DOCSLIB.ORG

Appendix 20 – Economic Impact Assessment

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Appendix 20 – Economic Impact Assessment APPENDIX 20 – ECONOMIC IMPACT ASSESSMENT STANMORE IP SOUTH PTY LTD ISAAC DOWNS PROJECT ISAAC DOWNS PROJECT ECONOMIC IMPACT ASSESSMENT STANMORE IP SOUTH PTY LTD OCTOBER 2019 ISAAC DOWNS PROJECT – ECONOMIC IMPACT ASSESSMENT DOCUMENT CONTROL Job ID: J001178 Job Name: Isaac Downs Project – Economic Impact Assessment Client: Stanmore IP South Pty Ltd Client Contact: Richard Oldham Project Manager: Kieron Lacey Email: [email protected] Telephone: 07 3831 0577 Document Name: Isaac Downs Project EIA Final Last Saved: 3/10/2019 1:18 PM Version Date Reviewed Approved Draft v1 22/07/2019 KL KL Draft v2 13/08/2019 KL KL Draft v3 23/09/2019 KL KL Final 3/10/2019 KL KL Disclaimer: Whilst all care and diligence have been exercised in the preparation of this report, AEC Group Pty Ltd does not warrant the accuracy of the information contained within and accepts no liability for any loss or damage that may be suffered as a result of reliance on this information, whether or not there has been any error, omission or negligence on the part of AEC Group Pty Ltd or their employees. Any forecasts or projections used in the analysis can be affected by a number of unforeseen variables, and as such no warranty is given that a particular set of results will in fact be achieved. i ISAAC DOWNS PROJECT – ECONOMIC IMPACT ASSESSMENT EXECUTIVE SUMMARY BACKGROUND Stanmore Coal (Stanmore) is a mining company with interests in operational and prospective coal projects and mining assets within Queensland’s Bowen and Surat Basins. Stanmore IP South Pty Ltd (IP South), a wholly owned subsidiary of Stanmore Coal Ltd (Stanmore), is the proponent for the Isaac Downs Project (the Project). IP South is proposing to develop an open cut metallurgical coal project which is expected to mine approximately 35 million tonnes of Run of Mine (ROM) coal over a mining life of 16 years. The Project is located in the Bowen Basin coal field, Central Queensland, around 145 kilometres (km) south west of Mackay and 10 km south-east of Moranbah. IP South intents to apply for mining leases (MLs) and an environmental authority (EA) to enable the development of the Project. Stanmore IP Coal Pty Ltd (IP Coal) another subsidiary of Stanmore, currently operates the Isaac Plains Mine (IPM) on granted ML 70342, ML 700016, ML 700017, ML 700018 and ML 700019, subject to an existing EA. As IPM’s coal production declines, mining is planned to transition to the Isaac Downs Project. IPM operations will recommence once production from Isaac Downs declines in the later seven years of Isaac Downs operations. The Project will continue to support local suppliers and contractors as is the case for operations at IPM, providing additional security and longevity of employment in the region. PROJECT SCENARIO AND CONSEQUENCES OF NOT PROCEEDING Stanmore, through its subsidiary IP Coal, currently operates the IPM on granted ML 70342, ML 700016, ML 700017, ML 700018 and ML 700019, subject to an existing EA. Isaac Downs will be located adjoining the IPM, to the south. Stanmore also has a potential future underground mine (Isaac Plains Underground (IPU)) within the IPM. The Project will thereby provide Stanmore with an additional resource adjoining the existing IPM from which to undertake extraction activities. A key outcome of the Project will be extending the period for operations of Stanmore’s assets by providing an additional resource. Staging and production for the Project, as well as continued open cut and underground extraction from the existing IPM will be determined based on approvals, market conditions and which resources provide the most economic outcomes. Isaac Downs is expected to be the most economic resource for Stanmore and thereby be developed as soon as practical following approval. With Project Scenario For the economic analysis, the following scenario of development timing is adopted: • Mining activity continues at the existing IPM through to (and including) 2021/22. • Construction of the Project (Isaac Downs) occurs over an approximately 12-month period finishing in 2021/22, with construction occurring concurrently with extraction activities in the IPM. • Mining activity switches from the IPM to Isaac Downs once construction activity is complete. Mining activity at the IPM is assumed to cease at this point. • Mining activity at Isaac Downs produces on average approximately 3.4 million tonnes per annum (ROM) through to 2029/30. • From 2030/31, ROM coal production from Isaac Downs is expected to decline as the strip ratio increases. At this point, extraction activities at the IPM are assumed to recommence to supplement the reduced coal production from Isaac Downs. • In 2035/36, construction activity at the IPU commences, as open cut deposits at Isaac Downs and IPM near depletion. • In 2036/37, open cut coal production at both Isaac Downs and the IPM are assumed to cease as resources at these sites are depleted. Coal production at the IPU commences midway through 2036/37. ii ISAAC DOWNS PROJECT – ECONOMIC IMPACT ASSESSMENT • Extraction activities