Environmental Impact Statement

Transcription

1 for South of Embley Section 14 Transport

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3 14 TRANSPORT Road access to the Weipa area is currently by way of the Peninsula Developmental Road (PDR). The Port of Weipa on the Embley River is used for shipment of bauxite from the existing mining operations to Gladstone and deliveries of cargo and fuel for mining operations and the Weipa township. Weipa is serviced by a local airport. The regional road network is shown in Figure 14-1 and the Port of Weipa facilities and Weipa airport are shown in Figure This section provides an assessment of transport impacts, presented as separate sub-sections for each project-affected mode of transport (road, rail, air and sea). The legislative framework required for transport infrastructure works are addressed in Section Road Existing Infrastructure The road network in the vicinity of the is largely undeveloped, with vehicle access restricted to minor vehicular tracks (refer Figure 14-3). Current road access to the site is from the PDR via Aurukun Road, Beagle Camp Access Road, Pera Head Access Road, and Amban Access Road (the "access roads"), which traverse the adjacent mineral development licence (MDL) 378. There are no gazetted public roads on the portion of ML 7024 that lies south of the Embley River. Peninsula Developmental Road The PDR is a State-controlled road between Mareeba and Weipa. At present, the road is largely unsealed, however, funding by the Federal and Queensland governments have focussed on upgrades of the road under the Roads of National Importance Program, including the 15km between Lakeland and Laura. Other proposed upgrade works are being considered by the Queensland Department of Transport and Main Roads (DTMR 2009). These are predominantly related to pavement construction, however, two additional bridges are proposed at Carols Crossing and Ruth Creek. These bridges are located on the PDR section 90B between Mt Molloy and Laura. The PDR has a posted speed limit of 60km/hr in urban areas, ranging up to 110km/hr along some sections. Pavement width along sealed sections varies between 2.6m and 32.4m, and averages 7.5m. The unsealed sections of the PDR can be rough and corrugated. During the wet season, the road is prone to closure. Load limits can vary during the wet season from five tonnes between Coen airport and Weipa to 25 tonnes between Laura and Coen. Reduced visibility due to dust can be a safety hazard during the dry season. Coen Bridge has a load limit of 10 tonnes (without a permit) and up to tonnes (with a permit). A bypass of the Coen Bridge is currently being constructed and it is expected to be completed in Other load-restricted structures include the Laura Bridge and Archer causeway. In addition, the PDR is subject to washouts during the wet season which can create traffic hazards. Between Napranum and Weipa, the PDR is also known as Kerr Point Road and John Evans Drive. It is the main thoroughfare for employees travelling from Weipa to work at RTA's East Weipa operations. It is a sealed, two-lane road. The section of this road within the Weipa Town Boundary is maintained by Weipa Town Authority (WTA) (with the assistance of RTA) and the section outside the Town Boundary and within the Mining Lease is maintained by RTA. A bus service operates on this section of road to transport children between Napranum and the school at Weipa. Section 14 Transport Page 14-1

4 11 South of Embley Area Lockhart River E RIVER Coral Sea --14 Carpentaria --15 Pormpuraaw Lease boundary Shire boundary Township River Road/track National Park Fig. 14-1: Cape York Regional Road Network 5 0 5km Datum/ion: GDA941MGA Zone 54 Date: 15/07/2010

5 a LO mn Kerr Poin Czi mn / I\ Kerr Point Drive a vans Landing Wharf ' Proposed Humbug. Humbug Wharf RORO Barge Point", Terminal ( Weipa Rropose Port) Hnibrook erry -N \,, --,, -- -c\ \ \ a -A \ \ 0, inapranum c, \.\.11 \\. At \ Development'... Weipa Airport Road S Er I mn Ct CL CL Proposed Mine 'fliccess-y Road I \ hiey Riv r IRORO ---r-barge/fe Termin Lease boundary C> Township River Road Rail line Fig. 14-2: Weipa Area Transport Infrastructure km Datum /ion: GDA941MGA Zone 54 Date: 01/04/2011

6 h O', LC) CO mn Gulf /\\ of Carpentaria...W.. 1 Proposed Mooring N Area i Proposed Port di/ Proposed I Hey River Terminal e 5 Wle%c prop 2! ' / I I / Pera Head ccess Road / I f/ / I I I A a mn mn 0111P Lease boundary Township Drainage Road/track Fig. 14-3: Transport Infrastructure N km Datum/ion: GDA94IMGA Zone 54 Date: 01/04/2011

7 Kennedy Highway The Kennedy Highway is a State-controlled sealed highway, which runs from Smithfield near Cairns, to Mareeba and on to about 40km south of Mount Garnet. Planned infrastructure improvements detailed in the Roads and Implementation Program Far North Region include minor realignments, asphalt resurfacing and hardship resumptions (DTMR 2009). The Kennedy Highway has a posted speed limit of 60km/hr in urban areas, ranging up to 100km/hr along some sections. Pavement width varies between 4.7m and 23.3m and averages at 9m. There are no load restricted structures along the portion of the Kennedy Highway that are likely to be used by people travelling to the area. Aurukun Road Aurukun Road (also known as Aurukun Access Road) connects the township of Aurukun with the PDR. The Aurukun Road is largely unsealed and is subject to the same safety hazards. It is maintained by Aurukun and Cook Shire Councils. Under the Local Government (Aboriginal Lands) Act 1978 (Qld), permission must be obtained from Aurukun Shire Council for entry to all Shire lands. Aurukun Road is predominantly used by residents of Aurukun travelling to Weipa or Cairns, and by some people accessing the area for recreational purposes. Freight is brought into Aurukun by road weekly during the dry season. During the wet season road access is restricted and a barge delivers freight fortnightly Existing Traffic Volumes The most recent traffic flow figures for the PDR and the Kennedy Highway are as indicated in Table The information was supplied verbally by DTMR, Fitzroy District, and is provided in terms of the Average Annual Daily Traffic (AADT) and the proportion of heavy vehicles. The AADT is a common measure of traffic volume equivalent to the total volume of traffic passing a roadside observation point, over the period of one year, divided by the number of days in the year. Table 14-1 Existing Traffic Flows Road Section 2007 AADT Wo Heavy Vehicles 32A Kennedy Highway Cairns to Kuranda 7,610 10% Kuranda to Mareeba 4,675 10% 90A PDR Mareeba to Mt Molloy 2,180 13% Mt Molloy to 30km % 90B PDR 30km to 145km % 145km to Laura % 90C PDR Laura to Coen 95 26% 90D PDR Coen to Weipa 90 27% Kerr Point Road/John Evans Drive 500(1) 10%(2) Aurukun Road PDR turnoff to site (via the access road turnoff) 21(0 Insufficient data (1) Estimated (2) Estimated based on urban road Section 14 Transport Page 14-5

