraft movements and the airport received 4,296,336
17-13 Bauxite Hills Project Transport
passengers in the 2013/14 financial year this increase would equated to <.01% of current aircraft movements and passenger throughput.
Both Projects are assuming a FIFO workforce will include personnel residing in Bamaga, Mapoon, Weipa, and Cooktown. Until such times as workforce numbers are confirmed, it is difficult to undertake a quantitative assessment of cumulative impacts at the associated airport. Needless to say though it is fair to assume that the small numbers of workers residing in each town and the single weekly flight in and out of each location would see a minimal cumulative impact to each of the communities.
17.4.6 Management and Mitigation Measures
Air transport will be provide by contractors and it is anticipated that the selected contractors will undertake consultation with the appropriate agencies as required.
Given that it is anticipated that the Project will not result in a significant impact to the existing Weipa and Cairns airport no specific air transport management or mitigation measures are proposed. However; in the event that the existing Skardon River airstrip is unable to sustain the increase in flight numbers Metro Mining will discuss upgrading the strip with Gulf Alumina. 17.5 Land
This section provides an assessment of the existing and planned land based transport activities, the potential and cumulative impacts and management and mitigation measures. The assessment identified road networks in Weipa and the potential use of the existing roads and the planned road/haul roads required to service the Project. The potential risks for all modes of transport are assessed in Table 17-5.
17.5.1 Assessment Method
The following tasks were undertaken as part of the transport (land) assessment:
. Review of the key access routes to be used during construction and operation;
. Review of the Project transport impact on both the public transport network and State controlled transport networks; and
. Review of any road upgrades required to reduce Project impacts.
As there is expected to be only very infrequent and minimal use of the public transport network and State controlled road network, and there are no new or alterations to public road infrastructure proposed, no assessment against the DTMR Guidelines for Assessment of Road Impacts for Development (DTMR, 2006a) or the DTMR Road Planning and Design Manual (DTMR, 2006b) has been included in this assessment.
17.5.2 Existing Public Road Infrastructure and Use
The Project site is remote and difficult to get to by the existing road network. Conservatively, it takes approximately a day to travel between Weipa and the Project area by light vehicle. The existing track leading off the Peninsula Developmental Road (PDR) is unsealed, not maintained and only suitable for use by four-wheel drive (4WD) during the dry season. The economic and environmental costs of upgrading public roads so that all weather access is available to the Project area significantly outweigh any benefits this would have.
17-14 Bauxite Hills Project Transport
17.5.2.1 Site Access
Access to the site from Weipa is via the PDR, before turning onto Telegraph Road and heading north. Telegraph Road becomes Old Telegraph Track north of the intersection with Bramwell Junction. Old Telegraph Track is only suitable for 4WD recreational activities and hence access to site continues along Bamaga Road after turning east at Bramwell Junction. From Bamaga Road, access is west via Heathlands Track and north along a short stretch of Old Telegraph Track. From Old Telegraph Track a bush track heads west towards the Project area. From the north access is via Bamaga Road, Heathlands Track, Old Telegraph Track and site access bush track. Approval is required, from Rio Tinto Alcan, to use the sections of the track network that cross their existing mining leases. The various site access options are shown at Figure 17-2.
Vehicle access to the Project area from Mapoon is via Weipa before accessing the PDR and following the network discussed above. Depending on conditions of the road network it can be expected that it would take between 8 – 14 hours to access the site. Alternatively vehicles can turn east before Weipa and cross the Wenlock River at Stones crossing (when water levels allow) before heading north on a series of bush tracks involving extreme 4WD conditions, including driving along a creek bed where there is no track. Notwithstanding the existing options, accessing the site by road is problematic, potentially unsafe, and is not a practical route for regular travel to site.
Metro Mining will also consult with the various emergency services agencies to establish procedures for incident where emergency vehicles are required to attend the Project area.
17-15 142°0'0"E
Old Tel ss Track e Acce Sit e
graph T
rac
k
lanade p Es
12°0'0"S MAPOON 12°0'0"S !(
Bramwell Junction
T elegraph Road
Stones Crossing
Road tal Peninsula WEIPA opmen !( Devel NAPRANUM !( Batavia wns Road Do
Legend !( Tow n Watercourse
Mine Lease Boundary un Road Auruk Pe Roads ninsula De 13°0'0"S Main Road velopmenta 13°0'0"S Local Road l Road Track Route to Site
142°0'0"E
Details Date R ©COPYRIGHT CDM SMITH DISCLAIMER This drawing is confidential and shall only be DESIGNER CLIENT Figure 17-2 1 Details 27/01/16 used for the purpose of this project. CDM Smith has endeavoured to ensure accuracy and completeness of the data. CDM Smith assumes Site access - - - DESIGNED MD CHECKED TK / no legal liability or responsibility for any decisions 0613 2 - or actions resulting from the information contained - - DRAWN CHECKED MD TK Kilometres within this map. - - - Scale @ A3 - DATA SOURCE APPROVED - DATE 30/03/16 1:448,322 MEC Mining 2015; - - - GCS GDA 1994 QLD Government Open Data Source; Notes: DRG Ref: BES150115-049-R1_SITE_ACCESS - - - Australian Government Bureau of Meteorology. F:\1_PROJECTS\BES150115_Bauxite_Hill\GIS\DATA\MXD\FINAL\ERA\BES150115-049-R1_SITE_ACCESS.mxd Bauxite Hills Project Transport
17.5.2.2 Use of Weipa Road Network
There are no new off-lease road infrastructure or alterations to existing public road infrastructure proposed during the construction and operational phases of the Project. There will be very limited external council or state road network use associated with the Project. Use of the current road network in Weipa will be extremely limited and is likely to be limited to light vehicles only that are associated with personnel movements and obtaining supplies.
It is not anticipated that vehicle usage in Weipa to transport workforce personnel would be more any more than three to five vehicle movements per week. Typically charter flights from Cairns, Bamaga and Cooktown will go directly to the Project area and land at the SRBP airstrip. There may; however, be occasion where charter planes will land at Weipa. In such cases planes will coordinated such that personnel are transferred to the Project area by charter plane within several hours rather than transferring into Weipa township and then to site There may; however, be occasion when charter flights are unavailable or delayed and then personnel will require transport to overnight accommodation in Weipa. For residents of Mapoon access to the site could be by vehicle to Weipa to connect with flights to the site.
It is expected that light vehicles or small trucks will be utilised to transport stores, plant and equipment to logistic barges positioned at Evans Landing that service the Project. These vehicle movements will be undertaken typically by local vehicles that already utilise the existing road network, as opposed to the Project generating an in-flux of new vehicles into Weipa. Given the infrequent and minor nature of the use of the existing road network, it is expected that the current level of service will be maintained.
17.5.3 Potential Impacts Road Transport
The Project area is not serviced by a road network and is only accessible during the dry season by 4WD from the PDR. Metro Mining does not intend to use the existing track connecting the Project area and the PDR to service the Project.
The following provides a summary of the key road transport aspects:
. No new road infrastructure, external to the Project area, will be required to support either the Project construction or operational phases;
. No new, or alterations to, public road infrastructure proposed during the construction and operational phases of the Project; and
. Use of the current road network in Weipa is expected to be extremely limited and is likely to be limited to light vehicles associated with personnel movements and obtaining supplies.
Given the remote location of the Project it is not anticipated that dangerous goods will be transported from Weipa via road and 4WD.
Given the above, significant impacts to existing road transport infrastructure or usage are not anticipated and as such no mitigation measures are proposed.
17-17 Bauxite Hills Project Transport
17.5.4 Potential Cumulative Impacts on Road Transport
As both projects propose to fly in their workforce personnel and barge supplies and material to and from site there is not anticipated to be a cumulative impact on the existing road infrastructure and level of service.
The construction and operation of the Project and Gulf Alumina’s SRBP will increase vehicle and machinery movements along the haul roads. It is not anticipated that the cumulative impacts will have an adverse effect to the public as movements will be within each project’s mining leases or along the haul roads. Metro Mining will work with Gulf Alumina to ensure public access routes to recreational areas are maintained. 17.6 Sea
This section provides an assessment of the existing and planned shipping activities, the potential and cumulative impacts and management and mitigation measures. The potential risks for all modes of transport are assessed in Table 17-5.
17.6.1 Assessment Method
This section presents a review and assessment of shipping risk elements associated with the proposed Metro Mining export facilities and operations. This assessment underpins the later development of marine management plans that will address marine activities during the construction and operational phases.
17.6.2 Existing Shipping and Maritime Activities
17.6.2.1 Existing Maritime Activities
Shipping and other maritime activities, such as marine tourism operations and commercial and recreational fishing, in the eastern reaches of the Gulf of Carpentaria around Skardon River are relatively limited.
Existing Ports
As well as the existing, albeit minor, port at Skardon River, shipping also operates through the ports of Weipa and Karumba (Figure 17-3). The closest of these to Skardon River is Weipa, around 65 nm (approximately 100 km) to the south, while Karumba is around 380 nm (approximately 700 km).
Weipa is the largest port in the Gulf of Carpentaria, with most activity centred upon the export of alumina in ships similar to those planned to load bauxite at Skardon River. Other commodities also pass through Weipa, particularly live cattle and a range of products in smaller quantities, such as bulk fuel oils. In 2014-15, Weipa handled 651 ships carrying a total of almost 32 million tonnes (Mt) of cargo (NQBP, 2015). Forecasts indicate that export volumes through Weipa are likely to drop and that a proposed new, private Rio Tinto Alcan port, for the Amrun Project (formerly known as the South of Embley Project), to be located around 40 km south of Weipa, will absorb the lost volume. The Amrun Project will involve mining and export of up to 50 Mtpa of bauxite per annum, which will increase the number of bulk carrier movements traversing the eastern Gulf of Carpentaria by about 600 per annum.
17-18 Bauxite Hills Project Transport
Karumba, in the southern reaches of the Gulf of Carpentaria, is primarily employed in the loading of zinc concentrate, and for the movement of lesser quantities of live cattle, bulk fuel oils, general cargo, and fisheries products (Ports North, 2014). Ship activity at Karumba is minimal, with around 10 to 20 bulk carriers visits each year to load zinc concentrate, and around 5 to 10 ships visits to take-on cattle.
Given the distance between the Project and the other ports, interaction between Skardon River shipping and that into and out of Weipa will be minimal. Interaction with the Port of Karumba, will also be minimal given the distance and low number of ship movements associated with this port. Much of the shipping activities associated with the Weipa and Karumba ports will be to/from Asian ports, and thus transit is to/from the northwest portions of the Gulf of Carpentaria, rather than north/south parallel to the eastern shoreline of the Gulf. Consequently it is not anticipated that ships loading at the transhipment areas will interact with ships either visiting or departing from the Port of Weipa or Karumba due to the anticipated direction of the shipping routes from each Port. This is reflected in Figure 17-4 which shows Australia’s shipping lanes. The west northwest direction of bulk carriers departing from the Port of Weipa demonstrates that bulk carriers departing from the Project’s transhipment area are unlikely to interact with these vessels as the shipping lanes would typically run parallel through the Gulf waters and not cross until well into the Gulf.
17-19 142°0'0"E 143°0'0"E 144°0'0"E 145°0'0"E
Port of Skardon River
Port Kennedy Thursday Island !( (Thursday Island) ·[ SKARDON RIVER
INJINOO !( !( BAMAGA
11°0'0"S ·[ 11°0'0"S
·[ Port of Skardon River Port Musgrave
DUCIE RIVER MAPOON MAPOON !( !( 12°0'0"S 12°0'0"S
·[ DUCIE RIVER
Port of Weipa
WEIPA NAPRANUM·[ !(!(·[ Port of Quintell ·[ Beach 13°0'0"S 13°0'0"S
AURUKUN !(
·[
Coen !( 14°0'0"S 14°0'0"S
Port of Cape Flattery PORMPURAAW !(
15°0'0"S Peninsula Dev Road 15°0'0"S Legend Hope Vale !( Tow n !( ·[ Airport Port of Cooktown ·[ !(COOKTOWN Road ·[ Watercourse Cook Shire LGA Mine Lease Boundary
Port Area rke D Bu ev Ro 16°0'0"S a 16°0'0"S Strategic Environmental Area d Priority Living Area Priority Agricultural Area
142°0'0"E 143°0'0"E 144°0'0"E 145°0'0"E
Details Date R ©COPYRIGHT CDM SMITH DISCLAIMER This drawing is confidential and shall only be DESIGNER CLIENT Figure 17- 1 Details 27/01/16 used for the purpose of this project. CDM Smith has endeavoured to ensure accuracy and completeness of the data. CDM Smith assumes Ports in the eastern - - - DESIGNED MD CHECKED TK / no legal liability or responsibility for any decisions 0212.5 550 - or actions resulting from the information contained Gulf of Carpentaria - - DRAWN CHECKED MD TK Kilometres within this map. - - - Scale @ A3 - DATA SOURCE APPROVED - DATE 29/03/16 1:1,900,000 MEC Mining 2015; - - - GCS GDA 1994 QLD Government Open Data Source; Notes: DRG Ref: 001-R1_REG_BOUND_V2 - - - Australian Government Bureau of Meteorology. F:\1_PROJECTS\BES150115_Bauxite_Hill\GIS\DATA\MXD\FINAL\ERA\SOCIAL\001-R1_REG_BOUND_V2.mxd Bauxite Hills Project Transport
Figure 17-4 Australia’s shipping lanes
17.6.2.2 West Cape York Commonwealth Marine Reserve
The West Cape York Commonwealth Marine Reserve (the Reserve) is located to the west-northwest of the Skardon River mouth. The Reserve extends from the boundary of Queensland waters adjacent to the northern end of the Cape York Peninsula and northwest to the edge of Australia’s EEZ. The EEZ is prescribed by the United Nations Convention over which a state has rights regarding the exploration and use of marine resources. The Reserve includes Special Purpose and Multiple Use Zones. A Marine National Park Zone is located approximately 80 km from the mouth of the Skardon River (Figure 17-5) (DotE, 2013).
