measured at Wollongong was used to obtain a complete data set to estimate background air quality for PM2.5.

The local air emission sources in proximity to the Project were also investigated using the web tool provided by the National Pollution Inventory (NPI) at (http://www.npi.gov.au). The search results showed that there are three emission sources in a 16km search radius of the Project: two petrol stations and a sewage treatment plant. Therefore it is concluded that the background air quality in the study area is anticipated to be without significant impact from human activities. This is in contrast to the air shed at Albion Park South and Wollongong which is influenced by industrial sources including Port Kembla steelworks, bulk port activities, coal terminals, asphalt plants, rail freight transport, and major arterial roadways. As such the use of the data from the OEH ambient air quality monitoring station data at Albion Park South is considered a conservative approach.

Background Air Quality Concentrations

Generally, air quality for Albion Park South and Wollongong can be described as good, with the exception of isolated high pollution days or extreme events as a result of isolated events such as dust storms and bushfires.

A summary of air quality data at Albion Park and Wollongong for the period 2010-2015 is presented in Table 9-26 below.

Table 9-26 Air quality at Albion Park and Wollongong since 2010 Statistics Annual Average Maximum 24-hour Annual Maximum 24- Unit (ug/m3) (ug/m3) Average hour (ppm) (ppm)

Year PM10 PM2.5 PM10 PM2.5 SO2 NO2 SO2 NO2 Albion Wollongong Albion Wollongong Albion Park Park Park 2010 14.0 5.1 41.8 23.5 0.08 0.28 1.1 1.4 2011 13.6 4.6 51.0 17.7 0.06 0.21 1.0 1.3 2012 13.6 4.6 43.9 15.6 0.05 0.37 1.0 1.7 2013 14.7 7.7 69.0 88.4 0.07 0.42 0.9 2.0 2014 16.2 7.0 48.3 17.3 0.06 0.39 0.5 1.4 2015* 13.8 7.5 41.2 31.6 0.07 0.34 0.7 1.6 * Data for 2015 up to 15 December 2015.

Year 2013 had the greatest maximum 24-hour PM10 and PM2.5 concentrations and higher concentrations of NO2 and SO2 than most other years in the period between 2010 and 2015. Accordingly 2013 has been selected as an appropriate year to represent background air quality for the Project and will provide a conservative approach for the assessment.

Meteorology

To characterise the local meteorology for the Project site Merimbula Airport Automatic Weather Station (AWS) has been referenced. The AWS at Merimbula is considered to be representative of the Project site. It is located 18km north, is positioned at a coastal location and the air quality at the station would most closely resemble that at the Project Site.

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Climate statistics for Merimbula Airport AWS data shows that the hottest months are January and February with an average daily maximum temperature of 24.7ºC, and a daily minimum temperature of 15.2ºC. The coolest month is July, with an average daily maximum temperature of 16.5ºC, and a daily minimum temperature of 4.1ºC. The average annual rainfall is 761mm.

To assess the local wind conditions, wind rose data for the period of 2010-2013 was obtained which showed that the predominant wind directions are from north east and south west. There are seasonal variations, with wind directions in the winter predominantly from west and south west, and in the summer predominantly from north east. Average wind speed is higher in summer than winter.

A review of wind roses by year revealed that 2013 is a representative year for wind speed and direction distributions. Therefore it is a suitable year to be used for air dispersion modelling. In addition, the annual rainfall recorded in 2013 (810mm) and monthly averages of daily maximum and minimum temperature also confirm that 2013 is a representative meteorological year.

Air Quality Assessment Criteria

The air quality modelling for the Project has been undertaken in accordance with the Approved Methods for the Modelling and Assessment of Air Pollutants in New South Wales (EPA, 2005) (Approved Methods). The impact assessment criteria refer to the total pollutant load in the environment and have been developed by adding impacts from new sources to existing background levels. The air quality criteria relevant to this assessment include those related to particulate matter (PM), nitrogen dioxides

(NO2), and sulphur dioxide (SO2) from fuel combustion.

The NSW EPA ambient impact assessment criteria applicable to this Project are presented in Table 9-27.

Table 9-27 NSW EPA Ambient Impact Assessment Criteria Pollutant Criterion Averaging Period 3 Nitrogen dioxide (NO2) 246 μg/m 1-hour average 62 μg/m3 Annual average 3 Sulfur dioxide (SO2) 712 μg/m 10-min average 570 μg/m3 1-hour average 228 μg/m3 24-hour average 60 μg/m3 Annual average Particulate matter < 10 μm 24-hour average (PM10) 50 μg/m3 (with maximum allowable exceedances of 5 days a year) 30 μg/m3 Annual average Particulate matter < 2.5 μm 25 μg/m3 24-hour average (PM2.5) 8 μg/m3 Annual average Carbon monoxide (CO) 30 mg/m3 1-hour average 10 mg/m3 8-hour average

Air Quality Impact Assessment Methodology

Emission sources and parameters, and the proposed operational scenario have been identified, and these have been compared to the air quality impact assessment criteria.

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Dispersion Modelling

Atmospheric dispersion modelling was undertaken using CALPUFF, which is a multi-layer, multi- species non-steady state puff dispersion model. The model set up for the air quality assessment has considered CALPUFF guidance notes published by NSW EPA in 2011.

A maximum of 12 cruise ships are scheduled to visit Eden in 2017. To evaluate emissions under worst case meteorology (i.e. low mixing heights, calm, stable conditions) it has been assumed that one ship per day would be entering and leaving the port. This conservative approach has ensured that ship berthing will coincide with worst-case meteorological conditions.

The Holland America cruise ship ‘Noordam’ is 20-30 percent larger (in terms of emissions) than the average cruise ships that will visit Eden in 2017. The Noordam has been selected to represent worst- case emission rates. The resultant emission rates when the ship is at berth and in transit are presented in Table 9-28.

Table 9-28 Emission Rates (g/s) Residual oil Marine distillate Low sulphur oil Substance Main Auxiliary Main Auxiliary Main Auxiliary engine engine engine engine engine engine

NOx 118.5 53 111.3 50.1 20.4 11.2

SO2 67.4 43.3 11.9 7.6 2.6 1.4

PM10 9.3 5.2 2.0 1.2 0.5 0.3

PM2.5 8.6 4.8 1.8 1.0 0.5 0.3 CO 3.3 4.0 3.3 4.0 9.2 5.0

The emission rates have been calculated for residual oil, marine distillate and low sulphur fuel. With the exception of carbon monoxide the emission rates for nitrous oxides, sulfates, PM10 and PM2.5 are consistently lower with low sulphur fuel.

9.7.2 Potential Construction Impacts

The main air quality and amenity issues at the construction site for the Project will include the following:

 Visible dust plumes and dust settling on surfaces

 Elevated PM10 concentrations

 Exhaust emissions from plant and equipment

 Fugitive emissions during refuelling activities

The majority of potential impacts associated with construction activities are generated by the movement of plant and equipment over temporary roads and open ground. Dust emissions will vary from day to day and will be dependent on the nature, type and duration of construction activity, and meteorological conditions.

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Due to the unpredictability of the dust emissions and weather conditions, a qualitative approach has been adopted and construction activities have not been modelled. The approach for assessing construction related impacts on air quality associated with the Project has been based on Guidance on the assessment of dust from demolition and construction, Institute of Air Quality Management, London (IAQM, 2014). The aim of this approach was to identify risks to air quality and recommend appropriate mitigation measures.

Fugitive emissions will result from the refuelling of plant and vessels during the construction phase. However the emissions from this source will be minor and not material to the air quality assessment. The remainder of potential emissions air quality impacts associated with the operation and use of construction plant and equipment have been assessed together. The plant and equipment that is likely to be utilised during the construction activities will include excavators, barges, backhoe dredges, a piling rig, heavy vehicles and tug boats. The construction activities will be undertaken in three main phases; mobilisation, dredging and piling.

The IAQM assessment procedure has been adopted for assessing the risk to air quality associated with construction dust. The assessment includes working through a five step process that considered four main types of activities on the construction site (demolition, earthworks, construction and track-out). Three types of dust impacts were considered for each activity;

1. annoyance due to dust settling,

2. the risk to health effects due to an increase in exposure to PM10

3. harm to ecological receptors

The findings are then used to define appropriate mitigation measures.

A preliminary assessment using the IAQM approach indicated that all the proposed risks associated with the construction activities would be negligible. The key phases of construction work will be undertaken in Twofold Bay where dust issues will be negligible given that works will be undertaken beneath the water surface and dredged sediments will be wet. Dust emissions during the mobilisation of plant and equipment to site will be minimal as the vehicles will be transported along sealed roads and mobilisation phase will be transient.

9.7.3 Potential Operational Impacts

The atmospheric emissions from cruise ships while at berth and in transit were modelled to predict ground-level concentrations of NOx, SO2, PM10, PM2.5 and CO. Three fuel types have been assessed; residual oil, marine distillate and low sulphur.

Nitrogen Dioxide

Predictions were made for the maximum 1-hour NOx concentrations. There is no assessment criterion for NOx and therefore ground level concentrations of NO2 have been determined using the ozone limiting method, which is a NSW EPA approved method of using zone levels to estimate a conversion of NOx to NO2. The modelling revealed that ground level concentrations for NO2 for all fuel types are predicted to be below the assessment criteria.

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Sulfur Dioxide

Predictions were made for 10-minute, 1-hour, 24-hour and annual averaging times for SO2 concentrations. The modelling predicted the 1-hour criterion would be exceeded under worst case meteorology conditions (i.e. calm conditions and low convective mixing) when ships are using residual oil fuel. The 10-minute and 24-hour criterion would also be exceeded when this fuel type is used. There would be no exceedances of the assessment criteria when the ships are using marine distillate and low sulphur fuel.

Particulate Matter

Predictions were made for the maximum incremental and cumulative ground level concentrations for

PM10 and PM2.5 for the three fuel types and these were compared against the assessment criteria. The modelling has predicted that there would be exceedances of the 24-hour criteria for both PM2.5 and

PM10 for ships using residual oil and marine distillate. Despite this, the probability of actual exceedances would be very low as the modelling is based on worst-case meteorological conditions, ships being berthed every day of the year, and the largest ship that would visit the port. The actual concentrations in the port precinct and surrounding areas are anticipated to be lower than that predicted with the dispersion modelling.

The annual average concentrations for PM10 and PM2.5 would be below the assessment criterion at all locations.

Carbon Monoxide

Modelling has predicted that carbon monoxide concentrations at ground levels associated with the Project would be very low and would not exceed the assessment criterion.

9.7.4 Proposed Mitigation Measures

Proposed mitigation measures are outlined in Table 9-29.

Table 9-29 Proposed Mitigation Measures Mitigation Measure Phase Mitigation measures for air quality have been included in the CEMP. The Construction mitigation measures would be developed to satisfy an air quality performance objective to minimise polluting air emissions produced during construction works. Air quality management actions during construction would be the responsibility of the construction contractor and would be implemented throughout the duration of the construction period. All plant and equipment used during the construction works would be Construction regularly maintained to comply with the relevant exhaust guidelines Prior to the commencement of work all construction equipment would be inspected by a qualified person to ensure emissions are minimised. Any visible dark emissions from vessel exhausts would be reported and Construction the equipment repaired or replaced as soon as practicable.

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Mitigation Measure Phase Refuelling activities would be undertaken during daylight hours and Construction undertaken by trained personnel only. To minimise potential air quality impacts during the operational phase it Operation is recommended that cruise ships entering the port adopt low sulphur fuels.

9.8 Property and Land Use

An assessment of the potential impacts on adjacent land uses/users has been undertaken with consideration of the following issues:

 Existing and potential future land uses based on the Snug Cove Master Plan/DCP and consultation with other major landholders.

 Direct impacts on property and land use within the Project area.

 Indirect positive and negative impacts on properties and land uses adjacent to the Project area, including potential land use integration issues and impacts on land use amenity.

 Public safety.

9.8.1 Existing Environment

Land

The Project is partly located within Lot 111 DP 839683 (Figure 9-32). The wharf is part of Crown Reserve 180072. The appropriation boundary for the Crown Reserve has a total area of 27.7ha comprising 2.6ha of land area and 25.10ha of waterway area. The Department manages the estate on behalf of the Crown.

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Figure 9-32 Location of the Breakwater Wharf Extension

Source: WorleyParsons, 2016

Snug Cove is an active working waterfront/port area with a mix of light industrial, commercial, retail, government administration and car parking uses. Snug Cove contains sea walls.

Buildings and structures within the landside area of Snug Cove include:

 One and two storey commercial building with shops, cafes, restaurants, art gallery, NSW Water Police office, Australian Border Force office and Marine Discovery Centre.

 One/two storey PANSW and NSW Maritime office.

 One/two storey South Coast and Eden Ice Supplies building.

 Two storey main Gotcha Bait and Burley building.

 Second Gotcha Bait and Burley building (pilchard factory).

 Eden Slipway Services building and storage shed.

 Single storey public amenities building with toilets and showers.

 Oil Recycling Depot (fenced).

 Emergency assembly area (fenced)

Existing road access to the site is via Weecoon Street and from Imlay Street. Existing at grade car parking is provided at the site with 160 car parking spaces including five disabled spaces.

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Within Crown Reserve 180072, there are a number of leases and licences as shown in Figure 9-33. Details of the leases and licences are provided in Table 9-30.

Legend Green hatching – Crown Reserve Black hatching – Crown Public Road Yellow edging – Lease Red edging – Licences

Figure 9-33 Snug Cove Land Tenure Status as at January 2015

Source: Department of Lands, 2015

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Table 9-30 Details of Leases and Licences Ref. Tenure No. Holder Purpose(s) Leases A RE 487295 Slipway Eden Marine Engineering Workshop, Sales & Service; P/L Shipyard and Slipway B LP73889 Mobil Oil Business Purposes (Oil Terminal) C LE335484 Lambourn R The handling preparation processing and distribution of abalone and/or other marine production and/or for any other appropriate marine industry related purpose to which the Lessor has given prior approval. Business called “Gotcha Bait & Burley” D LE383693 Eden Ice Ice Making Plant Supplies Pty Ltd E LE430470 Lambourn R & J Former Co-op Premises. Business called “Gotcha Bait & Burley” F LE194511 Eden Marine Commercial Fish Processing Fish & other food Centre Ltd retailing & wholesaling, office space, fuel sales restaurants & caretaker’s residence & Government Employees Residence. This Lease includes the following subleases: (a) Lockup Restaurant - Allen - Restaurant (b) Shop 3 - Stojanavic - Cafe (c) Shop 4 - Allen - Cafe (d) Shop 6 - McCabe - Wine Bar & Gift Shop (e) Shop 7 - Hooked On Seafood Eden P/L - Retail seafood/cafe (f) Unit 11 - NSW Police - Residence (g) Shop 12 - McCabe - Cafe (h) Shop 14 - Eden Seafarms - Retail Seafood & Office (i) Commonwealth Customs - Offices Licences 1 RI491806 Roads & Office accommodation & shared areas. Single storey Maritime building Services 2 RI491812 Sydney Ports Office accommodation & shared areas. Single storey Corporation building. 3 LI403134 Eden Marine Car Park Centre Ltd 4 LI395464 Hegarty & Allen Charter Boat Mooring

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Ref. Tenure No. Holder Purpose(s) Industries Pty Ltd, Helen Mary Buckingham, Richard Alan Buckingham 5 RI517108 Lambourn R & J Jetty & berthing area 6 RI517109 Lambourn R & J Building & parking 7 LI320071 Sydney Ports Storage Shed for Anti-pollution Equipment Corporation 8 RI506478 NSW Police Jetty, Jetty, Landing/Platform, Landing/Platform, Landing/Platform, Landing/Platform, Mooring Piles (3), Steps, Wet Area 9 LI325347 Lambourn R Car Park 10 LI199535 Mobil Oil Truck/Boat Fuel Filling & 3 Pipelines - LI506472 Eden Whale Annual Whale Festival (over all non-tenured or non- Festival operational area of port) Incorporated - RI544736 Sapphire Coast Access, community event, commuter facility, storage Tourism Ltd area - RI568142 Pacific Tug Berthing areas (Aust) Pty Ltd - Various Individual Mooring Licences are held over berthing areas adjoining Mooring & Multipurpose Jetties

Water

The dredging works footprint is partly located within Lot 111 DP 839683 and vacant Crown Land (Figure 9-32). The bed of Twofold Bay is Crown Land.

Waterway areas in the vicinity of the site are shown on Figure 9-34 below. Table 9-31 provides details of the tenure for those identified areas.

Cattle Bay contains an existing jetty and swing moorings. Situated near Cocora Point is the Eden Sea Farms aquaculture lease area.

PANSW operates the Port of Eden which includes the Breakwater Wharf, Multipurpose Jetty and Mooring Jetty located in Snug Cove as well as the Multiuser Wharf, Woodchip Terminal located on the southern side of Twofold Bay.