8 Background traffic volumes for Kerr Point Road and John Evans Drive could not be sourced, and have therefore been estimated based on employee numbers, the population of Napranum, and the PDR traffic volumes. It is likely most employees' vehicles would be light vehicles, however for the purposes of a conservative impact assessment, 10% of the vehicle movements are assumed to be heavy vehicles. Background traffic volumes for Aurukun Road were not available, and have therefore been estimated based on the population of Aurukun Existing Pavement Loads Existing pavement loads, in terms of Equivalent Standard Axles (ESAs), on the PDR and the Kennedy Highway are as indicated in Table ESA is a measure of the cumulative damaging effect to pavement of the design traffic. It is expressed in terms of the equivalent number of 80 kilonewton (kn) axles passing over the pavement. These have been calculated using the heavy vehicle proportions provided in Table 14-1 and an ESA conversion factor of 3.2. A conversion factor of 3.2 has been applied as it is the DTMR adopted value for background traffic. Table 14 2 Existing Pavement Loads (2007 ESAs) Road Section Existing Annual ESA 32A Kennedy Highway Cairns to Kuranda 888,848 Kuranda to Mareeba 546,040 90A PDR Mareeba to Mt Molloy 331,011 Mt Molloy to 30km 110,960 90B PDR 30km to 145km 62, km to Laura 40,880 90C PDR Laura to Coen 28,850 90D PDR Coen to Weipa 28,382 Kerr Point Road / John Evans Drive 58,400(0 Aurukun Road PDR turnoff to site (via the access roads) Insufficient data (1) Estimated Proposed Traffic Routes Use of the current road access arrangements (that is, via the PDR, Aurukun Road, and the access roads) would be required during the early construction phase. The option exists to shorten travel distances by extending the Beagle Camp Access Road westward to join the conveyor alignment for the proposed Aurukun and the infrastructure corridor from Dam C to the Boyd Infrastructure Area (see Figure 1-3). Once the new barge/ferry terminals and Mine Access Road are established, primary access to the site would be via the proposed barge/ferry terminals on the Embley and Hey Rivers (refer Section for description), as follows: Barges would travel between a roll-on, roll-off (RORO) barge terminal near the Humbug Wharf on the north side of the Embley River, to a combined barge/ferry terminal on the western side of Hey River; A passenger ferry would travel from a new ferry terminal at Hornibrook Point on the north side of the Embley River to the new Hey River barge/ferry terminal, and A new Mine Access Road would link the Hey River terminal to the operations (refer Section for a description of this road). Use of the current road access is expected to be extremely limited during the operational phases of the. There are no proposed new/alterations to public road infrastructure required by the, other than the mitigation strategies for the Humbug barge terminal and Hornibrook ferry terminal intersections described in Section Section 14 Transport Page 14-6

9 Construction Phase Workforce The construction workforce would be based in a camp near the Boyd infrastructure area. The workforce roster is yet to be determined, and therefore the impact assessment is based on the conservative assumption that the workforce is on a fortnightly rotation. At the beginning and end of each rotation workers would travel on a bus, initially via the PDR, Aurukun Road, and the access roads. Once facilities have been constructed the workers would be transported by either car or bus from Weipa or Weipa airport to the Hornibrook ferry terminal, by ferry to Hey River, and then travel by the Mine Access Road (on-lease) to the construction camp at the beginning and end of each rotation. Equipment and Materials The majority of equipment and materials would be transported by sea, from Cairns to Weipa. Cargo ships and barges would predominantly be unloaded at Evans Landing or Humbug Wharf and cargo would be loaded onto trucks. Initially, the trucks would need to travel by road via Kerr Point Drive, the PDR and Aurukun Road to the site, until barge facilities have been constructed at Hey River (approximately six months into the construction period). At this time the loaded trucks would be transported by barge from Humbug Wharf to the Hey River Terminal and then by the Mine Access Road (on-lease) to the site. Temporary barge/ferry terminals may be constructed at Hey River as part of the early works program to reduce transportation of cargo by road. Some equipment and materials required for the commencement of construction may be brought ashore by barge between Boyd Point and Pera Head, and at Hey Point. RTA has previously utilised Hey Point in a similar manner. Such use would be subject to agreement with the Napranum Shire Council. Once the barge facilities and Mine Access Road is established, the primary heavy vehicle usage of roads external to the site during construction would be deliveries of aggregate for concrete from Archer River Quarry to the site. Aggregate will predominantly be sourced from borrow pits within the area using internal roads, however, for the purposes of a conservative impact assessment it has been assumed that 20% of deliveries are from the Archer River Quarry. The quarry is located approximately 200km south-east of Weipa and 100km south of the Aurukun Road turn-off via the PDR. Operational Phase Workforce When operating, the employee types are divided into three categories: SoE-based workforce employees and contractors are likely to be based in Weipa and would commute to the site daily by driving to the Hornibrook ferry terminal where they would leave the vehicle, and then catch the ferry to Hey River where a bus transports them to the workplace; Administration staff these personnel would live in Weipa and work in Weipa at the current RTA main facility, located opposite the proposed Hornibrook ferry terminal; and Day and night staff these personnel would also live and work in Weipa, but are differentiated from the administration staff because their working shifts cover a full 24- hour period. The day and night staff would typically be lab technicians as well as those personnel responsible for maintenance activities. They would also work at the RTA main facility. Visitors to the site or Weipa administration office are likely to follow similar routes, however transport such as a hire car, taxi or bus would transport them from the Weipa airport. Equipment and Materials The majority of equipment and materials would continue to be transported by sea from Cairns to Weipa. Section 14 Transport Page 14-7