17-21 350000 400000 450000 500000 550000 600000 650000 700000 8850000 8850000 8800000 8800000 8750000 8750000 8700000 8700000 Legend
!( To w n
Limit of Coastal Waters
Project Area MAPOON !( West Cape York Commonwealth Marine Reserve Marine National Park Zone
Multiple Use Zone
Special Purpose Zone 8650000 8650000 350000 400000 450000 500000 550000 600000 650000 700000 RDetails Date ©COPYRIGHT CDM SMITH DESIGNER CLIENT Figure 17- This drawing is confidential and shall only be used DISCLAIMER 5 1 For Information Purposes 15/07/15 for the purpose of this project. CDM Smith has endeavoured to ensure accuracy and completeness of the data. CDM Smith assumes 2 Updated Pit Extents 29/03/16 West Cape York Commonwealth marine reserve / no legal liability or responsibility for any decisions DESIGNED MD CHECKED - - - 0 12,500 25,000 50,000 or actions resulting from the information contained within this map. DRAWN CHECKED - Metres - - MD Scale @ A3 - 1:1,000,000 DATA SOURCE - - APPROVED - DATE 29/03/16 GCS GDA 1994 MGA Zone 54 MEC Mining; Australian Government, - - Notes: Department of the Environment; QLD Government Open Source Data; DRG Ref: BES150115-048-R1_WEST_C_MARINE - - Geoscience Australia 2014. F:\1_PROJECTS\BES150115_Bauxite_Hill\GIS\DATA\MXD\FINAL\ERA\BES150115-048-R1_WEST_C_MARINE.mxd Bauxite Hills Project Transport
The barges moving to anchored bauxite carriers will transit through both State and Commonwealth waters. These activities will occur approximately 2 km outside of the Marine Reserve (see Figure 17-6). Passage of the bauxite carriers, to and from the transhipment location may include transiting through the Marine National Park Zone. Vessel transit is a permitted activity for all three zones (Marine National Park, Special Purpose and Multiple Use Zones).
The major conservation values of the Reserve are detailed as:
. Important resting area between egg laying (inter-nesting area) for the threatened Flatback Turtle (Natator depressus), Hawksbill Turtle (Eretmochelys imbricata) and Olive Ridley Turtle (Lepidochelys olivacea);
. Important roosting area for aggregations of the migratory Lesser Frigate Bird (Fregata ariel);
. Examples of the ecosystems of two provincial bioregions:
• The Northern Shelf Province (which includes the Carpentaria and West Cape York mesoscale bioregions)
• The Northeast Shelf Transition Province (which includes the Torres Strait mesoscale bioregion)
. Two key ecological features:
• Gulf of Carpentaria coastal zone (high productivity; biodiversity and endemism; aggregations of marine life)
• Gulf of Carpentaria basin (biodiversity; aggregations of marine life).
The assessment of impacts to the marine environment and coastal processes are discussed in Chapter 6 – Marine Ecology and Chapter 19 – Coastal Environment respectively.
17-23
590000 600000 610000 620000
!!
!!
!!
!!
!!
!! !!
!!
!! Mini Cape
!! !!
!!
!!
!! (!
!! Panamax (! !!
Ultramax !!
(! !!
!! Supramax
(! !!
!! (!
Day Mooring(! !! Pace 1 - A3
!! ER !!
!!
!! IV
!! R
!! !! N
S O !! K
!!
!! A R D
!!
!!
!! !!
!! !!
!!
!! !!
!! !!
!! !! !!
!!
!!
8700000 !! 8700000
!!
!!
!!
!! !!
!!
!!
!!
!! !!
!! !! Barge Loading Area !! Pace 2 - A25 Pace 3 - A1 (! (!
Haul Road
MLA 20676 BAUXITE HILLS 1 MLA 20689 BAUXITE HILLS 6 WEST (BH6 WEST) Legend
!! Shipping Route
Watercourse MLA 20688 Haul Road Indicative Reef 1km Buffer BAUXITE HILLS 6 EAST Indicative Reef (BH6 EAST)
Limit of Coastal Waters Camp Accommodation Camp Access Road Haul Road 8690000 8690000 Pit Extents
Accommodation Camp Mine Lease Area
Skardon River Port Limits
Skardon River Pilotage Area West Cape York Commonwealth Marine Reserve NAMALETA CREEK Multiple Use Zone A CREEK ALET M Special Purpose Zone A
N
590000 600000 610000 620000 R Details Date ©COPYRIGHT CDM SMITH DESIGNER CLIENT 6 This drawing is confidential and shall only be used DISCLAIMER Figure 17- 1 For Information Purposes 15/07/15 for the purpose of this project. CDM Smith has endeavoured to ensure accuracy and completeness of the data. CDM Smith assumes Proposed anchorage locations in relation to 2 Updated Pit Extents 03/05/16 / no legal liability or responsibility for any decisions DESIGNED MD CHECKED - Marine Reserve - - 0 1,000 2,000 4,000 or actions resulting from the information contained within this map. DRAWN MD CHECKED - Metres - - DATA SOURCE Scale @ A3 - 1:90,000 MEC Mining; 1sSRTM v1.0 Geoscience Australia 2011; - - APPROVED - DATE 03/05/16 GCS GDA 1994 MGA Zone 54 Australian Government, Department of the Environment; - - Notes: QLD Government Open Source Data; Australian Hydrological Geospatial Fabric DRG Ref: BES150115-002-R1_PACE_Rfs - - (Geofabric) PRODUCT SUITE V2.1.1 F:\1_PROJECTS\BES150115_Bauxite_Hill\GIS\DATA\MXD\FINAL\ERA\PACE\BES150115-002-R1_PACE_Rfs.mxd Bauxite Hills Project Transport
17.6.2.3 Commercial and Recreational Fishing
A range of commercial and recreational fisheries, the latter including both private and commercially-organised activities, operate in the Gulf of Carpentaria around Skardon River.
Commercial fisheries which encompass the waters of the eastern Gulf of Carpentaria are as follow:
. Northern Prawn Fishery: This fishery covers an area of around 880,000 square kilometres (km2), reaching from Weipa to Cape Londonderry in the Kimberley region of Western Australia;
. Carpentaria Inshore Fin Fish Fishery: This fishery extends in a band which covers all tidal waterways out to a distance of 25 nm;
. Gulf of Carpentaria Developmental Finfish Trawl Fishery: This covers waters beyond 25 nm from the Queensland coast to the edge of the Australian Fishing Zone, with the western edge bounded by the Queensland/Northern Territory sea border; and
. Gulf of Carpentaria Commercial Line Fishery: This fishery encompasses waters from the Queensland-Northern Territory sea border to near the tip of Cape York Peninsula.
Recreational fishing, generally confined to beaches and nearshore areas, is understood to occur from boats leaving from Mapoon, to the south of Skardon River, and 4WD vehicle access to beaches in the general vicinity (Gulf Alumina, undated). Rights of access to traditional fisheries, centred upon giant mud crabs, are exercised by the Mapoon Aboriginal Community (Gulf Alumina, 2016). Similar to commercial fisheries, recreational and traditional fishing activities in the region are dispersed and at low levels of activity, therefore they are unlikely to be affected by Metro Mining’s proposed port and shipping activities.
A summary of each fishery is provided in the following sections. Given the large area encompassed by all of these fisheries, and the relatively dispersed and low levels of activity, no specific adverse effects are anticipated from the proposed Metro Mining shipping and transhipment activities.
Gulf of Carpentaria Development Finfish Trawl Fishery
Developmental fisheries are those that use fishing gears and/or target new and underutilised species. In the Gulf of Carpentaria there is a Developmental Finfish Trawl Fishery which operates outside 25 nm generally from the Queensland Gulf of Carpentaria coastline north of 15 degrees South latitude. It is a limited entry, quota-managed, semi-demersal trawl fishery with five Developmental Fishing Permits issued since 1998; however only two were active in 2006. The main species captured are tropical red snappers including the Crimson Snapper (Lutjanus erythropterus) and the Saddletail Snapper (Lutjanus malabaricus) that are found on coastal and inshore reefs. However a variety of other valuable species are also retained as saleable product, including Mangrove Jack (Lutjanus argentimaculatus), Golden Snapper (Lutjanus johnni), Painted Sweetlips (Diagramma labiosum) and Goldband Snapper (Pristipomoides multidens). The fishery operates in waters remote from the Skardon River area.
Northern Prawn Fishery
The Gulf of Carpentaria is part of the Northern Prawn Fishery (NPF) Management Area. The NPF harvests banana prawns and tiger prawns from a fishing ground which covers approximately 880,000 km2 that extends from Weipa in far north Queensland to Cape Londonderry in northern Western Australia, as shown in Figure 17-7. NPF Industry Pty Ltd is a collective of trawler operators, processors and marketers acting together for the industry in the NPF. Fifty two vessels are licensed to operate within the fishery and less than 12% of the waters are fished. The fishery has two fishing
17-25 Bauxite Hills Project Transport seasons – the banana prawn season which runs from late March to mid June and the tiger prawn season which is in place from August to the end of November.
The NPF is broken into 15 statistical areas, including the Weipa area, which has its northern limits at the Port of Musgrave (i.e. south of the Skardon River). There are no statistical areas encompassing the Skardon River. Data for the NPF for 2011 shows that approximately 11% (925 t out of 8,335 t) of prawns were caught in the Weipa statistical area. In combination this information demonstrates that a low number of prawn fishing vessels are spread over a very large area of ocean and that a minor percentage of these fishing vessels operate in coastal waters near Weipa, potentially not entering coastal waters near the Skardon River. Therefore the Project’s near shore shipping movements are highly unlikely to have an impact on the NPF operations. Never-the-less the proponent will consult with the NPF about managing any potential interaction between Project activities and fishing activities.
Figure 17-7 Northern Prawn Fishery
Inshore Fin Fish Fishery
The Carpentaria Inshore Fin Fish Fishery is multi-species fishery comprising inshore and offshore net fishery, commercial bait netting, recreational fishing, Indigenous and charter boats - fishing species related to the fishery within Queensland jurisdiction in the Gulf of Carpentaria, as shown in Figure 17-7. This area covers all tidal waterways to 25 nm and includes the Skardon River and the proposed offshore transhipment area.
The Department of Agriculture, Forestry and Fisheries (DAFF) produced the Annual Status Report 2011, Gulf of Carpentaria Inshore Fin Fish Fishery (DAFF, 2011), which contained the following relevant information:
. Fishery species include barramundi, grey mackerel, king threadfin, blue threadfin, javelin and shark;
17-26 Bauxite Hills Project Transport
. Fishers are authorised to use set mesh nets to harvest fish;
. 81 commercial licenses accessed the fishery in 2010;
. The total catch was 2,567 t in 2010, including 896 t grey mackerel, 719 t barramundi and 365 t king threadfin;
. Fishing occurs between January and September;
. Historically, fishing effort for barramundi has occurred south of Weipa as there is generally less barramundi habitat available in the northern region (i.e. including Skardon River) compared to the southern Gulf;
. There were only 15 charter operator’s licences in 2010 and the charter boat harvest was 19 t in 2010; and
. No recreational catch or Indigenous fishing catch estimates are available.
This information demonstrates that there are a low number of commercial and charter boat fishers operating in a large area of the Gulf. There is low potential for interaction of the Project’s near shore shipping movements with commercial and charter boat fishing operations. Never-the-less the proponent will comply with all maritime safety regulations and consult with any relevant representative bodies for commercial and charter boat fisheries about managing any potential interaction between Project activities and fishing activities.