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Figure 9-34 Map showing Crown and other land and relevant tenures adjacent to Snug Cove and Cattle Bay

Source: Department of Industry – Lands, 2014

Table 9-31 Details of Land Tenures in Snug Cove and Cattle Bay

No. Identification Landowner Tenure 1 Lot 7010, DP 1071231 Crown Lands - Reserve Nil 2 Lot 1, DP 1153513 Crown Lands - Reserve Nil 3 Lot 7008, DP 1065550 Crown Lands - Reserve Nil 4 Lot 7302, DP 1159036 Crown Lands - Reserve Nil 5 Lot 7006, DP 1065549 Crown Lands - Reserve Nil 6 Lot 4, DP 1138056 Bega Shire Council Reserve Nil 7 Nil Crown land BMHWM Crown Licence 331336 (Jetty) Eden Resort Hotel 8 Nil Crown land BMHWM Crown Licence 501913 Eden Resort Hotel. Note: this licence has expired.

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No. Identification Landowner Tenure 9 Lot 2, DP 747636 Crown land BMHWM CrownLicence199535 Sydney Ports 10 Lot 111, DP 839683 Crown land BMHWM CrownLicence199535 Sydney Ports

Snug Cove contains a number of existing maritime facilities with various commercial, industrial, government, recreational and other public users. The existing maritime facilities are described in Table 9-32 below.

Table 9-32 Existing maritime facilities in Snug Cove Existing Facility Description and Existing Uses Frequency of Use

Breakwater Wharf  Built in 1975 with cellular steel sheet  Larger transiting piles/steel infill. commercial vessels, average berth for once a  125m in length and 22.5m in width. month for a couple days.  Fish unloading.  Dredgers and other  Anchor handling tug supply vessels for construction equipment, as general cargo and bunkering. required basis.

 Small cruise ships.  Occasional mooring of yachts.  Dredgers and other construction equipment.

 Occasional yachts.  No permanent mooring of any vessels.  Designated fenced area for customs, quarantine and immigration.

 Public access. Multipurpose Jetty  Built in 1984 with steel piles/concrete  Local fishing vessels deck. predominately moor (and have licensed spots) at the  195m in length and 10m in width. Multipurpose Wharf or  Fishing vessels for mooring, fish Mooring Jetty. Frequent unloading, minor repair and servicing of movements. vessels at berth and net mending.  Tugs average about 200  Two Svizter tugs (“Gloucester” and movements a year and “Cooma”) allocated two seaward berths. mainly serve the Woodchip Terminal.  Two work boats.  Work boats are used as  Public access. required.

Mooring Jetty  Built in 1981 with steel piles/concrete  Local fishing vessels deck. predominately moor (and have licensed spots) at the  162m in length and 6m in width. Multipurpose Jetty or  Mooring of fishing vessels and unloading Mooring Jetty. Frequent

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Existing Facility Description and Existing Uses Frequency of Use and provisioning of fishing vessels. movements.

 Occasional visiting yachts (overnight).  Occasional visiting yachts.  Public access. NSW Water Police  Four berths on two fixed jetties with  NSW Water Police are on- Mooring Facility common access walkway to shore. call emergency services with average movements  NSW Water Police have two vessels twice a week. berthed at facility.

 No public access. Fishermen’s Co-  Built in 1982.  As required basis. Operative ‘T’ Jetty  Formerly operated by the Twofold Bay Fishermen’s Co-operative for fish unloading and provisioning (ice).

 No public access. Cat-Balou Pontoon/  Shared access to pontoon for passengers  Cat-Balou Cruises – whale Freedom Charters to embark/disembark vessels. watching and bay cruises. Berthing Peak whale watching  Two vessels use the pontoon: season is September – o 15m catamaran “Cat Balou” (Cat- December (nearshore) and Balou Cruises). June – August (offshore). Between July 2015-June o 11.6m “Connemara” (Freedom Charters). 2016, a total of 249 cruises.  Freedom Charters – for fishing charters and wildlife tours.

Northern boat  Built in 1983 with rubble mound  Daily use. launching ramp breakwater added in 1986.

 Main launching and retrieval facility for boats for commercial fishing and government vessels.

 Popular for abalone divers. Southern boat  Built in 1972.  As required basis. launching ramp  Closed for public access.  Use restricted for launching of construction plant for remedial works or structural inspections.

Eden Slipway  Private slipway for boat repair and  Daily use. Services slipway maintenance services for commercial vessels, yachts and catamarans, powered vessels

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Existing Facility Description and Existing Uses Frequency of Use

Commercial and  48 mooring licences issued by Roads and  Variable use. private swing Maritime Services in Snug Cove and moorings Cattle Bay.

Offshore disposal site

The offshore disposal site is rectangular with dimensions 500m by 1000m. It is located within a previously used disposal ground by the Department of Defence Twofold Bay project which had a total approved area of 500,000m² It is situated approximately 6 nm east of Twofold Bay, in approximately 60m depth in the Tasman Sea within Commonwealth Waters, owned by the Australian Government (Figure 1-1). As it situated in open waters, there are no other surrounding land uses.

Zoning

The site is zoned Part IN4 Working Waterfront and Part Unzoned Land under the LEP (Figure 9-35). Both ‘Port facilities’ and ‘Wharf or boating facilities’ are permitted with consent in the IN4 zone. The Project is consistent with the objectives of the zone.

The Project is permissible without development consent under both Clause 14(1) of the SRD SEPP and Clause 68(4) of ISEPP, the permissibility and consent provisions of the LEP do not apply.

Figure 9-35 Extract of LEP Land Zoning Map

Source: Bega Valley Shire Council, 2013

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Snug Cove Master Plan / DCP

The Master Plan for Snug Cove, originally adopted in 2005 and amended in December 2013, contained a Concept Plan and associated Character Statements, Principles and Controls that reflected the earlier concept for the wharf extension as identified in the Draft Port Management Plan (Figure 9-36). It was noted in the Master Plan that a large part of the study was Crown Land and that the Department would take the Master Plan into consideration.

Figure 9-36 Master Plan - Principles Plan Activities and Uses

Source: UDAS, 2013

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Section 7.6 of the DCP sets out site specific requirements for ‘Snug Cove’. It requires the area defined in Figure 7.15 of the DCP to be the subject of the Snug Cove Masterplan 2005.

The Principle Character Statement for Snug Cove in the Master Plan (UDAS 2013, pp 28-29) states:

“Snug Cove is and will continue to be one of Eden’s focal points of economic and social development. The community is proud of its natural beauty and the area is considered by residents and visitors alike to be the jewel in the town’s crown.

There is an express desire in the Eden community to ensure that Snug Cove remains a working port. Redevelopment of the locality when it occurs should be primarily focussed on establishing employment generating uses in commercial activities to support, strengthen and diversify marine industries. It should also provide for and encourage: a high quality public domain linking Snug Cove to Eden and Cattle Bay; and integration of new opportunities for nature-based marine tourism as a respected partner to the Port’s traditional industries.”

The Project is directly aligned with a number of Commonwealth Government, NSW Government and BVSC initiatives, strategies and priorities related to promotion of tourism and the region.

9.8.2 Potential Construction Impacts

The construction of the Project has the potential to impact both land and waterway areas as discussed below.

Land

A land size construction zone has been identified in Figure 5-4. All land based works will be within the zone other than some minor works required for installation of the navigation aid, adjacent to the Snug Cove foreshore and to the south of the Multipurpose Jetty. The installation of the navigation aid will have a short term and temporary disruption to the car parking area and footpath in this location.

There will be light and heavy vehicle visits for mobilisation and demobilisation of construction equipment, materials, amenities and other temporary buildings. All construction workers are to park within the zone. However there may be a need to allow any overflow parking for light vehicles in the area immediately adjacent to the site during periods of peak work.

Access to all existing buildings will be maintained during construction. Separation distances (1m to the west and 8m to the south) have been defined to the Gotcha Bait & Burley building that is adjacent to the land sized construction zone.

Public access will be restricted to the Breakwater Wharf area, where required, to ensure that construction activities can be carried out safely. There will be no berthing at the Breakwater Wharf during construction.

The contractor may require intermittent access to the breakwater to undertake construction support activities such as fauna observations, place anchors and surveys.

All land based construction activities are to be carried out in accordance with the CEMP.

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Water

During the dredging works and wharf construction works, all water borne vessels (BHD and/or THSD, barges, tugs and work boats) are to operate within the defined “Marine Construction Zone” as shown on Figure 5-4. It is noted that the “Marine Construction Zone” is not for the exclusive use of the contractor. The contractor will be required to co-ordinate transit of all port users vessels through this zone with the Harbour Master and/or vessel masters including occupants of moorings situated adjacent to the dredge pocket.

Access to all existing maritime facilities will be maintained during construction. This includes vessels berthed at the NSW Water Police Jetty, the Multipurpose Jetty and Cat-Balou / Pontoon and Freedom Charters Berthing, which have the potential to be impacted during construction regarding altered navigation channels and access to berths. About 9-10 vessels are located in this pocket. It is noted that the two tugs are largest vessel with 5.5m draft and would require 6m water depth and minimum 30m channel.

A “Construction Vessel Mooring Zone” has been identified on Figure 5-4. The contractor is to allow for the installation of buoys with navigation lights along the boundary of construction and mooring zones as required by the Harbour Master.

Small works boats would also be active during construction for the transfer of crew, survey, environmental monitoring and other minor construction activities.

Three swing moorings are located within the footprint of the proposed dredging and will therefore be impacted by the construction of the Project. These swing moorings are numbered: WV006, WV035 and WV052. A further six swing moorings were identified as being impacted by the proposed wave attenuator (Eden Safe Harbour project). Figure 5-6 shows the location of the impacted swing moorings.

RMS advised in writing on 16 September 2015 (Appendix B), that RMS will: (a) liaise with the impacted mooring licence holders; (b) arrange the relocation of the affected moorings prior to 30 June 2017; (c) cover the cost of relocations as per the agreement with Transport for NSW; and (d) take responsibility for the environmental assessment(s) for the relocations, currently done under Part 5 of the EP&A Act.

There will be no land use or property construction impacts to the offshore disposal site or to any other land uses in the vicinity of the offshore disposal site.

The Department is currently in negotiations with Eden Sea Farms to have the nearby Cattle Bay mussel farm temporarily relocated to the an existing Boydtown aquaculture lease, also owned (but not currently operated) by Eden Sea Farms, on the southern side of Twofold Bay. This will significantly further reduce the risk of the Project having an impacting on the mussel farm’s ability to catch spat and harvest mussels during the dredging operations.

All water based construction activities are to be carried out in accordance with the CEMP.

9.8.3 Potential Operational Impacts

It is expected that the number of cruise ships that will be docking per year at the wharf, once operational is between 40-60 ships per year. This equates to approximately two visits a week having regard to the cruise ship season which is from November to April. The berthing of cruise ships at the

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Breakwater Wharf extension will not have any impacts to the operation of existing buildings, maritime facilities and public access in the vicinity.

No temporary security fencing would be erected around the wharf extension when cruise ships are calling at Snug Cove. However, in accordance with ship security plans, access is restricted to only persons having business on board or as bona fide visitors.

Traffic, transport and access matters will be managed in accordance with an OEMP and Operational TMP. Refer to Section 9.5 for further details in relation to traffic, parking and pedestrian management.

The Department will be responsible for any maintenance dredging that is required in the dredge pocket under the Coastal Infrastructure Program. Compared to capital dredging, much smaller volumes of material are involved in maintenance dredging and the timeframes over which dredging will occur will be shorter. Any impacts from maintenance dredging are considered to be localised and relatively short term, with limited increases in turbidity adjacent to sensitive environments.

There will be no operation impacts to other land uses at the offshore disposal site.

9.8.4 Proposed Mitigation Measures

Proposed mitigation measures are outlined in Table 9-33.

Table 9-33 Proposed Mitigation Measures Mitigation Measure Phase Relocation of impacted swing moorings is to be assessed and Pre-Construction undertaken by RMS by 30 June 2017. Eden Sea Farms is to be temporarily relocated prior to dredging. Pre-Construction Preparation and implementation of CEMP to manage the impacts of Pre-Construction / construction works. Construction Implementation and adherence to the defined “Marine Construction Construction Zone” and “Construction Vessel Mooring Zone” to ensure protection of construction vessels and existing and future port users. Preparation of OEMP and Operational TMP to manage the use of land Operation and waterway areas from cruise ship operations.

9.9 Visual Amenity

A visual impact assessment has been undertaken to understand the temporary and permanent visual impacts of the Project and the overall impact to the character of the area. Selected vessel simulation images have been included in this section to support the assessment.

The visual impact assessment includes:

 An analysis of the combined value of the built, natural and cultural environment.

 Visual characteristics of the locality and the impact of the Project on views, vistas and public and private spaces in the region.

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 A consideration of the potential impact of lighting.

 Appropriate safeguards and management measures to minimise any potential impacts.

The assessment has been prepared to be consistent with the visual impact assessment methodology of the EIA Practice Note EIA-N04 Guidelines for Landscape Character and Visual Impact Assessment (RMS, 2013a).

Visual amenity impact refers to changes in a view experienced by a person observing a landscape. The measurement of visual impacts is based on the combination of ‘sensitivity’ of an area or a view to change and the ‘magnitude’ (scale, character, distance) of the Project (RMS, 2013). The construction and operation impacts are rated using the landscape character and visual impact grading matrix from EIA-N04 as shown in Figure 9-37.

Figure 9-37 Landscape character and visual impact grading matrix

Source: RMS, 2013

9.9.1 Existing Environment

Visual Quality and Catchment

The visual quality and catchment of the Breakwater Wharf and Snug Cove area is dominated by waterway and port related uses including roads, footpaths, sea walls, car parking, public amenities building, commercial, industrial and administrative buildings and various maritime facilities and the vessels that occupy/use those facilities and the associated waterways.

The landscape character at Snug Cove mainly contains hard surface areas. Existing vegetation comprises Norfolk Island Pines near the Snug Cove foreshore, some small trees near the Australian Border Force office and trees and grassed and treed area to southern side of Weecoon Street and near the Breakwater Wharf.

In 2002, the former Mobil Eden distribution facility on By Street was closed. The facility’s structures including six fuel storage tanks were demolished and the site remediated in 2007. The land is currently vacant with potential for residential and commercial development.

Visual receptors in the area include:

 Commercial, government and public users of existing maritime facilities.

 Commercial, retail, industrial and government users of existing buildings.

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 Pedestrians and vehicle drivers on and adjacent to Breakwater Wharf and surrounding footpaths and roads.

 Tourists or visitors to Port of Eden and Snug Cove.

 Residents from the closest residential areas.

The offshore disposal site is located 6nm east of Twofold Bay. It is situated in open waters on the Tasman Sea with a depth of approximately 60m.

Viewpoint Locations

Ten representative locations for viewpoint to and from the site (Figure 9-38) have been identified as follows:

1. View from Snug Cove looking west to the Breakwater Wharf and Multipurpose Jetty with a part cloud covered Mt Imlay (Balawan) in the foreground – Figure 9-39.

2. View looking south-east from start of Multipurpose Jetty to Breakwater Wharf –Figure 9-40.

3. View looking west down Weecoon Street to Breakwater Wharf – Figure 9-41.

4. View looking west down the Breakwater Wharf before quarantine fencing –Figure 9-42.

5. View looking west to head of Breakwater Wharf and its breakwater – Figure 9-43.

6. View looking north-east from Breakwater Wharf to Multipurpose Jetty, Mooring Jetty and residential areas elevated on the hill –Figure 9-44.

7. View looking north-west from Breakwater Wharf to Cocora Beach – Figure 9-45 .

8. View looking south from footpath near northern boat ramp across Snug Cove – Figure 9-46 .

9. View looking north-west from By Street across Snug Cove – Figure 9-47.

10. View looking south down Imlay Street to start of Warrens Walk with partial view of Snug Cove in the foreground – Figure 9-48.

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10

8

2 1

3

4 9 6 57

Viewpoint location and angle

Figure 9-38 Viewpoint Locations Plan

Source: Google Earth, 2015 (not to scale)

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Figure 9-39 Viewpoint Location 1

Source: Advisian, 2016

Figure 9-40 Viewpoint Location 2

Source: Advisian, 2016

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Figure 9-41 Viewpoint Location 3

Source: Advisian, 2016

Figure 9-42 Viewpoint Location 4

Source: Advisian, 2016

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Figure 9-43 Viewpoint Location 5

Source: Advisian, 2016

Figure 9-44 Viewpoint Location 6

Source: Advisian, 2016

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Figure 9-45 Viewpoint Location 7

Source: Advisian, 2016

Figure 9-46 Viewpoint Location 8

Source: Advisian, 2016

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Figure 9-47 Viewpoint Location 9

Source: Advisian, 2016

Figure 9-48 Viewpoint Location 10

Source: Advisian, 2016

Further distant views are also available from other vantage points around Twofold Bay such as Cattle Bay, Cocora Beach, Cocora Point, Oman Point, Boydtown, Woodchip Terminal, and Multi-user Wharf and from Boyd Tower.

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There are no heritage items, heritage conservation areas or known Aboriginal sites or archaeological sites located within the site or in the immediate vicinity of the site that are located within the Visual Catchment that are impacted by the Project.

9.9.2 Potential Construction Impacts

During dredging and marine structures construction works, vessels (BHD and/or TSHD, barges, tugs and work boats) and their equipment will be visible on the waterway in Snug Cove. Vessels will also be visible whilst transporting dredge material to the offshore disposal site via Twofold Bay to the designated area 6nm to the east in open Commonwealth waters.

During the dredging works and marine structures construction works, all water borne vessels are to typically operate within the defined “Marine Construction Zone” as shown on Figure 5-4. Further, a “Construction Vessel Mooring Zone” has been identified which will contain the location for all moored vessels. These zones have been established to maintain access for existing users and protect marine habitats.