at the IPU continue until 2046/47. Without Project Scenario If the Project does not proceed, Stanmore would likely continue to operate the IPM until this resource is depleted, including bringing forward the development of the IPU. For this analysis, the scenario without the Project assumes: • IPM open cut operates until 2027/28. • Development of IPU commences in 2026/27, with operations starting partway through 2027/28. • IPU operates until 2036/37, at which point Stanmore’s mining activity would be expected to cease within the region. EXISTING ECONOMIC ENVIRONMENT The Project is located in the Isaac local government area (LGA) approximately 10 km south-east of Moranbah. The mining workforce will largely be sourced from the Mackay LGA and all coal will be exported through the Dalrymple Bay Coal Terminal. The most appropriate catchment area for the economic impact assessment has therefore been identified as encompassing the regional catchment of the Isaac and Mackay LGAs. The regional catchment is heavily reliant on the mining industry, in particular Moranbah and the surrounding area where the Project will be located. Mining contributes over 80% of total Gross Regional Product (GRP) in the Isaac LGA, and over 60% of jobs. Isaac LGA is highly reliant on a non-resident mining workforce, with only 42.9% of its workforce living within the LGA. The mining industry in particular employs a mainly non-resident workforce, with 74.2% of mining labour living outside Isaac LGA. This highlights the importance of drive-in drive-out (DIDO) and fly-in fly-out (FIFO) workforce arrangements to supplement Isaac LGA’s resident mining workforce. GRP growth in both Moranbah and Isaac LGA was strong between 2006/07 and 2009/10, but contracted in 2010/11 as the global financial crisis and economic downturn adversely impacted mining activity, alongside the destructive impacts of flooding across Queensland in December 2010 and January 2011. GRP then grew moderately to 2013/14 as mining activity in the region recovered, before dipping in 2013/14 and 2014/15 as demand from China eased and coal prices fell. This coincides with a spike in unemployment in Moranbah and the wider regional catchment throughout 2013 to 2015. The contraction in activity and softening economic conditions saw population growth in the regional catchment stagnate and decline between 2013 and 2017. GRP and unemployment have since improved as mining projects such as the Grosvenor mine have come online and by the end of 2018 unemployment had returned to levels similar to those prior to 2013 in Moranbah and the regional catchment, though the overall labour force in the regional catchment remained below 2013 levels. House sales and rental prices in Moranbah and the regional catchment grew strongly during the mining boom, as demand for housing to support the rapidly rising mining workforce and population placed considerable upward pressure on prices. However, in 2010/11 the region experienced a dip in production and mining employment, which resulted in housing sales and rental prices peaking in 2011/12 before falling significantly in the following years in both Moranbah and the regional catchment. By 2015/16, the average house sales price in Moranbah had fallen to approximately one quarter of the average sales price at its peak in 2011/12, while median weekly rents for houses had fallen to around one-fifth of their peak rental values. While median house sale prices remain below their peak in 2011/12, sales and rental data indicates the property market has somewhat recovered to 2017/18. More recently, there has been anecdotal evidence suggesting rising house prices and a tighter rental market. iii ISAAC DOWNS PROJECT – ECONOMIC IMPACT ASSESSMENT ECONOMIC IMPACTS OF THE PROJECT Potential Beneficial Impacts Key beneficial impacts arising from the Isaac Downs Project are outlined in Table ES.1, including assessment of anticipated level of associated benefit. Beneficial impacts are examined in consideration of what would otherwise occur if the Project does not proceed (i.e. in consideration of the “With Project” scenario compared to the “Without Project” scenario, as described above). These impacts are examined during a risk assessment framework described in Appendix D. Table ES.1. Assessment of Beneficial Impacts of the Isaac Downs Project Overall Impact Description Likelihood Consequence Impact Economic Growth The Project will contribute to economic growth directly and indirectly through increased industry output and GRP during construction and operation compared to what would occur without the Project. Including both direct and flow-on impacts, the Project is estimated to support an additional: • $29.3 million in GRP in the regional catchment during construction • $170.1 million per annum through mining activity between 2021/22 and 2029/30 compared to what would otherwise occur $57.4 million per annum through mining activity between 2030/31 • Very High Moderate High and 2036/37 compared to what would otherwise occur • $71.2 million per annum through mining activity between 2037/38 and 2046/47 compared to what would otherwise occur The above includes mine-site rehabilitation.