Gulf of Carpentaria Commercial Line Fishery
The Gulf of Carpentaria Commercial Line Fishery is managed by the Queensland government and extends from the Queensland-Northern Territory border to Slade Point on the northwest coast of Cape York Peninsula. In 2006, 27 licensed fishers harvested 237 tonnes of fish with a landed gross value of production of $1.6 million. The main target species is the Spanish mackerel which constitutes 90% of the total catch. The reef areas in the vicinity of Pera Head, Boyd Point and Thud Point area recognised as key locations in the Weipa region for the targeting of Spanish mackerel by commercial line fishers. These locations are located over 100 km south of the Skardon River Project. The peak season in the Weipa region extends from August to November.
Commercial Tour Operators
Approximately 12 - 15 commercial tour operators have been working in the area within 50 – 80 km of the Skardon River. Commercial tour operators caught 25,744 kg of fish between 2000 and 2008. Fishing effort was greatest in 2003 (167 days) however the highest catch (by weight) was recorded in 2004 (5,584 kg). The potential for interaction with commercial tour fishing within the Project activities is minimal.
Recreational Fishing
Recreational fishing occurs in the study area with fisheries origination from the Port Musgrave region at Mapoon, or travellers accessing the Skardon River via the 4WD tracks leading through the Project are to the beaches to the west of the Project area.
Traditional Fisheries
The fisheries resources of the study area are important to the Traditional Owners for customary and dietary purposes. Giant mud crabs are of particular importance to the Mapoon Aboriginal
17-27 Bauxite Hills Project Transport
Community as a stable food source and potential income earner. Mapoon Aboriginal Shire Council currently possess a Community commercial fishing licence. The fishing symbols issued under this licence include net (N3), crab (C1) and line (L3 and L4).
17.6.3 Proposed Barging and Shipping Activities
17.6.3.1 Barging Activities
Bauxite transportation will be via barge through the Skardon River and will occur 24 hours per day during the eight month operational period. Barges with a capacity of approximately 3,000 t (see Figure 17-8) will be used in year one to deliver 1 Mtpa and from year two onwards barges with a capacity of approximately 7,000 t (see Figure 17-9) will be used to deliver up to 5 Mtpa to awaiting OGVs.
Barge dimensions are approximately 80 m length, 20 m beam to a maximum of 90 m length, 30 m beam and draft up to 3.5 m depending on the payload. Barge loading will be carried out using a stationary conveyor transferring the ore from the product stockpiles to the barge.
Figure 17-8 Indicative barge specifications for year 1 operations
17-28 Bauxite Hills Project Transport
Figure 17-9 Indicative barge specifications for year 2 to 12 operations
Each barge will be loaded taking into consideration potential navigational limitations at the time of loading. Where loading occurs during periods of low water, barges will be light-loaded to retain sufficient under keel depth. Conversely, during periods of high water, barges will be more fully loaded to cater for greater under keel depths. It is expected that transit at the river mouth will be limited for approximately seven hours a day during low tide. The Project feasibility has taken into consideration these restrictions and has designed the barge system such that bed-levelling or dredging is not necessary.
The anticipated annual barge movements through the operational life of the Project are:
. Year 1 – Assuming maximum barge capacity of 3,000 t, there will be approximately 666 total barge movements (333 out and 333 back) to deliver 1 Mtpa. This equates to approximately six barge movements (both out and back) daily over the initial operational period of 100 operational days in the first, partial, operating year after construction;
. Year 2 – Assuming maximum barge capacity of 7,000t, there will be approximately 1,334 barge movements to deliver 4 Mtpa. This equates to approximately six barge movements daily over the 240 operational days; and
. Years 3 to 12 – Assuming maximum barge capacity of 7,000t, there will be approximately 1,666 barge movements to deliver 5 Mtpa this equates to approximately seven barge movements daily over the 240 operational days.
Sufficient numbers of barges will be placed in service to provide for the maximum requirement during the expected operating year. Barges will be loaded upon arrival at the BLF at a proposed rate of 1,500 tonnes per hour.
17-29 Bauxite Hills Project Transport
Shallow draft tugboats (see Plate 17-2) will standby with the barges during loading. Barges will then be delivered to the transhipment location where they will be unloaded to the awaiting carrier. During year one barges will be unloaded using cranes on board the OGVs. During years 2 to12 two floating cranes (see Plate 17-3) will be moored at the transhipment location via a single temporary mooring and will transfer bauxite from barges to the OGVs. The transhipment area has been surveyed and is located away from any significant benthic habitats (see Chapter 6 - Marine Ecology and Appendix B3 – Marine Ecology and Coastal Processes for further discussion). Some minor amounts of dust and spillage may be generated during the transhipment process; however, given the inert nature of the bauxite, any potential impacts to the environment from the loading process will be low and would present physical changes to the local sediment only.
The shallow draft tugboats will then collect the empty barges and return to the BLF. Shallow draft work boats (see Plate 17-4) will be used for general support throughout maritime operations.
Plate 17-2 Typical shallow draft tugboat that will be used during barge operations
17-30 Bauxite Hills Project Transport
Plate 17-3 Example of a typical floating crane that would be use to transfer bauxite to the OGV
Plate 17-4 Shallow draft work boat
MSQ, through the authority of the Regional Harbour Master (RHM), has jurisdiction over the safe movement of all shipping within the pilotage area. The Transport Operations (Marine Safety) Regulation 2004 applies to the Port of Skardon River and stipulates that vessels may not operate at a speed of more than 6 knots when within 30 m of any wharf, boat ramp or pontoon, a vessel at
17-31 Bauxite Hills Project Transport
anchor, or moored or made fast to a jetty. It is anticipated that speeds within the Skardon River will generally be 6 knots. There may; however, be areas where speed limits are reduced to minimise potential impacts (i.e. sea grass beds). Speed limits will be confirmed with the RHM as part of the development and implementation of the vessel traffic management plan.
By considering proximity to areas of the Skardon River more sensitive to vessels movements (i.e. seagrass habitats and areas of shallower depths), indicative speed zones have been defined to minimise habitat disturbance, and potential marine fauna interactions. Speeds of 4 knots are proposed within 500 m of seagrass habitats near the Port and adjacent to shallow bathymetry (shallower than -2 metres Lowest Astronomical Tide (mLAT)), as shown in
Figure 17-10. Within the remainder of the channel, speeds are proposed up to 6 knots. This approach is consistent with that proposed for the SRBP.
Metro Mining will monitor river depth and tidal stages at its loading location and at all critical locations between the loading facility and downstream through the mouth of the Skardon River as part of its vessel management system. Barges will only be loaded to drafts that will adequately clear the shallowest areas of the Skardon River. The tugboats will be of suitable design to clear the critical areas within the Skardon River at their lowest operating draft. As volume increases, barges and tug boats will be added to the fleet to accommodate the increased tonnage.
Bathymetric studies undertaken by Metro Mining have identified that the barge loading site has sufficient water depth at low tide to allow barge loading over the full 24 hour cycle without any requirement for bed-levelling. Note that the 7,000 t barges will be light loaded during low tidal phases to maintain sufficient under keel clearance, which is considered to be around 0.5 m, particularly through the river mouth. No bed-levelling is required for the Project, although bed- levelling has been identified as necessary for barging activities at the neighbouring SRBP (see Section 17.5.2, Gulf Alumina Project EIS 2016) allowing for differences in their proposed barging operations.
17-32
8704000 8703000 8702000 8701000 8700000 8699000 8698000 8697000 8696000 618000 618000
4 knots V 617000 617000 BES150115-050-R1_VESSEL_SPEED Figure 17-10 Vessel speed Ref: DRG 616000 616000
ER
V
I
R 615000 615000
N
CLIENT
O D
Logistics R
Barge Facility Barge
A
K S
614000 614000 6 knots 6 DESIGNER 613000 613000 Area Mine Barge LoadingArea Infrastructure MEC Mining; MEC DISCLAIMER 612000 612000 within this map. this within DATA SOURCE DATA (Geofabric) PRODUCT SUITE V2.1.1 PRODUCT (Geofabric) QLD Government Open Source Data; Australian Hydrological Geospatial Fabric Fabric Geospatial Hydrological Australian CDM Smith has endeavoured to ensure accuracy accuracy to ensure endeavoured has Smith CDM no legal liability or responsibility for any decisions or actions resulting from the information contained contained information the from resulting actions or and completeness of the data. CDM Smith assumes Smith data. CDM of the completeness and
611000 611000 4 knots 4 0 0 0 , 1:35,000 01 0 Metres 610000 610000 / 250 Scale @ A3 - A3 @ Scale GCS GDA 1994 MGA Zone 54 Zone 1994 MGA GDA GCS 05 609000 609000 - -
01/04/16 6 knots 6 CHECKED CHECKED DATE 608000 608000 MD MD - ©COPYRIGHT CDM SMITH ©COPYRIGHT for the purpose of this project. of this purpose the for This drawing is confidential and shall only be used be only and shall confidential is drawing This 607000 607000 DESIGNED DRAWN APPROVED Notes: Date 01/04/16
606000 606000 4 knots 4 BargeArea Loading Route Vessel Saltpans Mangrove Road Haul Metro Mining Mine LeaseArea - Green LAT <2m - Red LAT >2m ------605000 605000 RDetails 1 ------Legend Bathymetric Grid
F:\1_PROJECTS\BES150115_Bauxite_Hill\GIS\DATA\MXD\FINAL\ERA\BES150115-050-R1_VESSEL_SPEED.mxd
8704000 8703000 8702000 8701000 8700000 8699000 8698000 8697000 8696000 Bauxite Hills Project Transport
17.6.3.2 Barge Mooring
When not in use the barges will be moored in the Skardon River clear of other river traffic. The base case will include four sets of pile type moorings, consisting of two piles for each tug and barge set, and two sets, one for each of the two floating cranes. Piles are planned to be removed at the end of mine life. A schematic of the mooring and barge is shown at Figure 17-11.
The indicative location of the moorings are shown at Figure 17-12. The location has been selected due to the width of the river and area of reduced wave fetch during a cyclonic event.
The moorings will be cyclone rated and tugs and barges will be secured to these moorings during the wet season. An indicative layout is shown at Figure 17-13. Mooring pile parameters (i.e. pile size, diameter, spacing requirement, and required working load) will be determined as part of detailed design work that is underway. Similarly hawser parameters will be confirmed as part of the final design of the moorings.
A separate single “day mooring” will be established in offshore water between the mouth of the Skardon River and the OGV loading area. The structure of the mooring will be like any other standard mooring comprising a single weight with a buoy attached. The mooring will be of sufficient design to be able to withstand 30 knots and 2 m seas only. The mooring will not be used in conditions outside of the design parameters.
A pre-clearance survey will be undertaken of the seabed prior to the placement of the mooring to ensure the mooring is positioned in an area clear of reef structures. An indicative design of the day mooring is shown at Figure 17-14.
Figure 17-11 Schematic of mooring and barge
17-34 605000 610000 615000 620000 625000
142°3'39.648"E 11°44'41.983"S Barge !( Floating Crane Moorings Loading Area
!( ! Tug and Barge ! SKARDON RIVER 142°3'38.755"E Moorings 11°44'43.987"S ! ! S !( K Mine A 8700000 8700000 ! RD ! Infrastructure ON !( R !( Area I V ! E Logistics R ! !( Barge !( Facility ! 142°3'58.611"E ! !( 11°44'50.543"S !( ! !( ! !( !( Haul Road 142°3'57.718"E 11°44'52.548"S
BH1 MLA boundary (MLA 20676)
BH6 West 8695000 8695000 MLA boundary (MLA 20689)
Haul Road
BH6 East MLA boundary (ML 20688) Camp A Access Road 8690000 8690000
Legend Mine Infrastructure Area Accommodation Camp
Watercourse Airport Strip Haul Road
Pit Extents NAM AL ETA CR Mine Lease Area EE EK K ALETA C RE AM Camp Site N
605000 610000 615000 620000 625000
RDetails Date ©COPYRIGHT CDM SMITH DESIGNER CLIENT This drawing is confidential and shall only be used DISCLAIMER Figure - 1 For Approval 15/07/15 for the purpose of this project. CDM Smith has endeavoured to ensure accuracy and completeness of the data. CDM Smith assumes 2 Updated Pit Extents 21/10/15 ,QGLFDWLYHEDUJHDQGFUDQHEDUJHPRRULQJDUHD / no legal liability or responsibility for any decisions DESIGNED MD CHECKED MI 3 Final 0 500 1,000 2,000 or actions resulting from the information contained within this map. - DRAWN MD CHECKED MI Metres - DATA SOURCE Scale @ A3 - 1:65,000 - - APPROVED 19/02/16 DATE 15/03/16 MEC Mining 2016; GCS GDA 1994 MGA Zone 54 QLD Government Open Source Data; - - Notes: Australian Hydrological Geospatial Fabric (Geofabric) PRODUCT SUITE V2.1.1 - - DRG Ref: BES150115-002-R2_PROJ_INFRA F:\1_PROJECTS\BES150115_Bauxite_Hill\GIS\DATA\MXD\FINAL\ERA\BES150115-002-R2_PROJ_INFRA.mxd
Bauxite Hills Project Transport
17.6.3.3 Navigational Aids
At the time of preparation of this EIS the Skardon River did not have navigation aids or a designated navigation channel.