10 Cargo ships and barges would predominantly be unloaded at Humbug or Evans Landing wharves and cargo would be loaded onto trucks. The loaded trucks would then be loaded onto barges at the Humbug barge terminal and transported to the Hey River barge/ferry terminal. The trucks would then drive off the barge and travel by the on-lease Mine Access Road to the site. Should any heavy vehicles need to bring supplies by road from Cairns, they would take the Kennedy Highway and the PDR. However, as with existing Weipa mining operations, external road network use would be limited. Extracted bauxite would be transported using a network of internal haul roads and conveyors to the beneficiation plant prior to being shipped to its final destination from the proposed port Proposed Traffic Generation Traffic generated by the proposed development has been estimated from the heavy vehicle haulage and employee requirements during both construction and operational phases of the. Trip generations are based on the number of staff required at each shift, the number of shifts each day, and assumed vehicle occupancy of 1.2 people. Trip generations are expressed in "vehicle trip ends" (vte). This is an expression for the sum of both directions of a trip (i.e. the sum of in and out movements). Vte per day is taken as the average daily vehicle movement assuming the operational week is seven days. Construction Phase During construction, employees would be housed on the area for the duration of their shift rotation. Trips on the external road network would therefore only be generated when employees leave the construction camp and travel to Weipa or the airport for their scheduled days off. Shuttle buses would be provided for transport of personnel between the site and Weipa or Weipa airport. It has been calculated the employee trip generation for both average and peak construction periods would be four vte per day. These trips would initially be via the PDR and Aurukun Road until ferry terminals are constructed. Prior to the establishment of the barge terminals and Mine Access Road, heavy vehicle trip generation during the first six months of construction is likely to include the following deliveries of materials and equipment via the PDR, Aurukun Road, and the access roads: Four to five deliveries per day will be made to transport fuel and supplies from Evans Landing Wharf, Lorim Point Wharf, or Humbug Wharf to the site. It is assumed one of these deliveries will be fuel transported in B-double trucks (i.e. two vte/day), and four deliveries will be supplies transported via flat bed semi-trailer (i.e. eight vte/day), and 20 deliveries per week (i.e. 5.7 vte/day) would be made transferring buildings (dongas) and equipment from Weipa to the site. These vehicles would be flat bed semi-trailers with an additional trailer. For the purposes of a conservative impact assessment, a weekly delivery from Cairns to the site by road train (flat bed semi-trailer with additional trailer), via the PDR from the east, has been assumed. The peak trip generation (for the first six months of construction) between Weipa and the site would be 19.7 vte/day on the PDR and 20 vte/day on Aurukun Road. Once the barge facilities and Mine Access Road are established, the primary heavy vehicle usage of roads external to the site during construction would be the delivery of aggregate from Archer River quarry to the site. Aggregate would predominantly be sourced from borrow pits within the area using internal roads. However, for the purposes of a conservative impact assessment, the traffic generation calculations assume 20% of aggregate would be sourced from Archer River Quarry. This would result in approximately 12,900t of aggregate to be transported from Archer River Quarry, which equates to approximately 215 deliveries using a truck and four-axle trailer. During the peak delivery period, up to four vehicles would make two trips per day, giving a peak vehicle frequency of 16vte/day. The frequency is then expected to reduce and deliveries would occur as required. Section 14 Transport Page 14-8

11 The Aurukun Road assessment includes a 5% contingency for shuttle bus trips post-barge establishment, to cover events such as the barge breaking down. This information has been summarised and is included in Table Table 14 3 Trip Generation Construction Phase Purpose of Trip Sections of Road Used Peak Vehicles Per Day (vte Average Annual Vehicle Movements Construct /on phase until barge facilites established (approx 6 months) Fuel transport Cargo transport Heavy equipment/buildings transport Weipa to site (via PDR, Aurukun Road and the access roads) Employee shuttle bus from airport Total Daily Vte for 90D PDR between Weipa and Site Weekly delivery from Cairns Cairns to site (via Kennedy Highway, PDR, Aurukun Road, the access roads) Total Daily Vte for PDR between Cairns and Site Total Daily Vte for Aurukun Road and the Access Roads Construct /on phase after barge/ferry facilities established Aggregate delivery from Archer River Quarry Archer River Quarry to site (via PDR, Aurukun Road and the access roads) Total Daily Vte for 90D PDR between Archer River Quarry and Aurukun Road Turnoff 16 (peak) (peak) 430 5% of shuttle bus trips from airport2 Weipa airport to site (via PDR, Aurukun Road and the access roads) Total Daily Vte for 90D PDR between Weipa and Site Total Daily Vte for Aurukun Road and the Access Roads 16.2 (peak) 503 (1) Vehicle trip ends (Vte). (2) 5% contingency has been applied to employee related trips via the PDR and Aurukun Road, post ferry establishment Operational Phase It has been assumed that for the -based workforce, employees drive from home to the Hornibrook ferry terminal on a daily basis, where they leave the vehicle. The return trip applies. The same rationale has been applied to all other employee types travelling to the Weipa administration office at all phases. The daily trip generation by workforce based at the site as they travel between Weipa and the Hornibrook ferry terminal has been calculated for each of the production scenarios as follows: 15 Mdptpa 180 vte/day; 30 Mdptpa 334 vte/day, and 50 Mdptpa 434 vte/day. It is anticipated production would replace production from current operations north of the Embley River as described in Section 1.3. The workforce would not exceed that of the existing operations (for production up to 30Mdptpa) and therefore the trip generation would be offset by fewer employees travelling to the East Weipa office and existing mining operations. The projected total mining workforce is shown in Table 16-3 and discussed in detail in Section Population ions. Taking this into account, the additional employee trip generation created by the on Kerr Point Road and John Evans Drive would be as follows: Section 14 Transport Page 14-9

12 15 Mdptpa no additional trips; 30 Mdptpa no additional trips, and 50 Mdptpa approximately 100 additional vte/day. The projected population of Weipa is expected to increase to more than 4400 people under the 50Mdptpa production scenario as shown in Table This is an increase of 400 people over the estimated 2007 population. This -related increase in population would result in an associated increase in non-employee trips on the PDR between Weipa and Cairns. It has been conservatively assumed that 5% of this population increment travels on the PDR daily, which would result in an additional 19 vte/day between Cairns and Weipa. For the purposes of a conservative impact assessment, it has been assumed that 5% of the total employee trips occur by light vehicle from Weipa to site via the PDR and Aurukun Road. This is to account for contingencies such as the ferry breaking down. Taking into account the 5% contingency, the generated traffic volumes on the PDR, Aurukun Road, and the access roads between Weipa and site are as follows: 15 Mdptpa 9 vte/day; 30 Mdptpa 17 vte/day, and 50 Mdptpa 22 vte/day. There are no other anticipated development-generated trips during the operational phases as it is intended material and equipment would be barged to the site Impact Assessment Methodology The methodology for assessment of the proposed development's traffic and transport elements considers the requirements of the Guidelines for Assessment of Road Impacts of Development (GARID) (former Queensland Department of Main Roads (DMR) 2006a) and the Road Planning and Design Manual (DMR 2006b). By following the guidelines stipulated within GARID, development generated impacts can be identified and managed, as required by the Transport Infrastructure Act 1994 (Qld). The requirements of other legislative documents such as the Transport Planning and Coordination Act 1994 (Qld) and the Transport Operations (Road Use Management) Act 1995(Q1d) have also been reviewed and information provided accordingly. Growth Rates Traffic counts for the PDR and the Kennedy Highway for 2006 and 2007 were sourced from DTMR. These counts were used to gain an estimate of the likely growth rates along each road. A summary of the 2006 and 2007 AADT, along with the percentage increase over the year, is provided in Table The weighted average for growth (that is, 2% for PDR and 4% for Kennedy Highway) has been used in the future year analysis. There are insufficient data available to determine the growth rate for Kerr Point Road and Aurukun Road, and therefore a growth rate of 2% has been assumed. These growth rates have been applied linearly for all future year design horizons in the impact assessment. Section 14 Transport Page 14-10