Load more

Recommended publications
  • MIW METS Industry Capability and Supply Chain Study
    MIW METS Industry Capability and Supply Chain Study Prepared for the MIW METS Export Hub by Lytton Advisory Pty Ltd September 2020 Acknowledgments Lytton Advisory acknowledges the assistance of Dean Kirkwood, MIW METS Export Hub Manager at RIN, and feedback from the Project Advisory Group. Disclaimer This Report has been prepared solely for Lytton Advisory’s client. While every effort has been made to ensure the accuracy of this document and any attachments, the uncertain nature of economic data, forecasting and analysis means that Lytton Advisory is unable to make any warranties concerning the information contained herein. Lytton Advisory, its employees and agents disclaim liability for any loss or damage that may arise as a consequence of any person relying on the information contained in this document and any attachments. © Lytton Advisory. All rights reserved. This work is copyright. The Copyright Act 1968 permits fair dealing for study, research, news reporting, criticism or review. Selected passages, tables or diagrams may be reproduced for such purposes provided acknowledgment of the source is included. Permission for any more extensive reproduction must be obtained from Lytton Advisory through the contact officer listed for this report. Lytton Advisory ABN 61 825 134 215 www.lyttonadvisory.com.au BRISBANE PO Box 5676 Manly Queensland 4179 E: [email protected] For information on this report please contact Craig Lawrence T: 0421 786 486 E: [email protected] Report prepared by (in alphabetical order): Hamish Bain, Nick Behrens, Sue Holz, Craig Lawrence and Gene Tunny, with research assistance provided by Norman Lee and Ben Scott Document Control Version Date Approved Approved By Description 1.0 30/06/2020 Craig Lawrence Draft report 2.0 05/08/2020 Craig Lawrence Draft final report 2.1 01/09/2020 Craig Lawrence Final report 2 Table of Contents Table of Contents ............................................................................................................
    [Show full text]
  • Rail Regulator's Report 2015-16
    Rail Regulator’s Report 2015-16 A report on safety performance on the rail network in Queensland © State of Queensland (Department of Transport and Main Roads) 2016 http://creativecommons.org.licences/by/4.0/ This work is licensed under a Creative Commons Attribution 4.0 Licence. You are free to copy, communicate and adapt the work, as long as you attribute the authors. The Queensland Government supports and encourages the dissemination and exchange of information. However, copyright protects this publication. The State of Queensland has no objection to this material being reproduced, made available online or electronically but only if it’s recognised as the owner of the copyright and this material remains unaltered. The Queensland Government is committed to providing accessible services to Queenslanders of all cultural and linguistic backgrounds. If you have difficulty understanding this publication and need a translator, please call the Translating and Interpreting Service (TIS National) on 13 14 50 and ask them to telephone the Queensland Department of Transport and Main Roads on 13 74 68. Disclaimer: While every care has been taken in preparing this publication, the State of Queensland accepts no responsibility for decisions or actions taken as a result of any data, information, statement or advice, expressed or implied, contained within. To the best of our knowledge, the content was correct at the time of publishing. 2 Rail Regulator’s Report 2015-16, The Department of Transport and Main Roads, September 2016 Rail Regulator’s Report 2015-16 A report on safety performance on the rail network in Queensland Rail Regulator’s Report 2015-16, The Department of Transport and Main Roads, September 2016 3 Table of contents Message from the Director - General ............................................................................................................