In collaboration with Gulf Alumina and in consultation with MSQ and the RHM, it is intended that this situation will be rectified in order to adequately support the expanded port activities. The RHM of Skardon River is located in Cairns and is responsible for responding to maritime incidents on behalf of MSQ. The navigation channel will be charted by MSQ and the RHM and checked regularly, particularly following each wet season and extreme weather events.
Appropriate navigation aids will also be established in consultation with MSQ and the RHM, and in collaboration with Gulf Alumina. These may include:
. Navigation markers;
. Buoys;
. Signage;
. Lead lights and markers at the port wharf;
. Designated, charted channel;
. Electronic navigation aids; and
. Declared depth, as proclaimed by the RHM.
Details of navigation aids and procedures will be disseminated via navigation charts and ‘Notices to Mariners’. Notice to Mariners are issued by MSQ to provide marine safety and navigation information to mariners and organisations. The design and implementation of a vessel traffic service system will be discussed with the RHM.
It is intended that access for recreational boating at Skardon River will be maintained at all times, as safe and practicable to do so. The route to be used by Metro Mining will take advantage of the deepest natural channel within the river mouth, therefore no bed-levelling is required. While not expected, access may be restricted at certain times subject to maritime navigation regulations.
17.6.3.4 Transhipment and Shipping Activities
Bauxite will be shipped to overseas markets via a combination of Supramax (see Plate 17-5), Ultramax (see Plate 17-6), Panamax (see Plate 17-7) and Mini Capesize (see Plate 17-8) Class Vessels. Geared Supramax and Ultramax class OGVs will be used during year one and until such time that the floating crane system is established. Once the floating crane is operational all four classes of OGV will be utilised. Dependent on the class of OGV, loading will take approximately four to six days, requiring between 15 to 20 loaded barges to complete each cargo. A summary of the dead weight tonnage (DWT) and load draft requirement is shown in Table 17-1.
The locations of the indicative OGV anchorage areas is shown in Figure 17-6.
17-38 Bauxite Hills Project Transport
Table 17-1 OGV class specifications OGV Size Geared (cranes) DWT Capacity Loaded Draft (m) Supramax Yes 50,000 - 60,000 12.8 Ultramax Yes 60,000 – 65,000 13.3 Panamax No 60,000 – 85,000 14.5 Mini-Capesize No 100,000 - 120,000 14.5
Plate 17-5 Supramax Class OGV
Plate 17-6 Ultramax Class OGV
17-39 Bauxite Hills Project Transport
Plate 17-7 Panamax Class OGV
Plate 17-8 Minicape Class OGV
Land-based mining activities will occur for around eight months per year and stop over the wet season; however, it is anticipated that ship loading will extend slightly longer than this period to ensure all stockpiled material is loaded and removed prior to commencement of the wet season shut-down period, although no activity is anticipated from around December to March. Ship loading activities over the life of the Project are summarised at Table 17-2. Ship loading is planned to be undertaken 24 hours per day, seven days a week, during the eight to nine months of port activities. It is expected that around four to six days will normally be required for each ship load, and that around 40 ship visits would occur in the first year, increasing to around 100 ship visits per annum from year 3 onwards.
17-40 Bauxite Hills Project Transport
Table 17-2 Ship loading activities over the life of the Project Annual Production Movements per Day1 Movements per Year Rate Operational Average Load Year 12 1 Mtpa 6-7 666 3,000 t 23 4 Mtpa 5-6 1,334 6,000 t 3 to 123 5 Mtpa 7 1,666 6,000 t 1 The total movements include return tug/barge movements therefore half of the total barge movements will be loaded. 2 Year 1 is calculated for a 100 day operational period rather than 240 days as this will be the first operating year (three to four months) after construction. 3 Larger barges will be used during this period.
Ships will not refuel while loading offshore of the Skardon River, and shallow draft barges will have no need for fuel. Tugs will be refuelled via a pipeline along the conveyor structure to a storage farm from self-bunded containers. Refuelling is discussed in Section 17.6.4.3.
17.6.3.5 Logistic Barge Operations
All materials associated with the construction of the Project will be barged to site using shallow draught barges from either the Port of Cairns or the Port of Weipa. The Port of Karumba may also be used to load equipment to support construction activities. It is anticipated that approximately 30 barge movements, including both to and from the site, will be required during the construction period for equipment and infrastructure. These barges will typically be 40 to 55 m in length with a maximum draft of between 2.4 to 2.9 m (see Plate 17-9 showing example barges that may be used during construction). Some smaller barge movements may be required for consumables, anticipated to be at four movements per week during construction.
Barge movements into the Skardon River will be coordinated with tide levels such that no bed- levelling or dredging of the river is required.
Plate 17-9 Logistics barge loaded with construction materials
17-41 Bauxite Hills Project Transport
It is anticipated that a single logistics barge will be required each week during the operation of the mine. The barge will be used to transport materials to site and take waste material from site on the return transit. The logistic barges will be approximately 40 m in length with a maximum draft of 2.4m (see Plate 17-10).
Plate 17-10 Logistics barge loaded with mining equipment
17.6.3.6 Refuelling
A double skinned transport barge will deliver approximately 200,000 litres of fuel each week to the Project. Fuel will be transferred via a pipeline connecting the BLF to the fuel farm. A typical general arrangement of a double skinned transport barge is shown at Figure 17-15. Further description of the proposed fuel loading and refuelling process is provided in Sections 17.6.4.3. and 17.6.5.3.
17-42 Bauxite Hills Project Transport
Figure 17-15 Indicative general arrangement of a double skinned barge
17-43 Bauxite Hills Project Transport
17.6.4 Potential Shipping Impacts
17.6.4.1 Routine Discharges, Emissions and Activities
Vessels underway or at anchor will act as the source for a range of unavoidable emissions, such as engine exhaust gases, biocide leachate from anti-fouling coatings (AFCs), treated effluent from sewage treatment plants and oily water filtering systems, and radiated underwater noise. The sources of these discharges and emissions from ships is depicted in Figure 17-16.
Figure 17-16 Summary of routine and unavoidable discharges and emissions from ships
Unless a vessel is badly maintained and/or operated, none of the standard, essentially unavoidable vessel emissions, such as engine exhausts and AFC biocide leachate, is likely to occasion any substantive environmental harm.
17.6.4.2 Routine Navigation and Pilotage
Routine navigation and pilotage, as represented by vessels and barges transiting to and from the Skardon River loading area, presents no substantive environmental risk if undertaken in accordance with the appropriate standards and controls.
The movement of barges and associated vessels within the Port of Skardon River are subject to the port's compulsory pilotage rules1. These rules apply within the port's Designated Pilotage Area (Figure 17-1), which includes the Skardon River and creeks flowing into it. All vessels that are 50 m or more in length, which are proceeding within this designated area, must either carry a licensed marine pilot or be under the command of a Master who holds a pilotage exemption certificate for the area. The use of pilots, or suitably qualified Masters, familiar with the area is intended to limit the risk of grounding or collision. Note that the intended OGV anchorage and transhipment area is in Commonwealth waters and external to the Port’s compulsory pilotage area.
Apart from pilotage requirements, coastal vessels (i.e. the barges, tugs and other harbour vessels) and ships operate within an internationally developed regime of rules intended to limit the risks of ship engineering or navigation incident. These rules span elements such as ship design and survey, crew competencies, crew fatigue management, vessel traffic rules and lights and other devices
1) See Maritime Safety Queensland: Queensland Notices to Mariners 745 (Permanent) of 2009 dated 6 November 09
17-44 Bauxite Hills Project Transport
intended to limit the risk of collision. Adherence to these rules is enforced in Australian waters by the AMSA, and within Queensland waters by MSQ (PGM Environment, 2012).
Vessels that sail within the Skardon River or operate locally present a low environmental risk, although they present a latent threat in the event of fauna strike, collision, grounding, or possibly in the event of other maritime casualty such as onboard fire. These are all atypical, albeit plausible, events, and thus are not indicative of routine shipping activities - potential maritime casualty issues are addressed further in Section17.6.4.12.
17.6.4.3 Refuelling and Oil Transfer
Vessels required to re-fuel, known as 'bunkering', will mainly be the smaller harbour crafts. Skardon River will not have large ship bunkering facilities and the bulk carriers exporting bauxite will have no need to refuel there. Small craft and tugs will refuel from the Project’s barge loading facility.
Vessel refuelling has the potential to result in oil spill during transfer, as a result of a failure of hoses or couplings, incorrect alignment of valves such that fuel is directed to the deck or overboard, or in the event that a tank is overfilled and vents the excess fuel. Refuelling incidents are one of the more common causes of loss of oil to the marine environment. Oil spill risks are mitigated by the provision of various risk reduction measures and managed by response measures. Risk reduction and management measures include the use of oil containment booms, onsite spill containment and clean-up equipment and oil spill contingency plans.
By necessity, the barge loading facility will be capable of refuelling locally-based harbour craft. It is considered that the level of risk to the environment is minimal as relatively low quantities of diesel fuel is required, particularly when compared to OGV bunkering and heavy fuel oil (HFO), and refuelling will be undertaken via controlled conditions e.g. while the harbour vessel is alongside a wharf in sheltered waters. Construction of the refuelling site will be undertaken in accordance with applicable standards of design and construction for refuelling facilities, and refuelling will be undertaken in accordance with appropriate operating procedures.
17.6.4.4 Shipping Waste
Waste is generated in vessels as an inevitable consequence of routine maintenance of the vessel and the sustenance of those onboard. Garbage generated in small craft based in Skardon River, including the crane barge in the anchorage, will be retained onboard before being taken ashore for disposal (Transhipment Services Australia, 2015a). Once transferred to shore, the garbage will be placed into skips and handled as per other waste from the MIA. Note that this will only be garbage from local craft and hence not subject to any quarantine management requirements. No garbage will be disposed to sea and no garbage will be transferred from the bulk carriers loading ore at Skardon River. Waste generated from shipping activities, including sewage, greywater and oily waste is discussed in Chapter 14 – Waste Management.
17.6.4.5 Vessel Fuel Storage
OGVs carry a range of fuel oils, principally HFO for propulsion engines and lighter distillate fuels for auxiliaries. It is usual for Panamax ships to have maximum HFO bunker fuel capacities of approximately 4,000 m3, supplemented by distillate fuel capacities of 200 m3 or more.
In larger ships, individual tanks may have capacities of several thousand cubic metres, therefore having a greater risk to the environment if its containment is breached.
17-45 Bauxite Hills Project Transport
From 1 August 2010, new ships are required to have smaller tanks and incorporate suitable hull/tank separation distances or other design features intended to reduce the environmental risk from a containment breach. There measures are to limit the likelihood or extent of fuel loss in the event of collision or grounding. These improvements will take around 15 years or more to become standard.
17.6.4.6 Air Emissions
Powered vessels emit exhaust gases and particulates from propulsion machinery and auxiliaries as fuel is consumed. Other potential emission sources include incinerators and smaller engines in ships’ boats. Atmospheric emissions include pollutants and greenhouse gases (GHGs). Principal emissions of interest are: oxides of nitrogen (pollutant and GHG); Volatile Organic Compounds ((VOCs); pollutant and GHG); sulphur dioxide (pollutant); carbon dioxide (GHG); carbon monoxide (pollutant and GHG); and particulates (pollutant).
GHGs generated by vessels in the Skardon River region will not, in isolation, pose any specific local or regional environmental threat. Further discussion regarding GHGs can be found in Chapter 12 – Air Quality.
Nitrogen oxides (NOx) produced by ships are recognised at regional scales as an atmospheric pollutant of concern in areas with significant levels of shipping activity and within an airshed with elevated NOx loads. The IMO has imposed regulations intended to reduce vessel NOx emissions e.g. ships will normally only run minimal power systems while at anchor. Given the low level of vessel activity associated with the Project, vessel-sourced NOx and other atmospheric contaminants are not considered to present significant pollutant levels.
17.6.4.7 Anti-Fouling Systems
Vessels are painted with an AFC as a means to reduce the incidence and extent of fouling on their immersed surfaces. Apart from the beneficial effects of an AFC, such coatings also improve vessel's hydrodynamic efficiency, which results in lower fuel consumption compared with a more heavily fouled hull, lower emission rates of atmospheric pollutants, and a reduction of radiated in-water noise.