13 Table 14 4 Traffic Growth Rates Road Section 2006 AADT 2007 AADT Growth Rate (WO Weighted Average (Growth Rate WO 32A (Kennedy Highway) Cairns to Kuranda Kuranda to Mareeba % Mareeba to Mt Molloy Mt Molloy to 30km A,B,C,D (PDR) 30km to 145km km to Laura % Laura to Coen Coen to Weipa Kerr Point Road/John Evans Drive 500(0 Insufficient data Aurukun Road PDR turnoff to the access road turnoff 21(1) Insufficient data 2%(1) (1) Estimated. The schedule adopted for the impact assessment is presented in Table Given construction would not start earlier than 2010 an assumed base year of 2013 represents the "worst case" scenario in terms of identifying potential operations-related traffic impacts. The DMR Guidelines (DMR 2006a) state a project's impacts are only significant if the traffic generated by the development equals or exceeds 5% of the AADTs or ESAs. The background traffic volumes progressively increase due to general traffic growth. Generally, the traffic volume generated by a project would have a decreasing impact over time as the reference background volume becomes larger. However, in the case of the, the -generated traffic volumes would increase with production and the impact assessment has been carried out for each of the production scenarios. Table 14 5 Assumed Timing for Growth Rate Application Phase ScheduleM Construction Year -3 to -1 Operations 15Mdptpa Year 1 to Year 13 Operations 30Mdptpa Year 14 to 30 Operations 50Md ptpa Year 31 to 40 (1) The actual schedule would depend on the production rate. Expansion would occur when market conditions allow. Traffic Impact Using the existing traffic flows and applying the growth rates, an approximate traffic volume (expressed as average daily vehicle movements over one year) with and without the can be calculated for each stage of the (refer Table 14-6). Section 14 Transport Page 14-11

14 PDR and Kennedy Highway For all of the assessed cases, the proposed development is expected to have a negligible impact on daily traffic operations (that is, an increase of less than 1%) on the majority of sections along the PDR and all of the Kennedy Highway (refer Table 14-6). Daily traffic on the PDR between Archer River Quarry and Aurukun Road turnoff would increase from 96 vehicles per day to approximately 104 vehicles per day (an 8% increase) during the peak construction phase when aggregate is being delivered from the Archer River Quarry. Once these deliveries are completed, traffic is expected to decrease. After production commences, the increase in traffic for the section of the PDR between the Aurukun Road turnoff and Weipa is anticipated to be between 9-22% of background traffic. While this increase may seem significant, in absolute terms the total daily traffic, inclusive of that generated by the proposed development, is considered to remain at very low levels. RTA would repair any damage caused by -related traffic. During construction there would be more vehicle movements on the load-restricted crossings and structures on the PDR. Haulage during the wet season would be restricted and load restrictions would be adhered to. Therefore, the proposed development is not expected to have an adverse impact on future year daily operations of the PDR and the Kennedy Highway. Kerr Point Road/John Evans Drive Heavy vehicles are expected to travel along Kerr Point Road and John Evans Drive from Evans Landing and Humbug wharves to the PDR during the initial six-month stage of construction, prior to the barge terminal and Mine Access Road being available. However, the proposed development is expected to have a negligible impact on daily traffic operations (refer Table 14-6). Once operating, the is unlikely to cause an increase in traffic volume on Kerr Point Road and John Evans Drive until maximum production of 50Mdptpa is reached and the total mining workforce increases. This would result in an increase from an estimated 1000 vehicles to a predicted 1119 vehicles per day (a 12% increase). In absolute terms, the total daily traffic, inclusive of that generated by the proposed development, is considered to remain at low levels. This is not expected to have an adverse impact on daily operations of these roads in future years. PDR/Hornibrook Ferry Terminal Access Intersection employees would drive to the proposed ferry terminal to be constructed on Hornibrook Point for transport to the area. As shown in Figure 14-4, vehicular access to Hornibrook Point from Kerr Point Road is currently provided by way of a channelised intersection. Priority is given to through-traffic on Kerr Point Road. This existing intersection includes a dedicated channelised right-turn with associated line-marking and a concrete median on the western approach to separate right-turns from westbound through-traffic. The southern approach of the intersection has a gravel unsealed pavement. Mitigation measures for this intersection are proposed in Section Section 14 Transport Page 14-12

15 Table 14 6 Average Daily Vehicle Movements Road 32A Kennedy Highway Section Construction (Vte/day) 15Mdptpa (Vte/day) 30Mdptpa (Vte/day) 50Mdptpa (Vte/day) Without With Change Without With Change Without With Change Without With Cairns to Kuranda 8,560 8,560.3 <1% 9,629 9, ,033 16, ,231 31,250 <1% Kuranda to Mareeba 5,256 5,256.3 <1% 5,915 5, ,850 9, ,186 19,205 <1% 90A PDR Mareeba to Mt Molloy 2,313 2,313.3 <1% 2,455 2, ,176 3, ,447 4,466 <1% Mt Molloy to 30km <1% ,020 1,039 2% Change 90B PDR 30km to 145km <1% % 145km to Laura <1% % 90C PDR Laura to Coen <1% % Coen to Archer River Quarry <1% Archer River Quarry to Aurukun Road Turnoff (1) 103.5(2) <1%(1) 8%(2) % 90D PDR(1) Aurukun Road turnoff to Weipa (1) 96.2(2) 5o/0(1) <1%(2) % % % Kerr Point Road/John Evans Drive 520(3) 525(1) 525(2 ) <1%(1) <1(2) 552(3) % 714(3) 731 2% 1,000(3) 1,119(3) 12% Aurukun Road PDR turnoff to site ( via the access roads) 22(3) 27.1(1) 27.5(2) 23%(i) 25%(2) 24(3) 33 38% 30(3) 47 56% 37(3) 59 59% (1) First year of construction, including period prior to barge/ferry terminals being constructed. (2) Average annual daily trips after barge/ferry terminals are constructed and during peak aggregate deliveries from Archer River. (3) Based on estimate. Section 14 Transport Page 14-13

16 Figure 14 4 Existing Intersection Kerr Point Road/Hornibrook Point Kerr Point Road/Humbug RORO Terminal Access Intersection Currently, there is not a formal intersection on the Kerr Point Road for vehicular access to the proposed barge terminal. The indicative location of a proposed intersection is shown on Figure 14-5.and discussed further in Section Indicative intersection location Figure 14 5 Intersection Location PDR/Humbug RORO Barge Terminal Section 14 Transport Page 14-14