Dredging works will be carried out on a 24 hours and 7 days a week basis for all 3 dredging options under consideration. It is noted that the duration of the dredging works will vary depending upon the final option selected by the Department. Marine structures construction works will be carried out within standard construction hours of weekdays (7am-6pm), Saturdays (8am-1pm) and no works on Sundays or Public Holidays.

The dredging works would be seen in the context of existing shipping and boating activity, including cruise ships, navy ships, fishing vessels, cargo ships and recreational boats. Lighting from vessels and construction equipment will be visible during dredging that occurs during night periods.

A turbidity plume is likely to occur during the dredging works within Snug Cove and at the offshore disposal site. However, it is anticipated that the dredging plume would not cause any significant visual impacts with the implementation of control measures.

The marine structures constructions will involve the installation of new waterway structures. This includes the new 95m long wharf extension with a composite concrete deck, at the same height as the existing wharf, suspended on steel tubular piles and three mooring dolphins and two berthing dolphins, each built on 6 steel tubular piles driven into the seabed.

There will be temporary visual impacts to the existing Breakwater Wharf and adjacent landside areas within the landside construction zone with the presence of construction vehicles, equipment, materials stockpiles, amenities and other temporary structures.

Some existing services (electrical and water) on the wharf will be relocated and new services installed on the wharf extension. Above-ground new services include lighting, power outlets and hydrants. Buried services will include new electrical cables and conduit and water mains. The installation of services would not have minimal visual impact. Lighting will be installed on the dolphins.

Table 9-34 provides a construction visual impact assessment for the ten viewpoint locations.

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Table 9-34 Construction visual impact assessment

Viewpoint Sensitivity Magnitude Impact

1 Moderate Moderate Moderate

Quality views and vista out across Dredging and marine structures Snug Cove and to the regional works to Breakwater Wharf and natural landmark Mt Imlay dolphins would be visible from (Balawan). this viewpoint location. Navigation aid will also be a new element in this view.

2 Moderate Moderate Moderate

Direct view to Breakwater Wharf, Dredging and marine structures NSW Water Police Mooring works to Breakwater Wharf and Facility, Fishermen’s Co- dolphins would be visible from Operative ‘T’ Jetty and landside this viewpoint location. infrastructure.

3 Low Low Low

Road pavement for Weecoon Landside construction zone for Street and Gotcha Bait & Burley presence of vehicles, equipment, buildings. stockpiles and so forth.

4 Moderate Moderate Moderate

View of existing Breakwater Marine structures works to Wharf before fenced quarantine Breakwater Wharf and dolphins area. and relocated and new services installation would be visible from this viewpoint location.

5 High High to Moderate High

View of the head of the existing Marine structures works to Breakwater Wharf. Breakwater Wharf (extension from wharf head) and dolphins and relocated and new above ground services would be visible from this viewpoint location.

6 Low Low Low

Unobstructed view over water to Dredging works would be Multipurpose Jetty with Mooring undertaken in this location for a Jetty partly visible and hill behind period of time. with residential dwellings.

7 Moderate Moderate Moderate

Unobstructed view over water to Dredging works and marine Cocora Beach. structures works to Breakwater Wharf would be visible for a period of time.

8 Low Low Low

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Viewpoint Sensitivity Magnitude Impact

Mix of views with northern boat Dredging works would be visible ramp breakwater, Mooring Jetty for a period of time in Snug and headland behind Snug Cove. Cove. Limited view of marine structures works.

9 Moderate Moderate Moderate

View of Snug Cove and partial Dredging works and marine view of Breakwater Wharf structures works would be visible from this viewpoint location.

10 Negligible Negligible Negligible

Limited land and water views of The construction works will not Snug Cove. be visible from this viewpoint location.

The findings of Table 9-34 reveals that the construction visual impacts are generally between low to moderate. The only exception to this is Viewpoint 5 which has been assessed as high impact. This is due to the location being the head of the existing Breakwater Wharf which will contain the 95m wharf extension with dolphins beyond the extension to the west. Whilst a high impact, these works are an integral component of the works but viewed in the context of the existing visual quality and catchment, would not have an adverse impact.

9.9.3 Potential Operational Impacts

Cruise ships entering Snug Cove will transit Twofold Bay from the offshore waters of the Tasman Sea and be escorted by tugs, where required. The ships will berth at the new Breakwater Wharf extension and passengers and crew will exit the vessel via a gangway directly onto the wharf.

Selected vessel simulation images are provided below in Figure 9-49 to Figure 9-55 which shows the typical scale of the cruise ships that will be entering Snug Cove and berthing at the extended Breakwater Wharf. The two ships used for the simulation were the 245m LOA Regal Princess (height of 66m) and the 305m LOA Costa Diadema (61.45m).

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Figure 9-49 Vessel simulation of cruise ship at Breakwater Wharf taken from southern side of Twofold Bay, looking north

Source: Smartship Australia, 2015

Figure 9-50 Vessel simulation of cruise ship at Breakwater Wharf taken from near Cocora Beach, looking south-east

Source: Smartship Australia, 2015

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Figure 9-51 Vessel simulation of cruise ship at Breakwater Wharf taken from near start of Multipurpose Jetty, looking west

Source: Smartship Australia, 2015

Figure 9-52 Vessel simulation of cruise ship at Breakwater Wharf taken from elevated position near Weecoon Street, looking west

Source: Smartship Australia, 2015.

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Figure 9-53 Vessel simulation of cruise ship at Breakwater Wharf taken from a water position on Snug Cove, looking east

Source: Smartship Australia, 2015

Figure 9-54 Vessel simulation of cruise ship at Breakwater Wharf taken from an elevated position on Imlay Street near former Mobil site, looking north-west

Source: Smartship Australia, 2015

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Figure 9-55 Vessel simulation of cruise ship at Breakwater Wharf taken from an elevated position near residential dwellings on Victoria Terrace, looking south

Source: Smartship Australia, 2015

The duration of port calls is variable based on the individual cruise line operator’s itinerary; however it is expected that arrivals will generally be between the hours of 7:00am to 10:00am with same day departures between 3:00pm and 6:00pm.

There will be no overnight berthing of cruise ships except in the event of unforeseen circumstances including mechanical failure, adverse weather and so forth. Should overnight stays (outside of unforeseen circumstances) become a requirement of cruise ship operators in the future, then this would be the subject of a separate approval.

The final design accommodates a vessel length of 325m. This includes the Norwegian Breakaway Class vessels which have a draft of 8.6m. Further dynamic mooring analyses in 2016 by WorleyParsons have confirmed that there is sufficient under-keel clearance for both Voyager Class and the Norwegian Breakaway Class vessel during all states of tide. These are some of the largest vessels able to use the berth.

It is expected that the number of cruise ships that will be docking per year at the wharf, once operational is between 40-60 ships a year. This equates to approximately two visits a week having regard to the cruise ship season which is from November to April.

Given the transient nature (short term) and expected frequency of the cruise ships visits, the operational visual impacts for when ships are berthed at the Breakwater Wharf are assessed in Table 9-35.

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Table 9-35 Operational visual impact assessment

Viewpoint Sensitivity Magnitude Impact

1 Moderate Moderate Moderate

Quality views and vista out across Cruise ship will be visible but Snug Cove and to the regional existing vegetation and natural landmark Mt Imlay navigation aid will partially screen (Balawan). views.

2 Moderate High Moderate-High

Direct view to Breakwater Wharf, Cruise ship will dominate view. NSW Water Police Mooring Facility, Fishermen’s Co- Operative ‘T’ Jetty and landside infrastructure.

3 Low Low Low

Road pavement for Weecoon Limited views of cruise ship as Street and Gotcha Bait & Burley screened by Gotcha Bait & Burley buildings. building.

4 Moderate High Moderate-High

View of existing Breakwater Cruise ship will partly dominate Wharf before fenced quarantine view. area.

5 High High High

View of the head of the existing Cruise ship will dominate view. Breakwater Wharf.

6 Low High Moderate

Unobstructed view over water to Cruise ship will dominate view. Multipurpose Jetty with Mooring Jetty partly visible and hill behind with residential dwellings.

7 Moderate High Moderate-High

Unobstructed view over water to Cruise ship will dominate view. Cocora Beach.

8 Low Moderate Moderate-Low

Mix of views with northern boat Partial view of cruise ship with ramp breakwater, Mooring Jetty existing infrastructure screening and headland behind Snug Cove. views.

9 Moderate Moderate Moderate

View of Snug Cove and partial Cruise ship will be mostly visible view of Breakwater Wharf with existing landform and infrastructure partially screening views.

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Viewpoint Sensitivity Magnitude Impact

10 Negligible Negligible Negligible

Limited land and water views of Limited view of cruise ship. Snug Cove.

The operation of the Project will have short term and intermittent moderate to high visual impacts to viewpoint locations 1, 2, 4, 5, 6, 7, 8 and 9 based on the expected frequency of cruise ship visits, however, it is considered that there will be no long term adverse impacts to all viewpoint locations.

New lighting will be installed at the wharf and on the dolphins. The 8 x LED flood lighting poles (9m high) will have an average lux level at deck of 15.61. The 12 x LED wall mounted light fittings to northern side of wharf extension. The lighting levels are to accord with P7 classification in AS1158.3.1. The lighting will be in use 24 hours and 7 days a week basis. Dolphins will be powered with solar powered LED lights on 5m poles. The average lux level of the dolphins is 14. The introduction of additional lighting will have low visual impact given the nature of the existing port operations where lighting is currently in use.

A lead LED sector light navigation aid will be located on the Snug Cove foreshore to the south of the Multipurpose Jetty. It will have a height of 15m (Twofold Bay Height Datum) and have a range of 1.1nm. The final location of this aid is to ensure that the existing footpath remains unimpeded to allow access to/from the wharf.

A green navigation beacon will be installed on the westernmost dolphin. The beacon will be solar powered with flash 1 second on and 9 seconds off and a range of 5nm.

Both the navigation aid and beacon are required for maritime safety purposes and will have negligible visual impact for adjoining land and water areas.

9.9.4 Proposed Mitigation Measures

Proposed mitigation measures are outlined in Table 9-36.

Table 9-36 Proposed Mitigation Measures Mitigation Measure Phase The final location of the navigation aid is to ensure that the existing Detailed Design footpath on the Snug Cove foreshore remains unimpeded to allow access to/from the wharf. Preparation and implementation of CEMP to manage the impacts of Pre-Construction / construction works. Construction Implementation and adherence to the defined “Marine Construction Construction Zone” and “Construction Vessel Mooring Zone” to ensure protection of construction vessels and existing and future port users. Preparation of OEMP and Operational TMP to manage the use of land Operation and waterway areas from cruise ship operations.

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9.10 Health and Safety

This section has been prepared to assess the impacts of the Project on the community health and safety and to address the SEARs. The broader Project occupational health and safety risks are addressed in Section 9.20 Hazards and Risk. This section considers environmental health and ‘those aspects of community health that are determined by physical, chemical, biological and social factors in the environment’ (WHO, 1993). Importantly this section discusses potential impacts and mitigation measures to, correct, control and/or prevent these impacts affecting the health and safety community.

The approach to community health and safety management was based on c identification and management of potential hazards and an environmental health risk assessment. Protecting community health involves consideration of the potential difference in susceptibility or sensitivity to potential hazards.

Community health and safety will be protected through the design and construction of safe facilities and by the development and implementation of safety, security and environmental management plans for the construction and operation of such facilities.

A high level qualitative assessment of direct and indirect impacts to the health of individuals or community arising from environmental conditions or hazards from the Project was undertaken. The assessment was based on the Environmental Health Risk Assessment - Guidelines for Assessing Human Health Risks from Environmental Hazards (enHealth Council, 2001) for assessing community health risk from environmental hazards. Accordingly, the environmental health risk assessment for each issue was evaluated in five steps:

1. Issue identification

2. Hazard assessment

3. Exposure assessment for the relevant population

4. Risk characterisation.

5. Risk management

This environmental health risk assessment collects and evaluates available and relevant information about the actual or potential and direct or indirect, effects on the health of individuals, groups or communities in a logical and objective manner. It considers both potential health benefits and health impacts from an activity or situation associated with the Project.

9.10.1 Existing Environment

The baseline information of the Eden community is described in this section in terms of current known health status, the current economic situation and identification of sensitive receptors.

9.10.1.1 Population Health Status

Populations Health Statistics and Indicators

The current health status of the affected population has been derived from the Australian Bureau of Statistics (ABS) data for Eden in 2014 that estimates that the population of 3,327 persons, made up of

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1,607 males and 1,720 females. The majority of the estimated resident population are in the age bracket of 0 to 14 years at 18.1 % of the population and the average age of the population is listed as being 48.8 years. The young and elderly people within the population are considered to have a higher susceptibility which can lead to an increase health risk for an individual.

Based on 2011 data, 7.3% of the population identify as Aboriginal and Torres Strait Islander people. This section of the population is generally considered to be vulnerable and at a higher risk of poor health due to social and economic factors, access to services.

A review of the NSW Health Statistics for the Southern NSW Local Health District lists the following key health indicators for 2015. A comparison between the rates for the Southern NSW Local Health District (which includes Eden) and NSW are provided in Table 9-37.

Table 9-37 Health Indicators Southern NSW Health Indicator NSW Local Health District (Eden) Overweight or obesity in adults 52.3% 58.4% Current smoking in adults 13.5% 17.1%

Fruit and vegetable: recommended consumption Vegetables 5.8% Vegetables 7.6% in adults Fruit 48.4% Fruit 49.4% Alcohol consumption at levels posing long-term 25.9% 32.0% risk to health in adults

Life expectancy at birth (2012) 83 years 82 years

Adequate physical activity in adults 38.5 42.96

Potentially avoidable deaths (2012-2013 – Rate 105.5 121.5 per 100,000 population)

Based on the selected health indicators, the population of the Southern NSW Local Health District has a slightly lower standard of health compared with overall NSW.

Recreational Use of the Area

Snug Cove and Twofold Bay are utilised by the community for a number of recreational uses which may increase people’s exposure to potential health hazards, such as decreased water quality.

These uses are categorised with regard to contact with water as:

 Primary contact recreation – where the body can be fully immersed and there is a potential to swallow water, and you are in direct contact with water.

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 Secondary contact recreation – includes activities such as paddling and boating and fishing where there is a direct contact but the chance of swallowing water is unlikely.

Recreational uses undertaken in the area are listed in Table 9-38.

Table 9-38 Recreational uses within Snug Cove and Twofold Bay

Recreational uses

Primary contact recreation Secondary contact recreation

 Surfing  Fishing  Swimming  Visiting beaches  Diving (there are two purposely sunk  Yachting and boating wrecks located in the Twofold  Whale watching Bay/Disaster Bay area together with many reefs and estuaries)  Dolphin viewing

 Wind and kite surfing  Sea kayaking  Picnicking  Hiking

Economic

Eden and the Sapphire Coast are experiencing a deteriorating economy and this economic weakness has the potential to contribute to the region having a socio-economic disadvantage (DI Lands, 2016).

Eden has a variety of commercial operations including fishing, aquaculture, transport and tourist operations, wharves and slipways. Other businesses in Eden include the hospitality industry (restaurants and holiday accommodation), camping, hardware, a chandlery, caryard and boat sales (AMA, 2015).

A significant industry is blue mussel production. The closest farm to the site is Eden Sea Farms which is located at Snug Cove, Main Wharf, Eden. There are also a number of mussel lease areas present within Twofold Bay as shown in Figure 5-5.

The Department is currently in negotiations with Eden Sea Farms to have the nearby Cattle Bay mussel farm temporarily relocated to Boydtown aquaculture lease area, on the southern side of Twofold Bay, Torarago Point to minimise the potential impact from dredge plumes as part of the planned infrastructure works in the Port of Eden. The results of these relocation negotiations are not finalised.

The Port of Eden is the southernmost declared port in NSW and services the south coast of NSW including the towns of Bega, Merimbula Bombala and Cooma. The Harbour Masters office is located within Snug Cove.

Sensitive Receptors

A list of sensitive receptor locations in the Port of Eden area and extended area are provided in Table A.1 and Table A.2 in Appendix A of the Port of Eden Redevelopment – Noise, Vibration and Air Quality

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Assessment (PEL, 2016). The majority of these identified sensitive receptors are residential premises in Eden.

There are 56 sensitive receptors which are located within 1.2km of the Project site. 15 receptor locations are also identified in an extended area, between 1.5km and 4.3km from the site. The closest sensitive receptor is located approximately 158m from the site at By St, Eden.

9.10.2 Potential Construction Impacts

A risk assessment of the potential health and safety construction impacts was performed and the potential impacts and proposed mitigations are presented in the in the Risk Register (refer to Section 9.10.5). With the implementation of mitigation measures it is expected that the potential health and safety risk to the community posed by the Project will generally be low. The exceptions are noise and visual amenity impacts which are considered to have a high level of residual risk.

Further details on potential construction impacts are outlined in Section 9.1.2 Water Quality, Section 9.6.2 Noise and Vibration, Section 9.7.2 Air Quality, Section 9.9.2 Visual Amenity and Section 9.18.2 Waste Management.

A brief discussion of the potential construction impacts to community health and safety is presented in the subsequent subsections.