Aside from their operational and environmental benefits, the biocides in AFCs can have adverse environmental effects. Biocide-based AFCs rely upon toxic agents to kill and deter biota from settling and establishing on the protected surface. The active agents in these AFCs are toxic to marine life. There is also the potential for accumulation in the sediments and water column of copper and associated biocides, and the subsequent potential for movement within the trophic strata via bioaccumulation and biomagnification in marine biota.
Typical copper release rates for mature biocide coatings are of the order of 5 to 20 μg cm−2 d−1 (J. Lewis, pers. comm. 23 February 2012). A 70 000 DWT Panamax bulk carrier, with a length of around 200 m, a beam of around 32 m and drawing 12 m would have a maximum wetted surface area (and hence area of AFC) of the order of around 10,000 square metres (m2), suggesting total copper leach fluxes of around 0.5 kg to 2 kg per day. It should also be considered that ships sailing under ballast have a considerable proportion of their hulls exposed to air, thus removing this source of biocide from contributing to marine leachate loadings. Therefore, the same hypothetical Panamax ship, if drawing 5 m less while in an anchorage awaiting loading, would have an effective surface area of around 15% to 20% smaller than when at maximum draught, with a commensurate reduction in biocide flux. Furthermore, biocide leach rates are reduced from ships at anchor compared with ships underway. For the smaller vessels be used at Skardon River, such as the tugs and barges, fluxes will be commensurately reduced. For example, the barges will have wetted surface areas (under load)
17-46 Bauxite Hills Project Transport
of around 2,000 m2 to 3,300 m2, and hence generate fluxes of around 0.1 kg to 0.6 kg per day. The tugs would present decidedly smaller wetter surface areas, and hence reduced biocide releases.
Vessels also release biocide when AFCs are removed from the vessel, as may occur from anchor cable abrasion, or rubbing against berths and fenders. In these circumstances, biocide-active paint portions are released to the marine environment. These settle onto and into the sediments and may be expected to release biocide until either depleted or sufficiently buried.
Not all copper leached from vessel AFCs is available as a toxicant once it has entered the marine environment. Copper is the most bioavailable and most toxic when in its free ion form. Copper in its free ion form; however, has a strong tendency to form organic and inorganic ligands, reducing its bioavailability, mobility and ecological toxicity. Due to this, much of the influx is partitioned into less environmentally immobile, and essentially inert, organically-bound copper (Arai et al., 2010). This accumulates in the sediments but does not present as any specific form of marine toxicant. Any potential environmental effects of copper which did accumulate in the sediments will be further attenuated by chemical speciation and its partitioning into less mobile forms.
17.6.4.8 Anchoring
OGVs routinely anchor off ports while awaiting entry or loading. Vessels typically anchor in areas of soft sediments (mud and sand), as these provide the best holding ground. Such areas are normally depauperate in biota, except for infauna, and the depths required for ship anchoring are often beyond the depths where most seagrasses occur.
Damage may result from both the laying and recovery of anchors. The anchor itself will only disturb a few square metres, although the cable may be up to 100 m or more on the seafloor, dependent upon depth and sea conditions. Anchor impact will be exacerbated by movement of the vessel on the anchor line, such as through ‘swinging’ on the anchor under the influence of wind, tides and currents or, less often, dragging of the anchor and cable.
Movement of the anchor and cable results in a segment of the seafloor being scoured of benthic organisms and suspension of bottom sediments, especially of soft, un-constituted sediments. The associated turbidity will temporarily decrease light penetration and the ultimate settling of the sediment could also smother any benthic biota that is present (Lewis, 1996). Suspended matter will either settle or disperse rapidly, and any direct or secondary impacts upon biota will be of limited significance given the general dearth of biota in soft sediments.
Physical disturbance can alter redox potential and release toxins otherwise bound in the sediments (Lewis, 1996). This could have adverse effects in areas with contaminated sediments such as near long-standing industrial outfalls, the mouth of a polluted river or in the vicinity of a shipyard; however, given the Skardon River does not constitute any of these and has a low level of existing impacts, this risk is not considered to apply.
Permanent changes in the existing flora or associated habitat may affect the structure and viability of the marine community by varying the suitability of the habitat to a particular species, removing or introducing new habitat niches, selective removal of specific food sources, or increasing the risks of predation (Lewis, 1996). Given the general lack of any specific flora habitat in the proposed anchoring area, any permanent change from anchoring in the soft sediments would in most cases be insignificant compared to disturbance occasioned by natural forces such as currents, swells and storms.
The extent of physical disturbance, attributable to anchoring, varies dependent upon water depth, substratum type, type and size of anchor, length of cable, vessel size, and weather and sea
17-47 Bauxite Hills Project Transport
conditions. Upon removal of the anchor and cable, any depressions in soft sediments typically fill with sediment. Ultimately, the imprints are likely to return to pre-disturbance levels but the recovery rate may vary depending on the substratum type.
Impacts on benthic epifauna and infauna are generally of a temporary nature, although there may be a localised inconsequential change in benthic biota at the point of impact if the nature of the substrate is permanently changed (e.g. from rock to sand, or if seagrass beds are scoured). Considering the nature of the sediments in the anchorage area, and the general lack of marine flora, no significant change in benthic biota is expected.
As outlined in Section 17.6.4.7, scraping and abrasion of vessel hulls by anchor cables removes AFC with active biocide constituents and introduces these paint bodies into the sediments of an anchorage. This may invariably result in some minor localised nodes of contamination, but is arguably unlikely to be significant, given that such abrasion generally only occurs at the time of laying and recovery of an anchor, and during wind and sea conditions resulting in a vessel laying slack and/or crossing almost directly over the cable, rather than laying off with some tension on the cable as is the usual pattern.
Any affects from anchoring of the OGVs offshore of the mouth of the Skardon River are likely to be transitory and of limited consequence in individual vessels, but will be concentrated in relative terms within the anchorage. While scouring and smothering from anchors and cables may become evident, the expected relatively large size of the anchorage suggests any effects will be ameliorated by spatial spreading and recovery periods between ship movements.
It is not anticipated that Project anchorage requirements will impede on other potential users such as fisherman, or pleasure craft and working vessels provided maritime safety requirements and rules of navigation are applied. Vessels periodically lose anchors and cables during anchorages, this poses snag hazards for bottom trawl gear, thus potentially alienating an anchorage, or parts of it, from ongoing use as a bottom trawl area. This is not likely to be an issue as the number of vessels that will use the Project and SRBP transhipment areas will prevent bottom trawl activities from occurring, at least during the eight month operational periods. Metro Mining will continue to consult with the representatives of the relevant fisheries to minimise potential impacts where practicable.
17.6.4.9 Radiated Underwater Noise
Large ships generate noise, from the use of their propellers, engines, auxiliary machinery, gear boxes and shafts, plus hull wake and turbulence. Surface shipping is generally considered to represent the most widespread source of low frequency (i.e. < 1,000 Hz) marine anthropogenic noise (e.g. Richardson et al., 1998 and Popper et al., 1998). Small vessels also generate underwater noise, generally of higher frequency and of less intensity than larger ships. Unlike ship sounds, noises emanating from small boats and harbour craft are localised and concentrated upon port areas and coastal margins, and reflect the operational cycle and tempo of activity of the port.
Characteristic sound source levels of a range of vessel types, derived from URS (2008), are compared in Table 17-3.
17-48 Bauxite Hills Project Transport
Table 17-3 Comparison of in-water sound source levels Peak frequency or Peak source level/s Source band (re 1 Pa 1 m) Large tankers and OGVs1 10-30 Hz 180-186 dB Tug towing barge1 1,000-5,000 Hz 145-171 dB 20 m Fishing vessel1 broadband 168 dB Trawler2 100 Hz 158 dB 13 m catamaran with 2 x 200 horsepower inboard diesels1 315 / 1,600 Hz 159/160 dB Cabin cruiser with 2 x 165 horsepower inboard diesels1 400 Hz 156 dB 8 m inflatable boat with 2 x 250 horsepower outboards1 315-5,000 Hz 177-180 dB Power boat with 2 x 80 horsepower outboards2 630 Hz 156-175 dB 4.5 m inflatable boat with 1 x 25 horsepower outboard1 2,500-5,000 Hz 157-159 dB Zodiac inflatable boat with 1 x 25 horsepower outboard2 6,300 Hz 152 dB 1. At 10 to 11 knots 2. Unrecorded speed or speed range
The actual level of traffic-induced background noise depends on the number, size and distribution of ships underway within the particular sea or oceanic area, plus their individual source levels and the prevailing oceanic acoustic propagation conditions. In open sea areas, the combined effect of a sufficient number of ships within 500 km to 1,000 km can make a significant contribution to ambient oceanic noise levels. This effect is only observed in relatively busy shipping regions, which as noted by Cato (2000) have only been found in Australian waters in the Tasman Sea off the New South Wales coast. Such effects are unlikely to be found in the Gulf of Carpentaria, due to both the limited nature of the shipping activity and the comparatively shallow waters and muddy bottom, limiting long-range acoustic propagation.
Localised low frequency broadband noise from shipping is of a potential concern to sensitive or vulnerable marine fauna, particularly whales, as it may impede use of the acoustic spectrum. This concern centres upon the possibility that such noise may: mask echolocation vocalisations or communications; acoustically mask predators or prey; lead to separation of calves from mothers; or if intense and localised, alienate the animals from preferred aggregation areas or migration pathways. The United Nations Environment Programme (2012) indicated that ship-generated noise may influence other biological and ecological processes such as fish aggregation and coral spawning. An overview of the hearing acuity of sensitive marine fauna in relation to vessel noise, obtained from URS (2006) is presented in Table 17-4.
Table 17-4 Functional hearing ranges of marine animals (potentially) in the Skardon River region Taxonomic Group Functional Hearing Ship Radiated Noise Small Vessel Radiated Noise Range (kHz) Detectable (< 1 kHz) Detectable (0.5 - 5 kHz)
Sharks (including sawfish) 0.1-0.8 Yes Marginal Fish 0.05-2 Yes Yes Turtles 0.2-11 Yes Marginal Dugongs 1-18 Marginal Marginal Minke whale 0.6-20 Yes Yes Bryde’s whale 0.2 – 201 Yes Yes Bottlenose dolphin 0.8-160; best 5 - 80 Marginal Yes Indo-Pacific humpback dolphin 0.8-160; best 5 – 801 Marginal Yes Australian snub-fin dolphin 0.8-160; best 5 – 801 Marginal Yes 1. Assumed
17-49 Bauxite Hills Project Transport
It is evident from Table 17-4 that a variety of marine fauna species, inhabiting the Gulf of Carpentaria region, are capable of hearing vessel-generated noise. Whether vessel noise is detectable; however, does not necessarily indicate that it presents a problem, be it nuisance, distraction or intrusion, for marine fauna. It is pertinent to note that many species of dolphins, for instance, voluntarily swim in the bow waves and wakes of vessels, the latter being generally where the most intense noise field occurs.
It is anticipated that vessels in the Skardon River represent some form of acoustic interference to sensitive marine fauna. This is likely to be of only local, and hence intermittent and transitory concern due to physical acoustic propagation conditions within the Gulf region and low levels of vessel activity. Unlike deep, ocean basins where vessel-generated noises can travel extended distances and add cumulatively to ambient background levels, the relatively shallow, confined waters and muddy bottoms of the waters around Skardon River do not permit such extended propagation.
Any broad field effects of shipping noise will be further attenuated as a result of the elevated natural background levels typical of coastal and littoral areas. These include noises from wind and swells, as well as biological sources such as fish choruses and snapping shrimps.
Vessels at anchor present localised, stationary sources of noise. This is unlikely to be significant as the major sources of vessel-generated noise are not operative while a vessel is at anchor. The only active sources while at anchor are the vessel's auxiliary machinery as well as transient sources such as anchor laying and recovery.
Vessel noise at Skardon River will be intermittent, localised and periodic, reflecting the hours of operation and tempo of activity within the port area. As with ships visiting the port, any in-water noise from small vessel operations at Skardon River, including tugs and barges, is considered unlikely to have any adverse environmental effects. This assessment is consistent with the conclusion derived for the nearby and similar Amrun Project including in the context of protected sawfish (Rio Tinto Alcan, 2011).
In addition, the Project is not proposing to operate barging and shipping activities for three to four months over the wet season, when the Speartooth Shark and sawfishes are known to be more active due to the wet season being the key pupping period (see Chapter 6 Marine Ecology and Appendix B3 - Marine Ecology and Coastal Processes.
17.6.4.10 Wash and Wake Effects
No specific, widespread concern is evident in the literature in relation to slow, deep draught vessels such as OGVs, in comparison with high speed vessels. Tugs and barges transiting to and from the Skardon River are considered unlikely to generate any wake or wash effect of environmental significance.