17 Aurukun Road Background traffic volumes could not be sourced for Aurukun Road, and they have therefore been estimated based on the population of Aurukun. During the initial six-month construction phase prior to the commissioning of the barge/ferry terminals, traffic is expected to experience a peak of 20vte/day due to -related traffic on the section of Aurukun Road between the PDR and the Access Road turnoff (refer Table 14-3). Over the first year, this results in an increase from an estimated average of 22vte/day to an average of 27vte/day (refer Table 14-6). After the barge/ferry terminals are constructed, traffic volumes would reduce until the mine reaches 50Mdptpa production, at which time traffic volumes generated by the are again expected to increase by 22vte per day, bringing the total to 59vte/day (refer Table 14-6). While these increases appear to be significant, the increase in absolute terms is minor and the total daily traffic, inclusive of that generated by the, shall remain at very low levels. Materials would be brought in via the Aurukun Road only when the road is declared open by the Police and DTMR (i.e. not during wet season closures). Mitigation measures are discussed in Section Pavement Impact The impact of the, in terms of annual ESAs, on roads during the construction and operational phases are detailed in Table The ESAs are calculated from predicted annual heavy vehicle movements using conversion factors provided by the DTMR. It is assumed most heavy vehicles travel to the site loaded and from the site unloaded, with the exception of the bus which transports the workforce, which is assumed to be loaded when travelling in both directions. The number and type of heavy vehicles related to the impact of population growth on the PDR in the 50Mdptpa scenario is not known. It is assumed most heavy vehicles currently travelling on the PDR would be associated with mining activities. Population growth would predominantly affect town activities, such as travel of individuals or families by light vehicle and haulage of freight of household items. It is therefore assumed 10% of the vehicles generated by population growth are heavy vehicles and a generic ESA conversion factor of 3.2 has been used to assess pavement impact. During the construction phase, the proposed development is expected to have a marginal to very low impact (i.e. increases of less than 1%) on annual ESAs of most roads. The following roads would experience an increase in pavement impacts of greater than 5% during some stages of the (refer Table 14-7): the PDR between the Archer River Quarry and the Aurukun Road turnoff during the delivery of aggregate; the PDR between Weipa and the Aurukun Road turnoff prior to the construction of the barge/ferry terminals and Mine Access Road; Kerr Point Road and John Evans Drive prior to the construction of the barge/ferry terminals and Mine Access Road, and during operations at 50Mdptpa, and Aurukun Road between the PDR and the Access Road turnoff during the construction phase. RTA would repair any damage caused by -related traffic on these roads. Once construction is completed and production commences, there would be limited impact on the annual ESAs of Aurukun Road, the PDR, and Kennedy Highway, as it is unlikely heavy vehicles would be using roads external to the site. Section 14 Transport Page 14-15

18 Table 14 7 Pavement Impact Analysis (ESAs) Construction 15Mdptpa 30Mdptpa 50Mdptpa Road Section Without With Change Without With Change Without With Change Without With Change 32A Kennedy Highway Cairns to Kuranda 995, ,748 <1% 1,124,676 1,124, ,872,669 1,872, ,647,772 3,649,991 <1% Kuranda to Mareeba 611, ,803 <1% 690, , ,150,424 1,150, ,240,911 2,243,131 <1% 90A PDR Mareeba to Mt Molloy 350, ,110 <1% 372, , , , , ,445 <1% Mt Molloy to 30km 117, ,856 <1% 124, , , , , ,565 <1% 90B PDR 30km to 145km 65,990 66,228 <1% 70,109 70, ,693 90, , ,211 2% 145km to Laura 43,333 43,571 <1% 46,038 46, ,554 59, ,391 85,610 3% 90C PDR Laura to Coen 30,581 30,819 <1% 32,489 32, ,028 42, ,850 61,069 4% Coen to Archer River Quarry turnoff 30,085 30,323 <1% 31,963 31, ,348 41, ,897 60,116 4% 90D PDR(1) Archer River Quarry turnoff to Aurukun Road turnoff 30,085 30,323(2) 32,140(3) <1%(2) 70/0(3) 31,963 31, ,348 41, ,897 60,116 4% Aurukun Road turnoff to Weipa 30,085 41,941(2) 30,303(3) 39%(2) <1%(3) 31,963 31, ,348 41, ,897 60,116 4% Kerr Point Road/John Evans Drive 60,759(0 72,615(2) 60,977(3 ) 19.5%(2) <1%(3) 64,478 64, ,410 83, , ,693 12% Aurukun Road PDR turnoff to site (via the access roads) Insufficient data 12,094(2) 2,055(3) 218(4) Insufficient data Insufficient data 156# Insufficient data Insufficient data 312# Insufficient data Insufficient data 546# Insufficient data (1) Estimated. (2) First year of construction, including period prior to barge/ferry terminals being constructed. (3) Average annual daily trips after barge/ferry terminals are constructed and during aggregate deliveries from Archer River Quarry. (4) Average annual daily trips after barge/ferry terminals are constructed, without aggregate deliveries from Archer River Quarry. # -related traffic only. Section 14 Transport Page 14-16

19 Overland Water Flows The Mine Access Road has been designed to a level so flooding at an average recurrence interval of one in ten years would result in greater than 300mm floodwater over the road. Such creek crossings would have a negligible impact on overland water flows. Driver Fatigue Use of long-haul routes, such as the PDR, may result in driver fatigue and resulting health and safety impacts. As mentioned in previous sections, use of long-haul routes would be minimised where possible as the majority of equipment and supplies would be transported to/from Weipa via ship or barge. Where transport is conducted by road, it would be the responsibility of the transport operator to ensure driver fatigue is managed in an appropriate manner and in accordance with relevant DTMR procedures and standards. RTA employee and contractor fatigue would be managed through existing RTA processes as described in Section Access to Culturally Significant Areas There are a number of areas of cultural significance that are accessed by Traditional Owners. Access to active mining areas would be restricted to protect the health and safety of the public and the workforce, however access for Traditional Owners to specific areas, including to outstations in the area at Amban (False Pera Head) and Waterfall (near Ina Creek), would be managed in accordance with obligations outlined within the WCCCA. Pedestrian/Cycle Networks There would be no impacts to pedestrian or cycle networks as a result of the. Public Transport Networks The school bus route on the PDR between Napranum and Weipa would not be impacted. Upgrades to intersections are proposed in Section to improve safety aspects Mitigation Measures PDR/Hornibrook Ferry Terminal Access Intersection To ensure operational efficiency and road safety for users of the intersection for the Hornibrook ferry terminal, RTA proposes the intersection be upgraded to the requirements of the Road Planning and Design Manual (DMR 2006b). Detailed designs are yet to be carried out but are likely to include the following: A right-turn lane with a minimum width of 3.5m; Minimum length of right-turn lane (excluding taper) to be 30m; Minimum length of taper of right-turn lane to be 12m; New left-turn deceleration lane, and Sealed pavement on the southern leg providing access to the Hornibrook ferry terminal. There are no regulatory approvals required for these mitigation works. RTA would complete these works before the start of operations. Kerr Point Road/Humbug RORO Barge Terminal Access Intersection To ensure operational efficiency and road safety for users of the intersection for the Humbug RORO terminal, RTA proposes a priority-controlled intersection with a channelised right-turn from PDR, similar to that proposed for Hornibrook Point. Therefore, it is proposed the intersection be upgraded in accordance with the Road Planning and Design Manual (DMR 2006b). Detailed designs are yet to be carried out but are likely to include the following: A 3.5m wide passing lane for the right turn with minimum 60m straight lane and minimum 30m tapers, and Section 14 Transport Page 14-17