Water Quality

The majority of the dredge material is sand with a minor percentage of rock (AMA, 2015). The potential impact of dredging on water quality is turbidity generated when the backhoe dredge vessel cuts into the seafloor, a further sediment plume is generated as sediments overflow from the grab bucket as it is lifted through the water column. This sediment plume has the potential to affect the livelihood, recreational amenity and health of the community.

Dredge plume modelling indicated that sediment plumes are occurs reasonably close to the dredge plant within a relatively small footprint. The sediment dispersal patterns are influenced by both the direction and speed of climatic winds. If the BHD and TSHD Option 3, partial double handling method is implemented the sediment plume would be larger, however, the plume would completely dissipate from all the measurement sites within 12 hours post-dredging.

For offshore disposal, sediment would reach acceptable concentration levels within 1 km radius of the disposal location.

The proposed use of a medium size BHD and/or TSHD and offshore disposal along with the implementation of the CEMP and water quality monitoring program, it is considered unlikely that there will be an impact to community health from the dredging operation or placement of dredge material, and as such the residual risk was determined as low.

Algal Bloom

Marine algal blooms are a common natural phenomena along the NSW east coast and can result from upwelling of colder nutrient rich water. Studies from a long term coastal station off Sydney found that marine phytoplankton blooms appeared to correspond with upwelling/uplifting or slope water intrusions lasting two to 22 days and occurring from September to February. Marine

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algal blooms may threaten fish resources, community health and livelihood, ecosystem function and recreational amenity of beaches and bays (NSW Department of Primary Industries).

Marine algal blooms can appear as red water discolouration commonly referred to as ‘red tides’ or a range of other discoloured water, from green, yellow and brownish to an oily or milky appearance. These algal blooms are commonly mistaken by the public for sewage or some other form of pollution. An algal bloom coral pink in colour was blown by north-easterly winds into Twofold Bay, at Eden on 21 March 2013 (ABC News). A recent algal bloom occurred at Snug Cove in early September 2016 (Magnet News).

Some estuarine and marine algal species produce irritants that can cause respiratory irritation and severe contact dermatitis. Other blooms can show no discolouration but be highly toxic at low levels. It is important that samples of marine algae are analysed, as relatively harmless algae and potentially toxic algae cannot be reliably differentiated by the naked eye.

The major route for human exposure is through consumption of seafood and shellfish as some species produce potent toxins that can be accumulated in fish and shellfish. Precautionary temporary relocation of the Eden mussel farm is proposed during dredging phase. Even low densities of toxic algae may be sufficient to cause illness or death in humans, while some species can selectively kill fish by inhibiting their respiratory systems. Not all potentially toxic algal species are toxic in every situation.

The distribution of marine and estuarine algae is uncertain in Australia. Unlike freshwater algal species that may be present for extended periods and normally occur where water movement is minimal, marine algal occurrence responds to nutrient enrichment, water circulation such as tides, upwelling and currents, and wind patterns. As such, their occurrence is often short–lived in a particular area and difficult to predict.

There is a small potential for construction activities (dredging and wastewater or chemical spills) to decrease water quality and increase nitrogen and phosphorus levels to cause eutrophication resulting in Blue-green algae (Cyanobacteria) blooms. Such nutrients can be naturally present in sediment or are washed into water systems.

Algal blooms can cause waters to be unsafe for recreation in marine water environments. Algal alerts are issued by Regional Algal Coordinating Committees (RACCs) who are responsible for local management of algal blooms.

The likelihood of a marine algal bloom occurring that would impact community health is considered to be unlikely, and therefore, the residual risk was determined as low.

Aquatic Ecology

There is a potential food safety risk from humans consuming mussels produced at local mussel farms potentially impacted by construction activities. The risk assessment considers the residual risk to be low. DPI-Food Authority regulates food safety under the National Food Safety Standards Code and the Food Act 2003 and mussel farms are required to undertake a number of rigorous water and meat sampling regimes under the NSW Shell fish Program to ensure the mussels are fit for human consumption.

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The outcomes of the sediment plume modelling suggest that there will is not expected to be an effect on the mussel lease areas. A water quality monitoring program will monitor plumes during dredging as well as turbidity levels within the vicinity of the Eden mussel lease area.

Furthermore, discussions are being held between Eden Sea Farm and the NSW Government to relocate the farm to a location remote from the Project at Torarago Point mitigating the risk further.

The risk assessment determined that the impact to community health was considered unlikely and therefore the residual risk was determined as low.

Terrestrial Ecology

There is the potential for construction activities to create to mosquito breeding grounds. Potential on- site habitats for mosquitos are pooled water in bunded area of containers, low lying areas temporality flooded by rainfall and areas created during construction works. Mosquitos pose a risk to community health as mosquitos are vectors for many serious diseases, such as Ross River Virus.

In order to minimise the potential for breeding grounds to be created, the construction area should be inspected regularly to ensure no stagnant ponding of water occurs.

Traffic, Transport and Access

During the construction phase, there will be increased traffic from heavy vehicles and earthmoving equipment and increased potential for injury. The safety of the community is not expected to be impacted during the construction phase as the construction area will be restricted to Project personnel. The Landside Site will be securely fenced with public access not permitted. It is considered that the risk of injury is most likely confined to construction personnel.

The Contractor(s) EMP is to include a Construction Traffic and Access Management Plan which is to manage any potential safety risks, and as such the residual risk was determined as low.

Section 9.5 further discusses the impacts of traffic safety during construction.

Noise

The Noise, Vibration and Air Quality Assessment Report (PEL, 2016a) assessed four construction scenarios:

1. Site establishment

2. Dredging

3. Piling

4. Wharf extension and wave attenuator.

It is predicted that construction noise levels would exceed the construction noise criteria at residential receivers during each of the four construction scenarios with noticeable and clearly audible noise levels expected, as such, the residual risk to noise amenity was determined as high.

A Construction Noise and Vibration Management Plan (CNVMP) will be developed as part the CEMP for the Project. This Plan will outline noise management measures to be implemented by the

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construction contractor to assist in managing noise and vibration impacts during the construction phase.

Increased road traffic noise generated from construction vehicles is predicted. The road noise impact assessment used existing traffic noise measurements to estimate the impact of Project generated traffic on Imlay Road. The assessment concluded that noise level increases associated with Project generated traffic would be less than 2 dB which meets the Road Noise Policy traffic noise criteria. The risk assessment determined the severity of residual risk from traffic noise to be low as it is temporary and occurs during the daytime standard working hours - Monday to Friday (7am to 6pm) and Saturday (8am to 1pm).

Air Quality

The Noise, Vibration and Air Quality Assessment Report (PEL, 2016a) determined that there will be an increase in air emissions from construction dust and that the transient and temporary dust impacts during the construction phases of the port upgrade will be minimal.

The Project is not expected to produce any odour that may be detrimental to community health. Potential sources of odour are from poorly managed waste and burning of fuel for construction equipment.

With the application of standard construction dust management techniques as described in the CEMP, the impacts are not anticipated to have any significant impact on the surrounding community health, with the residual risk level determined as low.

Visual

A visual assessment was undertaken and described in detail in Section 9.9. The assessment concluded that the potential visual impacts during the construction phase of the Project are:

 Vessels (BDH and/or TSHD, barges, tugs boats and equipment) visible in Snug Cove during dredging. The dredging works would be seen in the context of existing shipping and boating activity, including cruise ships, navy ships, fishing vessels, cargo ships and recreational boats. Dredging works will be carried out 24 hr/7 days a week. Lighting from vessels and construction equipment will be visible during dredging that occurs during night periods.

 Marine structures construction works, including 95m wharf, 3 mooring dolphins, 2 berthing dolphins. Marine construction works will occur within standard working hours – Monday to Friday (7am to 6pm) and Saturday (8am to 1pm).

 Turbidity plume is not anticipated to cause any significant visual impact.

 Temporary visual impacts to the existing Breakwater Wharf and adjacent landside areas within the landside construction zone with the presence of construction vehicles, equipment, materials stockpiles, amenities and other temporary structures.

Construction impacts will be temporary with the construction phase anticipated to be up to 24 months.

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Ten viewpoints were considered in the visual impact assessment. The assessment concluded that construction operations are anticipated to generally have a low to moderate visual impact, with the exception of Viewpoint 5 which has been assessed as high impact.

Viewpoint 5 is considered to have a high visual impact due to this location being the head of the existing Breakwater Wharf which will contain the 95m wharf extension with dolphins beyond the extension to the west. Whilst a high residual risk was determined in the risk assessment, these works are an integral component of the works but viewed in the context of the existing visual quality and catchment, would be manageable.

Aboriginal and Cultural Heritage

As discussed in Section 9.14 and Section 9.15, the potential impact to Aboriginal and Historic Heritage is considered to be unlikely. There are no identified Aboriginal objects or identified historic heritage items located within the Project area and therefore no identified risk of harm to Aboriginal objects or to historic heritage items, as such the residual risk was determined as low.

Waste Management

Potential impacts from poor waste management practices are odour, unhygienic conditions and creation of vermin breeding grounds.

With correct waste storage and handling practices it is not expected that the Project will lead to an increase in the number of pests, odour or unhygienic conditions during construction. Any existing pests will be managed onsite and management actions will be included in the CEMP, such provision of waste receptacles and regular waste collection. The risk assessment determined that the impact to community health was considered unlikely, and therefore, the residual risk was determined as low.

9.10.3 Potential Operational Impacts

The potential impacts to the community during operation are outlined in Section 9.1.3 Water Quality, Section 9.6.3, Section 9.7.3 Air Quality, Section 9.9.3 Visual Amenity and Section 9.18.3 Waste Management. It is expected that the operational impacts to community health and safety posed by the Project will be minimal due to the transient nature of the operation and the mitigation measures outlined in management plans listed in Section 9.10.4. The exceptions are operational noise and visual amenity impacts which are considered to have a high level of residual risk.

A risk assessment of the potential health and safety operational impacts was performed and the potential impacts and proposed mitigations are presented in the in the Risk Register (refer to Section 9.10.5).

A brief discussion of the potential operational impacts to community health is presented in the subsequent subsections.

Water Quality

Potential causes of decreased water quality during the operational phase are:

 Hydrocarbon spills.

 Vessel anti-fouling release.

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 Stormwater runoff.

 Vessel waste discharge.

 Vessel sewage discharge.

 Sediment plumes due to maintenance dredging.

Impacts to community health and livelihood from the identified causes include increased, pollutants, turbidity and nutrients leading to changes to recreational activities (e.g. fishing, swimming).

Cruise ships will not be permitted to discharge any wastewater (sewage or greywater or ballast water) from the ship while at berth.

There is potential for operational activities lead to eutrophication of marine water to result in Blue- green algae (Cyanobacteria) blooms, however the likelihood of this occurring is considered to be rare. There is a slight possibility of accidental release of wastewater from a cruise ship while at berth which can increase the nitrogen and phosphorus levels to cause eutrophication contributing to water pollution or an algal bloom.

The potential cumulative impact of individually small and insignificant pollutant discharges to water from cruise ship operations (e.g. litter, lubricant. fuel, antifouling paint, etc.) are ;likely to be very small, quickly dispersed and undetectable events for an individual ship visit. However it is important that water quality monitoring program is developed to identify potential cumulative impacts of any small pollution events over the long term.

Based on the risk assessment, the residual risk of all potential impacts was determined as low. An ongoing water quality monitoring program is proposed to identify water quality changes potential cumulative impacts, and manage these potential impacts.

Aquatic Ecology

As outlined in Section 9.10.2, mussel farms are regulated by the DPI-Food Authority and regular sampling and testing of mussels is required under the NSW Shell fish Program to ensure the mussels are fit for human consumption. The residual risk to community health during operation is considered to be low.

Terrestrial Ecology

The potential impact of creating mosquito breeding areas is outlined in Section 9.10.2. During operation, the likelihood of forming habitats suitable for mosquito breeding is considered to be rare with the residual risk determined as low.

Traffic, Transport and Access

During operations, vehicles on site will include shuttle buses, cars and trucks. There is the potential for an increase in traffic accidents due to increased traffic (e.g. shuttle buses) and increased pedestrian activities.

The Project will provide for increased safety of cruise ship passengers based on the cruise ship passengers, being on average 60 years of age and where tendering to shore is a high risk activity.

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Training will be provided for staff so that vehicles will be driven in a safe and appropriate manner. Management actions, such a directional signage, outlined in the Operational TMP will also be implemented. Access to the wharf extension area will be restricted to only persons having business on board or as bona fide visitors. No public access is available to dolphins.

With the implementation of the Operational TMP and with ship security plans the residual risk is considered to be low.

Noise and Vibration

Operational noise modelling scenario developed as part of the Noise, Vibration and Air Quality Assessment (PEL, 2016a) were developed based on the expected noise sources resulting from cruise ships in transit and at berth alongside the Breakwater Wharf. The assessment concluded that the greatest contributing noise sources were expected to be at the ship mechanical ventilation system and engine exhaust. The risk assessment determined a high level of residual risk for noise for the cruise ship at berth generated from the mechanical ventilation system and engine exhaust, generators and idling ship. The increased noise for operational activities may contribute to sensitive receptors experiencing noise nuisance and sleep disturbance. The noise assessment indicated the following:

 There are expected to be short duration exceedances of noise criteria up to 10 dB when a cruise ship is in transit into the Port. Noise sources include, tugboats and the cruise ship engines and exhaust.

 While at Berth alongside the Breakwater Wharf during the day time period, medium sized cruise ships (250m length) were predicted to exceed noise criteria by 1dB to 2dB at the nearest residential receivers under worse case weather conditions for noise propagation. Large cruise ships (>300 m overall length) or cruise ships with a louder noise emission would potentially result in a noise impacts to 10dB – 11dB above the noise criteria. Sources of noise from the ships at berth includes, PA Chime (39 units), engine room vent, docked ship, berthing rope, people talking (5 groups), idling bus.

The risk assessment determined the residual risk to have a high severity level of impact to community health.

Air Quality

Assessment of the impact to air quality from the Project was undertaken as part of the Noise, Vibration and Air Quality Assessment (PEL, 2016a).

Based on the port shipping schedule it is anticipated that the cruise ships will visit the bay between 40- 60 times per year. The Noise, Vibration and Air Quality Assessment took a conservative approach and modelling the worst case scenario with cruise ships berthing every day of the year to ensure all meteorological conditions were captured. Therefore the predicted concentration around Eden is expected to be lower than those presented in the findings of the Noise, Vibration and Air Quality Assessment Noise, Vibration and Air Quality Assessment.

The assessment concluded that there may be an increase in air emissions as a result of the cruise ships both in transit and at berth, with the main sources of combustion resulting from the ships combustion.

The air emissions include NOx, SO2, PM10, PM2.5, CO). The assessment states:

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 The results of the dispersion modelling indicate that the predicted incremental ground level concentrates for NOx, SO2, PM10, PM2.5 and CO at the closest sensitive receptors are highly dependent on the fuel type used. That is, low sulfur fuel results in ground level concentrations that are below the criteria for all assessed pollutants.

 For sulfur dioxide specifically, exceedances of the OEH criterion for 10-minute, 1-hour and 24- hour are expected to occur when cruise ships are using residual oil fuel.

 Given this conclusion, it is recommended that all cruise ships entering the Port use either marine distillate (0.5% sulfur) or low sulfur fuels (0.1% sulfur) to ensure that incremental increases in sulfur dioxide will be consistently below their respective criteria. The recommendation to use low sulfur fuel is consistent with a technical study completed on cruise

ship PM2.5 emissions in the Greater Sydney Metropolitan Region, where a direct correlation between the fuel type selected and health benefits was observed.

The risk assessment determined that the potential impact of odour and fumes at sensitive receptor from the exhaust emissions from the cruise ship to have a low residual risk.

Visual Amenity

The cruise ships operations are not expected to result in major visual impacts and the ships when at berth will form part of the broader landscape changes associated with the nature of the Project. The visual impact assessment (refer to Section 9.9) assessed that the main operational impact will be views of the cruise ships. The assessment used the 245m LOA Regal Princess (height of 66m) and the 305m LOA Costa Diadema (61.45m) cruise ships as reference sizes.

Port calls are expected to be between the hours of 7:00am to 10:00am for arrivals with same day departures between 3:00pm and 6:00pm. Overnight berthing will only occur in unforeseen circumstances. There will be approximately two visits a week mainly between November and April.

Given the transient nature (short term) and expected frequency of the cruise ships visits, the operational visual impacts for when ships are berthed at the Breakwater Wharf are generally considered to be moderate, with a high residual risk from viewpoint 5 – view of the head of the existing Breakwater Wharf.

New lighting will be installed at the wharf and on the dolphins which are considered will have low visual impacts due to the nature of existing operations where lighting is currently used,

An LED sector navigation aid and beacon will also be installed and is it is considered that these will have a negligible visual impact.

Socio-economic

The Department is currently in negotiations with Eden Sea Farms to have the nearby Cattle Bay mussel farm temporarily relocated to the existing Boydtown aquaculture lease, also owned (but not currently operated) by Eden Sea Farms, on the southern side of Twofold Bay. This will significantly further reduce the risk of the Project having an impacting on the mussel farm’s ability to catch spat and harvest mussels during the dredging operations. This temporary relocation is not expected to have a significant economic impact to Eden Sea Farms.

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Following sediment plume modelling, the proposed activities are not expected to have an impact on the mussel lease areas. Notwithstanding this, turbidity monitoring during dredging is recommended, to monitor plumes around the dredge, as well as to monitor turbidity levels within the vicinity of the mussel lease area.