Ships and tugs moving around the Skardon River anchorage will likely generate turbidity plumes, including within the lower reaches of the River. These are transient, localised events in an anchorage that has been specifically chosen to avoid any significant benthic ecosystems, although turbidity plumes may have elevated significance in the river. Nevertheless, any adverse effects need to be considered in the context of the natural turbidity levels existing in these waters.
Wash and wake effects are discussed in further detail in Chapter 19 – Coastal Environment and Appendix B3 – Marine Ecology and Coastal Processes.
17-50 Bauxite Hills Project Transport
17.6.4.11 Vessel Lighting
Vessels at anchor overnight display two or three white lights of relatively low intensity. Vessels also shine masthead obstruction lights, have floodlighting and washlighting (i.e. subdued, low angle lighting) on upperdeck areas to permit safe working and movement at night, and radiate light through scuttles from internal living and working areas. In addition to compulsory lighting, the Convention on the International Regulations for Preventing Collisions at Sea 1972 (COLREGs) also encourage vessels to have additional upperdeck lighting switched on in order to promote visual detection of a vessel.
When anchored close inshore to turtle nesting beaches vessel lighting may pose some risk of confusion to turtles, as they rely upon light for navigation. Nesting and newly hatched turtles head toward the lightest horizon in their endeavours to reach the sea, noting that in natural conditions land areas are darker than sea areas. Thus lights on vessels at an offshore anchorage will not disorient turtles as would lights further inshore or on the beach. Lights on vessels may cause some confusion to turtles in the water, as they have been observed to swim towards vessel lights and then commence circling around them.
The risk to turtles presented by the lighting of vessels at anchor is expected to be limited. This conclusion is premised upon the fact that the lighting from ships will be around 10 km offshore (and not on or directly behind the beach) and the subdued lighting patterns characteristic of vessels. Furthermore, any impact upon turtles would only be likely to have any vestige of potential for significant impact if a regularly used, large, multiple ship anchorage was close offshore from a major turtle nesting beach (K. Dobbs, GBRMPA, pers. comm., April 2003). None of these features would be expected to occur in relation to the proposed Skardon River transhipment site, where usually only a single ship would be in location at an anchorage an extended distance from shore.
Given its location of approximately 12 km offshore, the Project anchorage is not expected to be located within close proximity to turtle nesting beaches. As a result of the distances involved, the lights of vessels at anchor offshore of the Skardon River mouth are unlikely to present any particular impost upon turtles. Separate analysis of the barge loading and mooring facilities indicates that these are similarly located such that light interference of turtles is unlikely (PaCE, 2015).
Further discussion on the impacts and management of lighting is at Chapter 6 – Marine Ecology, Appendix B3 – Marine Ecology and Coastal processes and Appendix I – Shipping Technical Report
17.6.4.12 Abnormal Events
It is reiterated that in most circumstances, routine vessel operations present no substantive environmental risk to the sea. This section discusses atypical events and associated environmental risks.
Grounding
Vessel grounding can occur in a number of scenarios, while the vessel is either under power or drifting. Groundings are usually attributed to factors such as navigation error, uncharted underwater hazard (e.g. rock or shoal), dynamic bathymetry (e.g. unstable mud banks), propulsion or steering failure, or dragging of the anchor.
Grounding may cause significant, and possibly irreversible, damage to substratum and benthic biota, particularly if the grounding occurs on a reef and the episode may result in a 'scar' which may take decades to regenerate, if ever. The damage potential from grounding may be compounded by
17-51 Bauxite Hills Project Transport
any biocide release from an AFC, which may be scraped from the hull, although this is unlikely to be of any real consequence beyond the limited area of impact.
Aside from damage to the substrate, significant environmental harm is only likely to eventuate in the event that a vessel's hull is breached, and such break results in the loss of fuel oil or some other liquid or soluble pollutant. Grounding may also introduce debris into the marine environment, from vessel structure and fittings broken loose following impact, as well as lost cargo.
Should an oil spill occur in within or near Skardon River, dependent upon wind, wave and current conditions, the oil could come ashore onto reefs, rocks, beaches, mangroves and tidal flats. Any adverse environmental impact will be exacerbated in areas sensitive to oil spills, such as mangroves and corals. A risk also exists of impact upon commercially important fisheries, but this is only likely to occur following substantial spill.
There is no record of ships grounding in the Port of Skardon River. The open, relatively deep anchorage proposed by the Project is essentially free of obstruction or other hazard, significantly reducing the risk of ship grounding. In a periodic review and update of oil spill risk assessments in Queensland ports for the Queensland Coastal Contingency Action Plan (QCCAP), MSQ (2014) concluded that Skardon River is an area of 'low risk' in terms of ship-sourced oil spills. Based upon MSQ's assessment of risk, oil spill containment and clean-up equipment is held at Skardon River for immediate response, with further stocks and equipment at Weipa. This assessment may be updated at MSQ’s discretion if increased operations at Skardon River justify a review.
There is potential that a barge may ground at Skardon River, following a break in the tow or moorings, or in the event of dragging an anchor. Shallow draft barges will not hold any oil, negating this as an environmental risk. Given the generally muddy and sandy bottoms in the area, it is plausible that barge grounding may have no significant or persistent adverse environmental effects, except in the event that reef, seagrasses or mangroves are damaged.
Collision
Collision is an ever-present risk for shipping, particularly in confined waterways such as channels, restricted transit lanes, passages and harbours. Given the open waters and low numbers of ships involved, the Project activities are unlikely to generate any tangible ship collision risks.
Tugs and barges will periodically be subject to ‘bumps and scrapes’ both between themselves and with ships being loaded. It is unlikely that these, more or less routine, periodic impacts will result in any substantive environmental hazard, unless a ship fuel tank is breached.
Marine Fauna Strike
Some risk of vessel strike may exist for dugongs and turtles, but given that the tugs, barges and OGVs will all be moving at relatively slow speeds, and the relatively low level of activity, it is considered that the likelihood of strike will be minimal. This potential risk is discussed further in Section 6 – Marine Ecology.
17-52 Bauxite Hills Project Transport
17.6.5 Potential Cumulative Impacts on Barging and Shipping
17.6.5.1 Skardon River Operations
Gulf Alumina is proposing to establish a very similar operation on the Skardon River to the Bauxite Hills Project and represents a similar investment in infrastructure and target tonnages. Gulf Alumina are proposing a purpose built barge operating from the existing facility footprint areas, rather than barges and tugs at a new development locations proposed by Metro Mining. Gulf Alumina are proposing bed-levelling to improve barge access over the ebb tide bar while Metro Mining is not. The construction process for both projects is very similar with regards to barge infrastructure. A short construction period during the dry season would be targeted by both operations. The Gulf Alumina project presents reduced clearing on mangrove habitat by way of construction of the barge loading facility access corridor and associated RoRo facility for the supply of equipment and materials. The Gulf Alumina facility is situated at the start of seagrass habitat distribution, and as such lesser seagrass will be passed by barges and vessel traffic.
The operational scenario would present a substantial increase in vessel traffic should both projects overlap. To meet the basic annual tonnages and weekly bulk carrier loading targets described by the proponents, up to 100 barge movements would be required within the Skardon River each week (approximately 3,600 movements annually). In comparison, the Port of Weipa experiences approximately 1,000 movements along the channel (in and out) annually, though with much larger vessels than proposed by either Gulf Alumina or Metro Mining. These movements would be accompanied by additional movements associated with fuel and materials supply.
The following sections discuss the cumulative impacts in regard to the operational aspects of both Projects in the Skardon River. Cumulative impacts associated with marine ecological values are discussed in Chapter 6 – Marine Ecology, Chapter 19 - Coastal Environment and Appendix B3 - Marine Ecology and Coastal Processes.
Vessel Movements
Both Projects currently propose to operate over predominantly the same period, therefore the Skardon River would be exposed to increased vessel traffic (approximately doubled). The key impacts associated with such traffic volumes include potential bow wave and wake impacts and propeller wash.
It is assumed that the combined programs would in effect double the incidence of propeller wash within the navigation channel as the channel alignment is being shared for most part. Metro Mining’s proposed tug and barge operation is expected to present a smaller footprint for propeller wash than that predicted for the SRBP operation given SRBP will be using motorised barges versus shallow draft and non-motorised barges proposed by Metro Mining. Both projects would also present localised impacts to adjacent seagrass beds with respect to propeller wash.
Propeller wash has been modelled for the SRBP and described as a low impact process resulting in low level increases in suspended sediments which occur infrequently, and over a short duration. Further details are available in Appendix B3 – Marine Ecology and Coastal Processes technical report. Given the dominance of sands and gravel fractions, the more frequent passage of vessels over the navigation alignments may enhance the process of bed armouring. Finer fractions would be winnowed quicker leaving sediments which are less prone to mobilisation.
17-53 Bauxite Hills Project Transport
Water Quality and Sediment
Given their relatively close proximity, and the ebb and flood of the river (i.e. tides will move any impacts up or down stream past the other operations), cumulative impacts upon water quality due to construction and operational spillages or chemical releases may be anticipated. Generally the likelihood of such events are small given the management practices in place and the use of bunding to limit the migration of any spills, and by following standard mitigation practices and operational standards any increase would be of a minor concern. The increased risks of hydrocarbon spillages may be considered of higher importance given the doubling of infrastructure and hydrocarbon movements through the river. However, having two operations capable to respond to a larger spill event may provide a reduction to the overall risks associated with a spill (i.e. it is highly unlikely that two projects would need to react to a spill at the same time). Despite this scenario, the proximity of the two operations is likely to dictate that the impacts to water quality are cumulative.
Safety
While the footprint of impact due to increased vessel movements would remain the same (i.e. both utilising a single navigation corridor through the Skardon River), the frequency of passages would increase. Vessel navigation and safety will be managed under the existing protocols. The proposed combined number of vessel movements, approximately 3,600 movements annually or 12 daily would represent a substantial increase in vessels movements in the Skardon River. Whilst a significant increase on current levels, the increase amounts to less than one vessel underway per hour to meet anticipated demand. Consultation and the consideration of vessel safety processes will need to be undertaken with the MSQ Harbour Master to develop a vessel service system designed to cater to the large total number of vessel movements. It is; however, assumed that the final navigation channel determined by MSQ and the RHM will be of adequate width to ensure safe passage of Project related vessels entering and departing the Skardon River.
17.6.5.2 Transhipment Area Operations
The transhipment area for the Project is located within 4 km of the SRBP’s indicative transhipment area. Within the area approximately 140 bulk carriers would be required to service both projects each year, with both projects requiring approximately 70 to 80 bulk carriers annually to support a combined 10mtpa base case. This equates to approximately two bulk carriers loading at any one time during the eight month operational period. Considering the bulk carriers are anticipated to require a 400m swing distance whilst at anchor there is expected to be sufficient separation distance with the combined transhipment areas to adequately mitigate the risk of collision during loading activities.
The nearby port of Weipa processes approximately 500 bulk carriers annually, exporting some 30 million tons of bauxite. The additional carriers required for the SRBP would represent an approximate 14% increase in bulk carrier movements for the region. A further 14% would be attributable to the proposed Project resulting in an increased presence of bulk carriers within the wider region of approximately 28 %.
Marine Pests
Existing requirements are in place for international trading vessel ballast water management. However, unlike physical impacts such as water quality or sediment impact, the incursion of a marine species which is self-perpetuating cannot be effectively described as localised impact. Given the doubling in bulk vessel passages the risk of marine pest incursion would potentially double;
17-54 Bauxite Hills Project Transport
however, the distance from inshore waters and barge loading infrastructure would minimise the risk of initial incursion and potential translocation to other Australian ports.
Propeller Wash
The operation of transhipment zones will be duplicated, as will the potential for propeller wash during departure of the bulk carriers. However, given an absence in significant benthic habitat, the localised impact of propeller wash, the broad expanse of immediate alternative habitat and the distances between the two operations, the impacts attributable to propeller wash within the transhipment areas may be considered separate processes and an effective increase in marine pressures would not occur. The distances between the two locations would facilitate mitigation of impacts.
Water Quality and Sediment Impact
As for propeller wash the two proposed transhipment locations would generally experience only localised impacts to water and sediment quality. The sites are separated over several kilometers and the risks of potential pollutant releases are perceivably very small. Water and sediment impacts from the transhipment process are not considered cumulative.
The threats from a larger more significant hydrocarbon spill due to two operators is not anticipated given the rarity of such events.
17.6.6 Management and Mitigation Measures
Under international, national and Queensland regulations, shipping is subject to specific controls generally intended to prevent marine pollution, and also to limit the risk of abnormal events such as collision and grounding. There are established measures to enable a timely and effective response in the event of environmental harm. Many of these policies, procedures and facilities apply to Australia in general, while some are specific to Queensland.
The primary shipping management strategies, systems and/or regulations required for the Skardon River may include the following:
. Marine pollution prevention equipment and procedures;
. Oil and chemical spill response;
. Crew training and competencies;
. Compulsory pilotage;
. Vessel navigation safety and collision avoidance measures; and
. Charting and navigation aids.