    [Show full text]
  • Annual Report 2009-10
    Annual Report Annual Report Report Annual 20 09 – 10 Department of Transport and Main Roads and Main Transport of Department Department of Transport and Main Roads Volume 1 of 2 Department of Transport and Main Roads Annual Report 2009–2010 www.tmr.qld.gov.au Tomorrow’s Queensland: strong, green, smart, healthy and fair Letter of compliance 20 September 2010 Communication objective The Honourable Craig Wallace MP This annual report for Department of Transport and Minister for Main Roads Main Roads outlines how we work towards achieving Level 13 Mineral House our vision of Connecting Queensland. 41 George Street Brisbane Qld 4000 We use this report to inform our diverse range of stakeholders about our activities. In doing this, we not only ensure our legislative reporting obligations under the Financial Accountability Act 2009 and the Financial The Honourable Rachel Nolan MP and Performance Management Standard 2009 are met Minister for Transport but we also strive to exceed them. Level 15 Capital Hill Building 85 George Street This annual report is available on our website at Brisbane Qld 4000 www.tmr.qld.gov.au and in hard copy on request (these can be requested through the contact details provided below). A checklist outlining our reporting compliance is available on our website www.tmr.qld.gov.au. Dear Ministers, Stakeholder feedback is important to us and contributes I am pleased to present the Annual Report 2009–10 for to improving the value of future annual reports for the Department of Transport and Main Roads. The report our readers. outlines our activities and achievements for the period 1 July 2009 to 30 June 2010.
    [Show full text]
  • Application for Certification of the Queensland Rail Access Regime
    APPLICATION TO THE NATIONAL COMPETITION COUNCIL FOR A RECOMMENDATION TO EXTEND THE CERTIFICATION OF AN ACCESS REGIME Queensland’s third party access regime for rail services provided by Queensland’s rail networks January 2021 Table of Contents 1. Application details ..................................................................... 4 2. Basis for application for re-certification ................................... 6 3. Background ................................................................................ 7 4. Overview of Queensland’s rail sector infrastructure and operators .................................................................................. 10 5. Overview of Queensland’s third party rail access regime .... 17 6. Approach to analysis of Clause 6 principles ......................... 21 7. Clause 6(2): jurisdictional issues ............................................ 23 8. Clause 6(3): significant infrastructure .................................... 24 9. Clauses 6(4)(a)–(c): negotiated access .................................. 42 10. Clause 6(4)(d): regular review .................................................. 51 11. Clause 6(4)(e): reasonable endeavours ................................... 54 12. Clause 6(4)(f): access on different terms ................................ 57 13. Clause 6(4)(g): independent dispute resolution processes .. 59 14. Clause 6(4)(h): binding decisions ........................................... 63 15. Clause 6(4)(i): principles for dispute resolution .................... 65 16. Clause
    [Show full text]
  • Institutional Regimes in Transport: Case Studies of Rail and Road in Nsw and Queensland 1850 - 2000
    COPYRIGHT AND USE OF THIS THESIS This thesis must be used in accordance with the provisions of the Copyright Act 1968. Reproduction of material protected by copyright may be an infringement of copyright and copyright owners may be entitled to take legal action against persons who infringe their copyright. Section 51 (2) of the Copyright Act permits an authorized officer of a university library or archives to provide a copy (by communication or otherwise) of an unpublished thesis kept in the library or archives, to a person who satisfies the authorized officer that he or she requires the reproduction for the purposes of research or study. The Copyright Act grants the creator of a work a number of moral rights, specifically the right of attribution, the right against false attribution and the right of integrity. You may infringe the author’s moral rights if you: - fail to acknowledge the author of this thesis if you quote sections from the work - attribute this thesis to another author - subject this thesis to derogatory treatment which may prejudice the author’s reputation For further information contact the University’s Director of Copyright Services sydney.edu.au/copyright INSTITUTIONAL REGIMES IN TRANSPORT: CASE STUDIES OF RAIL AND ROAD IN NSW AND QUEENSLAND 1850 - 2000 Ann Turner A thesis submitted in partial fulfilment of the requirements for the degree of Doctor of Philosophy The University of Sydney 2014 i Abstract This thesis is about institutions and their regimes. It seeks to extend our understanding of how institutional environments (systems of formal rules and regulations and informal norms, conventions, customs and social routines) and institutional arrangements (specific organisational forms and structures) mould local economic outcomes in different places at different scales.