Increased tourists from the cruise ships may put additional pressure on existing social and medical services. However, it is considered the existing network is capable of coping with the influx of the associated transient population.

In addition, the Project offers opportunities to drive economic growth in the deteriorating economy of Eden, and the region more generally, primarily through providing regional cruise infrastructure to attract increased tourism, via cruise ships, to Eden. An increase in the number of cruise ships visiting the port will bring long term benefits.

Aboriginal/Cultural Heritage

As discussed in Section 9.14 and Section 9.15, the potential impact to Aboriginal and Historic Heritage is considered to be unlikely. There are no identified Aboriginal objects or identified historic heritage items located within the Project area and therefore no identified risk of harm to Aboriginal objects or to historic heritage items.

A benefit of the Project is heightened awareness of the indigenous cultural heritage and increased exposure to the Bundian Way. Details of the Bundian Way can be found at this website: http://www.bundianway.com.au/.

Waste Management

Improper storage and handling of waste generated around the Port area could increase breeding ground for vermin such as mice and rats. Adhering to simple waste handling and disposal practices such as provision of adequate bins, storage in closed receptacles and adequate collection frequency should effectively manage waste and prevent vermin breeding grounds and pose a low risk to community health.

Once the wharf extension is complete ongoing waste management for the wharf would be the responsibility of the Department and in accordance with an Operational Waste Management Plan to effectively manage waste from cruise ship operations.

Traffic

During operations, vehicles on site will include shuttle buses, cars and trucks. Training will be provided for staff so that vehicles will be driven in a safe and appropriate manner. Management actions, such a directional signage, outlined in the Pedestrian and Vehicular Traffic Management Plan will also be implemented. With the implementation of these management actions the risk is considered to be low.

Hazards and Risk

There may be a slight increased risk of infectious disease transmission to the community from tourists. Cruise ships, being a close crowded environment, allows for the fast transmission of infectious diseases such as gastroenteritis. Both the State and Commonwealth Governments have guidelines for the management of infectious diseases, including management actions such as exclusion and hygiene practices. These guidelines include:

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 Guideline for the public health management of gastroenteritis outbreaks due to norovirus or suspected viral agents in Australia (Commonwealths Government, 2010)

 NSW Public Health Unit Control Guidelines.

It is also a requirement that medical practitioners inform the government of notifiable diseases to facilitate management of potential outbreaks.

It is considered that the existing health infrastructure in the area will be adequate to cater for any increase in visits to health facilities for medical attention. There are three general practitioner located in Eden, plus Eden NSW Ambulance Service and two hospitals in the surrounding region, including:

 Pambula District Hospital (minor injuries and illnesses).

 South East Regional Hospital (located at Bega).

The risk assessment determined the residual risk of an individual contracting a disease from cruise ship visitors to be low.

9.10.4 Broader Impacts on Community Health

An assessment of the impact the Project has on the determinants of health for the region, which are listed in Table 9-37, has been performed. It is considered that the Project will have an insignificant impact on the determinants of health for the region. Aspects of the development which may have an indirect beneficial impact on health indicators such as obesity and adequate physical exercise include the provision of pedestrian walking paths along the water and fishing platform. This infrastructure may encourage exercise and outdoor activities for some people within the community.

The increase in the frequency of cruise ships to visit Eden is not expected to impact local infrastructure demand (AMA, 2015), and not have a detrimental impact for community access.

The distribution of community health risk has been determined to potentially affect sensitive receptors (residential premises) mainly in the immediate vicinity of the Breakwater Wharf. The key potential environmental impacts upon community health include:

 Noise – construction noise, cruise ship at berth and arrival/departure manoeuvring nuisance noise impact.

 Traffic – construction traffic and increased pedestrian, shuttle bus, coach activity impacts to wider Eden regional area.

 Visual – impact to view shed and nuisance impact from wharf and ship lighting.

 Water Quality – dredging plume and cruise ship operation potential impacts upon marine waters.

Economics benefits of the Project detailed by the NSW Government fact sheets in the Communication and Community Engagement Strategy, which may have influence positive health outcomes for the community include:

 Increase visitation of cruise vessels which may provide increased economic opportunities through tourism and to local businesses.

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 Increase opportunities to experience indigenous culture. The Local Aboriginal Land Council and Twofold Bay Aboriginal Community are interested in local employment opportunities and providing tourism opportunities for visitors to experience indigenous culture.

It is expected that the wharf extension will increase local economic activity during and after construction of the wharf.

The identified key community environmental health potential impacts are to be mitigated and managed under the Project’s Environmental Management Plans (EMPs), namely:

 CEMP.

 Contractor(s) EMP including sub-plans.

 OEMP.

 CNVMP.

 Operational TMP.

 Operational Waste Management Plan.

 Water Quality Monitoring Program.

Section 10.4 provides an outline of the environmental management planning framework. It outlines the content and interaction of the proposed management plans.

The implementation of these management plans will minimise the potential negative health impacts and maximise the potential health benefits to the community that accompany the Project’s economic opportunities and benefits.

9.10.5 Environmental Health Risk Assessment

A risk assessment has been undertaken to characterise risk and determine residual severity of post- mitigation risks once proposed management actions are applied. A quantitative assessment of the health risks associated with exposure to the environmental hazards has been undertaken by describing the level of risks by category (e.g. extreme, high, moderate or low). The risk assessment framework is in accordance with Environmental Health Risk Assessment Guidelines for Assessing Human Health Risks from Environmental Hazards, enHealth 2012, risk assessment model including examining issues under the following headings:

 Issue identification – category, phase (construction or operations), cause.

 Hazard Assessment – Potential impact, likelihood, consequence.

 Exposure assessment – transmission pathway, exposure risk, receptors.

 Risk classification – existing controls, risk severity.

 Risk management – proposed mitigation, risk severity (after treatment).

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This health risk assessment ensures that the different degrees of susceptibility and exposure are taken into account based Eden community health profile and local considerations. A comprehensive list of potential impacts upon the health of the Eden community has been examined to determine likelihood, consequence, severity and recommended control measures. The environmental health risk register is provided in Appendix C.

9.10.6 Proposed Mitigation Measures

A number of management plans will be prepared and will include management actions to mitigate potential construction and operation impacts to health and safety. These plans are presented in Table 9-39.

Table 9-39 Proposed Mitigation Measures Mitigation Measure Phase To manage potential impact of decrease in water quality: Construction

 Water Quality Monitoring Program  CEMP and Contractor(s) EMP To manage potential impact of algal blooms: Construction

 CEMP and Contractor(s) EMP  Water Quality Monitoring Program To manage potential impact of increase noise: Construction and operation  CEMP  Contractor(s) EMP including CNVMP To manage potential impact of increased air emissions: Construction and Operation  CEMP  Contractor(s) EMP  OEMP To manage potential impact of odour and unsanitary conditions: Construction and Operation  CEMP  Contractor(s) EMP including Construction Waste Management Plan  OEMP To manage potential impact of decreased visual amenity, the large cruise Operation ships at berth will be transient in nature with no overnight berthing. To manage potential impact of pests: Operation

 OEMP (Waste Management Plan) To manage potential impact of safety: Construction and Operation  Maritime Safety procedures  Occupational Health and Safety procedures

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Mitigation Measure Phase To manage potential food safety risks: Construction and Operation  NSW Food Safety Program  Testing is required on the mussels to be undertaken by Eden Sea Farms to ensure they meet the food safety standards and are fit for consumption To manage potential impacts of traffic generation: Operation

 Operational TMP To manage the potential impact of communicable disease: Construction and Operation  Follow relevant NSW Public Health Unit Control Guideline for the particular infectious disease

9.11 Socio-economic

A desktop socio-economic impact assessment has been prepared to identify and evaluate the social and economic impacts and benefits of the Project. The assessment draws upon the other investigations and findings undertaken as part of the EIS to understand and assess the potential social impacts, including noise and vibration, traffic, transport and access, visual amenity, property and land use and air quality.

The assessment has included:

 An overview of the current and expected future social profile at Eden and its region.

 Identification of key socio-economic benefits and impacts.

 Identification of impacts on existing services and facilities.

 Recommended mitigation measures.

The socio-economic assessment has been prepared to be consistent with the requirements of the RMS EIA Practice Note EIA-N05 Socio-economic assessment (2013). In accordance with Table 1 of the RMS Practice Note, a ‘moderate’ level of assessment has been undertaken where the magnitude is defined where “Impacts of a moderate nature OR impacts of moderate duration [and] impacts that require specific mitigation measures”.

9.11.1 Existing Environment

For the purposes of this assessment, the study area has been defined to include the whole of the BVSC LGA and with specific focus on the town of Eden.

Social Characteristics

A review of the available statistics was undertaken to understand the social characteristics of the BVSC LGA and Eden populations.

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The total population of BVSC LGA in 2014 was 33,468 persons with a median age of 49.9 years. 16.2% of the population was estimated to be aged between 0-14 years whilst 23.8% were aged 65 years or older. In 2011, 2.8% of the total BVSC LGA population identified as Aboriginal and Torres Strait Islander and 16.9% were born overseas.

BVSC’s projections of population growth in its Community Strategic Plan Bega Valley 2030 using a rate of 1.1% per annum would result in a rise in the population to 37,295 people by 2030.

For the ABS 2011 Census, in Eden (SSC10791) the following key social characteristics were recorded:

 Total population – 3,043 persons.

 Median age – 46 years.

 Aboriginal and Torres Strait Islander – 7.8% of total population.

 Children aged 0-14years – 17.8% of the population.

 People aged 65 years and over – 22.3% of the population.

 People born overseas – 15.1% of the population.

 Total private dwellings – 1,444 with 84.6% occupied.

 Private dwellings structure – 80.9% separate houses, 5.9% semi-detached, row or terrace houses, townhouses etc, 9.6% flats, units or apartments and 3.6% other dwellings.

 Tenure – 37.9% of private dwellings owned outright, 22.8% owned with a mortgage and 36.5% rented.

 Household size – average 2.3 persons per household.

 Number of registered motor vehicles – 43.1% of occupied private dwellings had one vehicle garaged, 33.9% two vehicles and 9.6% had three or more vehicles.

The SEIFA Index of Disadvantage (Australian Bureau of Statistics, 2011), which measures the relative level of socio-economic disadvantage shows that the population of the “Eden Coast” is highly disadvantaged when compared to the rest of Australia (only 13% of suburbs in Australia are more disadvantaged).

Transport and Access

In Eden at the 2011 Census, the methods of travel to work for employed people were Car, as driver 57.5%, Car, as passenger 8.0% and Walked only 7.3%. Other common responses were Truck 2.7% and Bus 2.0%. On the day, 2.0% of employed people travelled to work on public transport and 65.5% by car (either as driver or as passenger).

Eden is a town located on the Princes Highway (A1) which is a major national highway between Sydney and Port Augusta in South Australia via southern Victoria. The site is served by local road network with Albert Terrace/Imlay Street providing the route from the wharf to Eden Town Centre.

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The existing public car park at Snug Cove consists of 160 (including 5 disabled) parking spaces which are shared across the surrounding shops and wharfs. Private bus services are provided by Tour Operators and Eden Cruises for cruise passenger pick-up and drop-off. The area designated for these buses can accommodate two bus spaces and two taxi spaces under the current operation.

A maximum of 3 buses (combination of private and shuttle buses) at any one time on site are required for the existing operation of when cruise ships visit Eden. Taxi services on occasions have used other areas of the wharf for pick-up and drop-off to reduce congestion.

Eden does not have any railways facilities. Sapphire Coast Buslines provides local bus services with the site having access to existing Bus Routes 790 and 791. The closet bus stop is 300m walking distance from the wharf along Bramble Street. Coach services by Premier Motor Service and NSW Trainlink to Nowra and Canberra are available on a limited timetable.

Warrens Walk is the primary access point from the port to Eden Town Centre. It is a generally steep 1.9m wide footpath and connects to the cul-de-sac on Imlay Street. There are no dedicated off-road cycle path facilities.

Economic Characteristics

Economic profiling of the BVSC LGA and town of Eden has been conducted to understand the recent performance of local industries and determine the position of the region’s economy.

While strong employment growth was seen in the healthcare and public administration areas, employment in the agriculture industry (the fourth largest in 2001) declined by almost 30% between 2001 and 2011. In addition, the retail industry, a major employer, has performed poorly, with a 3.2% fall in employment over the 2001-2011 period (in which the population grew by 5%) and 6.4% fall in the most recent Census period, when the population grew by 1% (ABS, 2001; ABS, 2006; and, ABS, 2011).

The economic specialisation of the local industries in the region has also been assessed, with the results showing that the top five industries in the region are agriculture, accommodation and food services, retail, manufacturing, and healthcare and social assistance. Growth share analysis (Figure 9-56) has identified that employee numbers in two of the three largest industries, namely retail and the accommodation and food sector, have either decreased or stagnated.

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Figure 9-56 Growth Share Analysis of Bega Valley

Source: DI Lands, 2016

Although not explicitly captured in the analysis, tourism is one area in which the BVSC LGA is performing well, with a 13.8% increase seen in visitation between 2009 and 2014 (Cardno, 2015). Refer to further discussion below under the heading ‘Tourism Industry’.

The gross value of Australian aquaculture production in 2011/12 was $1.1 billion and accounted for 46% of the gross value of fisheries production. NSW fisheries production was $136 million, of which the aquaculture sector, valued at $55 million, accounted for 40% of total seafood production (Australian Bureau of Agricultural and Resource Economics and Sciences, 2012). Aquaculture contributes over 1,500 full and part-time jobs in regional areas with the majority of these jobs associated with marine and estuarine aquaculture.

With the advent of new technologies, marine aquaculture is now able to move further offshore adjacent to areas where a suitable service port is available. There are currently 49.5 ha of commercial mussel aquaculture leases approved in Twofold Bay, Eden.

In 2011, the unemployment rate in the BVSC LGA was 6% whilst in Eden the rate was higher at 8%. The industry profile of the local residents of the town of Eden shows that, overall, while the population of Eden fell by 1% between 2006 and 2011, employment of its residents fell by 3%; implying an increased unemployment rate and a struggling local economy.

Table 9-40 shows the change in growth in three poorly performing industries in Eden in this period (it should be noted that employment in other industries, notably health care and transport/postal grew over this period), showing there was a significant decline in the number of jobs in agriculture and manufacturing. The 12% fall in employment in the retail industry, the town’s main employer, is particularly concerning and highlights an area for considerable improvement if tourism to the area were to increase.

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Table 9-40 Industry profile of local residents of Eden: 2006-2011 (ABS Census)

Industry 2006 2011 Change 2006- % Growth 2011 (2006-2011)

Agriculture, forestry & fishing 136 83 -53 -39%

Manufacturing 150 109 -41 -27%

Retail trade 193 170 -23 -12%

Tourism Industry

Tourism is the dominant industry in NSW coastal regions with some 33.5 million visitors to the nonmetropolitan coastal regions of NSW in 2011-12 (Tourism Research Australia, 2013a). Nonmetropolitan coastal regions received 30.4% of all NSW tourism expenditure in 2011-12, some $7.8 billion. Tourism Research Australia (TRA) analysis also reflects trends that in 2011-12, shows that tourism is responsible for 7.9% of employment in Australia (Tourism Research Australia, 2013b).

Destination NSW tourism profile for the LGA (including total NSW) presents the four year annual average to the year ending September 2014 as summarised in Table 9-41.

Table 9-41 Bega Valley Profile – Destination NSW Key Measures

Key measures BVSC LGA NSW

Total visitors (overnight and domestic daytrip) (000’s) 797 80, 316

Total overnight visitors (000’s) 433 28,105

Total nights (000’s) 1,855 154,563

Total spend (overnight and domestic day trip) ($M) 262 26,503

Total overnight visitor spend ($M) 231 20,955

More recent Destination NSW statistics for the South Coast sub-region for the period April 2015 to March 2016 which includes BVSC indicate that it received a 6.3% increase in domestic overnight visitors and an increase of 9.8% of visitor nights spent. This increase can be attributed to successful marketing campaigns by Destination NSW and Sapphire Coast Tourism, which is the organisation responsible for tourism promotion for the region.

As Eden is in a geographically isolated area, its potential to cater to day visitors from major urban centres such as Sydney, Canberra and Melbourne is limited. It is therefore, more popular as an overnight destination from these centres or other NSW regional centres.

Cruise Industry

Recent studies of the Australian Cruise Ship Industry indicate strong growth in Australian cruise passenger numbers compared to international markets (International Cruise Council Australasia (ICCA), 2014; Deloitte Access Economics, 2012; AEC Group, 2015). The Cruise Line Industry Association Australia (CLIAA) Economic Impact Statement also identifies NSW as the fastest growing domestic cruise market in the world, overtaking Miami, Florida (CLIAA, 2015).

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Between 2013-2014 and 2014-2015, the number of cruise ship visits to Australian ports increased by 13.3% and to NSW ports by 6.7%. The major Australian ports are expected to increase by approximately 80 visits taking the total to close to 950 visits in 2015-16.