20 The existing left -hand turn lane into Humbug Wharf would be extended to the new access road to Humbug RORO Barge Terminal. There are no regulatory approvals required for these mitigation works, however final designs would be agreed with the North Queensland Bulk Ports Corporation Limited (NQBP) RTA would complete these works before the start of operations. PDR and Aurukun Road Materials would be brought in via the Aurukun Road only when the road is declared open by the Police and DTMR (i.e. not during wet season closures). Heavy vehicle usage along the PDR to Weipa would largely occur during the dry season. The transport operator would confirm the load restrictions along this route prior to transport. RTA would monitor the road condition and repair any damage to the PDR or Aurukun Road resulting directly from project-related haulage, but would not be responsible for general wear and tear from normal use. RTA would consult with the relevant Shire Councils to develop a suitable monitoring approach. Driver Fatigue RTA has implemented a Fatigue Management Standard and Guideline for employees and contractors whilst on site or whilst conducting business on behalf of RTA. Employees and contractors learn about fatigue management through site inductions and are encouraged to assess and manage fatigue by having a break, taking food or drink, or doing physical activity (e.g. stretching or walking). Workers are also required to notify their leader if they feel fatigued and their leader would conduct an assessment. Work and non-work related travel is considered when assessing fatigue-related risks. RTA has also implemented a Travel Remote Site Health Procedure that includes measures to prevent deep vein thrombosis, which may occur as a result of sitting in a vehicle for long periods at a time. Preventative measures include taking a break every hour, stretching and consumption of at least two litres of water every 24 hours. Access to Culturally Significant Areas RTA will continue to manage access for Traditional Owners to specific areas (including Amban, Waterfall, and Six Ti Tree), in accordance with its obligations outlined within the WCCCA. This is discussed further in Section Rail Facilities Bauxite is currently transported from Andoom to Weipa on a 20km single-track rail line. Rolling stock comprises two diesel-powered locomotives and three sets of 35 wagons. The would not use rail for transport. Use of the existing rail line would cease when ore reserves at Andoom are depleted. Therefore, the would not impact rail infrastructure Airport Weipa Airport is located 13km south east of Weipa and is managed by Weipa Air Charter. The airport is currently serviced by QantasLink, with flights leaving Weipa one to three times daily, and two car rental companies. BP Australia currently maintains a fuel facility at the airport. RTA would work with a regulated airline to ensure additional flights are provided to transport people and supplies to Weipa as required. Section describes the feedback received in consultation regarding the airport infrastructure. Construction Phase During the construction phase, personnel that are not based in Weipa would be transported from the construction camp to the airport for transportation back to their place of residence for their scheduled days off. It is difficult to determine the number of additional air services that Section 14 Transport Page 14-18

21 would be required as it is uncertain what proportion of the construction workforce would not be based in Weipa. However, it is unlikely that, on average, more than one additional air service per day would be required. This is within the capacity of the existing airport infrastructure. Operational Phase During the operational phase, personnel would be based in Weipa and therefore the use of the airport would be limited to visitors to the site and personal use of people living in Weipa. Table 16-3 shows the population projections under various production scenarios of the. The projections suggest when the mine production is at 15Mdptpa, the population of Weipa and Napranum (3502) would be slightly less than the population was in (estimated at about 4050). The population is projected to decrease to 3327 under the 30Mdptpa production scenario when it is assumed that Andoom closes and all mining takes place south of the Embley River. Significant population increases are not projected to occur until production increases to 50Mdptpa, when the combined Weipa and Napranum population is projected rise to approximately 400 above the peak of The timing of increased production is subject to market conditions. Assuming flights increase in proportion with population, even with this population increase, the number of flights leaving Weipa would increase by approximately three each week. This is within the capacity of the existing airport infrastructure. The would not require changes to airport infrastructure Sea Port Facilities Existing Infrastructure North Queensland Bulk Ports Corporation Limited (NQBP) is the port authority for the Port of Weipa. The Port of Weipa is primarily involved in the shipments of bauxite from RTA Weipa's existing operations to Gladstone and other markets overseas, as well as deliveries of fuel and general cargo. There are four berths located at the Port of Weipa that are all operated by RTA and utilised as follows: Lorim Point East Berth Lorim Point West Berth Evans Landing Berth Humbug Point Wharf bauxite export; bauxite export; deliveries of fuel and oil, and deliveries of general cargo. Maritime Safety Queensland (MSQ) provides pilotage and NQBP undertakes regular dredging to maintain the shipping channel and maintenance of navigational aids. Tug services are provided by a third-patty provider Existing Port Activity The Port of Weipa handled 396 ships in , carrying 20,348,567 tonnes of bauxite (PCQ, 2010). In addition, 69,271 tonnes of fuel and 39,741 tonnes of general cargo were handled Proposed New Infrastructure Four new marine facilities are proposed as part of the. These are described fully in Section 2 and shown on Figure 14-2 and Figure 14-3 and are summarised as follows: A new Port would be constructed on ML 7024 between Boyd Point and Pera Head. The proposed port is outside the Port of Weipa limits; A new ferry terminal would be constructed on the northern side of the Embley River near Hornibrook Point on NQBP land (the Hornibrook ferry terminal); Section 14 Transport Page 14-19