    [Show full text]
  • Boyne Burnett Inland Rail Trail Final Report
    Boyne Burnett Inland Rail Trail Final Report BOYNE BURNETT INLAND RAIL TRAIL FINAL REPORT Prepared by March 2019 Mike Halliburton Associates and Transplan Pty Ltd 2 Boyne Burnett Inland Rail Trail Final Report CONTENTS Executive Summary 4 Section 1 - Introduction 22 Section 2 - Scope of Works 28 Section 3 - Delivering on Agreed Community Outcomes 30 Section 4 - Issues 32 Section 5 - Opportunities 36 Section 6 - Estimates of Probable Costs 39 Section 7 - The Business Case 53 Section 8 - Feasibility Statement 76 Section 9 - Implementation 82 Section 10 -Trail Management 88 Section 11 - Resources and Funding Opportunities 106 References 111 Appendix 1: Trail Design and Development Considerations 113 Appendix 2: Engineering Report 133 Appendix 3: Plans of Proposed Three Rail Trails 153 Mike Halliburton Associates and Transplan Pty Ltd 3 Boyne Burnett Inland Rail Trail Final Report EXECUTIVE SUMMARY Gladstone Regional Council and North Burnett Regional Council commissioned Mike Halliburton Associates to prepare a Feasibility Study for a possible rail trail from Taragoola to Reids Creek. This commitment is part of the Councils’ work with the Boyne Burnett Inland Rail Trail Inc to champion the development of the rail corridor and represent the expectations of the community. The Department of Transport and Main Roads funded the project and the two Councils oversaw the preparation of the report. The proposed Boyne Burnett Inland Rail Trail would be developed effectively on two disused railway corridors between Taragoola (Calliope) and Reids Creek (Gayndah). These railway corridors are the Gladstone to Monto corridor (though the study area starts at Taragoola) corridor and the Monto to Gayndah corridor (though the study area ends at Reids Creek).
    [Show full text]
  • Queensland Rail's History
    History Our beginnings “Be that as it may, we, in common with the whole community, hail with pleasure the inauguration of the Railway in Queensland.” (Brisbane Courier, Monday , July 24, 1865.) The world of the 1860’s was a time of great social and technological change. In July 1865 the first section of railway line in Queensland was opened,with a great fanfare of publicity, to traffic from Ipswich to Bigges Camp, a distance of twenty-one miles (thirty-five kilometres). Bigges Camp (now known as Grandchester), marked the end of the comparatively easy first stretch of line. Queensland was faced by a situation where economic development was hampered by the lack of an adequate transport network. In developed countries, railways had been introduced to areas where there was already a substantial road network, even if primitive by today’s standards. This was not so in Queensland. Since the fastest road travel was only the fraction of the speed of even slow railway travel, it was natural to consider the possibility of a young colony leaping over road development and investing most of its resources in railways. The role of the railway in Queensland was to be the development of the country. This was to mean that railways would often be built into rural areas in advance of settlement and lead to the establishment of railway towns, towns which did not exist before the advent of the railway and which were often heavily dependent on the railway for their economic base. The engineer Abraham Fitzgibbon was brought to Queensland in 1863 and offered the Queensland government a radical engineering solution.