A report by the AEC Group indicates that only 3 cruise ships visited Eden in 2014-15 whilst 9 cruise ships visited Eden during the 2015-16 season. Forward bookings with PANSW (as of August 2016) indicate that 14 ships are scheduled to visit in 2016-17 season and 18 in 2017-18. At this early stage of planning, 5 ships are currently booked for season 2018-19. The significant increase in visitation between 2014-15 and 2017-18 cruise seasons (representing a 600% increase) is a direct result of the growth of the Australian cruise industry and the understanding by existing cruise ship operators that new cruise ship infrastructure will be installed at Eden.

The three cruise ships stopping at the port in FY2015 brought a benefit of $760,000 to the local community (NSW Ports Strategy, 2015). The NSW Ports Strategy projects that the total expenditure by cruise ship passengers and crew will “represent a significant contribution to the local economy” of Eden "over the coming years, as shown in the table below, with the port identified as having ‘significant investment” opportunities with a ‘high’ opportunity for developing tourism.

Cruise Eden, a division of Sapphire Coast Tourism, projects that for the 2016/17 cruise season, that based on the 14 ships to visit (6 domestic and 8 international), that 19,258 passengers will visit and that 17,717 passengers are expected to disembark the ship. In terms of economic returns, Cruise Eden (2016) estimated in June 2016 that:

 An economic contribution of $3.66 million in direct passenger and crew expenditure.

 $250,000 in port fees (note: heavily discounted).

 Based on 20% return visitation 3,166 passengers will return and stay an average of 4 nights in the region delivering around $2 million in return visitor value from 2016/17 season.

 A total of around $6 million expected in direct economic value to the Port of Eden and Sapphire Coast from the 2016/17 season.

Current cruise ship passengers who travel to shore either explore the Port and Eden on their own schedule or access a range of organised shore excursions including nature tours, food and wine experiences, exploring nearby towns and villages (Eden, Merimbula, Tathra, Pambula, Bega and Bermagui), heritage experiences (such as Eden Killer Whale Museum) and various outdoor and adventure tours.

Snug Cove Infrastructure

Snug Cove is an active working waterfront/port area with a mix of light industrial, commercial, retail, government administration and car parking uses. Buildings and structures within the landside area of Snug Cove include:

 One and two storey commercial building with shops, cafes, restaurants, art gallery, NSW Water Police office, Australian Border Force office and Marine Discovery Centre.

 One/two storey PANSW and NSW Maritime office.

 One/two storey South Coast and Eden Ice Supplies building.

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 Two storey main Gotcha Bait and Burley building.

 Second Gotcha Bait and Burley building (pilchard factory).

 Eden Slipway Services building and storage shed.

 Single storey public amenities building with toilets and showers.

 Oil Recycling Depot (fenced).

 Emergency assembly area (fenced).

Snug Cove contains a number of existing maritime facilities with various commercial, industrial, government, recreational and other public users. The facilities include:

 Breakwater Wharf (public) – larger transiting commercial vessels, dredgers and other construction equipment and occasional visiting yachts.

 Multipurpose Jetty (public) – local fishing vessels, tugs and work boats.

 Mooring Jetty (public) – local fishing vessels and occasional visiting yachts.

 NSW Water Police Mooring Facility (private) – NSW Water Police vessels.

 Fishermen’s Co-Operative ‘T’ Jetty (private) – use restricted.

 Cat-Balou Pontoon and Freedom Charters Berthing (private) – Cat Balou Cruises and Freedom Charters.

 Northern boat launching ramp–abalone diving, commercial fishing and government vessels.

 Southern boat launching ramp (restricted) - launching of construction plant for remedial works or structural inspections.

 Eden Slipway Services slipway (private) – boat repair and maintenance services.

 Commercial and private swing moorings (private) – vessel mooring.

Refer to Section 9.8.1 for a detailed description of Snug Cove infrastructure.

Social Infrastructure

Social infrastructure refers to community facilities, services, shopping, transport and access networks which help individuals, families, groups and communities meet their social needs, maximise their potential for development and enhance community well-being.

Social infrastructure within Eden close to the Project includes:

 Snug Cove port infrastructure – refer to description above.

 Eden Town Centre located on Imlay Street – various retail, commercial, hotels, clubs, holiday accommodation, civic and institutional uses.

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 Public open space areas – from small local park to larger regional open space areas including Rotary Park, Aslings Beach and Lake Curalo.

 Eden Golf Course.

 Eden Killer Whale Museum.

 Eden Marine High School and Eden Public School.

Social Values

Key social values associated with the Project area at Snug Cove relate to the port’s role as a base for government, commercial and recreational vessels and for other public users who use the wharf, jetties and boat ramp for walking, fishing, and diving, retailing, dining and educational experiences.

The local community values the benefits from cruise ship visits in relation to passenger spend in the local economy and the flow on benefits this create for employment in the region. The port also plays a role in providing a positive passenger experience for visitors to the region.

Stakeholder and Community Engagement

The Department has engaged with a large range of stakeholders in the development of the Project and in managing expectations of its scope. A Communication and Community Engagement Strategy and Communications Management Plan was developed by the Department in 2014. It has been effective in identifying key stakeholders and implementing the appropriate channels and forums for two-way consultation for the Project.

Stakeholder and community engagement undertaken to date has confirmed high levels of support for the Project. Engagement has also provided information that has been taken into consideration in the design of the Project, in particular identifying that an extended wharf which would service ships up to and exceeding 300m in length is the preferred option.

Refer to Section 7 for further details of stakeholder and community engagement activities that have been undertaken and will continue during the Project.

9.11.2 Potential Construction Impacts

Socio-economic impacts expected during construction to land and waterways include:

 Reduction in local amenity due to increased noise and vibration, and reduced air quality and visual amenity.

 Temporary loss of pedestrian access, parking areas and nearby hardstand areas to the Breakwater Wharf.

 Temporary impact to water vehicle traffic and government and commercial vessel operators during dredging and marine structures works.

 Relocation of impacted swing moorings.

 Temporary relocation of the mussel farm.

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 Construction would have positive impact on the local economy by providing employment for the local workforce, and likely increased trade for retail and commercial outlets (such as food and beverage retailers) throughout construction.

Noise and Vibration

Construction of the Project is anticipated to commence in July 2017 and continue for approximately 18 to 24 months. During the construction phase the main sources of noise and vibration emissions are likely to include the following:

 Piling and installation of rock anchors.

 Dredging.

 Barge movements.

 Demolition and removal of part of existing wharf, including concrete breaking.

 Truck and vehicle movements for delivery of construction materials.

 Movement and positioning of materials, including steel piles, around the construction site.

 Operation of work boats for the transfer of surveyors, construction staff, environmental monitoring officers.

The modelling results for the construction scenarios indicate that there would be exceedances of the noise criteria at the majority of receivers for all four scenarios. The piling is predicted to have the most significant impact.

Dredging activities such as shaking an excavator bucket or metal on metal may result in an LAMax sleep disturbance noise event. The noise modelling predicted noise levels at the nearest receivers in NCA 1 and NCA 2 would be 10 to 20 dB(A) above background during the night time period

The modelling predicts that vibration levels would not damage the building structure of the nearest residential receiver, which is approximately 250m from the piling works. Vibration levels on adjacent hillsides could potentially reach 2 to 3mm/s during piling to refusal.

The levels are below the guideline levels and are expected to not have an adverse impact on nearby receivers.

Noise and vibration construction impacts are further discussed in Section 9.6.2.

Air Quality

The main air quality and amenity issues at the construction site for the Project will include the following:

 Visible dust plumes and dust settling on surfaces

 Elevated PM10 concentrations

 Exhaust emissions from plant and equipment

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 Fugitive emissions during refuelling activities

A preliminary assessment using the IAQM approach indicated that all the proposed risks associated with the construction activities would be negligible. The key phases of construction work will be undertaken in Twofold Bay where dust issues will be negligible given that works will be undertaken beneath the water surface and dredged sediments will be wet. Dust emissions during the mobilisation of plant and equipment to site will be minimal as the vehicles will be transported along sealed roads and mobilisation phase will be transient.

Air quality impacts are further discussed in Section 9.7.2.

Visual Amenity

During dredging and marine structures construction works, vessels and their equipment will be visible on the waterway in Snug Cove and whilst transporting dredge material to the offshore disposal site. The dredging works would be seen in the context of existing shipping and boating activity, including cruise ships, navy ships, fishing vessels, cargo ships and recreational boats. Lighting from vessels and construction equipment will be visible during dredging that occurs during night periods.

A turbidity plume is likely to occur during the dredging works within Snug Cove and at the offshore disposal site, however, it is anticipated that the dredging plume would not cause any significant visual impacts with the implementation of control measures.

There will be temporary visual impacts to the existing Breakwater Wharf and adjacent landside areas within the landside construction zone with the presence of construction vehicles, equipment, materials stockpiles, amenities, other temporary structures and works required to decommission and install new services to the wharf, dolphins and for the navigation aid.

The construction visual impacts have been assessed to be between low to moderate ranges. Refer to Section 9.9.2 for further details.

Traffic, Access and Parking – Land and Water

There would be some reduction in pedestrian access and connectivity to the Breakwater Wharf during the construction of the Project, predominantly due to the land based construction works area. There is also likely to be an increase in traffic movements within connecting streets due to light and heavy vehicle trips to and from the site for equipment and construction workforce mobilisation and demobilisation.

During the dredging works and wharf construction works, all water borne vessels (BHD and/or TSHD, barges, tugs and work boats) are to operate within the defined “Marine Construction Zone”. Access to all existing maritime facilities will be maintained during construction including vessels berthed at the NSW Water Police Jetty, the Multipurpose Jetty and Cat-Balou / Freedom Charters Pontoon which are located in the immediate vicinity of the dredge footprint.

Traffic, access and parking impacts and land use and property impacts are discussed further in Sections 9.5.2 and 9.8.2.

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Relocation of Swing Moorings

Three swing moorings are located within the footprint of the proposed dredging and will therefore be impacted by the construction of the Project. A further six swing moorings were identified as being impacted by the proposed wave attenuator (Eden Safe Harbour project). RMS has confirmed in writing that it will be responsible for the relocation of the swing moorings and the associated approvals process.

Temporary relocation of Mussel Farm

The Department is currently in negotiations with Eden Sea Farms to have the nearby Cattle Bay mussel farm temporarily relocated to the existing Boydtown aquaculture lease, also owned (but not currently operated) by Eden Sea Farms, on the southern side of Twofold Bay. This will significantly further reduce the risk of the Project having an impacting on the mussel farm’s ability to catch spat and harvest mussels during the dredging operations. This temporary relocation is not expected to have a significant economic impact to Eden Sea Farms.

Following sediment plume modelling, the proposed activities are not expected to have an impact on the mussel lease areas. Notwithstanding this, turbidity monitoring during dredging is recommended, to monitor plumes around the dredge, as well as to monitor turbidity levels within the vicinity of the mussel lease area.

Construction Workforce

The estimated workforce is to peak at between 12-15 staff/workers for the dredging works and estimated to be between 30-40 staff/workers for the marine structures work. The presence of a construction workforce over an 18 to 24 month period will have a positive socio-economic impact on the local and regional economies by providing employment for the local workforce, and likely increased trade for retail and commercial outlets at the Port and in the Eden Town Centre.

There will be opportunities for construction workforce participation by Aboriginal groups. Under the NSW Government’s Aboriginal Participation in Construction Policy (APIC), the Department is required to state in the tender documentation what the successful contractor’s obligations will be under this APIC with regard to expenditure on Aboriginal participation.

9.11.3 Potential Operational Impacts

Socio-economic impacts expected during operation as follows:

 Significant positive socio-economic benefits to the economy and local region through increased cruise ship visits and job creation.

 Short term and temporary reduction in local amenity due to increased noise, and reduced air quality and visual amenity.

 Short term potential impacts to pedestrian access, traffic and parking during operation.

There would be no property acquisition required or businesses or residents relocated as a result of the operation of the Project.

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Socio-economic Benefits

Based on background research, once the extension is completed and shore access is enhanced, it is considered reasonable to anticipate that other cruise ships (including international cruise ships) will be attracted to include Eden in their itinerary as a consistently accessible and safe destination.

It is expected that the number of cruise ships that will be docking per year at the wharf, once it is operational will be between 40-60 ships a year. This equates to approximately two visits a week having regard to the cruise ship season which is from November to April. This increase in visitation is consistent with the significant and sustained growth that is being experienced of the Australian ocean cruise industry.

Increased tourist visitation facilitated by an increase in the number of ships that visit Eden presents a significant opportunity for Eden and the surrounding region for generating additional jobs, reducing levels of disadvantage and boosting the local economy. The Project is directly aligned with a number of Commonwealth Government, NSW Government and BVSC initiatives, strategies and priorities related to promotion of tourism and the economy of the region.

The key beneficiaries associated with operation of the Project include the following:

 Local community of Eden, who would benefit from an improved economic outlook associated with attracting significantly more tourists to the town associated with an increase in cruise ship visits. These benefits would arise from increased employment opportunities in Eden and the surrounding area, particularly in industries serving the tourist sector.

 Cruise ship operators and their passengers, who would benefit from being able to offer an additional port of call on their itinerary, would reduce safety risks given passengers could disembark directly from the ship onto the wharf rather than having to be tendered ashore and would result in better access for disabled and elderly passengers.

 All levels of government, Commonwealth, State and Local, would benefit from delivery of the project as it meets a number of key priorities, strategies and commitments. Delivery of the project would result in a strong reputation for government in the delivery of critical infrastructure projects.

A Benefit Realisation Strategy has been developed on behalf of the Project by Department of Industry – Office of Regional Development which is being delivered in partnership with BVSC and Sapphire Coast Tourism. The strategy seeks to ensure that through a long term, collaborative approach and effective partnerships, that resources are strategically aligned to maximise outcomes and benefits of the Project. The primary strategic objective of the Benefit Realisation Strategy is to create more jobs in the Sapphire Coast region.

A cost-benefit analysis (CBA) was undertaken during the business case phase which identified three major economic benefits with returns to NSW labour, NSW-owned businesses and to the NSW Government. The CBA estimates that implementation of the preferred option, will result in total economic benefits to all NSW residents of $48.4 million in present value terms.

Further, it was estimated that the operation of the Project will result in 86 new full-time equivalent jobs. The increased spending by higher numbers of cruise ship passengers and crew will support employment in local industries such as tour guides, retail workers and service providers during the operational phase.

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In addition, social benefits will also result from increased:

 Awareness of the indigenous cultural heritage and increased exposure to the Bundian Way.

 Awareness of the area’s industrial heritage in whaling, fishing and timber.

 Awareness of the Sapphire Coast Marine Discovery Centre and its pre-eminence in marine research and the heritage collections and educational experience at the Eden Killer Whale Museum.

 Opportunities for work experience for hospitality students involved in the “Welcome Program”.

Noise

The emission of noise from operation of the cruise ship at berth will primarily be associated with cruise ships arriving and departing from the port and noise emissions while at berth.

While entering and exiting the port noise sources are anticipated to include:

 Cruise ship engine/mechanical plant and exhaust.

 Tugboats.

 Rope motors.

 Short term impact noises during berthing operation.

While the ships are at berth during the day time period noise will be generated from:

 Ship auxiliary power generation and ventilation plant.

 Vehicles (buses, taxis accessing the wharf to collect drop off passengers).

 Ship public address system.

 Passengers talking on the wharf and gangway.

The key noise source while the ship is at berth is the exhaust stack and mechanical ventilation plant.

Predicted noise levels would not exceed the criteria during either Scenario 1 or 2 at any sensitive places or commercial premises.

Based on the anticipated traffic movements likely to occur during the daytime and night time periods the predicted worse case traffic noise level increase will be less than 1 dB which is within the 2 dB(A) increase criteria.

Noise operational impacts are further discussed in Section 9.6.3.

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Air Quality

The atmospheric emissions from cruise ships while at berth and in transit were modelled to predict ground-level concentrations of NOx, SO2, PM10, PM2.5 and CO. Three fuel types have been assessed: residual oil, marine distillate and low sulphur.

The modelling revealed that ground level concentrations for NO2 for all fuel types are predicted to be below the assessment criteria.

There would be no exceedances of the assessment criteria when the ships are using marine distillate and low sulphur fuel.

The annual average concentrations for PM10 and PM2.5 would be below the assessment criterion at all locations.

Modelling has predicted that CO concentrations at ground levels associated with the Project would be very low and would not exceed the assessment criterion.

To minimise potential air quality impacts during the operational phase it is recommended that cruise ships entering the port adopt low sulphur fuels.

Air quality impacts are further discussed in Section 9.7.3.

Visual Amenity

Given the transient nature (short term) and expected frequency of the cruise ships visits, some viewpoint locations will have moderate to high operational visual impacts when ships are berthed at the Breakwater Wharf based on the size of ships to visit. However, the operation of the Project is considered to have negligible long term cumulative impacts to all viewpoint locations.

The navigation aid and beacon are required for maritime safety purposes and will have negligible visual impact for adjoining land and water areas.

Refer to Section 9.9.3 for further details.

Traffic, Access and Parking – Land and Water

The berthing of cruise ships at the Breakwater Wharf extension will not have any impacts to the operation of existing buildings, maritime facilities and public access in the vicinity.

Estimated peak hourly traffic generation for cruise ship operations accounts for 32 bus movements (16 in, 16 out) and 24 taxi movements (12 in, 12 out). The impact of these additional bus and taxi trips will have minimum impact on the surrounding road network in terms of level of service and delay.