These aforementioned measures are discussed in further detail below.
17.6.6.1 Marine Pollution Prevention Equipment and Procedures
As detailed in 17.2.4, ships and other smaller vessels are subject to a range of regulations governing design features, mandatory equipment fits, procedures for waste treatment and disposal, and mandatory record keeping. These variously cover domains such as oil and oily wastes, noxious and harmful substances, sewage, garbage and atmospheric emissions, as well as allied matters such as
17-55 Bauxite Hills Project Transport
ballast water and anti-fouling biocides. These rules are generally derived from international conventions, which are then enacted and given regulatory force through national and other legislative instruments. As such, Australian legislation, and the equivalent Queensland statutes, closely mirror the international standards agreed to through IMO processes.
17.6.6.2 Oil and Chemical Spill Response
Ports North is responsible for ensuring that an adequate first-strike oil spill response capability is maintained within the Port of Skardon River. MSQ is designated as both the Statutory and Combat Agency for spills that may affect Queensland coastal waters but are outside of the Port of Skardon River waters (Transhipment Services Australiab, 2015).
There is a limited risk to oil and chemical spill response during routine operations given OGVs will not refuel while loading at Skardon River and tugs will be refuelled via an appropriately designed pipeline; however, Metro Mining will develop an oil spill response plan for atypical events. Metro Mining will cooperate with MSQ to ensure that appropriate response equipment is available at the commencement of Metro Mining's operations, with the QCCAP amended as warranted.
17.6.6.3 Crew Training and Competencies
Safe navigation is founded upon competent, suitably trained and properly rested crews operating their vessels in accordance with accepted practices and responding to emergencies or potential critical incidents in a timely and effective manner. These are broadly defined as the 'human element', and pivot upon issues of individual and collective training, competency, responsible behaviour, coordination, fatigue management and supervision and leadership.
Ships’ crews are required to demonstrate compliance with international, national and state standard regulations, as applicable. These rules address various issues including:
. Mandatory technical competencies and proficiencies;
. Leadership and teamwork skills for officers;
. Training record books;
. Ongoing and refresher training, and the maintenance of standards;
. Medical fitness standards;
. Prevention of unsafe alcohol use; and
. Fatigue management.
17.6.6.4 Compulsory Pilotage
Pilotage involves the engagement of a suitably experienced and appropriately qualified and licensed senior mariner, possessing expert knowledge of local conditions and ship handling, to assist ship Masters in the navigation of vessels in confined waters. Designated vessels transiting within the declared Pilotage Area of Skardon River are required to have either carry a licensed marine pilot or be under the command of a master who holds a Pilotage Exemption Certificate for the area.
MSQ may grant a master an exemption from pilotage within a declared Queensland compulsory pilotage area. An exemption from pilotage will only be endorsed for the master for a particular ship,
17-56 Bauxite Hills Project Transport
or class of ship, for a particular declared compulsory pilotage area, or part thereof. Exemptions are not available for offshore berths in Queensland.
Metro Mining will consult with MSQ and Ports North to develop and implement appropriate pilotage requirements.
17.6.6.5 Vessel Navigation Safety and Collision Avoidance Measures
The IMO has developed the COLREGs which focus on minimising the likelihood of collisions between vessels at sea via the establishment of a framework of ship traffic regulations, commonly referred to as ‘rules of the road’. These are augmented for conditions where collision presents a greater risk of occurrence, including situations such as confined waterways, areas subject to heavy ship traffic, periods of reduced visibility, and vessels difficult to manoeuvre. COLREGs have been enacted into Australian maritime law.
In addition to rules of vessel passage, COLREGs stipulate a range of complementary requirements intended to minimise the likelihood of vessel collisions. Key to these are the rules delineating the lights, shapes and sound devices, and sound and light signals, to be used by ships to avoid collisions, depending upon ship type, activity engaged in and prevailing conditions.
Metro Mining will consult with MSQ, the RHM and Ports North on appropriate navigation design including navigation aids. Metro Mining will also monitor river depth and tidal stages at its loading location and at all critical locations between the barge loading facility and downstream through the mouth of the Skardon River as part of its vessel management system. Barges will only be loaded to drafts that will adequately clear the shallowest areas of the Skardon River. The tugboats will be of suitable design to clear the critical areas within the Skardon River at their lowest operating draft.
17.6.6.6 Charting and Navigation Aids
Fundamental to safe navigation is the provision of accurate nautical charts and the survey of safe routes. This is the responsibility of the Australian Hydrographic Service (AHS), within the Royal Australian Navy. The AHS is responsible for maritime survey and charting in the Australian Charting Area, for both military and civil requirements. The AHS develops and implements an ongoing national surveying and charting plan, taking into account existing and forecast requirements. The charts produced by the AHS, both in paper and electronic format, provide key information to mariners regarding navigation in Australian waters and any special navigation requirements which may apply in a particular area. The survey and charting activities of the AHS are supplemented by other efforts by Queensland authorities, which focus upon ports and similar areas, such as the case with Skardon River.
The Gulf region around Skardon River, including the port itself, is also furnished with a range of aids to assist with the safe navigation of shipping. These navaids include infrastructure such as lighthouses, lights and markers, tide gauges and current meters. Navigation aids in the region also include a Differential Global Positioning Satellite service, permitting greater, more reliable accuracy than standard GPS services. The provision of coastal navigation aids is primarily the responsibility of AMSA, while MSQ provides and maintains port-specific navaids. As noted, it is intended that Metro Mining will continue to liaise with MSQ and Ports North, via the RHM, regarding the positioning and establishment of navigational aids in support of its barging operations.
The transhipment area will be a defined area and clearly marked on charts within which bulk vessels must anchor. Vessel speeds will be restricted within the transhipment area and anchoring and bauxite unloading activities will not occur when weather conditions present an unacceptable risk.
17-57 Bauxite Hills Project Transport
17.6.6.7 Marine Management Plans
Metro Mining will develop and implement a range of management plans which will involve standard operating procedures for shipping and marine operations. In doing so Metro Mining will consult with MSQ, the RHM and Ports North on detailed navigation design (including required navigation aids), marine operations systems, vessel management, and pollution controls.
MSQ has developed guidelines to assist proponents of major development proposals to identify maritime related impacts and to define mitigation strategies. The guidelines specify the minimum information required by MSQ to evaluate significant development proposals. The preferred format for presentation of this information is through the development of the following:
. Marine execution management plan;
. Vessel traffic management plan;
. Aids to navigation management plan; and
. Ship-sourced pollution prevention management plan.
Metro Mining will prepare the required management plans in consultation with MSQ. Proposed frameworks for each of the required management plans are provided in the following sections. The Skardon River RHM will be consulted to confirm the format required for the various development plans and information necessary to be included by the Project.
Marine Execution Plan
A marine execution plan, to be implemented during construction, will be the overarching document setting out the various management approaches designed to management potential impacts associated with shipping and will include detailed information about the following:
. All development related or construction vessels and their operations; and
. The relevant impacts of the development construction on the availability of the navigable waterway to existing vessel traffic.
The marine execution plan will include and consider all requirements for the following plans:
. Vessel traffic management plan;
. Aids to navigation management plan; and
Ship-sourced pollution prevention management plan.
Vessel Traffic Management Plan
The vessel traffic management plan, to be implemented during the construction phase of the Project, will include:
. Changes and increases to local vessel traffic; and
. Methods of cumulative vessel traffic management for the Project, to ensure safety of navigation at all times.
For the operational stages of the development, the plan will include details about:
17-58 Bauxite Hills Project Transport
. The type and size of ships;
. Frequency of movements;
. Proposed patterns of operation;
. Existing and proposed navigational channels or waterways;
. Speed limits within the navigational channel; and
. The potential requirement for pilotage or pilotage exemptions.
The vessel traffic management plan will also consider:
. Additional requirements for port services, including pilotage and tugs;
. Ship scheduling;
. Under keel clearance allowance and any dredge footprints and depths;
. Cyclone and other extreme weather procedures, including weather limits for suspension of cargo operations and pilotage;
. Tidal information;
. Towage and tug requirements; and
. Changes to availability of bunkering, fresh water or waste.
Aids to Navigation Management Plan
Aids to navigation includes physical and virtual aids to navigation and vessel traffic services provided by MSQ’s vessel traffic service (VTS) centres.
The aids to navigation management plan, to be implemented during the operational phase, will include information regarding:
. Possible impacts from the Project on the operations of existing aids to navigation e.g. physical or electronic interference;
. Any changes to existing aids to navigation required;
. Any new aids to navigation required; and,
. Infrastructure and services required for the Project to ensure safety of navigation at all times.
For the operational stages of development, the aids to navigation management plan will also include, but not be limited to, details about:
. The type of systems and infrastructure required, following consultation with the RHM;
. Changes needed to existing VTS systems and infrastructure (description, location, networks);
. Operational and maintenance requirements; and
. Lifecycle costs and funding schedules.
17-59 Bauxite Hills Project Transport
Ship-sourced Pollution Prevention Management Plan
Ship-sourced pollution includes ballast water, garbage, chemical or toxic waste disposal and sewage.
The ship-sourced pollution prevention plan will include information about the following:
. Any changes to existing ship-sourced pollution prevention systems required;
. Any new ship-sourced pollution prevention systems required; and
. Infrastructure and measures required for the Project, once built and operating, to ensure compliance at all times.
For the operational stages of the development, the ship-sourced pollution prevention management plan will also include details about:
. The type and characteristics of any systems or infrastructure required, following consultation with the RHM;
. Operational and maintenance requirements; and
. Lifecycle costs and funding schedules.
Oil Spill Response Plan
In addition to the above management plans Metro Mining will prepare an Oil Spill Response Plan as part of emergency preparedness. The Oil Spill Response Plan will include detailed management actions to be implemented in the event of spill of all fuel in the storage tanks that is not contained within the bunded area and fuel/oil spills associated with the barging and ship loading activities. The response plans will be agreed with MSQ and Ports North, considering the level of risk and response capabilities. Metro Mining will cooperate with MSQ to ensure that appropriate response equipment is available at the commencement of Metro Mining's operations.
Ports North is responsible for ensuring that an adequate Oil Spill Contingency Plan and First-strike Oil Spill Response plans and capability are maintained within the Port of Skardon River. In addition, MSQ is designated as both the Statutory and Combat Agency in the event of a vessel-sourced oil spill incident outside of designated Port of Skardon River waters that may affect Queensland coastal waters, and is the pre-designated Incident Controller for such events (Transhipment Services Australia 2015b). The opportunity exists to collaborate with both Ports North, MSQ and Gulf Alumina to include both Projects and to establish clearly defined and consistent management procedures. 17.7 Qualitative Risk Assessment
A qualitative risk assessment associated with potential impacts related to the different modes of transport is summarised in Table 17-5. An analysis of initial risk, without mitigation, was considered. The residual risk considers the mitigation and management measures developed for transport, and put forward in this assessment.
Risk assessments for impacts to terrestrial ecology and marine ecology are discussed in Chapter 5 – Terrestrial and Aquatic Ecology, Chapter 6 – Marine Ecology and Appendix B3 – Marine Ecology and Coastal Processes.
17-60 Bauxite Hills Project Transport
Table 17-5 Qualitative risk assessment – transport (air, land and sea)
Management and Mitigation Potential Impacts
Initial Initial Initial Measures
Likelihood Risk Initial
Residual Risk Residual
Consequence
. Transport mode is Increase in road traffic volume predominately via shipping; causing disruption to flow and Minor Unlikely Low Low and air therefore no resulting in delays measures are proposed. . Coordinate FIFO charter flights with relevant airport Increase in air traffic volume authorities to establish causing disruption to flow and Minor Unlikely Low schedules aimed to meet Low resulting in delays at existing operational requirements but airports reduce risk of impact to the airport levels of service. . Develop and implement vessel traffic management plan; . Use pilots, or suitably qualified masters, familiar with the area to limit the risk of navigation error, with resultant decrease in the likelihood of occurrence of Ship collisions with another grounding or collision; vessel, infrastructure or Major Rare Medium . Consult with MSQ, the RHM Low shoreline and Ports North on appropriate navigation design including navigation aids; . Aids to navigation management plan implemented; and . Maintain up to date bathymetry for the navigation channel.