    [Show full text]
  • Legislative Assembly Hansard 1981
    Queensland Parliamentary Debates [Hansard] Legislative Assembly THURSDAY, 22 OCTOBER 1981 Electronic reproduction of original hardcopy 2886 22 Odober 1981 Fees paid by Crown to PubUc Rdations and Advertising Agencies THURSDAY, 22 OCTOBER 1981 Mr SPEAKER (Hon. S. J. MuUer, Fassifern) read prayers and took the chah at H a.m. FEES PAID BY CROWN TO PUBLIC RELATIONS AND ADVERTISING AGENCIES Return to Order The following paper was laid on the table:— Return to an Order made by the House on 5 August last, on the motion of Dr Lockwood, showing aU payments made by the Government to public relations agencies or consultants and advertising agencies or consultants during the 1980-81 financial year, stating the names of the redpients and the amounts received separately. Questions Upon Notice 22 October 1981 2887 PAPERS The foUowing papers were laid on the table, and ordered to be printed:— Reports— Department •of Mapping and Surveying for 1980-81 Air Pollution CouncU for 1980-81 Department of Harbours and Marine for the year ended 30 June 1981 PETITION The Clerk-Assistant announced the receipt of the following petition:— Education Funding From Mr Powell (11 signatories) praying that the Parliament of Queensland wiU restore education funding to the 1975-76 level, that Is, 25.6 per cent of the State Budget. Pethion recdved. QUESTIONS UPON NOTICE Questions submitted on notice by members were answered as follows:— 1 & 2. Fire-damaged School Buildings; Sprinkler Systems and Insurance Mr Akers asked the Minister for Works and Housing— With reference to
    [Show full text]
  • Part B: Queensland Rail Declaration Review
    Final recommendation Part B: Queensland Rail declaration review March 2020 © Queensland Competition Authority 2020 The Queensland Competition Authority supports and encourages the dissemination and exchange of information. However, copyright protects this document. The Queensland Competition Authority has no objection to this material being reproduced, made available online or electronically but only if it is recognised as the owner of the copyright2 and this material remains unaltered. Queensland Competition Authority Contents Contents 1 INTRODUCTION 1 1.1 The existing declaration 1 1.2 Queensland Rail’s below-rail network 1 1.3 Structure of Part B 3 1.4 Final recommendation 4 1.5 The NCC’s recommendation in the Port of Newcastle matter 4 2 THE SERVICE AND FACILITY 6 2.1 Introduction 6 2.2 Identifying the service 7 2.3 Identifying the facility 11 3 CRITERION (A)—PROMOTE A MATERIAL INCREASE IN COMPETITION 13 3.1 Introduction 13 3.2 The QCA's approach to assessing criterion (a) 14 3.3 Dependent markets for the service as a whole 14 3.4 Comparing a future with and without declaration 16 4 QUEENSLAND RAIL'S DEED POLL AND ACCESS FRAMEWORK 17 4.1 Introduction 17 4.2 QCA approach to assessing the deed poll and access framework 17 4.3 The deed poll as an appropriate counterfactual 18 4.4 Effectiveness of the deed poll and access framework as a constraint on conduct 21 4.5 Conclusion 27 5 CRITERION (A)—THE NORTH COAST ROUTE SERVICE 29 5.1 Part of the existing declared service and the dependent markets 29 5.2 Geographical description of the North
    [Show full text]
  • O1 — Indigenous Cultural Heritage
    O1 — Indigenous Cultural Heritage AN ASSESSMENT OF THE CULTURAL HERITAGE VAUES OF THE PROPOSED CAVAL RIDGE MINE AREA, BMA BOWEN BASIN COAL GROWTH PROJECT, prepared by Elizabeth Hatte Northern Archaeology Consultancies Pty Ltd PO Box 118 Castletown QLD 4812 in consultation with BBKY#4 Native Title Claimants c/- Woora Consulting Lot 1, Powell’s Road Farleigh. Qld 4741 on behalf of BM Alliance Coal Operations Pty Ltd. PO BOX 15009 City East. Qld. 4002 JANUARY 2008 VERSION 1.2 TABLE OF CONTENTS 1. INTRODUCTION................................................................................................... 