Transport links for designated bus routes will follow that of the existing shuttle bus / private bus routes, facilitating entry and egress from Imlay Street.

The Wharf can accommodate the estimated pedestrian flow of 713 over a 30-minute period towards Eden Town Centre. The direct path from the Wharf can accommodate a flow of 1,572 passengers, based on a 1.2m footpath over a period of 30-minutes. Therefore, the local pedestrian paths can accommodate the anticipated flow of passengers to Eden Town Centre.

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A number of concepts are proposed to allow for safe pedestrian and vehicle access to nearby tourist locations, access to Eden and pick-up and drop-off of passengers for buses.

Traffic, transport and access matters will be managed in accordance with an OEMP and TMP.

Refer to Section 9.5.3 for further details in relation to traffic, parking and pedestrian management.

9.11.4 Proposed Mitigation Measures

Proposed mitigation measures are outlined in Table 9-42.

Table 9-42 Proposed Mitigation Measures Mitigation Measure Phase Relocation of impacted swing moorings is to be assessed and Pre-Construction undertaken by RMS by 30 June 2017. Eden Sea Farms is to be temporarily relocated prior to dredging. Pre-Construction Preparation and implementation of CEMP to manage the impacts of Pre-Construction / construction works. Construction Implementation and adherence to the defined “Marine Construction Construction Zone” and “Construction Vessel Mooring Zone” to ensure protection of construction vessels and existing and future port users. Consultation with PANSW during construction and operation to ensure Construction and maintenance of safe navigation for shipping. Operation Maximise opportunities for local and Aboriginal workforce participation Construction and during construction and operation. Operation Preparation of OEMP and TMP to manage the use of land and waterway Operation areas from cruise ship operations. Implementation of the Benefit Realisation Strategy in consultation with Operation relevant stakeholders.

9.12 Coastal Processes

9.12.1 Existing Environment

9.12.1.1 Geographic Setting

The physiography of Twofold Bay has been described in the Bega Valley Shire Coastal Processes and Hazard Definition Study undertaken by BMT WBM (2015) and is summarised below.

Twofold Bay is an open oceanic embayment between Wurang Point in the north and Munganno Point in the south. The Bay consists of two bights, divided by Lookout Point. The primary beach of the northern bight is Aslings Beach, which is isolated from the proposed works by Lookout Point. The southern bight includes Whale Beach, Boydtown Beach and a large number of smaller beaches, separated by outcropping bedrock, as shown in Figure 9-57, which defines the area of potential environmental impact on coastal processes.

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Figure 9-57 Twofold Bay - the study region lies between Lookout Point and Munganno Point

Source: Figure 1-5 of BMT WBM 2015

Most of the beaches in the southern bight have comparatively low dunes and are backed by small lagoons that drain into the Bay via minor creeks that run over the beaches. The towns Eden and Boydtown are located on Twofold Bay.

Boydtown Beach lies in the southern bight, approximately 7km south of Eden. It is a curved beach approximately 2km long between Northcote Point and Torarago Point and faces north easterly. The beach is backed by a 2km wide, low Holocene barrier, indicating an accretionary trend in a geological time frame (past 10,000 years). At the northern end of the beach, the Nullica River drains into the Bay. The beach is further interrupted by Boydtown Creek in the southern part.

Whale Beach lies on the other side of Torarago Point. This 2 km long, north-east facing beach comprises a very narrow barrier that lies across the mouth of the Towamba River. Under normal conditions, the river drains into the Bay at the southern end of the beach, against Brierly Point.

The sediment types vary between the beaches of Twofold Bay with fine to medium, well sorted quartzose sands in the northern bight (Aslings Beach) and moderately sorted, muddy fine sands with

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fluvial input south of Lookout Point. These distinct differences reflect the different sources and indicate little if any sediment interaction between Aslings Beach and the remainder of Twofold Bay.

9.12.1.2 Tidal Stage

Tidal elevations and tidal currents are given in Cardno (2011) and GHD (2013). Tidal planes at Port of Eden are given in Table 9-43. Peak spring tidal currents are in the region of 0.03 m/s at the south-west tip of the breakwater. This compares with a 5-year average recurrence interval (ARI) wind-driven current magnitude of 0.4 m/s in the vicinity of Snug cove and the breakwater (GHD, 2013).

Table 9-43 Tidal Planes at Eden, relative to Chart Datum Reproduced from Australian National Tide Tables (2009) Tidal Plane Level (m CD) Highest Astronomical Tide (HAT) 2.1m Mean Higher High Water (MHHW) 1.8m Mean Lower High Water (MLHW) 1.2m Mean Sea Level (MSL) 1.0m Mean Higher Low Water (MHLW) 0.8m Mean Lower Low Water (MLLW) 0.2m

9.12.1.3 Tidal Currents

Tidal currents are described in GHD (2000) and modelled depth-averaged tidal current speeds for flood and ebb tides are presented in Figure 9-58, which shows that tidal currents in Twofold Bay are very small and, generally, are less than 0.05 m/s.

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Figure 9-58 Modelled flood tide (left) and ebb tide (right) currents within Twofold Bay

Source: GHD, 2000

9.12.1.4 Wind

Wind data for the region has been taken from Bureau of Meteorology Station Merimbula Airport AWS (36.91°S, 149.90°E) for a period of 10 years encompassing 1998 to 2008. Merimbula Airport AWS was selected over other weather stations due to the proximity of the weather station to Eden (18km), the completeness of data records (close to 100%) and the relative modernity of the observations. Figure 9-59 shows seasonal wind roses for spring, summer, autumn and winter. In general, the most common directions are south-west and north-east.

Wind will induce a surface current across Twofold Bay. The maximum surface current speed, which reduces very quickly with depth, would be around 3.5% of the wind speed.

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Figure 9-59 Seasonal wind roses at Merimbula Airport AWS for 1998 – 2008

9.12.1.5 Waves

Wave conditions within Twofold Bay comprise swell waves generated within the Pacific Ocean basin and wind-sea wave conditions generated by local squall activity generated by weather fronts passing over Eden. In general, wave energy is low within Twofold Bay. GHD (2013) report 1-year ARI significant wave heights at the south-west tip of the breakwater to be less than 1.1m (wind-sea) with swell around 2.0m (swell). Associated peak wave periods for wind-sea are around 4s while those for swell are around 9s to 12s (MHL, 2007; GHD, 2013).

Although wind-sea wave heights during squalls, typically, are of the same magnitude as longer-crested swell waves refracting and diffracting into the Bay from the Pacific Ocean, the potential for sediment resuspension during dredge operations would be governed by swell wave activity, as their longer wave periods are required to generate any significant wave orbital velocities at the sea floor -10mCD um at the dredge pocket). Locally generated wind-sea waves cannot generate wave orbital velocities of

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sufficient magnitude to suspend sand in 10m water depth and, therefore, have been excluded from this analysis.

Seasonal mean swell wave parameters obtained from analysis of NOAA Wave Watch III global wave hindcast model are given in Table 9-44 for position 37.0°S, 150.5°E. The Hm0 given is the seasonal mean value. The imposed wave direction is taken as the energy-weighted peak wave direction averaged across the season. The peak wave period is derived from a fitting relationship between Hm0 and Tp observed in the data for waves occurring within ±45° of the seasonal wave direction.

Table 9-44 Seasonally representative integral wave parameters

Season Hm0 (m) Tp (s) MWD (°TN) Summer 1.73 8.4 62.6 Winter 1.72 9.3 77.0

For such seasonal conditions, the distribution of wave energy around Twofold Bay is described in Figure 9-60.

Figure 9-60 Typical distribution of wave height around Twofold Bay for seasonally representative integral wave parameters

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9.12.1.1 Sediment Properties

A summary of the sediment characteristics is provided in Table 9-45 based on the results and findings as outlined in the Eden Breakwater Wharf Extension, Sediment Sampling and Analysis Plan (AMA 2016a). The sediments are dominated by the sand fraction with a mean of 83% sand, and minor components of clay and silt (maximum of 12% fines). A variable percentage of gravel was recorded, up to 32%.

Table 9-45 Summary of Sediment Particle Size Analysis

Clay Silt Sand Gravel Cobbles (<2µm) (2 – 60 µm) (60µm – 2mm) (>2mm) (>6 cm) (%) (%) (%) (%) (%)

Number of 44 44 44 44 44 samples Mean 5 2 83 10 <1 Standard 2 1 10 9 - Deviation Maximum 8 4 96 32 <1 Minimum 1 <1 61 1 <1

The clay and silt components have been assumed to be 8% and 4% (respectively) of the sediment composition.

9.12.2 Potential Construction Impacts

Construction activities that may have impacts on the coastal processes include dredging, pile driving, general vessel operations and placement of scour protection.

9.12.2.1 Dredging

Dredging plumes may be transported under the prevailing currents to sensitive areas, such as mussel farms and seagrass meadows. Preliminary dredge plume modelling has been undertaken and is documented in Section 9.1 (Water Quality) of the EIS.

Changes to the seabed bathymetry by dredging has the potential to change wave transformation processes and, hence, the distribution of wave energy along the shoreline. This has the potential to alter beach alignments, causing foreshore erosion in some areas and accretion in other areas. It has the potential also to change wave conditions in sea farming areas. Refer to Section 9.12.3 for discussion on the impacts of the final dredging configuration.

9.12.2.2 Pile Driving

Pile driving will involve the siting of floating barges for the delivery and driving of piling into the seabed.

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Such equipment would have no impact on swell wave transformation. The barges are of much smaller wavelength than the swell waves, which would pass straight underneath them. Similarly, the pile diameters are relatively small and would have no impact on swell wave transformation. The barges may have a local effect on wind generated waves but that would be of little consequence.

Such equipment would have no discernible impact on tidal currents as the piles are relatively sparse and of relatively slender diameter.

9.12.2.3 Vessel Operations

Vessel operations during construction would have no impact on swell wave transformation or tidal currents. The vessel operations may have a local impact on wind-induced currents and wind waves. As these are of a small wavelength they would have no impact of the seabed and the impact on the general coastal processes within Twofold Bay would be minimal.

9.12.2.4 Scour Protection

To ameliorate any adverse impact of vessel operations on seabed scour at the berthing facility, scour protection comprising tied concrete blocks is proposed in some shallow areas at the northern end of the berth box.

Construction would involve trimming the seabed and lowering scour mats onto it. This would have no impact on the local coastal processes.

9.12.3 Potential Operational Impacts

9.12.3.1 Wave Transformation

The final dredged configuration has the potential to impact swell wave transformation within Twofold Bay. This possibility was investigated by running the swell wave transformation model over the existing bathymetry and the developed bathymetry following the proposed dredging. The results are compared in Figure 9-61.

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Figure 9-61 Comparison of the wave height distribution within Twofold Bay for seasonally representative integral wave parameters over the existing bathymetry (left) and the proposed dredged bathymetry (right)

Generally, there was virtually no change to the swell wave distribution around Twofold Bay predicted from the effects of the dredged footprint on wave transformation. Nevertheless, the area local to the proposed works within Snug Cove was examined in close detail to ensure that any impacts were identified.

The proposed dredging footprint is shown in Figure 5-1 with a longitudinal section presented in Figure 9-62.

Figure 9-62 Longitudinal beach profile (Section D in Figure 9-64)

Wave transformation modelling before and after dredging was undertaken by GHD and documented in their memorandum report Eden Wave Modelling, dated 10 February 2016.

The salient results from the GHD report were given for the locations presented in Figure 9-63 and are summarised in Table 9-46 and Table 9-47.

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Figure 9-63 Locations of nearshore wave modelling output

Table 9-46 Results for effective wave height and mean wave direction

Table 9-47 Extreme waves – 100 year ARI

The modelling indicated that there would be slight changes to the nearshore wave directions and heights along Cocora Beach. The predicted changes in the nearshore wave direction were anti- clockwise varying randomly from 0.2º to 1.2º, averaging at around 0.6º. The predicted changes in wave

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height ranged from an increase by around 4% at the southern end to a decrease by about 13% at the northern end.

The predicted changes in nearshore wave direction would be likely to cause a minor re-orientation of the beach. Given the beach length of around 425m, for the average of the predicted change in wave direction it could be expected that, at the northern headland, the shoreline could recede some 2 m whereas, at the southern headland, the shoreline could prograde some 2m. However, the slight alteration to the nearshore wave heights would ameliorate this tendency slightly.

To establish whether there would be any impact of the changes in wave climate on storm erosion at the beach, an SBEACH model (Rosati et al., 1993) has been set up, for the five reference locations described in the SWAN wave transformation model. SBEACH simulates beach profile change, including the formation and movement of major morphologic features such as longshore bars, troughs, and berms, under varying storm waves and water levels. The model is empirically-based and was developed originally from a large data set of net cross-shore sand transport rates and beach profile change observed in large tanks. Along with beach profile changes, SBEACH is able to simulate depth induced wave breaking, shoaling, wave generation due to wind and wave induced setup.

The model accepts as data:

 Surveyed beach profiles.

 Time-varying water levels.

 Regular or irregular wave heights and periods.

 Wave angles.

 Wind speeds and wind directions.

 An arbitrary grain size in the fine-to-medium sand range.

There are no site data with which to validate the program. However, the SBEACH algorithms have been validated for the Australian eastern seaboard at numerous sites (Carley, 1992; Carley et al., 1998).

The model profiles were based on the modelled wave directions at each reference location, as documented in GHD (2016). LiDAR data were used to schematise the sub-aerial portion of the beach, combined with bathymetric data obtained from a hydrographic survey of the area. A plan view of the beach profiles schematised in the SBEACH model is provided in Figure 9-64.

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Dredge footprint

Figure 9-64 SBEACH model profiles

A 48-hour modelled 100 year ARI storm event with a maximum significant wave height of 3.21 m (representing post-dredging conditions at the southern end of the beach) was schematised in SBEACH, in conjunction with a peak 100 year ARI water level of 1.49 m AHD. For the purposes of modelling storm erosion, this is considered a conservative case, as:

 The 100 year ARI water level would be unlikely to coincide with a 100 year ARI wave height

 From the results of the SWAN modelling, the wave conditions are highest at the southern end of the beach, with smaller wave heights expected with northward distance along the beach.

The storm event schematised in SBEACH is illustrated in Figure 9-65.

Figure 9-65 SBEACH Schematised storm event

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The results of the modelling are shown in Figure 9-66 from which it can be seen that:

 The 100 year ARI storm event is predicted to cause between 10 m to 20 m of erosion at the dune, under both existing and dredged conditions at both Profile A and Profile B.

 The limit of offshore sediment transport during a storm event as modelled for the most severe wave condition at the south-western end of the beach at Profiles A and B is around 6 m below AHD, which is well above the level of the dredge pocket.

 Less storm erosion would be expected for Profiles C, D and E under dredged conditions, as the nearshore significant wave height at these locations is predicted to be reduced under post- dredging conditions. Offshore transport at profiles C, D and E would be less, as the wave conditions there are lower and well above the level of the dredged pocket. Hence, no beach sand would enter the dredged pocket during a severe 100 year ARI storm event.

Cocora Beach

Modelled storm erosion

Limit of offshore sediment transport

Dredge pocket

Cocora Beach

Modelled storm erosion

Limit of offshore sediment transport

Dredge pocket

Figure 9-66 SBEACH erosion results for a 100 year ARI storm event. Top: Profile A; Bottom: Profile B

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It has been concluded that:

 The dredged pocket has predicted changes in nearshore wave direction that would be likely to cause a minor re-orientation of the beach such that at each headland the shoreline would adjust by ±2m in planform. The predicted ±2m swing in the beach orientation is an order of magnitude smaller than the shoreline fluctuation predicted by the dune storm erosion modelling and, hence, would not be observable or detectable.

 The dredge pocket would have no impact on dune erosion as the wave and water level conditions that would cause dune erosion virtually would be unchanged in the nearshore, for both the pre-dredge and post-dredged conditions.

 There would be no offshore transport of beach sand into the dredge pocket as the limit of offshore sediment transport has been shown to be around 6 m below AHD in a 100 year ARI storm event for the most severe cases at the south-western end of the beach.

 Modelling has indicated that the proposed dredging configuration would have no discernible impact on Cocora Beach.

9.12.3.2 Scour Protection

Scour protection would be installed to prevent additional sediments being added to the available sediment load via deeper scouring of the sea bed and to prevent undermining of the existing Breakwater Wharf. Prior to this Project, the sediments in this area were not subjected to re-suspension under the prevailing wave and current conditions. The prevention of their re-suspension under propeller wash by a scour mat would not change the prevailing coastal processes.

9.12.4 Proposed Mitigation Measures

Proposed mitigation measures are outlined in Table 9-48.

Table 9-48 Proposed Mitigation Measures Mitigation Measure Phase A water quality monitoring program will be implemented before and Construction during dredging to manage any potential water quality impacts surrounding the dredge footprint and within the vicinity of the mussel leases and other sensitive environmental receptors (i.e. seagrass meadows). This program will be documented within the CEMP.

9.13 Hydrology

This section has been prepared to assess the potential impacts of the Project on hydrologic processes. The purpose of this section is to:

 Undertake an assessment of the catchment, groundwater and flood hydrology in the vicinity of the Project, leading to a description of the hydrologic regime.

 Consider both the potential positive and negative impacts of the Project on the catchment and groundwater hydrology of the area with reference to current guidelines.

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 Assess any potential environmental risks associated with the potential impacts of the Project on the hydrologic regime and identify relevant measures to be implemented to minimise the risk.