22 A new RORO barge terminal would be constructed near the existing Humbug Wharf on NQBP land (the Humbug RORO barge terminal), and A ferry terminal and RORO barge terminal would be constructed on the southern bank of the Hey River on ML 6024 (Hey River barge/ferry terminal). A development application would be required for infrastructure on strategic port land. NQBP is an assessment manager for works in this area. In addition, berthing frames and walkways would be installed on the landward side of the existing Lorim Point east wharf to accommodate the tugs that would be required for the proposed port during adverse weather conditions Proposed Shipping Routes During the initial construction phase, while the new Hey River barge/ferry terminal and the new Mine Access Road to the site are being established, heavy equipment, cargo and fuel would be delivered by ship or barge to Evans Landing or Humbug Wharf. It would then be transported by existing road to the site, as discussed in Section Construction of the barge terminals and Mine Access Road would take approximately six months. Once the new barge terminals are operational, cargo and equipment may be delivered directly to the proposed Hey River barge /ferry terminal (if the draft of the barge allows). Deliveries to the Humbug Wharf or Evans Landing would be unloaded onto either: trucks for a RORO transfer from the proposed Humbug RORO terminal to the Hey River barge/ferry terminal, or a barge with a shallower draft, suitable for berthing at Hey River, where it would be unloaded. The workforce would be transported via ferry from the new Hornibrook ferry terminal to the Hey River barge/ferry terminal. RTA proposes to operate the new port facilities. Bauxite shipments would occur from the proposed port via bulk carriers. The bulk carriers would travel past the Port of Weipa through the Gulf of Carpentaria and, depending on the destination, the Torres Strait shipping route. Ships travelling to Gladstone would continue to transit the Great Barrier Reef via the inner route under pilotage. The Port may also be used for deliveries of some cargo and equipment when required Proposed Shipping Movements Construction The Port of Weipa would receive deliveries of fuel, cargo, and equipment for the at the Humbug, Evans Landing, and Lorim Point wharves. Materials would then be transferred either to vehicles or smaller barges as required for transport to the area. The volume and nature of deliveries to the Port of Weipa during construction are shown in Table 14-8 below. Some deliveries may be made directly to the new Port site, such as construction materials for the Port. A small boat would be used to transport workers to the Hey River barge/ferry terminal construction site, and may also be used on an ongoing basis where required. Generally, barges and boats would run as required, however Table 14-8 provides an estimate of the number of crossings required for the expected volume of cargo and workforce. The type and rate of use of hazardous substances during wharf construction is described in detail in Section Waste from the area would be transported by back-haul on the barge to Evans Landfill or transfer stations. The management of waste is described further in Section 13. During construction, bauxite from the existing mining operations at East Weipa and Andoom would continue to be shipped from the Port of Weipa. Section 14 Transport Page 14-20

23 Table 14 8 Materials Handled at Port of Weipa Construction Phase Deliveries of fuel, cargo and equipment (Inputs) Transfers of fuel, cargo and equipment from Port of Weipa to area Shipments of bauxite (Outputs) Construction (prior General supplies would continue to be Ship and barge deliveries would be No change from to establishment of delivered in containers/loose to Humbug transferred to the area by road. existing bauxite barge and road Wharf via the existing Cairns to Weipa barge Construction materials for the new wharf shipments, subject access) (approximately 240 tonnes per week for the ). Fuel would continue to be delivered to Lorim Point and Evans Landing approximately every six weeks (approximately 2,000kL per delivery for the ). Ten ship deliveries to Humbug Wharf, totalling 2000t of heavy equipment and buildings. The piles for the wharf, part of the proposed port (2000t of steel), would be delivered in two to three shipments to Humbug Wharf. would be transferred to the proposed port site by dedicated barge or shipped directly. Workforce travelling to and from Weipa to work on the construction of the Hey River barge/ferry terminal, the Mine Access Road and the construction camp would be transported across the river by small boat from Evans Landing on a daily basis until the construction camp is built. to demand. Construction (post An average of 130 tonnes/week construction Cargo, fuel and construction material would No change from establishment of equipment and materials is expected to be be transferred by barge from Humbug Wharf existing bauxite supply route to site) delivered during this phase. General supplies to Hey Point RORO barge/ferry terminal. On shipments, subject would be delivered in containers/loose to Humbug Wharf via the existing Cairns to average, there would be one to two barge crossings per day. to demand. Note: all figures approximate. Weipa barge. An additional weekly service is expected to be required during this phase. Fuel would continue to be delivered to Lorim Point & Evans Landing, approximately every six weeks (about 2000kL per delivery). Some delivery barges from Cairns may travel directly to Hey Point barge/ferry terminal. Construction workforce travelling to and from Weipa at start of roster would be transported to site via ferry from the Hornibrook ferry terminal and then by Mine Access Road (and return at end of roster). Operations Once operations commence, the Port of Weipa would continue to receive deliveries of fuel, cargo, and equipment for the at the Humbug and Evans Landing wharves. Materials would then be transferred either to vehicles or smaller barges as required for transport to the area. Some delivery barges from Cairns may travel directly to Hey Point barge/ferry terminal. The volume and nature of deliveries to the Port of Weipa during the various production scenarios are shown in Table Generally, the barge and ferry would run as required, however Table 14-9 provides an estimate of the number of crossings required for the expected volume of cargo and workforce. A small boat may be used in place of the ferry if there are only a few people to transport. A small boat or barge may be used to transport people, materials or equipment from the current Port of Weipa to the new Port, where required. Fuel and other hazardous substances would be delivered via barge. The type, rate of use and management of hazardous substances at the site is described in detail in Section Waste from the area would be transported by back-haul on the barge to Evans Landfill or transfer stations. The management of waste is described further in Section 13. Section 14 Transport Page 14-21

24 Table 14 9 Materials Handled at Port of Weipa Operations Production Scenario Deliveries of fuel, cargo and equipment Transfers of fuel, cargo and equipment from Port of Weipa to area Shipments of bauxite 15Mdptpa Small increase in fuel and cargo as production replaces depleted East Weipa resources. This would include approximately 38,000kL per annum diesel for the. 14 RORO barges per week from Humbug Wharf to Hey River barge/ferry terminal carrying general cargo and fuel. Some barges may travel direct to the Hey River barge/ferry terminal. Operational workforce would be transported from Hornibrook Point ferry terminal to Hey River barge/ferry terminal via ferry at shift change (three to four ferry crossings per day) and then by Mine Access Road to site. East Weipa production would cease. Shipments from Port of Weipa reduce by approximately half (depending on demand at the time). Up to 150 ships/annum, typically two to three ships loaded per week. 30Mdptpa No major change to fuel and cargo deliveries as the replaces production from Andoom. This would include 70,000kL per annum diesel for the. 25 RORO barges per week from Humbug RORO barge terminal to Hey River barge/ferry terminal carrying general cargo and fuel. Some delivery barges may travel direct to Hey River. Workforce would be transported from Hornibrook Point to Hey River via ferry at shift change (three to four crossings per day). Andoom production will cease. 150 ships/annum would reduce to nil. 50Mdptpa Note: all figures approximate. Cargo deliveries are likely to increase to a total of approximately 40,000 tonnes each year (of which approximately 8,000 tonnes would be attributable to the and associated population growth). Approximately 109,000kL diesel for the. 40 RORO barges per week from Humbug RORO barge terminal to Hey River barge/ferry terminal carrying general cargo and fuel. Some delivery barges may travel direct to Hey River barge/ferry terminal. Workforce would be transported from Hornibrook ferry terminal to Hey River barge/ferry terminal via ferry at shift change (four to six crossings per day). Nil bauxite shipments from Port of Weipa. The expected shipments of bauxite from the Port of Weipa under various production scenarios are shown in Table All bauxite mined in the area would be shipped from RTA's new port (refer Table 14-10). The shipment of bauxite through the Port of Weipa would reduce when operations cease at East Weipa and, would cease entirely when operations cease at Andoom. Table Shipments from Proposed Port Production Scenario Type Quantity* 15Mdptpa Bulk carrier customer vessels vary ships/annum (up to 4-5 ships loaded per week) 30Mdptpa Bulk carrier customer vessels vary ships/annum (up to 7-8 ships loaded per week) 50Mdptpa Bulk carrier customer vessels vary ships/annum(up to 12 ships loaded per week) Note: all figures approximate. * Number of ships will vary depending on actual production and size of vessels. The Port of Weipa facilities are limited to ships up to 255m in length, 12.3m draft, and 85,000 deadweight tonnage (dwt) (PCQ 2010). However, larger ships are available for use, and the proposed port has been designed to accommodate Capesize vessels of up to 185,000 dwt (refer Table 14-11). Section 14 Transport Page 14-22