1 1.1 Project Description.........................................................................................................................1 1.2 Cultural Heritage Terms of Reference .....................................................................................3 1.3 Consultative Framework ..............................................................................................................4 2. CULTURAL HERITAGE LEGISLATION ................................................................. 5 2.1 Burra Charter ...................................................................................................................................5 2.2 State Legislation ..............................................................................................................................6 2.2.1 The Aboriginal Cultural Heritage Act 2003 (Queensland) .......................................................... 6 2.2.1.1 Extent
    [Show full text]
  • Winchester South Project Initial Advice Statement
    WINCHESTER SOUTH PROJECT INITIAL ADVICE STATEMENT FEBRUARY 2019 Project No. WHC-18-61 Document No. 00955794-006 Winchester South Project – Initial Advice Statement TABLE OF CONTENTS EXECUTIVE SUMMARY ES-1 5.4 LAND USE AND TENURES 23 1 INTRODUCTION 1 5.4.1 Key Local and Regional Land Uses 23 1.1 BACKGROUND 1 5.4.2 Key Local and Regional Land 1.2 PURPOSE AND SCOPE OF THE IAS 3 Tenure 23 2 THE PROPONENT 5 5.4.3 Native Title 23 3 NATURE OF THE PROPOSAL 6 5.5 PLANNING INSTRUMENTS, GOVERNMENT POLICIES 23 3.1 SCOPE OF THE PROJECT 6 6 POTENTIAL PROJECT IMPACTS 25 3.2 LAND USE 6 6.1 NATURAL ENVIRONMENT 25 3.3 PROJECT NEED, JUSTIFICATION AND ALTERNATIVES CONSIDERED 8 6.1.1 Land 25 3.4 COMPONENTS, DEVELOPMENTS, ACTIVITIES 6.1.2 Water 25 AND INFRASTRUCTURE THAT CONSTITUTE 6.1.3 Ecosystems, Flora and Fauna 25 THE PROJECT TO BE DECLARED 6.2 AMENITY, INCLUDING NOISE, AIR QUALITY, COORDINATED 8 VIBRATION, LIGHTING, URBAN DESIGN AND 3.5 EXTERNAL INFRASTRUCTURE VISUAL AESTHETICS 25 REQUIREMENTS 9 6.2.1 Noise and Vibration 25 3.5.1 Fuel Supply 9 6.2.2 Air Quality and Greenhouse Gas 26 3.5.2 Workforce Accommodation 9 6.2.3 Visual Aesthetics 26 3.5.3 Water Supply 9 6.3 SOCIAL ENVIRONMENT – POTENTIAL 3.5.4 Rail Transport and Port Operations 9 BENEFICIAL AND ADVERSE IMPACTS 26 3.5.5 Electricity Supply 10 6.4 ECONOMIC EFFECTS 27 3.5.6 Road Transport 10 6.5 BUILT ENVIRONMENT 27 3.5.7 Telecommunications 10 6.6 MATTERS OF NATIONAL ENVIRONMENTAL 3.6 TIMEFRAMES FOR THE PROJECT 10 SIGNIFICANCE UNDER THE EPBC ACT 27 3.7 CONSTRUCTION AND OPERATIONAL 7 ENVIRONMENTAL
    [Show full text]
  • Rail Safety Regulator's Report 2012-13
    Rail Safety Regulator’s Report 2012-13 t Message from the Director-General I am pleased to report on the achievements of Queensland’s Rail Safety Regulator (the Regulator) during 2012-13. The Regulator is committed to maintaining and improving safety across Queensland's extensive rail network through communication and collaboration with the rail industry. Their work includes accrediting and auditing rail transport operators, investigating rail occurrences, collecting and analysing rail safety statistics and developing and maintaining rail safety policy and legislation. Data about the safety performance of the 57 accredited rail transport operators in Queensland during 2012-13 is included in this report. In addition to this work the Regulator team have worked on a range of projects over the last year including a six month study on fatigue management, a review into derailments on the Mount Isa line, conducted 11 compliance investigations and commenced a trial of level crossing technologies. This year the Regulator has also worked with rail providers during the design, construction and commissioning stages of significant new projects like Gold Coast Rapid Transit and Moreton Bay Rail Link. The Regulator’s work maintains the public’s confidence in the safety of passengers and freight using rail in Queensland and enhances safe rail operations across Queensland. A safe and efficient rail transport network is vital for connecting Queensland’s people, places and businesses. The Queensland Government and rail transport operators across Queensland are acutely aware of the importance of maintaining the safest possible railway operations, and the Regulator will continue to work collaboratively with the rail industry to facilitate this.
    [Show full text]