17-61 Bauxite Hills Project Transport
Management and Mitigation Potential Impacts
Initial Initial Initial Measures
Likelihood Risk Initial
Residual Risk Residual
Consequence
. Develop and implement vessel traffic management plan; . Comply with all maritime safety regulations and consult with any representative bodies for commercial and charter boat Bulk vessel movements fisheries about managing any impact operations on other Major Rare Medium potential interaction Low activities in the Gulf of between Project activities Carpentaria and fishing activities; and . Use pilots, or suitably qualified masters, familiar with the area to limit the risk of navigation error, with resultant decrease in the likelihood of occurrence of collision. . Oil spill response plan established according to AMSA and Port Authority requirements; . Staff trained in spill notification and clean-up kits available; Accidental release of oil or . Australian standards in the Minor Possible Moderate Low fuel handling and storage of hydrocarbons followed; and . Ambient monitoring program sampling water and sediments around the barge facility and fuel offload and refueling areas to include hydrocarbons. . Make available marine Loss or emissions of various pollution prevention atmospheric and water equipment and implement contaminants as typically procedures; associated with shipping and Minor Unlikely Low . Implement ship-sourced Low small vessels impacting pollution prevention biodiversity, ecological management plan; and integrity and social amenity . Develop an oil and chemical spill response plan.
17-62 Bauxite Hills Project Transport
Management and Mitigation Potential Impacts
Initial Initial Initial Measures
Likelihood Risk Initial
Residual Risk Residual
Consequence
. Oil containment booms and onsite spill containment and Oil spills from refueling harbor clean-up equipment; crafts and large oil spills from . Implement an oil spill Major Possible High Medium oily waste resulting in response plan; and environmental harm . Ships will have an oily management system as per the MARPOL requirements. . Ships will normally only run minimal power systems while at anchor; and Reduced air quality resulting Minor Likely Medium . Implement dust control Low in environmental harm measures such as closing unused hatches (refer to Chapter 12 – Air Quality) Direct physical impact on the . Using moorings, in lieu of Moderate Possible High Low seafloor from anchoring anchoring, for barges. . Speed limit (4-6 knots) and vessel traffic management plan implemented; . Speed limits <4 knots within 500 m of seagrass beds; . Remain within the deep Wash and wake effects water navigation channels Minor Unlikely Low Low resulting in increased turbidity during transit; . Vessel masters to control vessel movement to minimise propeller wash; and . Utilise defined shipping routes and follow vessel traffic management plan. . Marine Pest Management Plan prepared (refer to Chapter 8 – Biosecurity); . Construction vessels and equipment (barges etc.) inspected prior to operations at Skardon River; . Standard requirements for visiting international vessels Marine pests introduction followed as per AQIS during construction and Major Unlikely High Medium requirements (i.e. Ballast operations Water Management); and . Baseline marine pest monitoring program designed and implemented to improve coverage. Survey undertaken at the transhipment area. 2011 report adopted as baseline within the river.
17-63 Bauxite Hills Project Transport
Management and Mitigation Potential Impacts
Initial Initial Initial Measures
Likelihood Risk Initial
Residual Risk Residual
Consequence
. Conduct pre construction clearance surveys to ensure high value habitat is avoided; . Minimise installation Barge moorings installation Insignificant Possible Low schedule; Low . Vessel master to minimise propeller wash; and . Vessel traffic management plan to be implemented. . Maintain moorings to a safe standard; . Vessel master to minimise Barge moorings usage Minor Unlikely Low Low propeller wash; and . Vessel traffic management plan implemented. . Loading systems and anti- Bauxite spills during loading of spill chutes directing product Minor Possible Moderate Low barges. to the barge directly; and . Monitor sediments. . Losses during transhipment recorded and reported; and Bauxite spills during unloading Minor Possible Moderate . Monitor sediments at the Low of barges. transhipment area.
. Dust suppression systems within the stockpile and Dust generation during barge Insignificant Possible Low conveyor system; and Low loading . Implement a dust management plan. 17.8 Summary
The main modes of transport that will be used during all Project phases (construction, operation and decommissioning) will be by marine and air modes of travel. The use of any public roads will be very infrequent as barge and air modes of transport will be the predominant transport mechanisms given the remote location of the Project. As such the road service network is unlikely to be impacted and no road improvements will be required. It is expected that there will be traffic generated from the mining activity; however, this will be contained within the mining lease area.
In relation to existing commercial air services and travel, there will be no reduction in the level of service at the airports due to the anticipated low level of increased aircraft movements and additional passengers. All increases are considered to be within existing capacities and as such there would be little requirement (with the exception of the Skardon River Airport) for optimisation of existing facilities. Air transport will be provide by contractors and it is anticipated that the selected contractors will undertake consultation with the appropriate agencies as required.
Shipping activities will result in some low level, persistent effects, all of which are unavoidable results of shipping operations. None of these are considered likely to present any tangible or unacceptable risks to the environment. Abnormal events, such as vessel grounding or collision, do
17-64 Bauxite Hills Project Transport
pose a heightened risk, but in common with similar shipping activities around Australia and elsewhere, these risks will be controlled by a range of vessel design, equipment fit and operational measures. These measures sit within a comprehensive framework of international, national and Queensland regulations, and are applicable to both the international ships and coastal vessels to be engaged in the development and operation of the Project’s shipping movements.
No cumulative impacts associated with the existing road network are anticipated to occur as a result of the simultaneous operations of the Project, Amrun Project and the SRBP. The minor increase in flight activity at the Cairns and Weipa airports as a result of the aforementioned projects is also unlikely to impact existing operations. In the event that the Skardon River airstrip is not able to sustain the increased volumes Metro Mining will work with Gulf Alumina to discuss upgrading options. In addition to the existing shipping activities, the Amrun Project, the SRBP and the Project are anticipated to increase the number of ship movements. Although the SRBP and the Project activities will be of a similar scale and effectively co-located, ship movements will still make for an aggregate of around 200 annually. This equates to around five to six per week, on average, for the eight month period while the Metro Mining operation will be active. Given the distance from the Project and the Amrun Project cumulative shipping activities are anticipated to be minimal.
As per the ToR the construction and operation methods of the Project have aimed to:
. Maintain the safety and efficiency of all affected transport modes for the Project workforce and other transport system users;
. Minimise and mitigate impacts on the condition of transport infrastructure; and
. Ensure any required works are compatible with existing infrastructure and future transport corridors.
Based on the assessment provided in this report, there are no transport planning or engineering reasons why the proposed Project should not proceed as planned. The Project will not impact on and road transport corridors as air services and shipping activities will be used to access and service the Project. 17.9 Commitments
In relation to the management of transport activities Metro Mining’s commitments are provided in Table 17-6.
Table 17-6 Commitments – transport (air, land and sea) Commitments General Transport hazardous substances in accordance with specific Australian Codes for Transport of Dangerous Goods. Air The Project will operate in accordance with all aviation safety and regulatory requirements. Metro Mining will consult with the relevant airport authorities about the proposed charter flights and any requirements the various airport may have to service these flights. In the event that the existing Skardon River airstrip is unable to sustain the increase in flight numbers Metro Mining will discuss upgrading the strip with Gulf Alumina. Land The Project does not currently propose to utilise land access to the site for any regular operations. Metro Mining will consult with the appropriate Local and State Government agencies if road access becomes a requirement of the Project. Metro Mining will consult with the various emergency services in regard to establishing emergency procedures for emergencies requiring vehicle attendance at site. Work with Gulf Alumina to ensure existing public access routes to recreational areas are maintained.
17-65 Bauxite Hills Project Transport
Sea Develop and implement an oil spill response plan in consultation with Maritime Safety Queensland and the Regional Harbour Master. A marine execution plan will be developed and implemented in consultation with Maritime Safety Queensland and the Regional Harbour Master. A vessel traffic management plan will be developed and implemented in consultation with Maritime Safety Queensland and the Regional Harbour Master. An aids to navigation management plan will be developed and implemented in consultation with Maritime Safety Queensland and the Regional Harbour Master. A ship-sourced pollution prevention management plan will be developed and implemented in consultation with Maritime Safety Queensland and the Regional Harbour Master. Metro Mining and its contractors will comply with all maritime safety regulations. Metro Mining will consult with relevant representative bodies for commercial and charter boat fisheries about managing any potential interaction between Project activities and fishing activities. Comply with all maritime safety regulations and consult with any representative bodies for commercial and charter boat fisheries about managing any potential interaction between Project activities and fishing activities. Monitor river depth and tidal stages at its loading location and at all critical locations between the loading facility and downstream through the mouth of the Skardon River as part of its vessel management system. Limit load on 7,000 t barges during low tidal phases to maintain sufficient under keel clearance. Navigation channel will be charted and checked regularly, particularly following each wet season and extreme weather events. Appropriate navigation aids will also be established in consultation with Maritime Safety Queensland and the Regional Harbour Master, and in collaboration with Gulf Alumina. Details of navigation aids and procedures will be disseminated via navigation charts and ‘Notices to Mariners’. The design and implementation of a vessel traffic service system will be discussed with the Regional Harbour Master. Ships will not refuel while loading offshore of the Skardon River and shallow draft barges will have no need for fuel. Construction of the refuelling site (for small crafts and tugs), at the barge loading facility, will be undertaken in accordance with applicable standards of design and construction for refuelling facilities, and refuelling will be undertaken in accordance with appropriate operating procedures Barge movements into the Skardon River will be coordinated with tide levels such that no bed-levelling or dredging of the river is required. No garbage will be disposed to sea and no garbage will be transferred from the bulk carriers loading ore at Skardon River. Shallow draft barges will not hold any oil. Vessel navigation and safety will be managed under the existing protocols. Consult with Maritime Safety Queensland, the Regional Harbour Master and Ports North on detailed navigation design (including required navigation aids), pilotage requirements, marine operations systems, vessel management, and pollution controls. Ocean Going Vessels will be required to ensure adherence to the national guidelines and requirements relating to ballast water and biofouling. Ships’ crews are required to demonstrate compliance with international, national and state standard regulations, as applicable. Vessel speeds will be restricted where needed within the Skardon River and the Ocean Going Vessels anchorage/transhipment area. Anchoring and bauxite unloading activities will not occur when weather conditions present an unacceptable risk.
17-66 Bauxite Hills Project Transport
17.10 ToR Cross-reference
Table 17-7 ToR cross-reference – transport Terms of Reference Section of the EIS 8.12 Transport The construction and operation of the project should aim to: These objectives are . maintain the safety and efficiency of all affected transport modes for the discussed throughout project workforce and other transport system users Chapter 17 – Transport. Descriptions of the various . minimise and mitigate impacts on the condition of transport infrastructure transport options are . ensure any required works are compatible with existing infrastructure and discussed in Chapter 2 – future transport corridors. Description of the Project. Information Requirements 8.12.1 The EIS should include a clear summary of the total transport task for the Workforce details are project, including workforce, inputs and outputs, during the construction and described in Chapter 2.9. – operational phases. Workforce Discussion regarding the various transport modes are Proponents should make appropriate modal choices to ensure transport efficiency discussed in Section 17.4 – and minimise impacts on the community. Air, 17.5 – Land and Section and 17.6 – Sea. Discussion regarding the various transport modes are 8.12.2 Present the transport assessment in separate sections for each project discussed in Section 17.4 – affected mode (road, rail air and sea) as appropriate for each phase of the project. Air, 17.5 – Land and Section and 17.6 – Sea. Potential impacts to each transport mode are discussed in Section 17.4 – Air (Section Provide sufficient information to allow an independent assessment of how existing 17.4.3. – Potential Impacts transport infrastructure will be affected by project transport at the local and Air Transport), 17.5 – Land regional level (e.g. local roads and state-controlled roads). (17.5.3 – Potential Impacts Road Transport) and Section 17.6 – Sea (17.6.4. – Potential Impacts Shipping). 8.12.3 Include details of the adopted assessment methodology: See section 17.6. – Sea (17.6.1 – Assessment Method) and Section 17.6.7.7. – Marine . for impacts on maritime operations: the Maritime Safety Queensland Management Plans for Guidelines for major development proposals. discussion regarding the Maritime Safety Queensland Guidelines for major development proposals. Mitigation for air transport is discussed in Section 17.4.6. Mitigation measures for land transport are discussed in Section 17.5. – Land (Section 8.12.4 Discuss and recommend how identified impacts will be mitigated so as to 17.5.6. Management and meet the above objectives for each transport mode. Mitigation). Mitigation measures for sea are discussed in Section 17.6. – Sea (Section 17.6.6. - Management and Mitigation).
17-67 Bauxite Hills Project Transport
Management for air transport is discussed in Mitigation strategies may include works, contributions or management plans and Section 17.4.6. are to be prepared in close consultation with relevant transport authorities Management plans for sea (including local government). transport are discussed in Section 17.6.6. Very limited road transport is proposed and as such no consultation with DTMR in regard to impacts on existing road usage or impacts to existing level of service levels is anticipated. Air transport Strategies should consider those transport authorities’ works program and forward will be provide by contractors planning, and be in accordance with the relevant methodologies, guidelines and and it is anticipated that the design manuals. selected contractors will undertake consultation with the appropriate agencies as required. Consultation with MSQ and the RHM is discussed throughout Section 17.6. – Sea.
17-68