9.13.1 Existing Environment

The Eden Breakwater Wharf is located near Middle Head in Twofold Bay, an open oceanic embayment. The catchment area of the Bay is 11km2 with a volume of 334,559 megalitres over a surface area of 30.7km2, at an average depth of 10.9m, making the Bay reputedly the third deepest natural harbour in the Southern Hemisphere (Roy et al. 2001; OEH 2012). Twofold Bay is fed by three key fluvial systems; the Towamba, Nullica and Pallestine catchments. The most dominant of the three is the Towamba River. Their river mouths are located in the eastern and southern areas of the Bay and do not directly discharge into Snug Cove.

The existing Breakwater Wharf pavement falls towards to the sea side at 2.5%. Sealed car parking, road areas and hardstand areas are located at Snug Cove which contains a subsurface drainage network of dish drains, inlets pits and pipes. Stormwater that is not collected by this system is discharges directly into Snug Cove from the hard surfaced areas. The subsurface drainage network collects stormwater from a catchment area of approximately 1.5ha including part of Weecoon Street and Imlay Street and discharges into Snug Cove. The catchment area is relatively steep, particularly along Imlay Street and Weecoon Street upstream of the wharf.

The majority of the Snug Cove wharf area is sealed and impervious to rainfall and surface runoff, the only exception being sparse vegetation behind some kerbs (Figure 9-67). There are no natural watercourses that pass through the proposed development area. There are also no known users of stormwater runoff through the site for ecological purposes. Due to the size and gradient of the catchment area draining to the wharf, the risk of flooding at the wharf due to surface runoff is considered to be low.

Figure 9-67 Photograph of the Breakwater Wharf, looking west

Source: Advisian, 2016

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Baseline monitoring of hydrological attributes is not possible because there are no watercourses that drain through the site. Any runoff that passes through the site would occur as sheetflow arising directly as a consequence of rainfall falling onto the land surface.

Baseline water monitoring is being undertaken for 6 sites in Twofold Bay to characterise existing water quality in Snug Cove and nearby sensitive receptors. A specification has been prepared for dredging water quality monitoring for turbidity (refer to Section 9.1.5).

Geotechnical investigations undertaken by Tectonic Geotechnical Pty Ltd did not report the presence of groundwater in the dredge footprint.

Details of the sediment transport model have been addressed in Section 9.12.

9.13.2 Potential Construction Impacts

Construction activities, such as the establishment of the compound site and storage of machinery are expected to have minimal impact on local surface and groundwater hydrology. Similarly, works at the waterside construction zone would not have any influence on local hydrology.

During the construction phase the Project will not involve any change to the total impervious area as the landside construction zone will be located within the sealed area adjacent to the breakwater (refer Figure 5-4). Therefore, no drainage or flooding impacts are expected due to construction works as they are not expected to result in an increase in peak flows or velocities. Given that no stormwater or flooding issues have been identified at the site, it is not anticipated that the landside construction zone would result in any on-site or off-site flooding impacts.

The construction phase of the Project will not involve disturbance of landside subsurface materials and therefore, would not result in groundwater in the wharf area being intercepted. Accordingly, no landside groundwater impacts are anticipated.

9.13.3 Potential Operational Impacts

The Project is likely to involve minor upgrades of the car parking area involving pavement resealing, altered kerb alignments and line marking. These changes will not have any impact on existing flood behaviour at the site or on surface water/ groundwater processes.

The Project will result in an increase in the impervious area at the wharf by approximately 0.13 hectares. However, this will have no impact on surface or groundwater hydrology as the wharf construction will comprise a concrete deck suspended over the ocean and supported on tubular steel piles. As per existing and typical of most wharves and jetties, no surface runoff collection system is proposed for the wharf extension with stormwater to discharge directly into Snug Cove.

9.13.4 Proposed Mitigation Measures

In order to mitigate potential impacts on local hydrology, the following measures will be implemented as outlined in Table 9-49.

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Table 9-49 Proposed Mitigation Measures Mitigation Measure Phase The CEMP is to include appropriate sediment and erosion management Construction controls to minimise water quality impacts from surface runoff in accordance with Managing Urban Stormwater: Soils and Construction Volume 1 (Landcom, 2004). All erosion and sediment controls are to be in place prior to the commencement of any landside works, maintained throughout construction, and removed only once all disturbed areas have been reinstated. Weather and tide forecasts will be checked regularly during construction. Construction Where flooding is forecast to the work area, all equipment and materials would be removed from the landside construction zone or appropriately secured above expected flood levels in the area. Any car park alterations completed as part of the upgrade are to Detailed Design / incorporate Water Sensitive Urban Design elements such as tree pits and Construction bioretention swales. This would provide water quality improvements to the site by slowing runoff. The approach aligns with initiative C.19 “Incorporate Water Sensitive Design (WSUD)” from the NSW Sustainable Design Guidelines Version 3.0 (TfNSW, 2013).

9.14 Aboriginal Heritage

Part 6 of the NPW Act requires proponents to exercise ‘due diligence’ to determine whether a proposed development could harm Aboriginal objects or declared Aboriginal places (OEH, 2011). This assessment has been prepared in accordance with the following guidelines:

 Guide to investigating, assessing and reporting on Aboriginal cultural heritage in NSW (OEH, 2011).

 Due Diligence Code of Practice for the Protection of Aboriginal Objects in New South Wales (DECCW, 2010a).

 Aboriginal cultural heritage consultation requirements for proponents 2010 (DECCW, 2010b).

 Code of Practice for Archaeological Investigation of Aboriginal Objects in New South Wales (DECCW, 2010c).

As noted in Section 6.7, an AHIP under section 90 of the NPW Act is not required by Section 115ZG of the EP&A Act for Projects under Part 5.1.

A desktop due diligence process has been followed to ensure that all reasonable and practicable measures are taken to identify whether any Aboriginal objects are, or are likely to be, present in the study area and whether the proposed development is likely to harm Aboriginal objects, if present (DECCW, 2010a).

This section assesses the potential impact on known or potential Aboriginal cultural heritage within the study area as a result of the Project.

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9.14.1 Existing Environment

Historical Context

The site lies within the territory of the Thaua people, a sub-group of the Yuin Nation, whose lands extending from Green Cape to north of Merimbula and inland to the Great Dividing Range (South East Archaeology, 2007). The Thaua was further divided into two groups, the Katungal, the 'sea coast people,' and the Baianbal or Paienbara, the 'tomahawk people' (Sapphire Coast Tourism, 2012). As primarily a coastal group, the Katungal would have relied on coastal resources.

The land in the vicinity of the site was occupied by Indigenous Australians prior to European settlement of the region from the 1820s. Aboriginal sites located throughout BVSC LGA indicate that occupation extended to at least 6,000 years ago (BVSC, 2012).

The first non-indigenous people in the far south coast were the trek survivors of the Sydney Cove shipwreck in Bass Strait in 1797 (Sapphire Coast Tourism, 2012) who had contact with the local Aboriginal groups. The first recorded contact between Indigenous Australians and Europeans at Snug Cove was when Matthew Flinders landed at this location in September 1798. It was recorded that Flinders had “an amiable exchange of snacks with a middle aged Aboriginal man” (Heritage Branch, 1996, 148).

By 1828, the mainland whaling industry had firmly begun in Twofold Bay which became a significant industry until 1930s. The local Aboriginal people had a key role in providing their skills and labour to this industry. Of particular note was the hunting relationship between the Katungal and the Killer Whales for shore based whaling (Sapphire Coast Tourism, 2012). While there were few jobs for the Aboriginal people, this seasonal work was always available from whaling during that period (Blay, 2015). This appeared to ensure that local population had escaped the extensive decimation seen elsewhere from the pastoral era (Heritage Branch, 1996).

By the 1880s, the local Aboriginals mainly lived in fringe camps around the expanding European settlements seeing a dramatic change from their traditional cultural and social traditions (South East Archaeology, 2007). During the 1940s and 1950s, the Aboriginal people worked again seasonally in bean and pea fields and then in the timber industry post World War Two (South East Archaeology, 2007). Today, a large Aboriginal community resides in Eden and surrounding areas with strong interest in maintaining their heritage and culture.

Environmental Context

The site is situated on Snug Cove which prior to modification had a coastal terrain formed by rising and stabilising of sea levels during the Holocene period (past 10,000 years) leading to the present sea level by around 6,000 years ago (South East Archaeology, 2007). Sapphire Coast Tourism suggests that most archaeological material from Aboriginal occupation prior to 6,000 years would now be under water. Tectonic (2015) report that the top 1m of the sea bed profile comprised predominantly sand material with varying smaller quantities of clay, silt, and gravel.

Shelly Beach is located about 100m to the south-west of the Breakwater Wharf. Mirare Point is located 350m to the north. The rocky headland of Lookout Point lies approximately 500m to the south-west. The closest river is the Nullica River which flows out into Twofold Bay and is located approximately 3.5km to the south-west.

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The site of the proposed wharf extension and the southern side of Lookout Point is underlain by the Cambrian to Early Silurian (Ordovician) age Adaminaby Group which is comprised of undifferentiated sediments, turbidites, sandstone, mudstone and shale. In Snug Cove the local geology is comprised of sedimentary rocks of low to high strength that appear to have been altered by volcanic activity.

The terrain of the site is flat which contains mostly bitumen and concrete hardstand areas, roads, car parking areas, various buildings and maritime facilities.

There is no remnant native vegetation extant on the land areas at Snug Cove as this vegetation has been removed from prior clearing activities. Existing vegetation comprises Norfolk Island Pines near the Snug Cove foreshore, some small trees near the Australian Border Force office and trees and grassed and treed area to southern side of Weecoon Street and near the Breakwater Wharf.

The land use practices and impacts to the site are high given the extent of ground disturbance and usage for port facilities. The potential for the survival and integrity of any Aboriginal archaeological sites is considered to be low at the site.

AHIMS Register

An extensive search of the Aboriginal Heritage Information Management System (AHIMS) on 22 August 2016 with a search area of Latitude, Longitude from: -37.0798, 149.8955 to -37.0643, 149.9202 with a buffer of 50m. Seven land-based Aboriginal sites were recorded in the search area (Table 9-50). None of these sites are located within the Project area as shown in Figure 9-68.

Table 9-50 Aboriginal sites recorded in AHIMS

Site ID Site Name Site Types Site Features

63-3-0094 Shark Head 1 Midden Shell: Artefact

63-3-0029 Twofold Bay, Cocora Beach Midden Shell: Artefact

63-3-0058 Snug Cove Shelly Beach Midden Shell: Artefact

63-3-0059 Snug Cove Shelly Beach Midden, Open Camp Site Shell: Artefact

63-3-0204 Lookout Point - Aboriginal Resource and Gathering: Shell

63-3-0257 Cattle Bay 1 - Artefact: 6

63-3-0256 Lookout Point, Rotary Park, - Non-Human Bone and Organic Eden Material: 1

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63-3-0094

63-3-0257

63-3-0029

63-3-0204 63-3-0058 63-3-0256

63-3-0059

Dredge footprint (nts)

Figure 9-68 Approximate locations of previously recorded Aboriginal sites in AHIMS

Source: OEH, 2016

Bundian Way

The “Bundian Way” is a 265km shared history pathway between Targangal (Kosciuszko) and Bilgalera (Fisheries Beach) that connects the highest part of the Australian continent and the coast that is listed on the State Heritage Register (SHR No. 01906). The pathway was surveyed in 2010 using the location of Aboriginal objects, historical writings and maps, stories and oral history and surveyors scarred trees and journals to identify the route. The Bundian Way was identified by the survey team as the traditional Heritage Route that is the subject of this listing (Figure 9-69). Fisheries Beach is located 4.5km south of the Breakwater Wharf.

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Figure 9-69 SHR curtilage for the Bundian Way

Source: Heritage Council of NSW, 2013

The Statement of Significance for the Bundian Way is listed below:

“The Bundian Way is of State significance as a rare surviving ancient pathway used by Aboriginal people over thousands of years linking the high country at Kosciuszko and the coast at Eden. The Bundian Way is associated with seasonal gatherings of Aboriginal tribes on the Snowy River for Bogong moth collection and on the Eden Coast during whale migration. It is historically significant for its role in early colonisation whereby white settlers were aided by Aboriginal guides in exploration and the search for pastures.

Historical documentation and archaeology found on the route reinforces traditional knowledge held by contemporary Aboriginal society and provides a strong validation of the social significance of this pathway today. The Way continues to be an important place of education and cultural activity in the Aboriginal community.

The Bundian Way travels through wilderness areas of untouched beauty with spectacular views over the coastal plain which contributes to the aesthetic significance of the route.”

The survey team also identified a slightly more accessible route which they have called the Touring Route which will be promoted and developed as a walking trail in Eden and surrounding areas (Figure 9-70). This Touring Route traverses the coastline via Cattle Bay and to the north of Snug Cove and crossing Imlay Street to head north via Aslings Beach. The first section was opened at Cocora Beach.

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Figure 9-70 Bundian Way Tourist Trail

Source: Eden Local Aboriginal Land Council, 2016

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Native Title

Part of the dredging footprint is situated in unsurveyed Crown land of Twofold Bay below Mean High Water Mark adjacent to Lot 111 DP839683 as shown on Figure 1-2. The Department has written to Native Title Services Corp Ltd (NTSCORP) on 19 September 2016 indicating that:

“It is the Department's view that such acts will be valid under Subdivision K of the Native Title Act 1993 in the event that native title rights and interests are "affected".

Although neither the Crown Lands Act 1989 nor Subdivision K of the Native Title Act 1993 provide any procedural rights to native title holders where a licence is to be granted under the Crown Lands Act 1989 over "waters" as defined in s. 253 of the Native Title Act 1993, I am writing as a courtesy to inform NTSCORP, being the Native Title Service Provider for Aboriginal Traditional Owners in New South Wales and the Australian Capital Territory, and performing the functions of a Native Title Representative Body under the Native Title Act 1993.

Relevantly, Subdivision K requires that native title holders be provided with the same procedural rights as the holders of freehold to land adjoining or surrounding those waters. In this respect, holders of freehold of land adjoining or surrounding Crown land do not have any procedural rights under the Native Title Act 1993.”

The letter was forwarded to the Eden Local Aboriginal Land Council (LALC) who would provide any response to the invitation within 30 days of the date of the above letter. A copy of the Department’s letter is in Appendix B. Any response received from the Eden LALC will be forwarded to D&PE.

9.14.2 Potential Construction Impacts

Due to the nature of the works no natural terrain (other than the sea bed) is anticipated to be disturbed during the construction works.

There may be potential for Aboriginal objects to be embedded in the sea bed but this is unlikely to be the case as the sea bed materials, comprising predominantly sand were described by Tectonic (2015) were very loose.

There were no identified Aboriginal objects in the Project area and therefore, there would be no identified risk of harm to these known Aboriginal objects during construction of the Project.

The Project will have a positive impact to the Aboriginal community from NSW Government Policy on Aboriginal Participation in Construction which identifies the project as Category 2 project which requires that 1.5% of the project value is spent on Aboriginal participation. The Department provided the Eden LALC a list of skills that may be required during construction so that the community can up skill in the lead up to construction.

9.14.3 Potential Operational Impacts

As there are no identified Aboriginal objects in the Project area, there is no identified risk of harm to Aboriginal objects during operation of the Project.

9.14.4 Proposed Mitigation Measures

Proposed mitigation measures are outlined in Table 9-51.

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Table 9-51 Proposed Mitigation Measures Mitigation Measure Phase Maximise opportunities for local and Aboriginal workforce participation Construction during construction. Project staff and Contractor(s) would be made aware of their statutory Construction obligations for heritage under the National Parks and Wildlife Act 1974 through the site induction and toolbox talks. The Contractor(s) are to include an Aboriginal Culture Awareness module in its induction training in which the local Aboriginal community will be invited to present. In the event that any Aboriginal sites are disturbed and identified within Construction the area of works, works within the immediate vicinity of the Aboriginal object will cease forthwith and the Office of Environment and Heritage (OEH) contacted so that appropriate management strategies can be identified and followed. In the event that skeletal remains are uncovered, works in the immediate Construction area will cease, the area would be cordoned off and the NSW Police Coroner and Transport for NSW (TfNSW) environment team would be contacted to determine if the material is of Aboriginal origin. If determined to be Aboriginal, the OEH Enviroline 131 555 and relevant Aboriginal stakeholders would be contacted to determine an action plan for the management of the skeletal remains prior to works re- commencing.

9.15 Historic Heritage

A desktop historic heritage assessment has been undertaken to:

 Identify any heritage items, historic sites, maritime sites and any areas of archaeological potential located within the site or in the vicinity of the site.

 Make an assessment of the Project’s impacts on the heritage significance of the items and sites identified.

 Provide recommendations to mitigate any impacts.

The assessment has been prepared in accordance with the relevant legislative and statutory conservation planning controls including the SEPP (Infrastructure) 2007, the Bega Valley Local Environmental Plan 2013 (the LEP) and the requirements of the NSW Heritage Manual’s ‘Assessing Heritage Significance’ and ‘Statement of Heritage Impacts’ Guidelines (Heritage Office, 2002) and the relevant Articles of The Burra Charter: The Australia ICOMOS Charter for Places of Cultural Significance (Burra Charter) (Australia ICOMOS, 2013).

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