25 Table Approximate Dimensions of Bauxite Ships Dedicated Panamax (e.g. RTS Pioneer) Dedicated Post Panamax (e.g. RTM PIIRAMU) Capesize Dead weight tonnage (dwt)* 70,000 90, ,000 Bauxite cargo (t) 68,660 88,500 Approx 180,000 Length overall (m) Draft (m) 12 Up to * Dwt is the maximum weight of a vessel, including the vessel, cargo and ballast. In the initial phase of the port, RTA proposes to construct and operate port facilities capable of shipping 30Mdptpa, with provision to enable future expansion up to 63Mdptpa. Capacity may be provided for third parties following agreement on suitable commercial terms. For the initial port development for shipping 30Mdptpa, two berths are required. Two extra berths would be added if ship loading capacity was increased to 63Mdptpa. Ships waiting to berth would generally anchor in an offshore mooring area, west of Boyd Point, (refer Figure 14-3) in water approximately 20m deep. However, depending on their ballast, ships may safely be able to anchor in shallower water depths. The specific location of the anchorage areas would be subject to the approval of the operator of the Port, who would direct ships according to conditions at the time through the shipping agent Impact Assessment Shipments from Port of Weipa The expected shipments of bauxite from the Port of Weipa are shown in Table The shipment of bauxite through the Port of Weipa would reduce when operations cease at East Weipa. Bauxite mined and processed through the Andoom operation would continue to be shipped via the existing Port of Weipa until these reserves are depleted. Deliveries to Port of Weipa During the initial six months of construction it is estimated an additional ten ships would deliver approximately 2000 tonnes of construction materials. This represents only a minor increase in the volume of cargo currently delivered (39,741 tonnes in ). Once the Hey River barge/ferry terminal is constructed, deliveries over the remaining construction period are expected to increase to an average of 130 tonnes per week, a 20% increase over current average cargo volume, and increase in frequency by one delivery per week. This is within the capacity of the Port of Weipa. Up to 30Mdptpa production rate the volume of deliveries would increase in proportion with total production, as the would, for the most part, take over production from the existing mining operations north of the Embley River (NoE). The frequency of deliveries is not expected to increase significantly as there is spare capacity on the existing barges. At 50Mdptpa, the volume of cargo deliveries is expected to be approximately twice that for the current NoE operations. However, the frequency of fuel deliveries would only increase from sixweekly to once every four to five weeks as the shipments would be larger in volume than the current deliveries. This is within the capacity of the Port of Weipa. Activity in Port of Weipa Limits An increase in the movement of vessels within the Port limits increases the risk of collision, resulting in a safety incident or environmental harm. Table 14-8 and Table 14-9 summarise the expected deliveries and transfers of cargo and fuel, as well as bulk shipments of bauxite by the Port of Weipa. Currently, approximately two cargo barges and seven bulk carriers are handled by the Port of Weipa each week. The Section 14 Transport Page 14-23

26 number of bulk carriers travelling within the Embley River would decrease as production decreases from Weipa operations NoE. There are no data available on the current use of the river by other commercial or recreational boats, however, given the low population it is anticipated to be relatively minor. During the initial construction phase before the ferry and barge terminal are constructed, general supplies and fuel would continue to be delivered at the same frequency as current NoE operations. There would be approximately ship deliveries over this six-month period of heavy equipment and buildings, as well as piles for the proposed wharf. Some equipment would be transferred across the river to the construction site of the Hey River barge/ferry terminal and a small boat would be used to transfer people on a daily basis. This minor increase in vessel traffic is unlikely to increase the risk of collision. During the remainder of the construction period, an additional weekly cargo delivery is expected. Barge crossings would occur as required, but are expected to be on average one to two times per day. The ferry would be used to transfer people across the river at the start and end of their roster. This minor increase in vessel traffic is unlikely to increase the risk of collision. Under the 15Mdptpa production scenario, when bauxite exports are still occurring from NoE operations, it is estimated there would be approximately four to five bulk carriers loaded each week at Lorim Point. It is also anticipated there would be approximately 14 barge crossings per week between Humbug RORO barge terminal and the Hey River barge/ferry terminal and 28 ferry crossings between Hornibrook ferry terminal and the Hey River barge/ferry terminal. While this increase may seem significant in relative terms, the total daily ship movements within the Port of Weipa, inclusive of that generated by the proposed development, is considered to remain at low levels. Ship movements are regulated by the Port operator and the width of the Embley River allows ample space to render collisions between vessels unlikely. In the 30Mdptpa phase, bauxite exports from the Port of Weipa are expected to decrease until there are no more exports. It is estimated during this phase there would be 25 RORO barge crossings per week and 28 ferry crossings each week. Therefore, although barge and ferry transfers increase, the reduction in bulk carrier movements would reduce the likelihood of collision. The movement of vessels would continue to be managed by the Port operator, further reducing the risk to low. Once the reaches 50Mdptpa production, the movement of vessels on the Embley and Hey Rivers from Humbug RORO barge terminal and the Hey River barge/ferry terminal would be approximately 40 RORO barge crossings each week. Additionally, it is estimated there would be approximately 40 ferry crossings each week from the Hornibrook ferry terminal to the Hey River barge/ferry terminal. There would be no bulk carriers on the Embley River by the time the reaches 50Mdptpa. Therefore during this phase, the risk of collision between bulk carriers and other vessels in the Port of Weipa will be negligible. Product Spillage Product spillage into the marine environment can occur from routine loading operations. Bauxite is non-hazardous and the risk of impact to marine ecology is considered to be low. Mitigation measures are proposed in Section to reduce the likelihood of spills. Fuel, Oil and Chemical Spills Accidental fuel, oil and chemical spills related to shipping activities can have impacts on the marine environment as well as marine fauna. The risk of a spill associated port operations associated with the project is considered low for the following reasons. The Port of Weipa is currently limited to vessels up to 90,000dwt. Cape Size vessels (185,000dwt) rather than panamax or post-panamax vessels (approx 70,000dwt and 90,000kt) would be used for the transport of bauxite from the proposed port site. Therefore, the probability of vessel incidents occurring resulting in accidental fuel, oil or Section 14 Transport Page 14-24